Proposed Aircraft Hangar Development Shannon Airport, Shannon, Co. Clare
Planning and Environmental Considerations Report
January 2017
TOBIN CONSULTING ENGINEERS
PLANNING AND ENVIRONMENTAL
CONSIDERATIONS REPORT
PROJECT: SAA Paint Hangar, Ballyhennessey, Lismacleane and Rineanna South, Shannon Airport, County Clare
CLIENT: Shannon Airport Authority. Shannon Airport, Co. Clare
COMPANY: TOBIN Consulting Engineers Block 10-4, Blanchardstown Corporate Park, Dublin 15.
TOBINTel: 01- 8030401CONSULTING ENGINEERS Fax: 01-8030409 email: [email protected]
DOCUMENT AMENDMENT RECORD
Client: Shannon Airport Authority.
Project: Proposed Aircraft Hangar Development Shannon Airport, Co. Clare
Title: Planning and Environmental Considerations Report
PROJECT NUMBER: 10113 DOCUMENT REF: 10113-01
A Planning and Environmental MP/LB 11/01/17 JD 11/01/17 ST 11/01/17 Considerations Report issued for Planning Revision Description & Rationale Originated Date Checked Date Authorised Date TOBIN Consulting Engineers
Confidentiality Statement
The information disclosed in this proposal should be treated as being strictly private and confidential and you are requested to take all reasonable precautions to maintain its status as such. You are requested to use and apply the information solely for the purpose of evaluating this proposal and are asked not at any time to disclose or otherwise make available the information to any third party except for those officers, employees and professional advisers who are required by you in the course of such evaluation to receive and consider the information and who agree to be bound by these non-disclosure terms.
Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
TABLE OF CONTENTS
1 INTRODUCTION ...... 1
1.1 SITE LOCATION AND BACKGROUND ...... 1 1.2 COMPANY BACKGROUND ...... 2 1.3 PAINT HANGAR TECHNOLOGY ...... 3 1.4 CONSULTATION ...... 4
2 DESCRIPTION OF EXISTING ENVIRONMENT AND PROPOSED DEVELOPMENT ...... 5
2.1 DESCRIPTION OF THE EXISTING SITE LOCATION ...... 5 2.2 DESCRIPTION OF THE PROPOSED DEVELOPMENT ...... 5 2.2.1 Earthworks ...... 5 2.3 CONSTRUCTION SEQUENCE ...... 6 2.4 DECOMMISSIONING AND RESTORATION ...... 6 2.5 LAND USE ...... 6
3 LOCAL PLANNING & DEVELOPMENT CONTEXT ...... 7
3.1.1 Regional Planning Guidelines for the Mid-West Region 2010-2022 ...... 7 3.1.2 Clare County Development Plan 2011-2017 ...... 7
4 NOISE ...... 10
4.1 BASELINE SURVEY ...... 10 4.1.1 Potential impacts ...... 12
5 ECOLOGY ...... 16
5.1 INTRODUCTION ...... 16 5.2 METHODOLOGY ...... 16 5.2.1 Legislation and Policy ...... 16 5.2.2 Desktop Study ...... 16 5.2.3 Field Studies ...... 17 5.3 POTENTIAL IMPACTS ...... 18 5.3.1 Impact Assessment Criteria ...... 18 5.3.2 Potential Impacts during Construction Phase ...... 18 5.4 MITIGATION MEASURES ...... 19 5.4.1 Habitats ...... 19 5.5 CONCLUSION ...... 20
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
6 SOILS AND GEOLOGY ...... 21
6.1 INTRODUCTION ...... 21 6.2 METHODOLOGY ...... 21 6.3 RECEIVING ENVIRONMENT ...... 21 6.3.1 Topography ...... 21 6.3.2 Soils and Subsoils ...... 22 6.3.3 Bedrock Geology ...... 22 6.4 POTENTIAL IMPACTS ...... 22 6.5 MITIGATION MEASURES ...... 23 6.6 CONCLUSION ...... 23
7 WATER ...... 24
7.1 SURFACE WATER ...... 24 7.2 HYDROGEOLOGY (GROUNDWATER) ...... 24 7.3 POTABLE WATER ...... 24 7.4 STORM WATER DRAINAGE...... 25 7.5 PROCESS WATER AND FOUL WATER DRAINAGE ...... 25 7.6 FLOOD RISK ASSESSMENT ...... 26 7.7 POTENTIAL IMPACTS ...... 26 7.8 MITIGATION MEASURES ...... 27 7.9 CONCLUSIONS ...... 27
8 AIR QUALITY ...... 27
8.1 INTRODUCTION - DUST ...... 27 8.2 RECEIVING ENVIRONMENT ...... 27 8.3 POTENTIAL IMPACTS ...... 28 8.4 MITIGATION MEASURES ...... 29 8.5 CONCLUSION ...... 30
9 TRAFFIC ...... 31
9.1 INTRODUCTION ...... 31 9.1.1 Consultation with Relevant Statutory Bodies ...... 31 9.2 CONCLUSION ...... 31 9.3 RECOMMENDATIONS ...... 32
10 ARCHAEOLOGY/CULTURAL HERITAGE ...... 33
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
10.1 INTRODUCTION ...... 33 10.2 RECEIVING ENVIRONMENT ...... 33 10.3 POTENTIAL IMPACTS ...... 34 10.4 MITIGATION MEASURES ...... 35 10.5 CONCLUSION ...... 35
11 INTERACTION OF THE FOREGOING ...... 36
11.1 INTRODUCTION ...... 36 11.2 DISCUSSION OF INTERACTIONS ...... 36 11.3 CONCLUSION ...... 37
INDEX OF TABLES
Table 1-1: Scoping Record for Shannon Planning and Environmental Assessment ...... 4 Table 3-1 Landscape character ...... 9 Table 4-1 Predicted noise levels ...... 14 Table 4-2 Allowable Vibration during Road Construction in Order to Minimise the Risk of Building Damage 15 Table 10-1: List of the Sites and Monuments Record ...... 33 Table 10-2: List of the NIAH sites ...... 34
APPENDICES
Appendix A Appropriate Assessment Screening Report Appendix B Flood Risk Assessment
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
1 INTRODUCTION
This Planning and Environmental Considerations Report has been prepared to accompany a planning application to Clare County Council to obtain permission for a proposed development of a Paint Hangar in the townlands of Ballyhennessey, Lismacleane and Rineanna South, Shannon Airport, County Clare.
Planning permission is sought on behalf of Shannon Airport Authority for the development within a Strategic Development Zone of an Aircraft Painting Hangar within the confines of the Shannon Airport Airfield, Shannon Airport, Co. Clare.
The development will comprise of the construction of a new steel framed aircraft hangar clad with insulated panels within the airport lands at Shannon Airport, Co. Clare. The area includes for internal ancillary office space, workshops, plant rooms and storage space. The building will have signage on the eastern, southern and western facades. There are also ancillary buildings and structures including an external pump house, gas skid and fire suppression tank. Site works including car parking (for 52nr vehicles & 18 nr bicycle stands), landscaping, extension of taxiway and civil works are also proposed.
TOBIN Consulting Engineers has been appointed by Shannon Airport Authority as lead consultants for this project to determine the optimum location and design of the proposed development and to prepare a Planning Application and accompanying Planning and Environmental Considerations Report.
1.1 SITE LOCATION AND BACKGROUND
The site is owned by Shannon Airport Authority. The site is located in townlands of Ballyhennessey, Lismacleane and Rineanna South, within Shannon Airport and approximately 2 kilometres (km) west of Shannon town. The site is located at the end of the N19, which connects the N18 and Shannon Airport.
Figure 1.1 shows the outline of the proposed Paint Hangar site and can be located at the following co- ordinates: ITM: 538650, 661160.
The proposed development will entail the construction of a new steel framed aircraft hangar clad with insulated panel (approximate gross floor area of 7,200m2) at Shannon Airport, Co. Clare. The area includes for ancillary office space, workshops, plant rooms and storage space. Site works including car parking, landscaping and civil works. Refer to detailed on the architect’s drawings in the planning application documents. It is envisaged that the works will be completed and become operational in 2018.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
The purpose of the development is to extend the existing IAC Painting operations by accommodation additional aircraft as well as an A380 wide bodied aircraft within the proposed development on lands adjacent to the existing IAC Painting Hangar on the Airport Grounds. The Hanger will have typical daily operational hours from 08:00-16:00 with infrequent additional night time works (20:00-08:00).
Figure 1-1: Site Location Map
1.2 COMPANY BACKGROUND Shannon Airport Authority. (hereafter referred to as ‘SAA’), is an Irish company based in Shannon. Shannon was designated as Ireland’s Transatlantic Airport at its inception by the Irish Government. From the airport has grown a vast infrastructure of enormous importance to Ireland’s Mid-west region which includes an attractive and growing tourism enterprise as well as the world’s first duty free industrial zone. The airport itself covers about 2,000 acres in County Clare on the north bank of the Shannon Estuary and is located approximately 24 kilometres (15 miles) west of Limerick City and a similar distance south of Ennis.
Shannon Airport meets all the requirements of a first class international airport and much more.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Runway (06-24) is capable of taking the largest type of aircraft now in operation. This facility is used by scheduled and non-scheduled carriers. The Shannon region has temperate and varied weather conditions and is an ideal location for an Airport.
There are almost 2000 people employed at the airport (not counting the nearby Industrial Estate) of which the airport itself employs about 270. The remainder are employed by a number of State Services including the Irish Aviation Authority, the Meteorological Service, Immigration, Customs, Agriculture, and Public Health as well as commercial services such as airlines, aircraft handling agencies, car hire, tourism interests, taxi hire and fuel companies.
In 2014 Shannon handled a passenger throughput of over 1.6 million people with over 1.7m scheduled to use the airport in 2015. Well over a 100,000 passengers who travel through Shannon do so as transit passengers, breaking their journey at Shannon while travelling between Europe, the Middle East and North America. During 2014 there were over 25,000 aircraft movements with over 22,000 of these being a combination of scheduled and non-scheduled aircraft with the remainder being principally training flights.
The hangar will be operated by an established aircraft refinishing company with extensive experience in aircraft livery, interior repair and refurbishment. Initially a Lufthansa Technik Company, after 10 years of successful operations, the company was subject to a management buyout in 2009. Based at Shannon Airport in the Republic of Ireland, IAC has additional international operations at Dublin Airport, Ostrava in the Czech Republic and Fiumicino Airport in Rome, Italy to facilitate both narrow and wide body aircraft, and regional aircraft.
In recent years, IAC has established an engineering and technical services office in Dubai Airport in the United Arab Emirates, U.A.E. to complement their existing services in Europe.
1.3 PAINT HANGAR TECHNOLOGY
Paint stripping
The aircraft may be chemically stripped and sanded or may be sanded only. Air is drawn downwards through vents located in the hangar floor and extracted through ducts to air emission points A6 and A7. The liquid waste generated by chemical stripping is placed in 200 litre open top drums. Detergent is wiped onto the stripped surface and hand held pneumatic rotary tools with water attachments arc used to apply a wet wash. Old sealer may be removed by hand using a Teflon scraper and rust inhibitors may be applied to localised areas of the aircraft.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Sanding
Aircraft to be sanded are masked and sanded. The aircraft is power washed with high pressure water nozzles and no detergents are used during the wash.
Painting
The entire area to be painted is cleaned wit h solvent applied wit h rags. Painting is carried out using electrostatic spray guns and may consist of two primers, three to four colour coats and a clear topcoat. All waste is removed to the bunded waste store prior to disposal/recovery offsite. The waste water collected in the sump is either pumped into IBCs and stored in the bunded waste area or collected by tanker for treatment offsite. Only domestic effluent is discharged to sewer.
1.4 CONSULTATION TOBIN undertook a process of consultation with Clare County Council; Planning Department Environment and Roads Department. The primary objective of involving statutory bodies in the preparation of the Planning and Environmental Considerations Report is to aid scoping and to allow all parties to highlight issues of concern prior to completion of the application.
A copy of correspondence sent to Clare County Council (Planning and Roads Departments) is included in Appendix B ‘Statutory Consultee Correspondence’. All queries and recommendations raised in the course of the project and impact assessment are addressed in this report. Table 1.1 overleaf lists the various parties consulted to date.
Consultation has also taken place with IAA including a project description, site location map and SAA contact details for any queries.
Consultee Date of Correspondence Date of Response
Clare County Council, Planning, 19/09/2016 (meeting) Discussions held on September Roads and Environment 19th 2016. with the District Planner, Department environment section and roads. IAA October 2016 -
Table 1-1: Scoping Record for Shannon Planning and Environmental Assessment
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
2 DESCRIPTION OF EXISTING ENVIRONMENT AND PROPOSED DEVELOPMENT
2.1 DESCRIPTION OF THE EXISTING SITE LOCATION The site is located in Shannon Airport in south County Clare, in the townlands of Ballyhennessey, Lismacleane and Rineanna South. The southern and western boundary is formed by and airport taxiway and taxiway margins. The existing SAA Airport hangar is located to the north of the proposed development with Shannon Freezone west forming the eastern boundary. Figure 1.1 shows the outline of the proposed Paint Hangar site.
There are a number of residential dwellings 0.5km to the east of the site at Drumgelly Hill. The main urban settlements on the outskirts of Shannon Airport are located 1.5km east at Shannon Town. The settlements are shown in the site location map in Appendix C.
The site is contained within a very flat and low-lying area at the edge of the Shannon Estuary. A minor partially culverted stream runs in a north to south direction approximately 350m to the east of the site.
The closest designated conservation site is the Fergus and Inner Shannon pNHA and the Lower River Shannon Special Area of Conservation (cSAC), located approximately 600m to the south of the site. A tributary of the River Shannon runs through the industrial area in the east of the site, and enters the River Shannon 650m southeast of the site.
2.2 DESCRIPTION OF THE PROPOSED DEVELOPMENT
2.2.1 Earthworks There are minimal site levelling works proposed for the SAA Paint Hangar site. Driven Pile foundations to the bedrock and excavation if required are proposed for the foundation design. As a result, minimal earth works will be required for the overall development of the site. These will include the following: • Driven piles and associated surface works, • Constriction and reconfiguration of Airport Taxiway • Finally, associated ground works for the hangar will sit on 250mm deep reinforced concrete slab. Bunding for the fuel storage will be by reinforced steel bund capable of containing 110 % of the largest tank or 25% of the total tank volumes.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
2.3 CONSTRUCTION SEQUENCE The following is the sequence of the activities involved in constructing the Paint Hangar development at Shannon: • Erection of Fencing and CCTV Poles – Usually completed by a tracked machine. Fencing is erected approximately 5m away from existing boundary hedge/fence while the CCTV poles are placed throughout the site. • Installation of Foundations - The foundation system for the hangar is by auger or driven type (depending on ground conditions). Both techniques involve a track machine with a ram/screw attached. The noise impacts are typical of the existing use of the lands. The short term nature of the works is also a mitigating factor. Some general excavation will be required. • Installation of reinforce concrete floor and associated services.
