An Bord Pleanála

Inspector’s Report

Marlborough Street Public Transport Priority Bridge.

Volume 2

Part 1

Appendix 1 Copy of slides used in presenting brief of evidence to the oral hearing (attached under separate cover)

Part 2

Appendix 2 Mr O’Connor’s Report

Appendix 3 Environmental Impact Statement, Marlborough St Bridge, January 2009

Appendix 4 Relevant Provisions of the National Development Plan 2007- 2013

Appendix 5 Relevant Provisions of Transport 21

Appendix 6 Relevant Provisions of the Strategic Planning Guidelines for the Greater Dublin Area

Appendix 7 Relevant Provisions of A Platform for Change

Appendix 8 Relevant Provisions of the Dublin City Development Plan 2005-2011

PL29NHA0022 Appendices An Bord Pleanála Page 1 of 35 Appendix 3

Mr O’Connor’s Report

File no. PL29.nha 0022

Marlborough Street Public Transport Priority Bridge

 Proposed under Section 51 of the Roads Act (as amended)

 Bridge length 65 metres and width 26 metres.

 Bridge to provide for 2 no southbound bus lanes and one southbound LUAS line.

 Chosen construction type is single span reinforced concrete with low depth to length ratio.

I was requested to prepare a report on the traffic and drainage issues arising from the proposed Development

At the Oral Hearing the issues of traffic and drainage were raised with the Applicants and OPW, Dublin Bus and RPA representatives were also present to clarify the positions of their organisations .

DRAINAGE / FLOODING

The proposed bridge is a single span concrete structure with abutments which encroach into the river Liffey. It was explained that the presence of a large sewer siphon arrangement dictated the location of abutments. Mr Tim Joyce on behalf of the Office of Public Works indicated that the OPW was satisfied with the approach being taken. It was clarified that given the concerns for potential flooding great care would be taken with the Section 50 (Arterial Drainage Act 1945) application being made by Dublin City Council in respect of the bridge.

The proposal to provide Dutch dams or a folding mechanism to be brought into operation in times of exceptionally high flows or tides is noted as is the City Council’s experience of operating these mechanisms.

It is considered that the proposal has been subject to the correct design approach including consultation with OPW . It would not appear necessary to recommend a condition in relation to hydrological implications of the proposed development as the

PL29NHA0022 Appendices An Bord Pleanála Page 2 of 35 current Section 50 Application would be deemed to cover requirements for flood protection.

TRAFFIC

The evidence at the hearing clarified the EIS and explained the operation and management of the bridge as a public transport link.

EXISTING TRAFFIC NETWORK

The road network for the immediate area comprises:

 Eden Quay on the north side of the river which has general traffic and a bus lane running west-east from O Connell Street. A contraflow bus lane runs east- west from Butt bridge to O Connell street and there are a number of bus terminii on the lane adjacent to the quay wall.

 Marlborough street joins Eden Quay at the proposed bridge location and takes general traffic and generally caters for local type journeys

 Burgh Quay on the south side of the river is east-west and includes a bus lane. The traffic flows can reach levels where saturation occurs between Butt bridge and O Connell street

 Hawkins Street joins Burgh Quay at the location of the proposed bridge and takes bus traffic and local traffic.

The applicant did not include traffic flow volumes in the EIS and did not provide information on existing flows at the hearing. This would have helped clarify the assessment but as new infrastructure is under construction it allows an assessment based on the comparative conditions to be made on the proposal.

IMPACTS AND ASSESSMENT

From questions asked of Mr O Brien of the City Council the traffic control measures were outlined and the impacts would clearly be positive for a number of existing bus routes. Mr O Leary of Dublin Bus noted the potential for new network opportunities.

PL29NHA0022 Appendices An Bord Pleanála Page 3 of 35 The potential negative impacts would be on general traffic on the north and aouth quays. Mr O Brien indicated that the proximity of both Butt Bridge at 140 m west and O Connell St Bridge at 100 m east, made linking of traffic signals somewhat problematical. However, the overall relief arising from the opening of the Samuel Beckett Bridge and the options available to the City Council in relation to limitations in traffic types would appear to indicate that any negative impacts are capable of significant mitigation.

It is considered therefore that the proposal would be acceptable from a traffic viewpoint and no particular conditions would appear necessary. However it may be considered desirable that a liaison committee would be useful prior to and during construction and this could comprise the City Council and representation from RPA, Dublin Bus and OPW, taxi and city centre business interests.

______Daniel O Connor Engineer Gd I 8 July 2009.

PL29NHA0022 Appendices An Bord Pleanála Page 4 of 35 Appendix 3

Environmental Impact Statement, Marlborough St Bridge, January 2009

Volume 1 is the main report and includes a non-technical summary which is also presented as a separate Volume.

Volume 2 is a book of maps. Volume 1 comprises 15 chapters in two parts, each part preceded by a non technical summary: chapters are set out under the following headings: Non Technical Summary Part 1 Background Information and General Description Chapter 1 Introduction Chapter 2 Background to the Proposed Development Chapter 3 Description of the Proposed Development Chapter 4 Alternatives Considered Chapter 5 Traffic and Transportation Part 2 Environmental Effects and Proposed Ameliorative Measures Chapter 6 Human Beings Chapter 7 The Natural Environment Chapter 8 Landscape and Visual Analysis Chapter 9 Material Assets Chapter 10 Architectural, Archaeological and Cultural Heritage Chapter 11 Architectural Heritage Chapter 12 Construction Phase Chapter 13 Interrelationships Chapter 14 Mitigation Measures

Non-technical summary Description of the Quays at Marlborough Street/Hawkins Street

Eden Quay carries two eastbound traffic lanes and a westbound bus lane in the vicinity of the proposed bridge location. An eastbound cycle lane is also provided

PL29NHA0022 Appendices An Bord Pleanála Page 5 of 35 north of the eastbound traffic lanes. Pedestrian crossing facilities are provided crossing Eden Quay to the west of the Eden Quay / Marlborough Street Junction.