2.4 DECOMMISSIONING AND RESTORATION The project lifetime of this Paint Hangar will be as determined by the grant of planning. It is not proposed to decommission the facility in the next 60 years.
2.5 LAND USE
The site is contained within a very flat industrial area in the River Shannon Estuary. The River Shannon runs in a west to east direction approximately 650m to the south.
The land cover comprises of industrial with managed grass margins. The site is within a zoned area for development at Shannon Airport. The proposed land use is in keeping with Shannon Development plan objectives. Shannon airport and Shannon town are recognised as a linked entity and a key driver of regional economic and industrial development. The chapter includes objectives to protect Shannon as the primary location for industrial, manufacturing and logistics development, while promoting the development and expansion of the airport facilities as an international cargo hub1.
1 Clare County Development Plan 2011-2017
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
3 LOCAL PLANNING & DEVELOPMENT CONTEXT
3.1.1 Regional Planning Guidelines for the Mid-West Region 2010-2022 The National Spatial Strategy (NSS) published in November 2002 has as its main objective the achievement of more balanced regional development. The Regional Authorities are entrusted with the responsibility of implementing the NSS at regional level. The SAA Paint Hangar falls within the Regional Planning Guidelines for the Mid-West Region 2010-2022.
The Regional Planning Guidelines states ‘Shannon Airport is a critical element of the transport infrastructure and, in addition to the wide range of social and economic issues that must be addressed in the context of its development, the improvement of access to it from a wide hinterland and the protection of its capacity to develop are important regional priorities. Aviation is vital to the future business of the country in tourism and exports.’
Development Plan policies should make sufficient provision of zoned and service land to encourage enterprise both within Shannon Airport and in its environs, and in particular enterprise which is aviation related. Any such provision should have due regard to the need to eliminate negative impacts on the Natura 2000 sites in the vicinity. The NSS recognises the international role of Shannon Airport and also emphasises that its strategic location, between Limerick and Galway, suggests an enhanced role for it in serving a wide catchment in the west with a growing population base through new, commercially viable services to the US, UK and mainland Europe.
3.1.2 Clare County Development Plan 2011-2017 The Clare County Development Plan 2011 – 2017 sets out the planned direction for growth within County Clare from 2011 to 2017. The Strategy, was prepared in the context of national targets and gives local effect to Regional Planning Guidelines.
The site is located within Shannon airport adjacent to the existing IAC Graphics Ltd hangar and Shannon Free Zone industrial area. Shannon Airport and the Shannon Free Zone Industrial Estate had a strategic regional and national importance and are recognised in its designation as part of the Limerick/Shannon Gateway in the National Spatial Strategy. The strategy for Shannon is outlined in more detail in the South Clare Local Area Plan 2009 - 2015. It is an objective of the Development Plan to prepare a Local Area Plan for Shannon & Environs which will further guide the development of Shannon.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Based on the Clare County Development Plan:
CDP 6.3 Shannon and Shannon Airport It is an objective of Clare County Council: • To protect and promote the Shannon Gateway as a primary location for industrial, manufacturing, warehousing, distribution, and transport operating centres, and facilitate, where required, the adaptation of industrial areas to other employment generators; • To facilitate the development and expansion of Shannon Airport, to include an International Air Freight cargo hub and encourage collaboration with global logistics companies; • To support the development of innovative initiatives that harness the potential of the airport including, but not exclusive to, a residential flight school, global logistics centre for humanitarian aid, unmanned aerospace systems (UAS) and a centre for space collaboration and research cooperation; • To facilitate and permit the economic development of Shannon town and environs including Shannon Airport in accordance with the strategic goals and detailed objectives of this Development Plan through the preparation of a Local Area Plan for Shannon town and environs; • In collaboration with other agencies, to prepare a high level Strategic Plan, to identify key priority projects and developments capable of being accommodated at the Shannon Airport lands, Shannon Free Zone and Westpark;
Section 4 of the 2012-2018 Shannon Town and Environs Local Area Plan (ST&E LAP) looks at the key policy pertaining to development and reflects that of the County Development Plan:
Section 4 of the LAP deals with the development of Shannon Airport. GOAL 3 is ‘To enable the continued growth and development of Shannon International Airport’. The LAP identifies the following objective (LAP 4.1) within Section 4.2 of the Plan:
LAP 4.1 To facilitate the development and expansion of Shannon International Airport within the designated Strategic Development Area, subject to the requirements of Habitats Directive Assessment, to include – • airport operational activities and uses complementary to the operation of the airport • aircraft maintenance/cargo handling facilities related to airport activities • business park use, primarily related to airport servicing, management and maintenance activities • long-term aircraft maintenance, air-freight cargo handling facilities • future runway / taxiway(s)
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
• innovative initiatives, such as a residential flight school, global logistics centre for humanitarian aid, unmanned aerospace systems (UAS), centre for space collaboration and research
The proposed hangar is consistent with LAP 4.1 and is within the designated Strategic Development Area.
The Strategic Environmental Assessment (SEA) Environmental Report of the Shannon Town & Environs Local Area Plan (ST&E LAP) 2012-2018 was also consulted. The document identifies Strategic Environmental Objectives (SEOs) against which the environmental effects of the ST&E LAP 2012-2018 can be tested. Strategic Environmental Objective W12 states: “Provide provision of flood relief through management of flood risk and living with floods rather than engineered flood solutions”
The Landscape Character assessment was prepared for Clare County Council by CAAS (Environmental Services) Ltd to prepare a set of criteria which could be used as a basis for the evaluation of landscape quality. Shannon airport is located in landscape area type 1, built up areas and Landscape area 10.
Table 3-1 Landscape character
Landscape Character Landscape Character Areas Sensitivity Classification Importance Area Description Weighting
Shannon airport and industrial 10 area Robust Low Low Sensitivity
The landscape impacts for the proposed Paint Hangar at Shannon, are considered to be no greater than slight and this degree of impact will be contained within the site and its immediate surrounds.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
4 NOISE
Potential for noise and vibration impact in both the construction and operational phases of the proposed development have been evaluated and specific noise and vibration mitigation measures have been presented herein.
Typical Limit Values for Noise from Licensed Sites are: Daytime (07:00 to 19:00hrs) – 55dB LAr,T; Evening (19:00 to 23:00hrs) – 50dB LAr,T; Night-time (23:00 to 07:00hrs) – 45dB LAeq,T.
A penalty of 5dB for tonal and/or impulsive elements is applied to the daytime and evening measured LAeq,T values to determine the appropriate rating level (LAr,T).
4.1 BASELINE SURVEY
Attended noise measurements were recorded at 4 Noise Monitoring Locations during the day time and surveys in accordance with the EPA Noise Survey Guidance Documents NG4. The measurements taken were deemed to be representative of typical noise levels in the vicinity of the site. The equipment used during this survey was a Larson Davis Type 1, 824 sound level meter.
All measurements were carried out in accordance with ISO 1996: ‘Acoustics- Description and measurement of environmental noise’. Measurements were made placing the microphone at a height of 1.5m above ground level and were free field, measured >2m from reflecting surfaces.
Before and after the survey the measurement apparatus was checked and calibrated using an acoustic calibrator to an accuracy of +/- 0.3dB. Weather conditions during the surveys were in line with the conditions described within ISO 1996, Acoustics ‘Description and Measurements of Environmental Noise’, being dry and calm.
The measurement results were noted onto survey record sheets immediately following each measurement and also stored in the instrument’s internal memory for subsequent analysis, notes were taken in relation to the primary contributors to noise build-up at each location.
Five environmental noise parameters were measured which are defined below.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
LAeq is the A-weighted equivalent continuous steady sound level during the measurement period and effectively represents an average ambient noise value.
LAmax is the maximum A-weighted sound level measured during the measurement period.
LAmin is the minimum A-weighted sound level measured during the measurement period.
LA10 is the A-weighted sound level that is exceeded for 10% of the measurement period and is used to quantify road traffic noise.
LA90 is the A-weighted sound level that is exceeded for 90% of the measurement period and is used to quantify background noise level.
A-weighting is the process by which noise levels are corrected to account for the non-linearity of human hearing. All noise levels quoted are relative to a sound pressure of 2x10-5 Pa.
In addition one third Octave Frequency analysis was carried out on all readings taken during the day and night surveys in order to identify any pure tones. In accordance with ISO 1996 – 2, a source is described as having a tonal element at a particular frequency when it is clearly audible or exceeds the level of the adjacent bands by 5dB or more. For example, a fan running inefficiently can often exhibit a tonal noise as a hum or drone.
Similarly, no impulsive noise was detected during the surveys. An impulsive noise is one which is of short duration (typically less than one second), the sound pressure level of which is significantly higher than the background such as a bang or clank.
Daytime Noise Leq: Max Min L90 L10 N1 Nearest dwelling – 490m to the south 40.1 61.6 33.8 34.8 40.3 N2 Along eastern road adjacent to proposed hangar 46.1 66.2 33.8 34.6 48.8 N3 At existing hangar eastern boundary 45.0 69.5 32.7 33.6 41 N4 On Western boundary /taxiway 50.3 74.5 39.1 40.4 43.4
The main noise sources during were occasional aircraft noise, car movements within the existing hangar site (N3 to N4) and traffic along the adjacent road (N1 and N2). The hangar noise was not audible at the nearest noise sensitive location (N1), 490m from the hangar.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Evening Noise Leq: Max Min L90 L10 N1 Nearest dwelling – 490m to the south 40.0 59.5 33.7 34.7 40.2 N2 Along eastern road adjacent to proposed hangar 39.8 60.9 31.5 32.3 42.5 N3 At existing hangar eastern boundary 39.4 61.9 32.1 33.0 40.4
The main noise sources were occasional aircraft noise, car movements within the existing hangar site (N3 to N4) and traffic along the adjacent road (N1 and N2). The hangar noise was not audible at the nearest noise sensitive location (N1), 490m from the hangar.
Night time Noise Leq: Max Min L90 L10 N1 Nearest dwelling – 490m to the south 40.0 61.5 33.7 34.7 40.2 N2 Along eastern road adjacent to proposed hangar 36.6 60.7 28.3 29.1 39.3 N3 At existing hangar eastern boundary 39.6 64.1 27.3 28.2 35.6
The main noise sources during all survey points were air vent noise within the existing hangar site (N3) and traffic along the adjacent road (N1 and N2). The hangar noise was not audible at the nearest noise sensitive location (N1), 490m from the hangar.
4.1.1 Potential impacts The greatest potential source of noise is during the construction phase of the development. During construction, the primary sources of noise for this type of development will be the installation of the piles using pile drivers. Once operational, there is very low potential for slight noise emissions from the building and general site activity. The Paint Hangar has been designed to locate any potentially noise- producing equipment at a reasonable maximum distance from sensitive receptors. Noise monitoring is not required at the existing facility due to low noise levels.
The appropriate receptors for this hangar development have been identified as the existing hangar development to the north. A number of warehouses are located to the east, however no office buildings face onto the proposed Paint Hangar. During evening and night-time, the nearest sensitive receptors are the nearest dwellings, located 490 east of the Hangar. A number of industrial buildings are located between the proposed hangar and nearest dwelling.
Various standards and guideline documents covering the impact of external noise sources and the introduction of industrial and construction noise have been used in this evaluation. The standards and guidelines appropriate for this appraisal are the: World Health Organisation’s (WHO) Guidelines for
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Community Noise (1999), BS5228 Code of Practice for Noise and Vibration Control on Construction and Open Sites – Part 1: Noise (2009), and BS4142 Method of Rating Industrial Noise Affecting Mixed Residential and Industrial Areas (1997).
Construction Noise: The installation of the hangar will only be a temporary source of intermittent noise during the construction phase of the development when the piles for the Hangar are installed on site. Based on a worst-case baseline noise level in the existing area during a weekday daytime (07:00 -19:00 and Saturdays 08:00 to 14:00), a construction noise threshold limit of 70dB during weekday daytime applies.
The nearest Hangar, the current IAC Hangar, is the nearest noise sensitive location, approximately 490m, the worst case predicted noise impact is modelled below. The calculation of the noise source during the construction phase of the development is based on the standard specification of a Pile Driver2. The specification of this track machine is included in Appendix I. The precast Pile Driver or excavator is a source of noise with a continuous noise level of 85dB LAeq at 10m. The paint store provides screening between the noise source and existing hangar.
Property ID Distance from Worst Worst Case LAeq at BS5228:2009+A1:2014
Hangar Case LAeq 490m (dBa) Category A Noise at 10m Threshold Limit for (dBa) Weekday Daytime Works Nearest 490m 85 59 70 Sensitive Receptor (Dwellings East of the site) Table 2.2. Review of nearest property location from nearest Hangar
2 The standard Pile Driver used will be similar to the Pauselli 700 Pile Drive
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Operational Noise: There will be no significant noise from the Hangar during the operational phase of the development. There are no recorded noise issues with the existing Hangar. The site is located adjacent to Shannon airport and resultantly the background noise from aircraft activities is considerable. Activities at the site are conducted indoors and noise emissions are not significant. The licensee is not required to undertake an annual noise survey based on noise levels are inaudible outside the boundaries of the site due to the complete dominance of the local acoustic climate by the adjacent airport and runway.
Predicted Noise levels Table 4-1 below presents the predicted noise levels at the nearest noise sensitive locations. It should be noted that as a worse case it is assumed that the plant is in operations continuously during both daytime and night time period. Table 4-1 Predicted noise levels Location Predicted Noise Rating for Tonal Night time Noise Mitigation required Content +5dBA Criteria N1 25.8 30.8 45 No
Summary: In summary, any potential noise produced from the operation of the on-site stations will be inaudible at the nearest sensitive receptors.
Any potential noise impact will be controlled in accordance with BS 5228:2009 and A1:2014 ‘Code of practice for noise and vibration control on construction and open sites’, the National Roads Authority ‘Guidelines for the Treatment of Noise and Vibration in National Road Schemes’, World Health Organisation ‘Community Noise Guidelines’ and BS 8233:2014 ‘Guidance on Sound Reduction and Noise Insulation for Buildings’.
As discussed and modelled above, any potential noise impact during both the construction and operational phases of the development will remain below recommended noise level thresholds at the nearest sensitive receptors and at the location of all sensitive receptors in the surrounding area.
VIBRATION There is potential for ground vibration due to the construction phase works, this will mainly be derived from excavation and from piling works. Vibration may be defined as regularly repeated movement of a physical object about a fixed point. The magnitude of vibration is expressed in terms of Peak Particle Velocity (PPV) expressed in millimetres per second (mm/s).
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Common practice in Ireland has been to use guidance from internationally recognised standards. Vibration standards come in two varieties, those dealing with human comfort and those dealing with cosmetic or structural damage to buildings. In both instances, the magnitude of vibration is expressed in terms of PPV in mm/s.
In order to ensure that there is no potential for vibration damage during construction, the NRA recommends that vibration from road construction activities be limited to the values set out in Table 4-2. These values have been derived through consideration of the various international standards, compliance with this guidance should ensure that there is little to no risk of even cosmetic damage to buildings.
These limits will be adhered to at all times during the construction phase of the proposed development. There is no vibration impact predicted for the operational phase of the proposed development.
Table 4-2 Allowable Vibration during Road Construction in Order to Minimise the Risk of Building Damage
Allowable vibration velocity (Peak Particle Velocity) at the closest part of any sensitive property to the source of vibration, at a frequency of: Less than 10Hz 10 to 50Hz 50 to 100Hz and above
8mm/s 12.5mm/s 20mm/s
Limits on the maximum allowable ppv caused by construction operations are given in various design codes. Eurocode 3 limits on ground-borne vibrations to 1ppv for construction periods over 26days.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
5 ECOLOGY
5.1 INTRODUCTION
This ecology section has been prepared to examine possible ecological impacts of the proposed SAA Paint Hangar project with regard to flora and fauna both within and surrounding the development site. Existing site conditions are presented, potential impacts are assessed and mitigation measures are recommended.
5.2 METHODOLOGY
5.2.1 Legislation and Policy Legislation and policy relevant to the ecological assessment and referenced herein are as follows: • Wildlife Act, 1976 and Wildlife (Amendment) Act (2000) including all amendments. In this document, the legislation is referred to collectively as the Wildlife Acts; • European Communities (EC) (Birds and Natural Habitats) Regulations 2011 (S.I. No. 477/2011; hereafter referred to as the Birds and Habitats Regulations); • EC Birds Directive 79/409/EEC; • EC Habitats Directive 92/43/EEC; • Convention on the conservation of European wildlife and natural habitats (Bern Convention): Entry into Force in Ireland 01/08/1982; • (EIA) Regulations, including all amendments 1989-2011; • Fisheries (Consolidation) Act 1959; • Flora (Protection) Order, 2015; • Planning and Development Act (2000) including all amendments; • Planning and Development (Amendment) Act 2010; and • National Biodiversity Plan, 2011 – 2016.
5.2.2 Desktop Study The ecological desktop study completed for the proposed project comprised the following elements: • Review of records of rare and protected flora and fauna including those obtained from an NPWS website3, and those available in NPWS reports and on the National Biodiversity Data Centre (NBDC) website4; • Review of Ordnance Survey maps and aerial photography in order to determine broad habitats that occur within the study area;
3 National Parks and Wildlife Service Website: www.npws.ie (Site Accessed February 2016) 4 National Biodiversity Data Centre Mapping Website: http://maps.biodiversityireland.ie/#/Map (Site Accessed February 2016).
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
• Identification of European Sites with links to the proposed development; and • Review of any other relevant ecological reports and literature.
5.2.3 Field Studies A walkover survey of the site boundary was undertaken on the September 2016. The survey was undertaken in accordance with The Heritage Council’s Best Practice Guidance for Habitat Survey and Mapping5. Habitats were classified according to The Heritage Council’s A Guide to Habitats in Ireland6 and following the EU Habitats Interpretation Manual for Annex I Habitats7. Searches for evidence of protected species and/or presence of suitable habitats were also undertaken. The survey for badger activity included checks for badger field signs including pathways, hairs, latrines, snuffle holes, setts, scratch marks and footprints. No evidence of badgers was noted on the site. The proposed development site is located in an area of unmanaged scrub grassland located within the airport grounds. The landscape surrounding the site is characterised as suburban development. During an ecological walkover survey in September, 2016, scattered gorse (Ulex europaeus) and immature willow (Salix sp.) were recorded on site, along with bare patches of soil/ moss distributed intermittently. To the south there was also an area of spoil and bare ground within the site which was composed primarily of heaped sand and rubble. This area is located beside the existing fire training ground. There were no invasive species recorded within the proposed development site during the field survey. The site boundary is lined with a chain-link fence to the north and the east of the proposed site and the remainder is open to the airport grounds.
There was no mammal activity or signs of mammal activity recorded within the proposed development site. Bird species recorded included; Skylark (Alauda arvensis), Meadow Pipit (Anthus pratensis), Kestrel (Falco tinunculus) and Stonechat (Saxicola rubicola) which were all foraging in the area at the time of survey.
Flora species composition included perennial rye grass (Lolium perenne), creeping bent (Agrostis stolonifera), cock’s-foot (Dactylis glomerata), white clover (Trifolium repens), creeping thistle (Cirsium arvense), spear thistle (Circium vulgare), broad dock (Rumex obtusifolius), soft rush (Juncus effusus), sharp flowered rush (Juncus acutiflorus), daisy (Bellis perennis), ribwort plantain (Plantago lanceolata), meadow buttercup (Ranunculus acris) and creeping buttercup (Ranunculus repens). This habitat is considered to be of low ecological value on a local scale.
The River Shannon Estuary SAC is located approximately 0.7km south of the proposed development site. There is an existing storm drainage system in the airport which discharges to a minor stream to the
5 Smith, G.F., O’Donoghue, P., O’Hora, K., Delaney, E. (2011). Best Practice Guidance for Habitat Survey and Mapping. The Heritage Council, Kilkenny. 6 Fossitt, J.A. (2000). A Guide to Habitats in Ireland. The Heritage Council, Kilkenny. 7 EU (2013). Manual of European Union Habitats, EU 28.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
east of the site and eventually into the Shannon Estuary. It is proposed to discharge the storm water from the development to the existing drainage system. There will be no direct emissions of effluent to a waterbody. Surface water infrastructure will be in accordance with existing infrastructure. Conditions regarding the monitoring and control of surface water will be unchanged from the existing IPC licence conditions.
5.3 POTENTIAL IMPACTS
5.3.1 Impact Assessment Criteria The assessment of potential impacts on flora and fauna is based on standard good practice including EPA8, CIEEMError! Bookmark not defined. and NRA series of guidelines9.
5.3.2 Potential Impacts during Construction Phase No direct impacts to designated conservation sites, in particular the Lower River Shannon SAC are considered likely (Please see attached AA Screening report).
The boundary of the Lower River Shannon SAC, comprising the intertidal estuarine environment of the River Shannon Estuary, is located approximately 0.7km to the south of the proposed development site. As discussed in the project description, the waste produced from the processes will be placed in 200 L open top drums, and then removed to the bunded waste store prior to disposal offsite. There will be no direct discharge of effluent to waterbodies. This will ensure that the storm water discharge from the proposed site is free of oil/petroleum products. All hardstand areas will pass through a oil/water separator. No potential nutrient inputs or sewerage treatment are proposed or required. The proposed development will utilise the existing storm water discharge system within the context of the overall IAC site and Shannon Airport facility.
There are no additional works proposed in proximity to the Shannon Estuary which would have the potential to give rise to disturbance to the bird species or their habitat, for which the River Shannon and River Fergus Estuaries SPA complex is designated. This evaluation takes account of the project alone and in combination with the existing Shannon Airport facility. The proposal alone will have no perceptible impact on wading bird species within or connected to the SPA, such that cumulative impacts associated with the Airport could be attributed.
No high value habitats (treelines, hedgerows, watercourses) will be lost as a result of this proposed development. As the development is using pre-existing drains to discharge stormwater, there will be no
8 EPA (2002). Guidelines on the information to be contained in Environmental Impact Statements. Johnstown Castle Estate, Wexford. 9 NRA website: http://www.tii.ie/technical-services/environment/planning/
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
need for additional excavation works to occur near the estuary and the SPA, preventing any silt or pollutant run-off directly to the SPA.
Taking account the size and scale of the proposed development and the design stage measures for water quality protection, it is determined there are no pathways for potential impacts identified which could give rise to significant adverse effects on this designated site.
One of the two main potential impacts during the construction phase will be the risk of sediment being flushed downstream via the tributary of the River Shannon located within the site. The potential impact to aquatic species within the River Shannon tributary and the Lower River Shannon SAC assessed as probable, indirect, temporary, short term negative impact of a low magnitude. No in stream works are proposed as part of the proposed development.
There is potential for disturbance to fauna during the construction stage as a result of a short-term increase in human presence onsite, additional noise in the area, potential changes in habitats, potential release of silt downstream in drainage ditches and watercourses and additional lighting disturbance.
No potential bat roosts or badger setts were recorded onsite therefore any potential works in the future are unlikely to result in negative impacts.
Overall potential impacts during the construction phase are likely to be minor on the short term.
5.4 MITIGATION MEASURES
5.4.1 Habitats Key ecological receptor will be avoided by the footprint of the proposed development. Protected Fauna
Badgers No badger setts are located on site. There is a low potential for badgers on site.
Bats No bat tree roosts or trees of moderate to high bat potential were recorded on-site. No mature trees are located on site.
Birds No mature trees or hedgerow are located on site. Bird management practices are used on the site to limit collision risk for aircraft safety.
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Planning and Environmental Considerations Report Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Prior to the commencement of construction works, due to the potential for a gap between planning being consented and commencement of works, a pre-construction survey is recommended. This is important to ensure that no new resting places for protected species have formed since the site survey was undertaken for this report.
Wider Protection of Flora and Fauna Any invasive species found to occur within the site would require a specialist Method Statement for its eradication to avoid the spread of invasive species, to ensure compliance with the European Communities (Birds and Natural Habitats) Regulations 2011 (S.I. No. 477 of 2011). No Invasive species were identified during the site walkover.
All works must follow the guidance set out in the Guidance document entitled: Guidelines on protection of fisheries during construction works in and adjacent to waters10, and the CIRIA guidance note Control of Water Pollution from Construction Sites11.
Fuels, oils, greases, hydrocarbons and hydraulic fluids will be stored in 110% bunded compounds well away from the surface water drains. In addition they must be adequately secured to avoid/minimise risk of vandalism. A spill method statement will be drawn up which all personnel must adhere to including a 24/7 emergency response procedure and supply company commissioned.
5.5 CONCLUSION
Ecological desk and field studies were undertaken for the proposed project. Based on these, key receptors identified include the Lower River Shannon SAC. Site management measures in accordance with the existing IPC Licence are recommended and once implemented, potential impacts are considered to be of low magnitude in the temporary to short-term and therefore insignificant.
10 (IFI, 2016) Guidelines on protection of fisheries during construction works in and adjacent to waters. http://www.fisheriesireland.ie/fisheries-management-1/624-guidelines-on-protection-of-fisheries-during-construction- works-in-and-adjacent-to-waters 11 CIRIA, (2001). Control of water pollution from construction sites. Guidance for consultants and contractors (C532). http://www.ciria.org/ItemDetail?iProductCode=C532&Category=BOOK&WebsiteKey=3f18c87a-d62b-4eca-8ef4- 9b09309c1c91
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6 SOILS AND GEOLOGY
6.1 INTRODUCTION
This chapter aims to assess the impact of works related to the SAA Paint Hangar project as described in Chapter 2. This Chapter includes an assessment of any potential impact on the geological environment (soils, subsoils, bedrock), as a result of the proposed development at this location.
6.2 METHODOLOGY
The assessment of soils and geology consisted of: • A desk study of soils, subsoils and bedrock; • Site investigations by Causeway Geotech and Site Investigations Ltd • Site visits by hydrogeologist from TOBIN Consulting Engineers; and • Interpretation of all data and reporting.
Information held by the Geological Survey of Ireland (GSI) and Environmental Protection Agency (EPA) was accessed to provide the geological setting of the site. Datasets used to provide the setting of the site included GSI bedrock geology datasets and the EPA/Teagasc soil mapping information.
Mitigation measures are proposed, where required, to ensure that any proposed activities at the site will not adversely impact upon the geological environment outside of the site boundary.
The drilling works were completed in accordance with the following standards: • Site Investigation Steering Group (2012) UK Specification for Ground Investigation, Second Edition • British Standards Institute (2010) BS 5930:1999 + A2: 2010, Code of practice for site investigations Incorporating Amendment Nos. 1 and 2. • British Standards Institute (1990) Methods of test for soils for civil engineering purposes. BS 1377: 1990.
6.3 RECEIVING ENVIRONMENT
6.3.1 Topography The topography of the application area varies from approximately 2mOD to 2.5mOD at the highest point. Landside and to the east of the site lies a large industrial estate of mix-use offices and light commercial premises. This area would have seen much development and construction work over the course of the last fifty years with the first units of the 600 acre Shannon Industrial Estate commencing construction in 1959.
The site was occasional used as a construction compound for airport maintenance works at the airport.
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6.3.2 Soils and Subsoils
The soils and subsoil underlying the entire site is described by the Geological Survey of Ireland (GSI) subsoil map (www.GSI.ie) as Made Ground (Made). The areas outside the made ground classification are estuarine deposits which were reclaimed from the sea as part of the Shannon Airport development. During initial site walkovers completed in January and March 2016, no rock exposures were evident. Site Investigations indicated the made ground is underlain by well graded SILT and gravelly SILT.
A profile of the ground conditions at BH01 is shown below and the logs in Appendices 1, 2 and 3 should be consulted for the ground profile at each location:
Horizon Description 0.0m -0.1m TOPSOIL 0.1 -1.2m The fill is consistent and consists of brown slightly sandy slightly gravelly Clay 1.2 – 5m Soft blue grey slightly sandy SILT. >5m Strong to very strong grey muddy bioclastic LIMESTONE with occasional thin mudstone/shale.
Figure 6-1 Subsoil types
6.3.3 Bedrock Geology Reference to the GSI bedrock data (www.GSI.ie) indicates that the majority of the Shannon site is located within the “Ballysteen” formation. This bedrock unit, referred to as Dinantian Upper Impure Limestones (DUIL) is described as pale grey shaly limestone.
6.4 POTENTIAL IMPACTS
The Hangar will be constructed using piling techniques resulting in minimal disturbance to soils, subsoils and bedrock. There are no site levelling works proposed for the Paint Hangar site requiring minimal earth works for the overall development of the site.
The following earthworks will, however, impact on the existing geological environment; • Trenches for services; and
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• Construction of hardstanding areas.
Potential impacts of works within the application area comprise of: • Excavation of soils, subsoils and bedrock material during the earthworks described above increasing the risk of surface water runoff containing elevated suspended solids. If silt laden runoff enters the local surface water network it will negatively impact on water quality. • Permanent loss of soil and subsoil during earthworks, and • Leakage of contaminants to the groundwater.