Burgh Quay carries two westbound traffic lanes and a westbound bus lane in the vicinity of the proposed bridge location. These two traffic lanes branch out to become three lanes just west of the proposed bridge site. On Burgh Quay, a westbound cycle lane is also provided, south of the westbound bus lane. Pedestrian crossing facilities are provided for crossing Hawkins Street at the Burgh Quay / Hawkins Street Junction.

Significant Environmental Effects and Proposed Ameliorative Measures Under the headings: human beings, the natural environment, landscape and visual analysis, material assets, architectural, archaeological and cultural heritage, architectural heritage and construction phase, the issues which are dealt with later in the report are summarised. The paragraph, mitigation, lists the mitigation measures proposed.

Mitigation Measures The principle mitigation measures proposed in the scheme are as follows:  A traffic management will be prepared by the contractor and agreed with the planning authority.  Hours of construction will be agreed with the planning authority to avoid later night or early morning working.  Noise mitigation measures will be put in place during relevant activities.  Wheel washing facilities will be put in place on site to ensure that the public road is not adversely affected by deposits from truck tyres.  It is recommended that lighting ensures that the bridge is visible to birds at night. However, lights should be imbedded in the bridge structure rather than on poles which could present a potential hazard to flying birds in daylight and at night.  A dust minimisation plan will be formulated for the construction phase of the project, as construction activities are likely to generate some dust emissions.  A pedestrian/cyclist facility will be maintained on both quays at all times during the construction phase.  In areas where disturbance of the river bed or quay is necessary as part of the construction of the proposed development, an archaeological impact assessment based on an underwater dive survey, a low tide visual survey and a metal detection survey should be carried out by a suitably qualified underwater archaeologist licensed by the Department of Environment, Heritage and Local Government. An underwater archaeological assessment and metal detection survey are currently being undertaken. The results of the underwater archaeological assessment will be reviewed and any recommended mitigation measures will be carried out.  In areas where removal of sections of quay wall is necessary an architectural survey should be undertaken prior to the removal of any material. The survey should be overseen by a suitably qualified archaeologist or architect.

PL29NHA0022 Appendices An Bord Pleanála Page 6 of 35 Part 1 Background Information and General Description

Chapter 1 Introduction This includes the legal requirements that are met in the presentation of the EIS to the Board, and refers to the statutory and non-statutory consultation which has taken place.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 2 Background to the Proposed Development This deals with the purpose of the project, description of the quays and lists the parties consulted.

A list of consultees is contained at page 2/3 and a summary of responses received is included on pages 2/5 to 2/9. The lists include: Office of Public Works (Tim Joyce) and Minister for Environment.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 3 Description of the Proposed Development

The description of the proposed development is detailed in Chapter 2 of my report. This chapter of the EIS includes other details:

It is a requirement that the existing navigational channel be maintained. Soffit levels of O’Connell Bridge and Butt Bridge are 3.37mOD and 3.40mOD respectively while the soffit level of the proposed bridge is 3.30mOD. Soffit level of Matt Talbot Bridge is 3.21mOD thus the existing navigational channel will be maintained.

The construction of the bridge may have a direct impact on two known archaeological sites or Record of Monuments and Places (RMP’s) and an additional area of archaeological potential. The construction of the north side of the bridge may impact on subsurface remains associated with the former site of the Iron Quay. The emplacement of temporary site compounds to allow the construction of the proposed bridge may impact on underwater archaeological remains. These include potential remains of shipwrecks and features associated with former ferry activity. The ferry site is recorded on Rocque’s map (1756) which shows the Old Ferry running from Hawkins Wall to Ferryboat Lane (Burgh Quay to Eden Quay).

The Liffey Siphon, part of the early 20th century sewerage system, passes under the Liffey at the location of the proposed development. The siphon will be retained in situ as part of the proposed development. The southern extent of the proposed bridge lies on Burgh Quay. This area is shown by Brooking (1728) and Rocque (1756) as containing buildings which fronted directly onto the river. These buildings were

PL29NHA0022 Appendices An Bord Pleanála Page 7 of 35 demolished during the reconstruction of Burgh Quay in the early 19th century. Construction may impact on subsurface remains associated with these structures.

The Sheehan Memorial Monument, which is included in the record of protected structures will be directly impacted upon and is to be relocated.

The area is within a designated Conservation Area and afforded the same protection as protected structures.

The proposed bridge could also potentially create a serious visual intrusion on historic views and vistas up and down river.

Purpose of the project

To provide an architecturally sensitive public transport bridge, linking the north and south quays of the River Liffey. The bridge will provide a strategic link between Eden Quay and Burgh Quay at the locations of Marlborough Street and Hawkins Street. A conduit will be created for carrying public transport in the form of buses and the southbound Luas Line BX along with pedestrian and cycle traffic.

Brief  Provide an architecturally sensitive priority bridge bridge, linking Marlborough Street and Eden Quay to Hawkins Street and Burgh Quay.  Meet the traffic, layout, structural and environmental requirements of the public transport priority bridge.  Meet the architectural requirements and complement the existing O’Connell Bridge, Butt Bridge and quay walls which are all listed structures.  Provide two southbound bus lanes, one southbound light rail (Luas) track, two foothpaths and two cycletracks (one northbound and one southbound).

In time it will open up Marlborough St. and Hawkins St. to commercial development creating a new hub from Abbey Street to Pearse Street.

It is important that pedestrian areas of the bridge are created as public open spaces, as civic amenity to enhance and compliment the existing surroundings.

River tidal range of +1.75mOD to -1.75mOD Malin at the location. The quays, not parallel to each other in plan, carry heavy traffic. The quays are of masonry construction and date from circa 1663 to the early 19th century. A boardwalk of approximately 3.5m width is cantilevered from the north quay wall. Both quays are tree lined on the river side of the road.

The River Liffey runs from the Sally Gap in the Wicklow Mountains near Kippure for 125 km out to the Irish Sea at Dublin Bay. From the western extent of the proposed development adjacent to Sean Heuston Bridge the river runs in an easterly direction for approximately 5 km before entering the sea. The city stretches of the river are spanned by a large number of road and pedestrian bridges.

Utilities are referred to.

PL29NHA0022 Appendices An Bord Pleanála Page 8 of 35 Architectural lighting is referred to.

Flood protection Flood protection is provided by the existing quay walls. It is required to ensure that the flood protection at the proposed bridge is sufficient to prevent flooding of the quays.

Constraints: elegant structure precludes the use of solid parapets; presence of Luas line BX provides difficulty with Dutch dams across the full width of the structure. A 700mm high reinforced concrete upstand will be located between the footways and cycle lanes.

The protected flood levels have been estimated using the Greater Dublin Strategic Drainage Study Regional Drainage Policies, Volume 5, Climate Change. This study suggests a flood level of +4.0mOD (Malin Head). Thus that proposed bridge is designed to retain flood waters to a level of +4.25mOD (Malin Head).

The pedestrian zone will be drained to an open gully under the proposed seating.

Deck and carriageway falls are provided to ensure that no ponding on or beneath the deck occurs. The surface water outfalls, to existing in the quays.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 4 Alternatives Three alternative designs are outlined: Single Span Concrete Bridge – preferred Three Span Concrete Bridge. Single Span Steel Bridge.

I am satisfied that the design selected meets the criteria and consider this section to be satisfactory. There are not any outstanding issues.

Chapter 5 Traffic and Transportation

Modes of transport that will be able to use the bridge include buses, a tram line, taxis, cyclists and pedestrians. The bridge forms a key part of the proposed public transport network that is being constructed in Dublin City. One of its primary functions will be to facilitate the proposed Luas City Centre Link-Up: Luas BX, which is an objective of Transport 21. This will link the existing Luas Red Line (Line A1) and Luas Green line (line B1) in Dublin City Centre and will facilitate the proposed onward extension to Grangegorman, Broadstone and Liffey Junction (Line D). The preferred route option for line BX envisages a single track southbound along Marlborough Street and Hawkins Street crossing the River Liffey on the new Bridge. The line BX proposal includes a single northbound track across the Liffey on O’Connell Bridge and along the west side of O’Connell Street.

PL29NHA0022 Appendices An Bord Pleanála Page 9 of 35 Metro North, which also forms part of the strategy outlined in Transport 21, will run underneath O’Connell Street. It should also be noted that the construction of Metro North and Luas Line BX will reduce the traffic carrying capacity of O’Connell Street and O’Connell Bridge.

The ancillary works associated with the proposed bridge will entail a small number of alterations to the configuration of the surrounding road network. It is proposed to reverse the existing bus lane arrangement between the new bridge and O’Connell Bridge on Burgh Quay. In addition, it is proposed to reconfigure the traffic lanes on either side of the bridge, to permit the construction of narrow traffic islands, which will assist in the regulation of traffic flows. The eastern approach to the junction with the new bridge on Burgh Quay will be reconfigured to include a bus gate, which will improve and ease bus movements at this location. A separator island will be constructed on Eden Quay east to reduce the risk of collisions between vehicles in the eastbound traffic lanes and westbound bus lane.

The proposed new signalised junctions at either end of the new bridge will be incorporated in the Dublin City Council SCATS traffic control system. There will be only slight impacts on vehicular traffic flows on the north and south quays.

One of the main purposes of the proposed bridge will be to facilitate the Luas line BX. It has been estimated by the Railway Procurement Agency (RPA) that approximately 20 trams will pass on the bridge per hour (3 minute headway maximum) providing an improved public transport network in the area.

The proposed bridge will provide an alternative route for buses within the city centre. This alternative route will facilitate the potential improvement of existing bus route travel times and the possible future provision of new bus services as part of the ongoing expansion of the bus network.

O’Connell Bridge is the main public transport thoroughfare through the city centre. The close proximity of Marlborough Street Public Transport Priority Bridge to O’Connell Bridge will enable a number of buses and taxi services to divert to the proposed bridge, thereby reducing the capacity pressure on O’Connell Bridge. A number of existing bus routes will experience significant benefits as buses coming in along the north quays will be able to access Hawkins Street (eg. The No. 27 and No. 39) and also Burgh Quay to allow them to head back out the south quays without having to go around D’Olier Street and Westmoreland Street.

Dublin Bus estimate the number of buses, during the construction of Metro North, when the capacity of O’Connell bridge will be severely curtailed with the part closure of approach routes, at approximately 100 buses in the AM peak hour, including non Dublin Bus buses. Approximately 90% of this figure is expected to continue to use the bridge after Metro North is completed.

The bridge will provide an alternative route for taxis.

It will contribute to the continued expansion of the cycle route network and provide an alternative to the highly trafficked routes currently available.

PL29NHA0022 Appendices An Bord Pleanála Page 10 of 35 It will provide for pedestrians. Approximately 2,500 pedestrians travel through the Eden Quay / Marlborough Street Junction and approximately 1,800 pedestrians travel through the Burgh Quay / Hawkins Street junction during the AM peak hour.

I consider that this section is deficient insofar as the role of the proposed bridge as an integral feature of Dublin’s transportation system; and the impact of the bridge on the public and private transport network of the city; have been inadequately addressed.

Part 2 Significant Environmental Effects and Proposed Mitigation Measures

Chapter 6 Human Beings

CSO figures and projections are cited to show population change is the greater Dublin Area and Dublin City, is analysed in the context of the state and other regions and projected population is used as background to the need for the bridge.

Potential impact on humans - traffic restrictions will be in place during upgrade of the quays thus resulting in the closure of one or more lanes. Delivery of materials for bridge construction will result in traffic restrictions and closures of one or more lanes.

Mitigation - a traffic management plan will be prepared by the contractor and agreed with the planning authority.

In relation to Human Beings –the effects are mainly beneficial. I consider that the EIS is satisfactory on this issue

Chapter 7 The Natural Environment

This chapter deals with terrestrial ecology, aquatic ecology, noise and vibration assessment, air quality assessment, soils and climate.