6.5 MITIGATION MEASURES
The piling technique to be employed during the installation of the Hangar is one of the main mitigation measures ensuring minimal disturbance to soil, subsoils and bedrock. Pile foundations will provide the required bearing capacity for the Hangar. Excavated soils, subsoils and bedrock during the installation of access tracks, trenches and bases will be managed onsite to ensure that no material enters the atmosphere as dust during periods of dry weather or is mobilised into the surface or groundwater environments during rainfall events.
These mitigation measures include; • Soils and subsoil stored separately to allow for potential reuse onsite or offsite; • All soil and subsoil stored onsite will be mounded to reduce wind erosion or lightly seeded to aid stability thus preventing dust arisings; and • Silt fencing to be installed at the base of mounds to capture and retain any solids mobilised during rainfall events.
6.6 CONCLUSION
In summary, there will be no significant alterations to the geological environment as a result of works within the site area.
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7 WATER
This Engineering services report details the foul and storm drainage design and the water main details for the development.
It is proposed to discharge the storm water generated from the development directly to the existing public storm drainage system which serves parts of the existing Shannon airport airfield. The existing public storm drainage system discharges to an open drain adjacent to the Shannon Airport access road which then discharges to the Shannon estuary. Attenuation will not be required as part of this development as the final discharge route is via an open drain to the nearby Shannon estuary. To ensure that the storm water discharge from the proposed site is of the highest possible quality and to protect the surrounding eco-system it is proposed to install an Up Flo or similar storm filtration system which removes any Hydrocarbons from the storm water before it enters the public storm sewer. The proposed storm water drainage design is further detailed in section 3 of this report and drawings 10113- 2000 and 10113-2002.
7.1 SURFACE WATER
A small stream is located 300m to the east of the proposed Paint Hangar site boundary at Shannon Airport, Co. Clare. It runs through an industrial/commercial area in the east of the site, passes under the N19 and enters the River Shannon 540m south of the site. This Shannon Estuary is a Special Area of Conservation (Site Code 002137) referred to as the Lower River Shannon SAC.
7.2 HYDROGEOLOGY (GROUNDWATER)
The Bedrock Aquifer underlying the majority of the Shannon site is classified as a Locally Important aquifer (Ll) which is moderately productive only in local zones. The groundwater vulnerability within the application area of the Shannon site is described as low-moderate vulnerability. No surface/exposed bedrock was recorded during a site walkover in July 2016.
Two phases of site investigation were conducted at the site. No contamination was encountered on the proposed development site. There are no groundwater abstractions on the site or downgradient of the site.
7.3 POTABLE WATER
The water main will be designed in accordance with the recommendations for site development Works for Housing Areas published by the Department of the Environment and Local Government and as
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agreed in principle with the local authority at pre-planning stage. A new 150mm dia PVC-U fire ring main will be provided from the existing airport fire main.
The current flow rate in the adjacent hydrants will be determined by means of a flow test and where the flow is less than 1,5000 l/min, additional static fire water storage tanks are required will be provided. A pre-connection enquiry will be submitted to Irish Water to ascertain the feasibility of the proposed water connection to the existing Irish Water Infrastructure.
7.4 STORM WATER DRAINAGE
The storm drainage for the entire development has been designed using the Micro Drainage’s Windes Drainage design Software in accordance with the Recommendations for Site Development Works for Housing Areas and also the recommendations of the Greater Dublin Strategic Drainage Study (GDSDS). The details of the Micro Drainage outputs for the pipe designs and associated long sections are outlined at Appendix C of this report. The storm water drainage has been designed to cater for surface water from public hard surfaces in the proposed development including roadways, footpaths, and the proposed building.
All surface water run-off from the parking and access road areas with pass through a Class 1 Bypass Petrol Interceptor prior to final discharge to the public network. Surface water run-off from the roof will be collected separately and will not pass through the petrol interceptor. A siphonic roof drainage system will be reviewed to limit flow from the large roof area.
7.5 PROCESS WATER AND FOUL WATER DRAINAGE
Due to the nature of activities to be undertaken within the proposed building all wash down run-off from the proposed Hanger floor will be collected via a series of underground concrete trenches. These will discharge to individual underground concrete storage tanks where they will be stored and disposed of off-site to a suitable licensed facility.
Foul Water The drainage systems including all pipe sizes and gradients have been designed using Micro Drainage’s Windes Drainage Design Software. The details of the Micro Drainage outputs for the pipe designs and associated long sections are outlined at Appendix A of this report. The pipework to the drainage system has been designed to provide for six times the dry weather flow (DWF) in accordance with the recommendations of the Greater Dublin Strategic Drainage Study (GDSDS). As noted, the foul drainage for the entire development will be collected throughout the site in the foul pipe network and will then discharge to an existing foul pumping station located in the adjacent IAC development to the north of the site. All of the pipe sizes and gradients are clearly indicated on Drawing No. 10113-2000. The Details of the proposed manholes are indicated on Drawing No. 10113-2002.
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7.6 FLOOD RISK ASSESSMENT The Flood Risk Assessment (FRA) has been prepared in accordance with a Stage 2 Initial Flood Risk Assessment as defined by The Planning System and Flood Risk Management Guidelines for Planning Authorities (2009).
In summary, following a review of historical flood data and the OPW’s Preliminary Flood Risk Assessment maps and CFRAMs AFA data, it was found that the proposed development is partially situated below the predicted 1-in-1000 year water level, i.e. they are located within Flood Zone B but above the 1 in 200 year storm event.12 During a 1-in -1000 year storm, it is predicted that some flooding may occur at the Airport and along the taxiway west side of the site. Zone B is at moderate risk of flooding from rivers and the sea and its outer limit is defined by a 1 in 1000 (or 0.1%) chance of flooding in any one year.A Flood Risk Assessment is included in Appendix B.
7.7 POTENTIAL IMPACTS
There is potential for sediment runoff from the site during the construction phase of the development (described above) where minor and localised areas of the site will be disturbed in order to prepare the ground for the siting of hangar. Use of plant and equipment during construction will pose a risk of surface water and groundwater pollution in the event of a spillage during refuelling or via unreported leaks from hydraulic hoses and fittings.
Given the localised nature of the proposed temporary and short-term construction works, it is deemed that the potential impact on this stream will be low. There is a potential for contaminant release during the operation of the site. As part of the IPC licence all bunds will be constructed in accordance with EPA guidance. Regular bund testing will be undertaken as part of the IPC licence. The site is underlain by low permeability material limiting the potential for contamination migration. Therefore, the potential impact on the surface water environment during the operational phase of the development is considered low to negligible.
Rainfall runoff from the Hangar during the operational phase of the development will be collected and diverted to storage prior to discharge to the surface water system, as occurs at the existing hangar to the site.
The Paint Hangar is predicted to have an imperceptible impact on flood risk elsewhere in the locality and is not predicted to impede the flow of surface water during extreme flood events. It is therefore estimated that the proposed Paint Hangar presents minimal risk to people, property, the economy and the environment.
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7.8 MITIGATION MEASURES
During the construction phase and the operational phase a high standard of environmental engineering practices will continue to be utilised to minimise the impact of the facility on the surrounding surface water environment. In order to reduce the risk of sediment laden water adversely impacting surface water, measures will be implemented to divert such water through treatment systems (settlement lagoons) prior to discharge to receiving waters.
Care will be taken during construction and operation of the site when operating plant and equipment to prevent hydrocarbon contamination. Regular bund testing will be undertaken in accordance with the existing IPC licence. Groundwater monitoring will be undertaken in accordance with the existing licence with additional monitoring locations downgradient of the site. Regular sampling of the surface water environment will be undertaken downstream of the EPA licenced facility to ensure that on-site activities are not causing an adverse impact on the natural water quality.
In the event of a hydrocarbon release to the environment, appropriate spill response procedures and equipment, such as spill kits, must be available to stop and contain any polluting matter. Appropriate means to store used oil absorbent materials such as spill mats also need to be in place.
7.9 CONCLUSIONS
Desktop studies, site investigations and site walkovers undertaken at the proposed development site have ensured that the surface water and groundwater environment has been considered in the design and potential construction and operation of the Shannon Hangar. Implementation of the mitigation measures outlined will insure that the impact on the aquifer and receiving surface water is insignificant.
8 AIR QUALITY
8.1 INTRODUCTION - DUST
All developments have the potential to adversely affect air quality within the surrounding area, during the construction and operation stage of a project. Disturbance of soils and the use of plant and equipment on site can cause windblown dust to develop on site and in the surrounding area. Air Emissions from the Site have the potential to impact on air quality. Air dispersion modelling for TOC, particulates, Chromium VI and Class 1 organics (dichloromethane) was completed using an ADMS 4.2 dispersion model, developed by Cambridge Environmental Research Consultants in the UK.
8.2 RECEIVING ENVIRONMENT
The site is located in the mid-County Clare, in the townlands of Ballyhennessey, Lismacleane and Rineanna South, approximately 2km west of Shannon Airport.
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8.3 POTENTIAL IMPACTS
AWN Consulting Ltd has been commissioned to carry out an air dispersion modelling study of emissions from two aircraft hangers, one which is currently on site and the second which is proposed. Both hangers have two emission points, A1 and A2 in the current hanger and A6 and A7 in the proposed hanger. The hangers are used to paint aircraft.
Air dispersion modelling was carried out using the United States Environmental Protection Agency’s regulatory model AERMOD (Version 15181). The aim of the study was to assess the contribution of all existing and proposed emission points from the facility to off-site levels of release substances and to identify the location and maximum of the worst-case ground level concentrations for each compound assessed. The dispersion model study consisted of the following components:
Review of emission data and other relevant information needed for the modelling study; Summary of background Particulates and TOC levels; Dispersion modelling of PM10 / PM2.5, chromium VI, dichloromethane and TOC levels); Presentation of predicted ground level concentrations of released substances; Evaluation of the significance of these predicted concentrations, including consideration of whether these ground level concentrations are likely to exceed the relevant ambient air quality limit values.
Assessment Summary
For the maximum operational modelling scenarios, it has been assumed that all emission points are continually in operation for the full year as a worst-case assumption.
No Chromium VI was detecting during the 2015 monitoring period and previous monitoring of an identical process at a painting hanger in Dublin Airport recorded maximum concentrations of 0.004 mg/m3. Therefore, it is proposed that a lower emission concentration of 0.125 mg/m3, as per the Dublin Airport painting hangers, is put in place. This is a conservative value as monitoring in 2015 at stacks A1 and A2 detected no chromium VI and ensures that ambient concentrations will remain significantly below the EAL at the worst case off site location. Emissions from the four stacks at the 0.125 mg/m3 emission concentration lead to an ambient chromium VI concentration which is 43% of the maximum ambient 1-hour limit value and 77% of the annual limit value at the worst-case receptor.
For class II compounds, the worst case monitored class II compound (Toluene) concentrations (including background) which are in compliance with the relevant limit values, reaching less than 1% of the 1-hour limit value and 2% of the annual mean limit values at the worst-case receptor.
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The modelling results associated with the emissions of TOCs are compared with the relevant air quality standards for all compounds monitored in 2015. In order to compare with appropriate EAL’s, a worst case scenario of any one compound making up 10% of TOC was assumed i.e. emission concentrations of 30 mg/m3. This was then corrected for the carbon fraction to produce the mass emissions. Monitoring in 2015 shows that any one substance was at maximum 7.16% of TOC (butyl acetate in Q4 at stack A1). Total Class I emissions were found to never be above 0.45% of TOC. The monitored compound with the most stringent limit value was found to be butyl acetate. Concentrations were found to be in compliance with the relevant limit values, reaching less than 2% of the 1-hour limit value and 1% of the annual mean limit values at the worst-case receptor.
Dichloromethane was not recorded to be above the limit of detection during monitoring in 2016. However, potential emissions of dichloromethane as 10% of TOC lead to ambient concentrations which are 22% of the maximum ambient dichloromethane 1-hour limit values and 6% of the annual dichloromethane limit value at the worst-case off-site location in the worst-case year.
In summary, all emissions from the facility with the proposed development in place will be in compliance with the ambient air quality standards.
8.4 MITIGATION MEASURES
Potential impacts during the construction stage arising from dust emissions will be minimised through the provision of mitigation measures that will be incorporated into the Construction Management Plan (CMP). These may include: • Use of a self-contained wheelwash; • Daily inspections by site personnel to identify potential sources of dust generation along with implementation measures to remove causes where found; • Use of dust suppression measures (e.g. sweeps / covers/ water bowsers) on stockpiles and the road surface during periods of extended dry weather; • All machines shall be suitably maintained to ensure that emissions of engine-generated pollutants shall be kept to a minimum in accordance with ‘Measures Against the Emission of Gaseous and Particulate Pollutants from Internal Combustion Engines to be Installed in Non Road Mobile Machinery’ (2002/88/EC) and ‘Emissions of Pollutants from Diesel Engines’ (2005/21/EC). • Vehicles will not be left running unnecessarily and low emission fuels will be used where possible.
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8.5 CONCLUSION
The implementation of the above mitigation measures will ensure that construction works at the Shannon site will not result in an increase in dust levels in the local environment and the potential impact on air quality will be low. It is not anticipated that there will be any impact on air quality as a result of the operational phase of the development. Existing air monitoring demonstrates the existing site is capable of meeting the emission standards. Air dispersion modelling of the existing and proposed air emissions are in accordance with relevant standards.
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9 TRAFFIC
9.1 INTRODUCTION
This chapter presents an assessment of the potential for impacts arising from the proposed development (both during construction and operation) of the existing road network. The assessment outlines the potential impacts and proposed mitigation measures to be put in place to reduce these impacts where appropriate.
9.1.1 Consultation with Relevant Statutory Bodies The proposed site is a greenfield site located within the confines of Shannon Airport, approximately 2.0km west of Shannon town centre and immediately northeast of Shannon Airport with access from Shannon Free Zone West link road. The proposed site is bounded to the east by the Shannon Free Zone access road and adjacent commercial / industrial properties to the north with the other sides bounded by Shannon Airport.
A Traffic and Transport Assessment considered all committed developments within the vicinity of the site. This includes sites currently permitted planning permission within the past 5 years which are yet to become operational (i.e. not included in the traffic counts). A review of the Clare County Council Planning website was undertaken to identify sites with the potential to impact the junction to be analysed. Two scenarios were assessed and details are included in the Traffic and Transportation Assessment.
The analysis carried out in this report estimates that the maximum hourly one-way flow on Shannon Free Zone dual carriageway in the design year of 2033 is 495 vehicles and occurs on the eastbound lane during the PM peak. Therefore it will operate with 76% spare capacity.
Visibility splays of 2.4 x 45 metres are required at the proposed site access onto the Link Road within Shannon Free Zone at the ‘STOP’ priority junctions in accordance with the Design Manual for Urban Roads and Streets and are achievable in both directions. The site layout has been designed to keep the visibility splays clear of obstruction and vegetation.