Terrestrial Ecology It is noted that the river is used by a range of wetland bird species, though principally gulls, as it serves as a corridor between Dublin Bay and inland areas. Large numbers of black-headed gulls were recorded during morning movement inland, 3,797 in one 60 minute period during winter counts. Smaller numbers of common gulls and herring gulls were also recorded. Cormorants can be seen regularly over the river mostly at rising tides. Brent geese were recorded on two of the six winter surveys, five flocks with a total of 544 geese were recorded on one of the day’s. All the birds flew higher than the quayside buildings. Mallard may occasionally be present on the river though only two were recorded. Mute swans are occasional along the river, one group were observed on one of the counts, flying low over the river near the IFSC and continued to the mouth of the river in the port area. Common terns and black guillemot, both of which nest in Dublin Port, may be seen as far upstream as Matt

PL29NHA0022 Appendices An Bord Pleanála Page 11 of 35 Talbot Bridge and occasionally beyond. Kingfisher has been seen on the Liffey on a few occasions over the years.

The assessment of the predicted impacts at the operational phase refers to the potential impact of the possibility that birds could collide with the new bridge structure. The main potential hazard is the overhead catenary system for the tram which will rise to 6m above deck level. The bridge itself will be highly visible and unlikely to cause any potential hazard to flying birds. The overhead tram lines will rise a further 5m above the level of the parapet and thus could potentially pose a collision risk for birds.

The main species potentially at risk are gulls and cormorants. The brent geese which fly along the Liffey corridor on occasions would always be at a much higher height than the bridge.

The risk of collision for gulls is considered negligible as gulls have a buoyant flight and generally do not fly with much momentum. Gulls are frequently associated with urban landscapes where they are able to navigate around obstacles.The gull species involved are common and loss of an occasional individual would not be significant at the population level.

Potential for cormorant collisions is considered to be low for a number of reasons, including the small population and the proximity to other bridges.

No particular mitigation measures are considered necessary for terrestrial ecology, but recommendations are made for good practice:  That lighting ensures that the bridge is visible to birds at night. However lights should be imbedded in the bridge structure rather than on poles which could present a potential hazard to flying birds in daylight and at night.  That trees adjoining the construction area should be fenced off prior to commencement to prevent accidental disturbance.  That removal of trees should be carried out outside the restricted nesting season 1 March to 31 August.

Aquatic Ecology The existing environment – the River Liffey Estuary effectively extends from Islandbridge to the eastern end of the Great South Wall (Poobleg Lighthouse) with a total length of 5km. The vast majority of riverbank, shoreline and channel in this estuarine area has been modified and manipulated over time to allow for urban development (channelisation of the river, building of retaining walls, dredging, construction of piers and platform structures).

Species diversity and abundance in the study area appears to be very low.

Estuaries serve as the natural linkage for species migrating between freshwater and ocean environments, providing the necessary habitat for their transition. The Liffey Estuary supports four migratory fish species, namely: Atlantic Salmon, migratory trout, European eel and the river Lamprey. The Atlantic Salmon, and the river Lamprey are both listed as Annex II species under the EU Habitats Directive and are of international conservation importance, while the sea trout is considered ‘near

PL29NHA0022 Appendices An Bord Pleanála Page 12 of 35 threatened’ in the Irish context. The Atlantic Salmon, sea trout, brown trout and the European eel are of commercial importance in Ireland.

A table giving periods of migration for: salmon smolt (downstream), Eel (silver) (downstream), Trout (juvenile) (downstream), Adult Salmon (upstream), Eel (elver) (upstream), and Trout (estuarine), is included.

Estuarine sediments act as natural traps for contaminants, such as heavy metals that tend to adhere to the sediment particles. This may create a pollution hazard in heavily developed areas, where the load of contaminants tends to be high. Any disturbance to the estuary bed is likely to result in their re-mobilization and their release into the water column. The effect of re-mobilized pollutants will depend on their concentration in the sediment but also on the dispersion plume, thus, timing of the work in relation to the water currents is a consideration. The latter will spread the impact on the aquatic fauna and flora over a larger area, but it will also dilute the contaminants to some extent.

The littoral zone of the construction area is not likely to be significantly impacted being generally very tolerant of heavy metal pollution. The sublittoral habitats near the construction area are of poor ecological quality and fauna are sparse, the impact on this zone would not be significant.

Proposed ameliorative measures – in salmonoid catchments in general all in-stream works should be carried out during the period May to September to allow fish migration. However Eastern Regional Fisheries Board (EFRB) have confirmed that with good working practices being employed and good communication with EFRB, seasonal restrictions will not be imposed. The publication: ‘Requirements for the protection of fisheries habitat during construction and development works at river sites’ should be adhered to where applicable. Constructing temporary crossings, forming cofferdams and creating diversions must be carried out in accordance with an approved Method Statement and under supervision by the EFRB officer.

Efforts should be made to keep the area of quay walls being disturbed, to a minimum. Efforts should be made to minimise the area of riverbed and quayside being disturbed. If material has to be removed from the estuary bed, this should be carried out within an enclosure, such as a cofferdam.

Any in-stream works should be carried out during low water flow periods to minimise the dispersion of material from the area. When pumping out water from the cofferdam, care should be taken, to minimise the amount of suspended solids returned directly to the estuary.

No significant impacts from noise, on estuarine habitats and resident species are predicted. There may be impact on migratory fish and consultation with ERFB should be undertaken to identify the most appropriate time for construction to avoid significant impacts.

Contractors, installing the columns and bridges, should use chemicals that have been approved for use in the aquatic environment, and employ methods that minimise the release of polluting materials into the water column. Where possible, pre-cast

PL29NHA0022 Appendices An Bord Pleanála Page 13 of 35 concrete should be used, to minimise the risk of concrete leaching into the water. Fuels etc., must be stored in bunded compounds well away from the river. Refuelling of machinery should be carried out in bunded areas. Runoff from machine-service and concrete-mixing areas must not enter the river.