9.2 CONCLUSION
The conclusions to this report are as follows: • Scenario 1 represents the peak flow through the roundabout junction under assessment including for the maximum flow associated with the peak summer traffic to the airport to the south of the junction.
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• Scenario 2 represents the non-summer peak, accounting for the peak baseflow of the other approximate 7 months of the year of traffic flow through the junction as represented by the 75thpercentile value. • The assessment of Junction 1 using JUNCTION 9 ARCADY indicate that in: • Scenario 1: The existing roundabout will operate below the maximum desired RFC of 0.85 and below capacity up to and including the proposed development traffic generations in the design year 2033 including for all scenarios from A to D in both the AM and PM peak hour assessments; • Scenario 2: The existing roundabout will operate below the maximum desired RFC of 0.85 and below capacity up to and including the proposed development traffic generations in the design year 2033 including for all scenarios from A to D in both the AM and PM peak hour assessments; • The proposed site access junction has been designed in accordance with the Design Manual for Urban Roads & Streets with visibility splays of 2.4m x 45m proposed. • A total of 52 No. car parking spaces are proposed within the development including 2 no. disabled spaces, with availability on site to provide an additional 92 to bring the number to 144 no. spaces. • 18 no. cyclist parking facilities with onsite changing / shower are proposed within the development to encourage a shift in modal split.
9.3 RECOMMENDATIONS This report recommends that: • Visibility splays at the proposed junction is to be maintained and kept free of all obstacles which may cause a visual obstruction. • Dropped kerbing and tactile paving to be provided at all pedestrian crossing points.
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10 ARCHAEOLOGY/CULTURAL HERITAGE
10.1 INTRODUCTION
The archaeological, architectural and cultural heritage assessment for the SAA Paint Hangar evaluated both the potential for direct and indirect impacts on the archaeological, architectural and cultural heritage resource within a 500m zone of the proposed site boundary.
10.2 RECEIVING ENVIRONMENT
Landside and to the east of the site lies a large industrial estate of mix-use offices and light commercial premises. This area would have seen much development and construction work over the course of the last fifty years with the first units of the 600 acre Shannon Industrial Estate commencing construction in 1959. The site was occasional used as a construction compound for airport maintenance works at the airport. The site comprises 0.5m to 1.2m of made ground across the site.
A fire training area located 100m to the south of the site is understood to have been in its current location for approximately 20 years.
There are no sites of archaeological significance listed in the Sites and Monuments Record (SMR) of the Archaeological Survey of Ireland (ASI), located within 1km of the site. The nearest sites and monuments are shown in Table 11.1 below, and are included in the site location map in Figure 10.1.
Distance from the Entity ID13 Classification Townland existing site boundary Location Northwest of the site 1.2km CL051-123 Road/Trackway Ballycally boundary Northwest of the site 1.2km CL05567 Road/Trackway Ballycally boundary Souterrain Northwest of the site 1.4km CL05560 possible Ballycally boundary
Northwest of the site 1.4km CL05560 Enclosure Ballycally boundary
Table 10-1: List of the Sites and Monuments Record
13 Data from http://webgis.archaeology.ie/historicenvironment/ accessed in Nov 2016
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Planning and Environmental Considerations Report
CL051-123
Site location
Shannon Airport Terminal
Figure 10-1 Nearest archaeology sites
Distance from the Entity ID Classification Townland existing site boundary Location Shannon airport Reineanna West of the site boundary 0.6km 20406101 terminal South
Table 10-2: List of the NIAH sites
10.3 POTENTIAL IMPACTS
As there are no known recorded archaeological, architectural or cultural heritage sites located within the site boundary, there will be no direct physical impacts on such sites. There are no noticeable sites within 1.2km of the site. Due to the nature of the proposed project and the limited ground works required with the pilled foundations on made ground, the potential that previously unrecorded sub- surface sites may be impacted as a result of the development is negligible. This is supported by the fact that the site is made ground for over 60 years.
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Planning and Environmental Considerations Report
10.4 MITIGATION MEASURES
As there will be no direct physical impacts on any recorded archaeological, architectural or cultural heritage sites, and the potential that previously unrecorded sub-surface sites may be impacted is negligible, no mitigation measures are required.
10.5 CONCLUSION
It is not envisaged that any residual impacts will adversely affect the archaeological, architectural or Cultural Heritage resource of the area.
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Planning and Environmental Considerations Report
11 INTERACTION OF THE FOREGOING 11.1 INTRODUCTION This Planning and Environmental Considerations Report has been prepared to accompany a planning application to Clare County Council to obtain permission for a proposed development of a Paint Hangar farm at the townlands of Ballyhennessey, Lismacleane and Rineanna South, Shannon Airport, County Clare.
The potential environmental impacts of proposed works at this location have been outlined in this report. This section discusses the potential for interaction between impacts of the different environmental aspects.
11.2 DISCUSSION OF INTERACTIONS
Human Beings/Socio Economic/Traffic/Dust/Noise Adverse impacts may be associated with noise and vehicular disturbance during construction and to a limited extent during the operational phase. The construction programme is short (i.e. three to four months) and with limited operational maintenance, the impact on the nearest residents will be minimal due to the distance to the nearest dwelling. The nearest residential house is located 490m from the site. However, site activities will be sensitively managed to ensure that all potential noise and vibration impacts on nearby dwellings will be minimised to acceptable levels.
Social and travel patterns, pedestrian or otherwise, will not be disrupted by the works associated with this development. Construction and operation of the Paint Hangar at Shannon will generate employment, particularly during the construction phase of the development and provide 52 additional jobs in the strategic development zone of Shannon Airport.
No impact upon road safety or residential amenity is expected because the hangar is not expected to be visible from the nearest dwellings due to existing screening from the Shannon Free Zone buildings.
Ecology/Water Proposed mitigation measures outlined in Section 6.5 ensure that there will be no contamination or suspended solids released into the local surface water or groundwater environment within the application area. No significant impact is predicted on the surrounding environment or Natura sites.
Soils/Geology and Hydrogeology/Ecology There will be no significant alteration to the natural geological conditions as a result this development. All fuel storage and waste areas will be bunded in accordance with the existing IPC licence and EPA guidance.
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Planning and Environmental Considerations Report
Air Quality and Climate Works within the application area will have no effect on the microclimate in the immediate vicinity of the site or surrounding area. Air Modelling undertaken as part of the IPC review application are within emission limits for the site.
Noise Noise emissions from the construction plant and vehicular traffic will cause short term, localised disturbance within the boundary and to a lesser extent beyond the site boundary. The application of mitigation measures in Section 4.5, will ensure that all minimal impacts occur.
Cultural Heritage & Archaeology Due to the limited extent of the excavations and the avoidance of protected sites, there will be no impact on cultural heritage, archaeological sites, monuments, artefacts, designated or undesignated structures as a result of this development. The existing site comprises made ground as a result of previous airport development.
Traffic Traffic generated from the site will not have a significant impact on traffic in the area of Shannon or Shannon Airport. The volume of traffic at the site will not be intensified and will result in only a minor to negligible impact on traffic capacity on the surrounding road network which will not have an impact on the use of the road by local residents and/or passers-by.
11.3 CONCLUSION While there is the potential for the above parameters to interact and result in a cumulative impact, it has been demonstrated that none of these cumulative impacts will result in significant environmental degradation. The mitigation measures currently outlined for SAA Paint Hangar are designed to ameliorate the potential impact of the construction and operational activities within the site and on the wider environment.
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APPENDIX A
Appropriate Assessment Screening Report
Proposed Aircraft Hangar Development Shannon Airport, Shannon, Co. Clare
Screening for Appropriate Assessment
January 2017
Screening for Appropriate Assessment
PROJECT: Proposed Aircraft Hangar Development Shannon Airport, Co. Clare
CLIENT: Shannon Airport Authority. Shannon Airport, Co. Clare
COMPANY: TOBIN Consulting Engineers Block 10-4 Blanchardstown Corporate Park Dublin 15
www.tobin.ie
Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
DOCUMENT AMENDMENT RECORD
Client: Shannon Airport Authority
Project: Proposed Aircraft Hangar Development Shannon Airport, Co. Clare
Title: Screening for Appropriate Assessment
PROJECT NUMBER: 10113 DOCUMENT REF: 10113-01
A AA Screening issued for AB 11/01/17 JD 11/01/17 ST 11/01/17 Planning
Revision Description & Rationale Originated Date Checked Date Authorised Date TOBIN Consulting Engineers
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
TABLE OF CONTENTS
1 INTRODUCTION ...... 3
2 THE APPROPRIATE ASSESSMENT PROCESS ...... 3
2.1 INTRODUCTION TO APPROPRIATE ASSESSMENT (AA) ...... 3 2.2 APPROPRIATE ASSESSMENT METHODOLOGY ...... 4 2.3 GUIDANCE ...... 5
3 SCREENING ASSESSMENT ...... 7
3.1 INTRODUCTION ...... 7 3.2 INFORMATION SOURCES ...... 7 3.3 DESCRIPTION OF THE PROPOSED DEVELOPMENT ...... 8 3.3.1 Site Location ...... 8 3.3.2 Description of Project ...... 8 3.4 EXISTING ENVIRONMENT ...... 12 3.5 IDENTIFICATION OF RELEVANT NATURA 2000 SITES ...... 12 3.6 POTENTIAL ADVERSE EFFECTS ON NATURA 2000 SITES ...... 21 3.6.1 Potential for direct impacts ...... 21 3.6.2 Potential for indirect impacts ...... 21 3.6.3 Potential for in-combination or cumulative effects ...... 21
4 SCREENING CONCLUSION ...... 21
FIGURES Figure 3-1: Site location of the proposed development, Shannon Airport, Shannon, Co. Clare...... 10 Figure 3-2: Designated Natura 2000 Sites within a 15km buffer zone of the proposed development .... 16
TABLES Table 3-1: Designated Natura 2000 Sites within a 15km radius of the proposed development ...... 17
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
1 INTRODUCTION This report comprises an Appropriate Assessment Screening for a proposed painting hangar at Shannon Airport, Co. Clare. The purpose of this Screening Report is to inform the Appropriate Assessment (AA) process, which is undertaken by the appropriate Planning Authority. Appropriate Assessment is an assessment of whether a plan or project, alone and in combination with other plans or projects, could have a significant effect on a European Site, otherwise known as Natura 2000 sites (EC Habitats Directive 92/43/EEC), in view of the site’s conservation objectives.
2 THE APPROPRIATE ASSESSMENT PROCESS 2.1 INTRODUCTION TO APPROPRIATE ASSESSMENT (AA) European and national legislation places a collective obligation on Ireland and its citizens to maintain habitats and species in the Natura 2000 network at favourable conservation condition. The Government and its agencies are responsible for the implementation and enforcement of regulations (in particular Part XAB of the Planning and Development (Amendment) Act 2010 and the European Communities (Birds and Natural Habitats) Regulations, 2011 (S.I. 477) (often referred to as the Habitats Regulations) to ensure the ecological integrity of these sites.
Appropriate Assessment is an assessment of whether a plan or project, alone and in combination with other plans or projects, could have significant effects on a European Site in view of the site’s conservation objectives. Council Directive 92/43/EEC of 21 May 1992 on the Conservation of Natural Habitats and of Wild Fauna and Flora - ‘The Habitats Directive’, has been transposed into Irish law by The European Community (Natural Habitats) Regulations 2011 (S.I. No. 477). The Birds Directive, Directive 2009/147/EC of the European Parliament and of the Council, seeks to protect birds of special importance by the designation of Special Protection Areas (SPAs) whereas the Habitats Directive does the same for habitats and other species groups with Special Areas of Conservation (SACs). The requirement of AA is outlined in Article 6(3) and 6(4) of the EU Habitats Directive. Article 6(3) of the Habitats Directive requires that:
“Any plan or project not directly connected with or necessary to the management of the site but likely to have a significant effect thereon, either individually or in combination with other plans or projects, shall be subject to appropriate assessment of its implications for the site in view of the site's conservation objectives. In the light of the conclusions of the assessment of the implications for the site and subject to the provisions of paragraph 4, the competent national authorities shall agree to the plan or project only after having ascertained that it will not
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
adversely affect the integrity of the site concerned and, if appropriate, after having obtained the opinion of the general public.”
Furthermore, Article 6(4) of the Habitats Directive requires that:
“If, in spite of a negative assessment of the implications for the site and in the absence of alternative solutions, a plan or project must nevertheless be carried out for imperative reasons of overriding public interest, including those of a social or economic nature, the Member State shall take all compensatory measures necessary to ensure that the overall coherence of Natura 2000 is protected. It shall inform the Commission of the compensatory measures adopted.”
Appropriate Assessment should be based on best scientific knowledge and Planning Authorities should ensure that scientific data (ecological and hydrological expertise as required) are utilised. This Screening Report was informed by desk-based assessments undertaken by a professional Ecologist from TOBIN Consulting Engineers.
2.2 APPROPRIATE ASSESSMENT METHODOLOGY There are four main stages in the AA process; the requirements for each depending on likely impacts to European Sites (cSAC/SPA).
Stage One: Screening – This process identifies the likely significant impacts upon a European Site from a proposed project or plan. Its purpose is to determine, on the basis of a preliminary assessment and objective criteria, whether a plan or project which is not directly connected with or necessary to the management of the site as a European Site, individually or in combination with other plans or projects is likely to have a significant effect upon the European Site. A project may be “screened-in” if there is a possibility or uncertainty of significant adverse effects upon the European site, requiring a Stage Two AA. If there is no evidence to suggest significant effects due to the proposed plan or development the project is “screened-out” and AA is not required.
Stage Two: Appropriate Assessment – Consideration is given if the impact of the project or plan would adversely affect the integrity of surrounding European Sites, either alone or in combination with other projects or plans, with respect to the site’s structure and function and its conservation objectives. Additionally, where adverse impacts have been identified, an assessment of the potential mitigation to reduce/minimise/avoid such impacts is required. This stage is the responsibility of the Planning Authority which is informed by a Natura Impact Statement. This stage is required where uncertainty of
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
effect arises or a potential effect has been defined which requires further procedures/ mitigation to remove uncertainty of a defined impact.
Stage Three: Assessment of Alternative Solutions – Where adverse effects on a European Site are identified at the end of Stage Two despite the application of mitigation, this third stage examines alternative ways of achieving the objectives of the project or plan that avoid adverse impacts on the integrity of the European Site.
Stage Four: Assessment Where Adverse Impacts Remain – The fourth and final stage applies where the project can only proceed for Imperative Reasons of Overriding Public Interest (IROPI), despite the plan or project resulting in adverse effects on European Site(s). This stage provides for an assessment of compensation measures to maintain or enhance the overall coherence of the Natura 2000 network.
2.3 GUIDANCE This report has been carried out using the following guidance: • Appropriate Assessment under Article 6 of the Habitats Directive: Guidance for Planning Authorities. Circular NPW 1/10 & PSSP 2/101. • Appropriate Assessment of Plans and Projects in Ireland – Guidance for Planning Authorities. (Department of Environment, Heritage and Local Government, 2010)2. • Managing Natura 2000 Sites: the provisions of Article 6 of the ‘Habitats’ Directive 92/43/EEC, Office for Official Publications of the European Communities, Luxembourg (EC 2000)3. • Assessment of Plans and Projects Significantly Affecting Natura 2000 Sites: Methodological guidance on the provisions of Article 6(3) and (4) of the Habitats Directive 92/43/EEC, Office for Official Publications of the European Communities, Luxembourg (EC 2002)4. • Guidance document on Article 6(4) of the 'Habitats Directive' 92/43/EEC – Clarification of the concepts of: alternative solutions, Imperative Reasons of Overriding Public Interest,
1 NPWS (2010). Legislation Unit, NPWS Department of Environment, Heritage and Local Government, 7 Ely Place Dublin 2. 2 National Parks and Wildlife Services (2010): http://www.npws.ie/sites/default/files/publications/pdf/NPWS_2009_AA_Guidance.pdf 3 European Commission (2000) http://ec.europa.eu/environment/nature/natura2000/management/docs/art6/provision_of_art6_en.pdf 4 European Commission (2000) http://ec.europa.eu/environment/nature/natura2000/management/docs/art6/natura_2000_assess_en.pdf
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
compensatory measures, overall coherence, opinion of the commission. Office for Official Publications of the European Communities, Luxembourg (EC 2007)5.
5 European Commission (2007) http://ec.europa.eu/environment/nature/natura2000/management/docs/art6/guidance_art6_4_en.pdf
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
3 SCREENING ASSESSMENT 3.1 INTRODUCTION This stage of the process identifies any likely significant effects upon European Sites from the proposed development, either alone or in combination with other projects or plans. The screening phase was progressed in the following stages. A series of questions are asked during the Screening Stage of the AA process in order to determine: • Whether the project can be excluded from AA requirements because it is directly connected with or necessary to the management of a European Site; and • Whether the project will have a potentially significant effect on a European Site, either alone or in combination with other projects or plans, in view of the site’s conservation objectives or if residual uncertainty exists regarding potential impacts.
This report comprises a Screening Assessment of the proposed development in which potential impacts to European Sites are considered.
3.2 INFORMATION SOURCES The ecological desktop study, to inform the Appropriate Assessment Screening completed for the proposed Shannon Airport Authority (SAA) Painting Hangar development, comprised the following elements: • Identification of European Sites within the Zone of Influence (ZoI) of the proposed development area through the identification of potential pathways/links from the proposed development area and European Sites and/or supporting habitats; • Review of the National Parks and Wildlife Service (NPWS) site synopses (Natura 2000 data form) and conservation objectives for European Sites6 with identification of potential pathways from the proposed development; and • Review of available literature and online data. This included a detailed review of the NPWS website including mapping and available reports7 for relevant sites and in particular Qualifying Interests described and their conservation objectives.
An outline of the key datasets and information sources reviewed as part of the study are provided below:
6 National Parks and Wildlife Service: http://www.npws.ie/protectedsites/ (accessed November, 2016) 7 National Parks and Wildlife Service: http://www.npws.ie/mapsanddata/ (accessed November, 2016)
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
• National Parks and Wildlife Service database of areas designated (and proposed) for nature conservation; • National Biodiversity Data Centre database (NBDC)8; • Water Framework Directive website9; and • Environmental Protection Agency (EPA) Envision database10; and • OSI and Google aerial photography and mapping were used to identify non-designated semi-natural habitats of local ecological importance.
3.3 DESCRIPTION OF THE PROPOSED DEVELOPMENT 3.3.1 Site Location The proposed development site is located at Shannon Airport in south Co. Clare, approximately 2.7km to the west of Shannon town in the town land of Lismacleane (see Figure 3-1). Access to the site will be available from an existing national road to the east/ southeast of the proposed site location (N19) and from within the airport grounds.
3.3.2 Description of Project The applicant, Shannon Airport Authority, are proposing to develop a 6,750m2 aircraft paint hangar which includes an ancillary plant, storage, and office space adjacent to the existing Eirtech Painting Hangar on the airport grounds. It is proposed that the facility will be an extension to the existing Eirtech Painting operations to accommodate additional aircraft(s) as well as an A380 wide bodied aircraft.
A new taxiway or upgrade of the existing taxiway to facilitate access for aircrafts to the hangar is also included in the project brief. The site will be operated under the existing EPA IPC License P0497-2.
The painting of aircrafts will be the main activity carried out on site. No exterior maintenance is conducted. The unit processes will consist of: • Paint Stripping, • Painting, • Sidewall panel recovery.
Paint Stripping This step takes approximately two days, whereby the aircraft may be stripped and/or sanded. The liquid component of the waste is placed in 200 litre (L) open top drums. Detergent is wiped onto the stripped
8 National Biodiversity Data Centre: http://maps.biodiversityireland.ie/#/Map (accessed November, 2016) 9 EPA & RBD Coordinating Bodies http://www.wfdireland.ie/wfd-more.html (accessed November, 2016) 10 Envision database: http://gis.epa.ie/Envision (accessed November, 2016)
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
surfaces and the aircraft is power washed with high-pressure water nozzles. The pumps, lances and associated hoses are then cleaned, by running a mixture of acetone and toluene through them. This is supplied in closed top 200 L drums and the waste acetone/toluene is also fed into closed drums.
Painting The entire area to be painted is cleaned with solvent applied with rags. Painting is carried out using electrostatic high transfer efficiency spray guns and usually consists of three to four coats, two primers, a topcoat and a lacquer. All waste is removed to the bunded waste store prior to disposal offsite.
The bunded holding compound for hazardous material is located outside the main hangar comprising (i) the paint/solvent/stripper store, (ii) the waste compound and (iii) the empty barrel store. There is a waste compactor located outside the hangar for the storage of non-hazardous materials.
Sidewall panel recovery Components are stripped and then washed to remove any trace of glue. Surface imperfections and damaged panels are repaired. The recovery process includes application of adhesive primer and required decorative laminate. This activity does not classify as requiring compliance with Articles 6, 7 and 9 of Seveso III (Directive 2012/18/EU) due to the very small quantities of materials stored on site.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Figure 10
Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
3-1: Site location of the proposed development, Shannon Airport, Shannon, Co. Clare.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
3.4 EXISTING ENVIRONMENT The proposed development site is located in an area of unmanaged scrub grassland located within the airport grounds. The landscape surrounding the site is characterised as suburban development. During an ecological walkover survey in September, 2016, scattered gorse (Ulex europaeus) and willow (Salix sp.) were recorded on site, along with bare patches of soil/ moss distributed intermittently. There was also an area of spoil and bare ground within the site which was composed primarily of heaped sand and rubble. This area is located beside the existing fire training ground. There were no invasive species recorded within the proposed development site during the field survey. The site boundary is lined with a chain-link fence to the north and the east of the proposed site and the remainder is open to the airport grounds. As mentioned, the site will be accessed by the use of an existing roadway outside the site to the east/ southeast and from within the airport grounds. Habitats within the proposed development are evaluated as being of local importance (lower ecological value)11.
There was no mammal activity or signs of mammal activity recorded within the proposed development site. Bird species recorded included; Skylark (Alauda arvensis), Meadow Pipit (Anthus pratensis), Kestrel (Falco tinunculus) and Stonechat (Saxicola rubicola) which were all foraging in the area at the time of survey.
The River Shannon Estuary is located approximately 0.7km south of the proposed development site. There is an existing public storm drainage system in the airport which discharges to the Shannon Estuary. It is proposed to discharge the storm water from the development to this drainage system. There will be no direct emissions of effluent to a waterbody. Surface water infrastructure will be in accordance with existing infrastructure. Conditions regarding the monitoring and control of surface water will be unchanged apart from the requirement to visually check the surface water daily instead of weekly to allow for any potential pollution to be quickly identified.
3.5 IDENTIFICATION OF RELEVANT NATURA 2000 SITES A standard source-receptor-pathway conceptual model was used to identify a preliminary list of ‘relevant’ European Sites (i.e. those which could be potentially affected). This conceptual model is a standard tool in environmental assessment. In order for an effect to occur, all three elements of this mechanism must be in place. The absence or removal of one of the elements of the mechanism means there is no likelihood for the effect to occur. In the context of the proposed development, the model comprises:
11 Guidelines for Ecological Impact Assessment in the UK and Ireland:Terrestrial, Freshwater and Coastal, 2nd edition, CIEEM 2016
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
• Source (s) – e.g. sediment run-off from the proposed development • Pathway (s) – e.g. drains and streams connecting to a European Site • Receptor (s) – Qualifying habitats and species of European Sites
There are eleven European Sites located within 15km of the proposed development site; this includes an evaluation of sites that may have linkages to the proposed development (refer to Figure 3-2. The Lower River Shannon SAC and River Shannon and River Fergus Estuaries SPA are identified as the only Natura 2000 sites within the ZoI for which potential pathways for significant effects exist. The pathways for effects, potential impacts and an evaluation of significance with reference to the European Sites listed below are presented in Table 3-1, where the potential for a source-receptor-pathway relationship has been identified. Impacts are considered in light of the conservation objectives of the qualifying interests, specifically the water-dependant and aquatic Annex I habitats and Annex I and II species for which each site is designated.
The boundary of the Lower River Shannon SAC, comprising the intertidal estuarine environment of the River Shannon Estuary, is located approximately 0.7km to the south of the proposed development site. As discussed in the project description, the waste produced from the processes will be placed in 200 L open top drums, and then removed to the bunded waste store prior to disposal offsite. There will be no direct discharge of effluent to waterbodies. This will ensure that the storm water discharge from the proposed site is free of oil/petroleum products. No potential nutrient inputs or sewerage treatment are proposed or required. The proposed development will utilise the existing storm water discharge system within the context of the overall Shannon Airport facility.
There are no additional works proposed in proximity to the Shannon Estuary which would have the potential to give rise to disturbance to the bird species or their habitat, for which the River Shannon and River Fergus Estuaries SPA complex is designated. This evaluation takes account of the project alone and in combination with the existing Shannon Airport facility. The proposal alone will have no perceptible impact on wading bird species within or connected to the SPA, such that cumulative impacts associated with the Airport could be attributed.
Six SACs within a 15km radius of the proposed development are designated for the conservation of the Lesser horseshoe bat (Rhinolophus hipposideros). The closest of these sites is the Curraghchase Woods SAC which is located approximately 9km from the proposed development, due south of the Shannon Estuary. Based on scientific literature the Lesser Horseshoe Bat has a home range of
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
4.2km12. As the designated sites exist outside of this range, and taking into account separation by the extent of the estuary which forms a barrier to regular movement, there are no adverse impacts foreseen by the proposed development on this species as a qualifying interest of these European Sites.
Likewise, SAC sites designated for terrestrial, groundwater dependant or aquatic-dependant qualifying interests, which are located upstream of the development or where pathways for effects do not exist, will not experience any negative effects.