During the operational phase to minimise pollution from maintenance and boat traffic, potential contaminants should be stored in suitable storage facilities, such as bonded containers while on the water.

No significant residual impacts are predicted.

Noise and Vibration Noise Sensitive Location (NSL) at Clifton Court Hotel located at the corner of Eden Quay and Marlborough Street noise levels were in the range 71 to 76 dBLAeq and 61 to 65 dBLA90.

Noise levels from construction equipment at 10m and at the NSL are given in table 7.4.5 and in the majority of cases, the assumed items of plant would not be expected to give rise to noise levels that would be considered out of the ordinary or in exceedence of the levels outlined in the NRA guidelines and are comparable to the measured daytime ambient noise levels undertaken in the area.

Operational phase bus movements – noise levels associated with a bus under acceleration is of the order of 85dBLAx at a distance of 3m. There will be up to 100 buses in any peak hour am/pm and up to two during any five-minute period during the night time. Taking account of the distance (18m) the predicted levels at the façade of the Clifton Court Hotel are in the order of 54dBLAeq,1hr and 48dBLAaeq,5min for day and night time periods respectively.

The predicted noise levels are within the daytime criterion of 55dBLAeq,1hr however the predicted night-time levels exceed the criteria of 45 dBLAeq,5min by 3dB. With reference to table 7.4.4 ‘likely impact associated with change in traffic noise’ the impact of up to 3dB is imperceptible.

Operational phase tram movements – mean sound exposure levels, SEL associated with a Luas tram drive-by is of the order of 80dBLAx at a distance of 7.5m. There will be up to 20 tram movements in any peak hour am/pm during the daytime and no more than one during any five-minute period during the night time. The service operates from 05.30 to 00.30. Taking account of the distance (20m) the predicted levels at the façade of the Clifton Court Hotel are in the order of 49dBLAeq,1hr and 47dBLAaeq,5min for day and night time periods respectively.

The predicted noise levels are within the daytime criterion of 55dBLAeq,1hr however the predicted night-time levels exceed the criteria of 45 dBLAeq,5min by 2dB. With reference to table 7.4.4 ‘likely impact associated with change in traffic noise’ the impact of up to 3dB is imperceptible.

Furthermore with reference to table 7.4.4 the measured night-time noise levels outside the Clifton Court Hotel were in the order of 73dBLAeq,T therefore based on the existing

PL29NHA0022 Appendices An Bord Pleanála Page 14 of 35 noise climate the contribution of noise levels from additional tram movements will not be perceptible.

The levels of vibration resultant from any tram pass-by will be subject to strict operational limits which will form part of the railway order. These limits will ensure perceptible levels of vibration are minimised.

Mitigation Measures Construction Phase Noise control measures  Hours of site activities  Channels of communication  Site representative responsible for noise  Monitoring during critical periods and at sensitive locations  All site access roads will be kept even so as to mitigate the potential for vibration from lorries. Practical noise control measures may include  Selecting plant with low inherent potential for noise or vibration generation.  Erection of barriers around noisy processes and items  Placing noisy / vibratory plant as far away from sensitive properties as permitted by site constraint,s and the use of vibration isolated support structures where necessary.

Recommended limits for allowable vibration from construction activities are given.

Maximum allowable (in terms of peak particle velocity) at the closest part of sensitive property to the source of vibration, at the stated frequency are:

Less than 10Hz – 3mm/s; 10 – 50Hz – 3-8mm/s; 50-100Hz and above – 8-10mm/s.

It is not considered that any mitigation measures are required at the operational phase in relation to noise. In relation to vibration there are no significant sources of vibration and in relation to bus movements

Vibration associated with tram movements: as a means of reducing any potential vibration impacts to ground and noise sensitive buildings, vibration isolation techniques will be incorporated into the design where necessary. This will form part of a detailed appraisal of the system and is beyond the scope of this EIS.

Air Quality and Climate Assessment This is contained in chapter 7 at 7.5 and is accompanied by a series of tables.

Air Quality Standards are health or environmental-based levels for which additional factors may be considered, for example natural background levels, environmental conditions and socio-economic factors. The ‘Air Quality Standards Regulations 2002,’ which incorporates EU Directives 1999/30/EC and 2000/69/EC; now superceded by Council directive 2008/50/EC. The EU Air Quality Limit Values are the basis of legislation, these together with other thresholds outlined by the EU Directives, are used.

PL29NHA0022 Appendices An Bord Pleanála Page 15 of 35 Climate: under the Kyoto protocol Ireland agreed to limit growth of the six GHG’s (green house gases) to 13% above the 1990 level over the period 2007 to 2012

Methodology Assessment has been based on phased approach; that is assessment, consistent with the risk of failing to achieve the air quality standards. The initial scoping indicated potential problems in regards to nitrogen dioxide (NO2) and PM10 at busy junctions in urban areas. The assessment focused on NO2, PM10 and benzene using Dublin City Council monitoring data.

Dust deposition rates were calculated by modelling, using the United States Environmental Protection Agency’s (USEPA) dispersion model AERMOD. Dust generation rates were calculated from factors derived from empirical assessment and detailed in the USEPA database.

The results of long-term continuous monitoring carried out by Dublin City Council is available for the city centre locations of Wood Quay (Winetavern Street) and Coleraine Street. Current levels of NO2 are below both annual and 1-hour limit values, and results from Coleraine Street show a downward trend over 7 years. PM10 levels are available from these two locations and also a monitoring location in the Phoenix Park in 2006 and are within limit values. PM2.5 levels estimated from the PM10 results and based on monitoring in Cork in 2005 using the ratio of PM10 : PM2.5 found in that study, are also within limit values.

Measurements over the period 2002 – 2006 indicated that levels of benzene are well below the limit value.

CO levels measured are well below limit value.

Characteristics of the Proposed Development – During construction, dust generation is related to silt: particle size 1-75µ (microns). Road traffic would be expected to be the dominant source of air emissions as a result of the development. Vehicles will give rise to CO and NOx, PM10 and benzene emissions near the proposed development.

Road traffic would be the dominant source of greenhouse gas emissions as a result of the development; vehicles give rise to CO2 and N2O.

During construction - Predicted levels of dust deposition, PM10 and PM2.5 together with background concentrations will be below limit values.

During operation – the impact of additional traffic resulting from the proposed development will have a negligible impact on pollutant concentrations. Greenhouse gas emissions as a result of the proposed development will be imperceptible in terms of Ireland’s obligations under the Kyoto Protocol.

Mitigation measures - a dust minimisation plan will be formulated for construction period. Mitigation measures in relation to traffic-derived pollutants have focused on improvements in both engine technology and fuel efficiency.

PL29NHA0022 Appendices An Bord Pleanála Page 16 of 35 Emissions of pollutants from road traffic can be controlled most effectively by either diverting traffic away from heavily congested areas or ensuring free flowing traffic, through good traffic management plans and the use of automatic traffic control systems. Improvements in air quality are likely over the next few years as a result of the on-going comprehensive vehicle inspection and maintenance program, fiscal measures to encourage the use of alternatively fuelled vehicles, and the introduction of cleaner fuels.

Climate – CO2 emissions will be reduced to 120g/km by 2012 through EU legislation. This measure will reduce CO2 emissions from new cars by an average of 25% in the period 1995 to 2008/2009.

Soils, Geology and Hydrogeology Significant filling took place during the 18th century when the present alignment of the quay walls were built.

Borehole log indicates: riverbed -4.00mOD; made ground -4.00 to -5.00mOD; alluvium of fluvoglacial gravels -5.00 to -8.5-mOD; weathered limestone -8.50 to -9.50mOD; strong limestone below -9.50mOD.

Potential Impact for Soils and Geology

Excavation of some overburden and some excavation of rock by drilling will be required. Material will be exported from the site to an approved location. Slurry, such as bentonite and altapulgite, may be required to stabilise bored pile foundations; this may also require deposition off site.

Potential Impact for Hydrogeology

The River Liffey at the bridge location is tidal. Groundwater levels in the limestone aquifer are expected to be close to mean sea level or slightly higher. Concrete placed into pile foundations will reseal the excavation and no negative effects on groundwater are anticipated.

Hydrology was not sufficiently explored, particularly in light of submission from the OPW and became the subject of further information by the Board which I have identified in Chapter 5 of my report.

Chapter 8 Landscape and Visual Analysis

Photomontages have been prepared from O’Connell Bridge and Butt Bridge. The views illustrate the physical nature and visual characteristics of the proposed development within its setting. In addition an aerial photomontage was taken from the roof of Liberty Hall on Eden Quay.

Visibility – the proposed bridge given its low alignment would be principally visible from both Eden Quay and Burgh Quay between O’Connell Bridge and Butt Bridge as well as from both bridges.

PL29NHA0022 Appendices An Bord Pleanála Page 17 of 35 As Marlborough Street and Hawkins Street are not directly opposite each other the bridge will cross the River Liffey on a skewed alignment. This form of alignment has already been used in the Sean Heuston Bridge and the Rory O’Moore Bridge.

The quay and street approaches will be similar to the approaches to many of the other bridges on the Liffey, will rise slightly at the bridge threshold and the deck, and will follow the line of a shallow arch to a high point at mid-span, which will be above the level of the springing points. Some alteration of the layout and vertical alignment of Marlborough Street, Eden Quay, Hawkins Street and Burgh Quay will be required. It is proposed to extend, by approximately 4m, the poles supporting the overhead catenary system for the Luas to incorporate street lighting. The lighting will be designed to provide sufficient illumination to the deck while acting as a visual gateway to the structure, further lighting at the base will provide illumination locally in these areas for pedestrians.

Up to four semi-mature Plane trees will be removed: three on the north side and one on the south side of the River Liffey. In addition the existing boardwalk along the north side will be interrupted by the bridge and will be set back from the bridge on either side.

The River Liffey and its keys are a designated conservation area, extending as far east as the proposed bridge crossing.

There would be significant localised, negative impact from construction for the period of construction - approximately 18 months.

In the last five years three bridges have been constructed – the James Joyce Bridge in 2003, the Sean O’Casey Bridge in 2005 and the Samuel Beckett Bridge which is currently under construction. Modern, contemporary bridge design has been used alongside traditional bridge design such as Millenium Bridge and Ha’penny Bridge. These two styles are equally acceptable and are part of the urban fabric of the quays. The proposed bridge would have a simple contemporary style with a single arch span that would allow it to be integrated into the historic character of the Liffey quays with minimal intrusion; part of the continuing change along the Liffey quays.

Bridges along the river have opened up views of the river and served to link the commercial cores between the north and south quays. The proposed bridge by providing a new strategic link between Marlborough Street and Hawkins Street and also to the wider city linking Trinity College in the south to Cathal Brugha Street in the north would also have a positive impact on the urban character, in particular from the perception of pedestrians.

The bridge would have neutral to positive impacts.

The proposed bridge would quickly become an integral part of the Liffey Quays opening up new pedestrian link between the quays and potentially from the wider city extending from Trinity College to Cathal Brugha Street.

I consider this section to be satisfactory. There are not any outstanding issues.

PL29NHA0022 Appendices An Bord Pleanála Page 18 of 35 Chapter 9 Material Assets

During construction, negative impacts including restricted access to businesses, noise and air pollution will occur. Following construction businesses are likely to benefit from the increase pedestrian numbers. There will be significant positive benefit city- wide.

Loss of amenity space will be more than offset by improved pedestrian and cyclist access.

Proposed Mitigation Measures for Residential Property  Dust minimisation plans and wheel washes during construction.  Noise mitigation during construction.  A traffic management plan will be developed by the contractor and put in place during the construction phase of the proposed bridge.  A pedestrian facility will be maintained on both quays at all times during the construction phase.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 10 Architectural, Archaeological and Cultural Heritage

The quay wall on either quay is not specifically listed for protection in Dublin City Development Plan.