12 Bontadina, F., Schofield, H. and Naef-Daenzer, B., 2002. Radio-tracking reveals that lesser horseshoe bats (Rhinolophus hipposideros) forage in woodland. Journal of Zoology, 258(03), pp.281-290.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Figure 3-2: Designated Natura 2000 Sites within a 15km buffer zone of the proposed development
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Table 3-1: Designated Natura 2000 Sites within a 15km radius of the proposed development
European Sites Qualifying Interest Potential Pathways for Significant Effects Lower River Shannon Sandbanks which are slightly covered by sea water all the time There are no direct emissions of effluent to waterbodies proposed during the [1110] SAC construction or operational phases of this development. As mentioned in the [002165] Estuaries [1130] project description, all waste generated will be stored in 200 L drums, before Mudflats and sandflats not covered by seawater at low tide [1140] being transferred to a bunded waste store and taken off site to be disposed. Coastal lagoons [1150] Large shallow inlets and bays [1160] Storm water run-off will be discharged to the Shannon Estuary using pre- Reefs [1170] existing drains. There will be no need for additional excavation works to occur Perennial vegetation of stony banks [1220] near the estuary and the SAC, preventing any silt or pollutant run-off directly to Vegetated sea cliffsof the Atlantic and Baltic coasts [1230] the SAC. There will be a requirement in place to visually check the surface Salicornia and other annuals colonizing mud and sand [1310] water daily instead of weekly to allow for any potential pollution to be quickly Atlantic salt meadows (Glauco-Puccinellietalis maritimae) [1330] identified. Mediterranean salt meadows )Juncetalia maritimi) [1410] Water courses of plain to montane levels with the Ranunculion Taking account the size and scale of the proposed development, and that there fluitantis and Callitricho-Batrachion vegetation [3260] is no proposed effluent discharge, it is determined there are no pathways for Molinia meadows on calcareous, peaty or clayey silt-laden soils potential impacts identified which could give rise to significant adverse effects (Molinion caeruleae) [6410] on this designated site. Alluvial forests with Alnus glutinosa and Fraxinus excelsior (Alno- Padion, Alnion incanae, Salicion albae) [91E0] Margaritifera margaritifera (Freshwater Pearl Mussel) [1029] Petromyzon marinus (Sea Lamprey) [1095] Lampetra planeiri (Brook Lamprey) [1096] Lampetra fluviatilis (River Lamprey) [1099] Salmo salar (Salmon) [1106]
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
European Sites Qualifying Interest Potential Pathways for Significant Effects Tursiops trucatus (Common Bottlenose Dolphin) [1349] Lutra lutra (Otter) [1355] River Shannon and Cormorant (Phalacrocorax carbo) [A017]; This site is designated for wading birds. The proposed development plan is to River Fergus Whooper Swan (Cygnus cygnus) [A038]; utilise existing stormwater drains to the estuary, meaning no additional Estuaries Light-bellied Brent Goose (Branta bernicla hrota) [A046]; Shelduck construction works will have to take place. This will avoid any disturbance to SPA (Tadorna tadorna) [A048]; the bird species which could have occurred during the construction phase. [004077] Wigeon (Anas penelope) [A050]; Teal (Anas crecca) [A052]; Noise during construction is evaluated as being unlikely to give rise to Pintail (Anas acuta) [A054]; significant adverse effects due to the considerable background noise from Shoveler (Anas clypeata) [A056]; aircraft activities at present. Scaup (Aythya marila) [A062]; Ringed Plover (Charadrius hiaticula) [A137]; As the development is using pre-existing drains to discharge stormwater, there Golden Plover (Pluvialis apricaria) [A140]; will be no need for additional excavation works to occur near the estuary and Grey Plover (Pluvialis squatarola) [A141]; the SPA, preventing any silt or pollutant run-off directly to the SPA. Lapwing (Vanellus vanellus) [A142]; Knot (Calidris canutus) [A143]; Taking account the size and scale of the proposed development and the design Dunlin (Calidris alpina) [A149]; stage measures for water quality protection, it is determined there are no Black-tailed Godwit (Limosa limosa) [A156]; pathways for potential impacts identified which could give rise to significant Bar-tailed Godwit (Limosa lapponica) [A157]; adverse effects on this designated site. Curlew (Numenius arquata) [A160]; Redshank (Tringa totanus) [A162]; Greenshank (Tringa nebularia) [A164]; Black-headed Gull (Chroicocephalus ridibundus) [A179]; Wetland and Waterbirds [A999]
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
European Sites Qualifying Interest Potential Pathways for Significant Effects Lough Gash Turloughs [3180] Lough Gash Turlough SAC is located approximately 6.5km to the north of the Turlough SAC Rivers with muddy banks with Chenopodion rubri p.p. and Bidention proposed site. As this waterbody is located upstream of the proposed [000051] p.p. vegetation [3270] development, there is no potential for significant adverse effects which could affect the qualifying interests of this designation. Askeaton Fen Calcareous fens with Cladium mariscus and species of the Caricion The Askeaton Fen Complex SAC is located approximately 8km to the south of Complex davallianae [7210] the proposed development site. There are no pathways identified by which the SAC Alkaline fens [7230] proposed development could have significant adverse effects on the qualifying [002279] interests of this designation. Curraghchase woods Alluvial forests with Alnus glutinosa and Fraxinus excelsior (Alno- Curraghchase Woods SAC is located approximately 9km south of the proposed SAC Padion, Alnion incanae, Salicion albae) [91E0] development site. There are no pathways identified by which the proposed [000174] Taxus baccata woods of the British Isles [91J0] development could have significant adverse effects on the qualifying interests Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] of this designation. As mentioned above, the home range of Rhinolophus hipposideros is 4.2km, outside the ZoI. Ratty River Cave Caves not open to the public [8310] Ratty River Cave is approximately 12km north east of the proposed SAC Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] development with no direct or indirect linkages. Following the source-receptor- [002316] pathway model, there is no potential for significant adverse effects arising from the proposed development that could affect the qualifying interests of this designation. This is due to the home range of Rhinolophus hipposideros being 4.2km, which puts them outside the ZoI. Knockanira House Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] Knockanira House is approximately 13.3km north west of the proposed SAC development site. Following the source-receptor-pathway model, there is no [002318] potential for significant adverse effects arising from the proposed development that could affect the qualifying interests of this designation. The home range of Rhinolophus hipposideros is 4.2km, which puts them outside the ZoI.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
European Sites Qualifying Interest Potential Pathways for Significant Effects Poulnagordon Cave Caves not open to the public [8310] Poulnagordon Cave is approximately 13.2km north east of the proposed site. (Quin) Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] Source-receptor-pathways show that there are no direct or indirect linkages. SAC Therefore, there is no possibility of any negative impacts arising from the [000064] proposed development. This site is designated for Rhinolophus hipposideros which will not be impacted by the activities of the site based on the distance between the designated site and the proposed development. As mentioned previously, their home range is 4.2km, leaving them outside the ZoI. Newhall and Caves not open to the public [8310] The Newhall and Edenvale Complex is located approximately 13km to the Edenvale Complex Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] north west of the site. Following the source-receptor-pathway model, there is SAC no potential for significant adverse effects arising from the proposed [002091] development that could affect the qualifying interests of this designation. As mentioned above, the home range of Rhinolophus hipposideros is 4.2km, outside the ZoI. Barrigone Juniperus communis formations on heaths or calcareous grasslands Barrigone SAC is approximately 13km south west of the proposed SAC [5130] development. According to the source receptor pathway, there are no direct or [000432] Semi-natural dry grasslands and scrubland facies on calcareous indirect pathways to this SAC. Therefore, there is no potential for any substrates (Festuco-Brometalia) (* important orchid sites) [6210] significant adverse effects arising from the proposed development which could Limestone pavements [8240] affect the qualifying interests of this site. Euphydryas aurinia (Marsh Fritillary) [1065] Old Domestic Rhinolophus hipposideros (Lesser Horseshoe Bat) [1303] Old Domestic Building (Keevagh) SAC is located approximately 14.8km north Building (Keevagh) east of the proposed site. Due to the distance and by using the source-receptor SAC pathway there is no likely impacts from the proposed development that could [002010] affect this SAC and its qualifying interests.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
3.6 POTENTIAL ADVERSE EFFECTS ON NATURA 2000 SITES 3.6.1 Potential for direct impacts The site for the proposed Hangar at Shannon Airport is not located within or directly adjacent to any designated European Site. There will be no direct loss, fragmentation or disturbance to any Annex I habitat or Annex II species (or their supporting habitat), which are the qualifying interests of relevant European Sites, as a result of the proposed development..
3.6.2 Potential for indirect impacts The proposed development is located approximately 0.7km due north of the Shannon Estuary, associated with the existing Shannon Airport complex. The development design proposal is to discharge storm water via the existing drainage system utilised by the Shannon Airport complex, which is ultimately to the Shannon Estuary. There will be no nutrient or sewage inputs arising from the construction and operational phases of the proposed development; fuel and petroleum pollutants will be stored in 200 L barrels, transferred to a bunded waste store and taken off site. No water quality impacts are identified that could have the potential to give rise to significant adverse effects on the qualifying interests of the Lower River Shannon SAC or the River Shannon and River Fergus Estuaries SPA complex which are within proximity of the proposed development.
The distance of the proposed development from the River Shannon and River Fergus SPA and the ongoing aircraft activity precludes the potential for noise disturbance during construction or operation which could give rise to significant adverse effects on the wading bird species for which this site is designated.
3.6.3 Potential for in-combination or cumulative effects As detailed above, the proposed development site is located within the context of the existing operational Shannon Airport facility. Taking account of the small scale and limited pathways for significant adverse effects, it is evaluated that the proposed development would have negligible potential for in-combination or cumulative effects during either the construction or operational phase. This is considered with reference to the existing operation of the Shannon Airport facility and associated infrastructure.
4 SCREENING CONCLUSION The proposed development of the Hangar at Shannon Airport, Co. Clare is located on a site dominated by scrub grassland. As shown on Figure 3-1, the site is not located within or adjacent to any European Site. The Screening to inform the Appropriate Assessment process considered any potential impacts which may arise during the construction and operational phases of the proposed development.
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Screening for Appropriate Assessment Proposed Aircraft Hangar Development, Shannon Airport, County Clare
Through an assessment of the pathways for effects and an evaluation of the project, taking account of the processes involved and the distance of separation between Natura 2000 designations in the wider study area, it has been evaluated that there are no likely significant adverse effects on the qualifying interests or the conservation objectives of any designated European Site.
It is concluded that there are no likely potential impacts, whether direct, indirect or cumulative/in- combination, which could give rise to adverse effects on the qualifying interests or the conservation objectives of any designated Natura 2000 site, with particular reference to the Lower River Shannon SAC and River Shannon and River Fergus Estuaries SPA. Potential impacts are limited mostly to the local context within the site boundary and are evaluated as affecting ecological features of low local importance. It is concluded that the proposed development will not give rise to any significant adverse effects on designated European sites, alone or in combination with other plans or projects. This evaluation is made in view of the conservation objectives of the habitats or species for which these sites have been designated. Consequently this proposed development does not require an NIS or need to advance in the Appropriate Assessment process.
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NATIONAL NETWORK
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APPENDIX B
Flood Risk Assessment
Proposed Aircraft Hangar Development Shannon Airport, Shannon, Co. Clare
Flood Risk Assessment
January 2017 Revision: A
TOBIN CONSULTING ENGINEERS
Flood Risk Assessment
PROJECT: Proposed Aircraft Hangar Development Shannon Airport, Co. Clare
CLIENT: Shannon Airport Authority. Shannon Airport, Co. Clare
COMPANY: TOBIN Consulting Engineers Fairgreen House Fairgreen Road Galway
www.tobin.ie
Template rep 003 DCO 0084
Flood Risk Assessment
DOCUMENT AMENDMENT RECORD
Client: Shannon Airport Authority.
Project: Proposed Aircraft Hangar Development Shannon Airport, Co. Clare
Title: Flood Risk Assessment
PROJECT NUMBER: 10113 DOCUMENT REF: 10113-TR01 FRA Rev A
A Issued for planning JD Jan 17 PF Jan 17 BC Jan 17
Revision Description & Rationale Originated Date Checked Date Authorised Date TOBIN Consulting Engineers
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TABLE OF CONTENTS
1 INTRODUCTION ...... 1 1.1 BACKGROUND ...... 1 2 HISTORICAL FLOODING ...... 3 2.1 OPW FLOOD MAPS ...... 3 2.2 OPW PRELIMINARY FLOOD RISK ASSESSMENT (PFRA) MAPS ...... 5 3 PLANNING AND FLOOD RISK MANAGEMENT GUIDELINES ...... 6 3.1 CLARE COUNTY DEVELOPMENT PLAN (2011-2017) ...... 6 3.2 SHANNON LOCAL AREA PLAN (2012-2018) ...... 7 3.3 THE PLANNING SYSTEM & FLOOD RISK MANAGEMENT GUIDELINES ...... 9 3.4 CLIMATE CHANGE ...... 9 4 FLOOD RISK ASSESSMENT ...... 11 4.1 SHANNON CATCHMENT FLOOD RISK ASSESSMENT AND MANAGEMENT (CFRAM) STUDY ...... 11 4.2 DESIGN FLOOD LEVEL ...... 14 4.3 PROPOSED DEVELOPMENT ...... 15 4.4 THE JUSTIFICATION TEST ...... 16 5 CONCLUSION ...... 19
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1 INTRODUCTION
1.1 BACKGROUND
TOBIN Consulting Engineers were appointed in August 2016 to carry out a site specific Flood Risk Assessment (FRA) to accompany a planning application for the proposed Hangar at Shannon Airport in Shannon, Co. Clare. The FRA has been prepared in accordance with a Stage 2 Initial Flood Risk Assessment as defined by The Planning System and Flood Risk Management Guidelines for Planning Authorities, (2009)1 as follows:
“to confirm sources of flooding that may affect a plan area or proposed development site, to appraise the adequacy of existing information and to scope the extent of the risk of flooding which may involve preparing indicative flood zone maps. Where hydraulic models exist the potential impact of a development on flooding elsewhere and of the scope of possible mitigation measures can be assessed. In addition, the requirements of the detailed assessment should be scoped”
The proposed development, consisting of an industrial commercial building, is located in County Clare on the west side of Shannon Town, approximately 300 meters from the sea. The location of the site is shown in Figure 1.
Due to the proximity of the site to Shannon Estuary, coastal flooding was identified as a potential risk to the proposed development.
The aim of this FRA is to “appraise the adequacy of existing information” [extract from PSFRM Guidelines, see above] to identify the risk, if any, of flooding in relation to the proposed development.
1 The Planning System and Flood Risk Management Guidelines for Planning Authorities (2009), Department of Environment, Heritage and Local Government (DoEHLG) 1
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To Limerick
DECLAN CUNNINGHAM 2004
Figure 1 Site Location Map
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2 HISTORICAL FLOODING
Much of Shannon Airport consists of low-lying coastal flatlands. It is protected from tidal flooding by embankments at a level of approximately 7.3 metres O.D
2.1 OPW FLOOD MAPS
The OPW’s online National Flood Hazard Mapping database2 provides information on reported floods, in the form of reports, photos and newspaper articles. While a number of flood events have been recorded in the vicinity of Shannon, the database does not provide any record of flood events occurring at the site of the proposed Hangar (see Figure 2).
The recorded flood events on ‘floodmaps.ie’ are generally reflected in the mapping produced as part of the OPW’s Preliminary Flood Risk Assessment (see Section 2.2).
Legend
Flood event
Figure 2 Extract from National Flood Hazard Mapping database
2 www.floodmaps.ie 3
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The nearest flood events are >1km from the site.
Flood Location, relative to Event Date ID proposed site 4490 1.7 km to the north The Road L3169, located 1km to the north was flooded Jan 2005 (from surface water runoff) in January 2005. Water flowed around a house but not flooded. 332 2.2 km to the northwest Two houses flooded (tidal). Dec 1999 332 2.2 km to the northeast L7174 flooded (tidal). Recurring circa 2000
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2.2 OPW PRELIMINARY FLOOD RISK ASSESSMENT (PFRA) MAPS
In 2009 the OPW produced a series of maps to assist in the development of a Preliminary Flood Risk Assessment (PFRA) throughout the country. These maps were produced from a number of sources.
The indicative flood mapping of the Shannon Airport area (see Figure 3) shows the proposed site is located adjacent to the predicted 1 in 1000 year coastal flood extents.
It should be noted that “the flood extents shown on these maps are based on broad-sale simple analysis and may not be accurate for a specific location” 3.
Proposed Site
Figure 3 OPW Preliminary Flood Risk Assessment map (extract from myplan.ie viewer)
Following on from the Results of the PFRA study Shannon was identified as an ‘Area for Further Analysis’ to be considered as part of the Shannon CFRAM Study. This is discussed in Section 4.1 of this Flood Risk Assessment report. The Irish Coastal Protection Strategy Study did not assess flooding risk in Shannon estuary.
3 The National Preliminary Flood Risk Assessment (PFRA) Overview Report, OPW (March 2012) 5
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3 PLANNING AND FLOOD RISK MANAGEMENT GUIDELINES
This section considers the 2011-2017 Clare County Development Plan, the 2012-2018 Shannon Local Area Plan, as well as the 2009 publication ‘The Planning System and Flood Risk Management Guidelines for Planning Authorities’.
3.1 CLARE COUNTY DEVELOPMENT PLAN (2011-2017)
Chapter 8 of the 2011-2017 County Development Plan (CDP) deals with the area of flood risk.
The following are the key policies described in the CDP pertaining to flood risk:
CDP 9.15 “It is the objective of Clare County Council to ensure that proposals for development in areas where there is a risk of flooding, (based on the flood risk maps contained in Volume 2 of the Clare County Development Plan 2011- 2017, or any updated version), shall have regard to the OPW/DoEHLG planning guidelines The Planning System & Flood Risk Management (and Technical Appendices) – Guidelines for Planning Authorities (Nov 2009) and any future OPW flood assessment information, and such proposals must also demonstrate that appropriate mitigation measures can be put in place”
CDP14.12
It is an objective of Clare County Council: To be guided by the objectives of and to implement the actions set out in The Planning System and Flood Risk Management (and Technical Appendices) – Guidelines for Planning Authorities (DoEHLG & OPW Nov 2009) and take into account implications of predicted sea level rise in the assessment of proposed developments along the Estuary;
To ensure that all flood risk management assessments and projects are formulated and developed having regard to the Water Framework Directive and to the Habitats Directive Natura 2000 sites and associated water-sensitive habitats and species;
To require applications for proposed developments to demonstrate compliance with the Guidelines and carry out flood risk assessment in compliance with such Guidelines.