The site is located within a designated conservation area and an Architectural Conservation Area.

The site is located within an archaeological zone for the historic city of Dublin.

The medieval port of Dublin was centred in the area around Wood Quay and Merchant’s Quay. With the construction of Essex (modern Grattan) Bridge, and the eventual closure of its opening span in c. 1687, the focus of shipping activity in the river moved downstream to the site of the Old Custom House Quay, modern Wellington Quay. In 1776 the house of Commons decided to build a new Custom House east of Bachelors Walk. The construction of Carlisle (now O’Connell) bridge at the end of the 18th century cut off the quays in the old city to sea-going traffic. The new Custom House was built, and the port moved downstream to newly created lands behind the North Wall. This too was eventually cut-off from sea-going traffic by the construction of the Talbot Memorial Bridge in 1978.

Eden Quay – prior to the development of Eden Quay in the early 19th century and the building of (now) O’Connell Bridge, Bachelors Walk ended near the area of the modern Abbey Theatre. Between there and the modern Liberty Hall (the western extend to the North Wall), lay the Iron Quay, some yards and buildings. Iron Quay was build under an order given by the city in 1733 to build a quay on its own land at the former eastern end of Bachelors Walk. It had a river frontage of about 30m and its site now lies largely under the junction of Eden Quay and Marlborough Street. A ferry ran from Ferryboat Lane west of the quay across the Liffey to Hawkins Wall.

PL29NHA0022 Appendices An Bord Pleanála Page 19 of 35 In 1802 the Wide Streets Commissioners advised the Ballast Board that they proposed to extend the north quays eastwards towards the Custom House from the end of Bachelors Walk; by 1814 the wall and parapet had been built. Eden Quay being at the western limit for seagoing vessels in the Liffey, developed as a centre of shipping trade, sharing this with George’s Quay on the south bank. Stone steps dating to the 19th century, give access to the river from the parapet of the quay wall.

New interceptor sewers were built along Eden Quay and Burgh Quay in the early 20th century as part of the Dublin Main Drainage Scheme 1889-1906, from Eden Quay opposite Marlborough Street, the interceptor passed under the River Liffey in a siphon, approximately 1m in diameter, to Burgh Quay.

Burgh Quay- up to the early 17th century the river was very wide at this point with its bank as far south as Trinity College. Following the construction of (now) O’Connell Bridge in 1795 the Wide Streets Commissioners developed plans to extend the quay westwards from its western limit east of Hawkins Street to connect it to Georges Quay. The existing quay was reconstructed, the earlier buildings were replaced, new levels were to be determined for the quay to suit the Bridge and a new quay wall was to be constructed by the Ballast Board. Works were completed by 1808-9.

The Sheehan memorial located at the junction of Burgh Quay and Hawkins Street commemorates Constable Patrick Sheehan a member of the Dublin Metropolitan Police who died in 1905 trying to save John Fleming, who had gone into an underground sewer to inspect a broken pipe and was overcome by gas, as were two of his colleagues. Kevin Fitzpatrick, a hackney driver, tied a rope around himself and lowered himself down, managing to rescue the unconscious men, but Sheehan and Fleming were dead. The memorial was paid for by public subscription and erected in 1906.

A site survey was undertaken in July 2008 in order to assess on the ground the impact of the proposed development on known or potential archaeological sites or features and to assess the impact on buildings included in the record of protected structures.

The quay wall at Eden Quay is constructed of ashlar granite blocks with moulded granite coping. Stone steps allowing access to the river are located immediately to the east of the proposed bridge. A section of the quay wall on the north side of the river has been removed to allow access to the Liffey boardwalk. The boardwalk is cantilevered out from the quay wall. Below the boardwalk a number of mooring rings were visible and a small square headed opening. There is no upstanding evidence of the former site of Iron quay (Record of protected monuments designation DU018- 020461) or the ferry site (DU018-020155), existing above ground.

The quay wall at Burgh Quay is constructed of ashlar granite blocks with moulded granite coping. The river is accessed by a ladder immediately to the east of the proposed bridge. Timber ties and wailings are visible at low tide at the base of the wall. These may be associated with improvement works that were undertaken in the late 19th century to stabilise the foundations of the wall.

PL29NHA0022 Appendices An Bord Pleanála Page 20 of 35 The Sheehan memorial is located at the junction of Burgh Quay and Hawkins Street. It will be relocated as part of the proposed development. The memorial consists of a limestone pedestal with engaged polished red limestone columns to each corner. The pedestal is surmounted by a polished red limestone column with a short celtic cross on a crown.

Predicted Impacts The construction of the bridge may have direct impact on two known archaeological sites, RMP’s: Eden quay DU018-020461 and the former ferry site DU018-020155, and additional areas of archaeological potential: River Liffey – AP1, Eden Quay – AP2, Burgh Quay – AP3.

The construction of the north landing may impact on subsurface remains associated with the former Iron Quay DU018-020461 and an additional area of archaeological potential: Eden Quay – AP2.

The emplacement of temporary site compounds and laydown areas in the river may impact on an area of archaeological potential.

The Liffey Siphon will be retained in situ.

The southern extend to the bridge on Burgh Quay is an area formerly containing buildings and there is potential impact on any subsurface remains.

There will be removal of quay wall at Burgh Quay. The quay wall has already been removed on Eden Quay to allow access to the boardwalk.

The Sheehan memorial will be impacted – removed to another site.

Table 10.4 lists recorded monuments and areas of archaeological potential in the vicinity of the proposed bridge together with the type and level of impact.

Recommended Avoidance, Remedial or Reductive Measures Following finalisation of the detailed design, site specific mitigation strategies will be formulated in conjunction with the Dublin City Archaeologist and Conservation Officer, National Museum of Ireland and the National Monuments Section and Underwater Section of the DoEH&LG. In addition to the constraints identified there is the potential for survival of unrecorded sub-surface archaeological remains.