CDP 6.3 Shannon and Shannon Airport It is an objective of Clare County Council: • To protect and promote the Shannon Gateway as a primary location for industrial, manufacturing, warehousing, distribution, and transport operating centres, and facilitate, where required, the adaptation of industrial areas to other employment generators;
• To facilitate the development and expansion of Shannon Airport, to include an International Air Freight cargo hub and encourage collaboration with global logistics companies;
• To support the development of innovative initiatives that harness the potential of the airport including, but not exclusive to, a residential flight school, global logistics centre for humanitarian 6
Flood Risk Assessment
aid, unmanned aerospace systems (UAS) and a centre for space collaboration and research cooperation;
• To facilitate and permit the economic development of Shannon town and environs including Shannon Airport in accordance with the strategic goals and detailed objectives of this Development Plan through the preparation of a Local Area Plan for Shannon town and environs;
• In collaboration with other agencies, to prepare a high level Strategic Plan, to identify key priority projects and developments capable of being accommodated at the Shannon Airport lands, Shannon Free Zone and Westpark;
A Stage 1 Strategic Flood Risk Assessment (SFRA) was carried out as part of the 2015-2021 Clare County Development Plan. The SFRA notes that the Shannon CFRAM study identified Shannon as one of the areas for further study. The findings of the CFRAM study are detailed in Section 4.1 of this Flood Risk Assessment report.
3.2 SHANNON TOWN AND ENVIRONS LOCAL AREA PLAN (2012-2018)
Section 12 of the 2012-2018 Shannon Town and Environs Local Area Plan (ST&E LAP) looks at Flood Risk Management and Assessment. The key policy pertaining to flood risk reflects that of the County Development Plan:
LAP 12.7 To ensure that all proposals for development in areas identified as being at risk of flooding undertake flood risk assessment and have regard to the OPW/DoEHLG guidelines The Planning System and Flood Risk Management and any future OPW flood assessment information.
To facilitate the maintenance and improvement of the existing seawall embankments as necessary.
To facilitate the implementation of the CFRAMS for Shannon when complete.
Section 4 of the LAP deals with the development of Shannon Airport. GOAL 3 is ‘To enable the continued growth and development of Shannon International Airport’. The LAP identifies the following objective (LAP 4.1) within Section 4.2 of the Plan:
LAP 4.1 To facilitate the development and expansion of Shannon International Airport within the designated Strategic Development Area, subject to the requirements of Habitats Directive Assessment, to include – • airport operational activities and uses complementary to the operation of the airport • aircraft maintenance/cargo handling facilities related to airport activities • business park use, primarily related to airport servicing, management and maintenance activities • long-term aircraft maintenance, air-freight cargo handling facilities • future runway / taxiway(s)
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• innovative initiatives, such as a residential flight school, global logistics centre for humanitarian aid, unmanned aerospace systems (UAS), centre for space collaboration and research
The proposed hangar is consistent with LAP 4.1 and is within the designated Strategic Development Area.
The Strategic Environmental Assessment (SEA) Environmental Report of the Shannon Town & Environs Local Area Plan (ST&E LAP) 2012-2018 was also consulted. The document identifies Strategic Environmental Objectives (SEOs) against which the environmental effects of the ST&E LAP 2012-2018 can be tested. Strategic Environmental Objective W12 states: “Provide provision of flood relief through management of flood risk and living with floods rather than engineered flood solutions”
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3.3 THE PLANNING SYSTEM & FLOOD RISK MANAGEMENT GUIDELINES
‘The Planning System and Flood Risk Management’ (PSFRM) guidance document, published in 2009 by The Department of Environment, Heritage and Local Government (DoEHLG) and the Office of Public Works (OPW), discuss flood risk in terms of three flood zones. It also identifies vulnerability classes for development in order to define what type of development is suitable within what flood zone and when the Justification Test should be applied.
The flood zones, vulnerability classes and requirement for the Justification Test is summarised in Table 3.1.
Table 3.1 Matrix of vulnerability versus flood zone to illustrate appropriate development and development that is required to meet the Justification Test (Extract from the PSFRM Guidelines)
Probability of Recommendation based on Vulnerability of Development Flood Zone Coastal Flooding (Return Periods) Highly Vulnerable Less Vulnerable Water Compatible
Highest Probability A (more frequent than 1 Justification Test Justification Test Appropriate in 200-yr) Moderate Probability B (1 in 200-yr to Justification Test Appropriate Appropriate 1 in 1000-yr) Low Probability C (less frequent than 1 in Appropriate Appropriate Appropriate 1000-yr) Note: The PSFRM Guidelines provide probabilities for fluvial and tidal flooding. For clarity only coastal flooding probabilities have been included in this table
The proposed development consists of an industrial / commercial building (i.e. Hangar). However, there are some elements of the development which will require an IPC license. The PSFRM guidelines state that IPPC sites are considered to be “Highly Vulnerable Developments”.
3.4 CLIMATE CHANGE
The Flood Risk Management Climate Change Adaptation Plan (published May 2015) has been prepared under the remit of the National Climate Change Adaptation Framework. It sets out the policy on climate change adaptation of the Office of Public Works (OPW), the lead agency for flood risk management in Ireland, based on a current understanding of the potential consequences of climate change for flooding and flood risk in Ireland, and the adaptation actions to be implemented by the OPW and other responsible Departments and agencies in the flood risk management sector.
The document recommends two future flood risk scenarios for considering future implications of factors, including climate change, in relation to future flooding. The Mid-Range Future Scenario (MRFS) recommends a “likely” future scenario while the High-End Future Scenario (HEFS) represents a more “extreme” future scenario. Table 3.2 sets out the allowances for both of these scenarios.
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Table 3.2 Allowances in Flood Parameters for the Mid-Range and High-End Future Scenarios
For the purpose of this flood risk assessment, we have assessed the proposed development against the Mid Range Future Scenario (MRFS) as it represents a likely future scenario.
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4 FLOOD RISK ASSESSMENT
Referring back to Section 3.3, the proposed development is classed as a Paint Hangar located on an IPPC licenced site. It is considered to be a “Highly Vulnerable Development” in terms of sensitivity to flooding. The PSFRM guidance document recommends that such developments be constructed in flood zone C, i.e. that there is less than a 0.1% probability of the site flooding (1 in 1000 years), or that the Justification Test be applied. In terms of risk, the fuel bund and waste storage areas are considered highly vulnerable while the industrial / commercial building and car park areas are considered less vulnerable development.
Due to the proximity of the site to Shannon Estuary, coastal flooding was identified as a potential risk to the proposed development. Modelling of coastal flood risk along the coast has been carried out as part of the Shannon Catchment Flood Risk Assessment and Management (CFRAM) Study (see Section 4.1)
4.1 SHANNON CATCHMENT FLOOD RISK ASSESSMENT AND MANAGEMENT (CFRAM) STUDY
Jacob developed coastal models of the floodplain beyond the coastline as part of the modelling phase of the Shannon CFRAM Study.
A 2D cell size of 5-10m was used to represent the coastal domain. The active model area was determined using the LIDAR data for the Area for Further Analysis (AFA). Areas of high ground were deemed 'natural boundaries' and serve well as model extents. The modelling process used the extreme water levels (combined tide and surge).4
Figure 6 shows the flood extents predicted by the Shannon CFRAM Study at the proposed Hangar site.
4 Shannon CFRAM UoM 28/29 – Shannon Hydraulic Modelling Report IRR3: – Shannon Airport 11
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Legend
Figure 4 Extract from CFRAM MAP (Shannon)
Figure 4 illustrates the proposed site is located in Flood Zone B and, based on this mapping in the LAP, the return period for flooding is less frequent than 1 in 200 years and greater than 1 in 1000.
The CFRAM study predicted 200-year and 1000-year water levels of 0.64mOD and 2.47mOD respectively adjacent to the proposed site. This does not include any allowance for rise in sea level due to climate change
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Figure 5 Flood Depth Map at the proposed Hangar 1:1000 (Shannon CFRAM Study, June 2016)
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4.2 DESIGN FLOOD LEVEL
Following a review of available data the primary factor in determining the design flood level at the proposed site location is considered to be coastal flooding. The design flood level based on the 1,000- year flood event, as recommended for IPPC licence sites (i.e. “Highly Vulnerable Developments”), is summarised in Table 4.1. An estimate of the 200-year flood level is also provided.
Table 4.1 Estimated Design Flood Level
Description 200-year flood 1,000-year flood
Flood Level1 0.64 mOD 2.47 mOD
Allowance for 95% Confidence1 0.18m 0.18m
Allowance for MRFS Mean Sea Level Rise2 0.5m 0.5m
Estimated Flood Level 1.32 mOD 3.15 mOD
Freeboard 0.3m 0.3m
Allowance for MRFS Land Movement2 0.03m 0.03m
Estimated Flood Level + Freeboard 1.66 mOD 3.48 mOD
Note 1: Design flood level, and allowance for 95% confidence, is taken from CFRAM maps (see Section4.1). Note 2: Allowance for mean sea level rise and land movement taken from the Flood Risk Management Climate Change Adaptation Plan (May 2015) (see Section 3.4). Allowance for land movement was taken as 0.5mm per year for 60 years.
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4.3 PROPOSED DEVELOPMENT
Existing ground levels at the proposed Hangar site rise from 1.9 mOD in the northwest of the site to 2.6 mOD in the east. It is estimated that the existing site is located below the proposed 1,000-year MRFS flood level of 3.48 mOD.
As the hangar level is tied to the taxiway level and required falls gradients between the hangar and the taxiway in accordance with IAA and international aviation regulations, it is not possible to raise the building level. To address flood risk to the proposed development it is proposed that elements of the site classified as “Highly Vulnerable” shall be protected from the 1,000-year MRFS flood event, and that “Less Vulnerable Development” such as the industrial / commercial building and car parking areas shall be located above the 200-year MRFS flood level. This is in accordance with the Planning System and Flood Risk Management Guidelines (see Section 3.3) and climate change guidance (see Section 3.4).
It is proposed that the Hangar building shall be constructed to a finished floor level of 2.133mOD, placing it approximately 0.5m above the estimated 200 year MRFS flood level of 1.66mOD.
Proposed Road levels in the development are at 2.0 to 2.5 mOD, placing them approximately 1 m above the estimated 200 year MRFS flood level of 1.66 mOD. Based on the proposed ground levels at the site, the development is not predicted to flood during a 1 in 200 year MRFS coastal flood event.
It is proposed that all bunds and waste storage areas will be surrounded by bund retaining walls, to be constructed to a level of 3.3 mOD as a minimum, which includes 300mm freeboard above the estimated 1000 year MRFS flood level. Bund walls will be constructed using reinforced concrete bunds.
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4.4 THE JUSTIFICATION TEST
Based on existing ground elevations at the site and flood levels estimated by the CRFAM; it is predicted that the site, at present, is susceptible to flooding during a 1-in-1000 year MRFS coastal flood event. To address flood risk to the proposed development it is proposed that elements of the site classified as “Highly Vulnerable” shall be protected from the 1,000-year MRFS flood event, and that “Less Vulnerable Development” such as the industrial / commercial building and car parking areas shall be located above the 200-year MRFS flood level. Referring to the PSFRM guidelines (Table 3.1), the application of the Justification Test is required.
The Justification Test criteria are defined in Box 5.1 of “The Planning System and Flood Risk Management Guidelines” (PSFRM Guidelines) (see Figure 8).
Figure 6 Justification Test Criteria (Extract from the PSFRM Guidelines)
Referring to Point 1 and Points 2 (i) to (iv) inclusive in Figure 8:
1. The 2012-2018 Shannon Local Area Plan has zoned the subject lands for Airport Development activities.
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2. The proposed Hangar has been the subject of a flood risk assessment (this report) and this assessment has shown that :
(i) The development is predicted to have an imperceptible impact on flood risk elsewhere in the locality.
(ii) The proposed development is not predicted to impede the flow of surface water during extreme flood events. It is therefore estimated that the proposed development presents minimal risk to people, property, the economy and the environment.
(iii) It is predicted that residual risks to the area and to the proposed Hangar during an extreme flood event can be managed. It is proposed that all storage areas and bunded areas within the development will be constructed above the 1000-year MRFS flood level. Based on the mapping produced by the Shannon CFRAM study (Figure 6), no flooding is predicted during a 200-year flood event.
(iv) The proposed Hangar is compatible with the wider planning objectives of the area.
The PSFRM Guidelines, “The Planning System and Flood Risk Management Guidelines” also state that: “The acceptability or otherwise of levels of residual risk should be made with consideration of the type and foreseen use of the development and the local development context.”
It is predicted that the provision of the Hangar will not result in an increased risk to the environment and human health.
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5 CONCLUSION
TOBIN Consulting Engineers were requested to carry out a site specific Flood Risk Assessment to accompany a planning application for the proposed Hangar at Shannon Airport, Co. Clare. The Flood Risk Assessment undertook a review of: - OPW Flood Maps - OPW Preliminary Flood Risk Assessment Maps - Clare County Development Plan - Shannon Local Area Plan - The Planning System & Flood Risk Management (PSFRM) Guidelines - Shannon CFRAM Study
Due to the proximity of the site to the Shannon Estuary, the primary source of flood risk was from coastal flooding.
The existing site levels are located above the 1 in 200 year MRFS flood level of 1.66 mOD but below the proposed 1,000-year MRFS flood level of 3.48 mOD. To address flood risk to the proposed development it is proposed that elements of the site classified as “Highly Vulnerable” shall be protected from the 1,000-year MRFS flood event, and that “Less Vulnerable Development” such as the industrial / commercial building and car parking areas shall be located above the 200-year MRFS flood level. It is proposed that the Hangar building shall be constructed to a finished floor level of 2.133mOD, placing it approximately 0.5m above the estimated 200 year MRFS flood level of 1.66mOD.
Proposed Road levels in the development are at 2.0 to 2.5 mOD, placing them approximately 1 m above the estimated 200 year MRFS flood level of 1.66 mOD. Based on the proposed ground levels at the site, the development is not predicted to flood during a 1 in 200 year MRFS coastal flood event.
It is proposed that all bunds and waste storage areas will be surrounded by bund retaining walls, to be constructed to a level of 3.3 mOD as a minimum, which includes 300mm freeboard above the estimated 1000 year MRFS flood level. Bund walls will be constructed using reinforced concrete bunds.
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