Pre-development Archaeological Testing and Archaeological Excavation – will occur where there is an indication that remains are likely to occur. Targeted testing should be undertaken where ground disturbance will occur at the north and south ends of the bridge. Any archaeological sites identified during the course of advanced archaeological investigations, or during the construction should be excavated in full following consultation with the National Monuments Section of the Department of Environment, Heritage and Local Government.

Low vibration piling will be used in the vicinity of the Liffey Siphon.

PL29NHA0022 Appendices An Bord Pleanála Page 21 of 35 An underwater archaeological assessment and metal detection survey which is being carried out as pre-development assessment of the proposed Metro North temporary bailey bridge has been extended to include this site.

Where removal of quay wall is being carried out it should be overseen by a suitably qualified archaeologist or architect.

Details of Recorded Monuments and Places in the vicinity of the site are contained in appendix 10.1

List of archaeological finds in the vicinity is contained in Appendix 10.2

Details of previous excavations in the area from 1969 to 2004 is given in Appendix 10.3

Recorded shipwrecks are detailed in Appendix 10.6

Historic maps are attached to the chapter including a copy of an extract from Roques map of Dublin 1756 which shows ‘Iron Key’ along the north of the River Liffey at the site location.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 11 Architectural Heritage The Dublin City Development Plan listings are cited. The quay walls in general are constructed in large slabs of cut granite and the slabs are laid to course and capped with saddle stones also in cut granite. The walls are battered and not vertical.

It would appear that bedding mortar has eroded, particularly in lower sections of both quay walls.

The quay walls must be considered of architectural and historic significance and meriting retention and conservation and repair where necessary.

Potential Impact Issues of minimising damage to the Quayside walls and minimising any unnecessary visual intrusion on the historic surroundings have been carefully considered and addressed in the design of the proposed bridge.

Remedial Measures during the Construction Phase. The need for appropriate protection and conservation methodologies and supervision by suitably qualified personnel is stated.

Predicted Impact of the Proposal

PL29NHA0022 Appendices An Bord Pleanála Page 22 of 35 Two significant issues require to be addressed: the level of physical impact on the Quay walls and the visual impact created by the installation of the new bridge on its surroundings and the historic setting.

A vertical liner beam will be installed on each side of the bridge as it abuts the two quay walls; this concrete liner will physically impact on the quay walls in that it is required to provide a vertical sealed joint between the liner and quay wall. The area infilled between these vertical liners has a buffer composed of compressible material between the in-situ bridge reinforced concrete and the existing quay wall.

Removal of cut stonework and granite saddlestone cappings for the creation of new openings will be required; these stones will be carefully salvaged and will be re-used in the areas where it is proposed to raise locally the quay walls at the bridge approaches and in any other areas of repair.

Photomontages are commented on. The degree of impact is slight, the nature of impact is neutral and the period of impact is permanent, in each case.

A preliminary method statement for the removal and relocation of the Sheahan memorial at Burgh quay is attached as appendix 11.1

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 12 Construction Phase

A site compound, for offices and welfare facilities and storage, will be located in the river to the west of the proposed bridge.

The sequence of construction is stated as  Remove part of existing boardwalk. Remove, relocate and protect existing utilities. Carry out necessary protective measures for inverted Liffey siphon. Remove top of existing quay walls at location of bridge and replace with temporary flood protection during construction.  Place temporary works in the river for dewatering. Constuct piled foundations and pile caps. Ground conditions may require the driving of piles, ground vibrations will be carefully monitored to assess the effects on the siphon, quay walls and nearby buildings. The pile caps will straddle the inverted siphon and carry the load away from the siphon. No wet concrete to be allowed into the river.  In-situ construction, precast construction or a combination of both techniques to be used for abutments. Sealing against the quay walls to prevent ingress of water between the abutments and the walls.  Remove temporary works and place falsework for construction of bridge deck.  Construct the deck using in-situ construction, precast construction or a combination of both techniques. The construction of the central portion of the deck (over the middle of the river) may require temporary restrictions on river navigation, depending on the adopted construction techniques.  Remove falsework. First the deck is to be made integral with abutments.

PL29NHA0022 Appendices An Bord Pleanála Page 23 of 35  Construct footpaths and apply finishes.  Consultation with ERFB prior to and during construction.

The most significant remedial or reductive measures are listed For contractor: Noise and Vibration – to comply with the Conditions of Contract and best working practices to keep noise and vibration levels within acceptable limits. Water Quality – to comply with the Conditions of Contract and current legislation, Aquatic Ecology – surface water to be free of suspended solids and other pollution Conservation - to comply with Conditions of Contract to ensure that impacts on quay walls are kept to a minimum and that the siphon is protected. Machinery and Plant – regular maintenance and secure storage of all materials. Public Roads – as far as practicable prevent release of dirt onto public roads, clean and sweep public areas affected. Public – submit all proposed traffic management measures to Dublin City Council for approval Facilities for Staff – provide toilets, washrooms and general welfare facilities for staff. Impacts on Traffic and Pedestrians during Construction – the construction of the scheme requires construction activities on and adjacent to Burgh Quay and Eden Quay, which will have some impact on road users and pedestrians. The Contract for the works will place a general obligation on the Contractor who will be obliged to submit details of all proposed traffic management measures for approval. Such measures will include advance road warning signs and notification of alternative routes wherever and whenever lane restrictions are imposed.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 13 Interrelationships Interrelationships have been identified: impact on material assets would interact with impact on human beings; visual intrusion with human beings and dust with aquatic ecology.

I consider this section to be satisfactory. There are not any outstanding issues.

Chapter 14 Mitigation Measures

This is a summary of mitigation measures proposed in the various chapters.

Subject to the concerns raised earlier in relation to hydrology and transportation I consider this section to be satisfactory. There are no other outstanding issues.

PL29NHA0022 Appendices An Bord Pleanála Page 24 of 35 Appendix 4

National Development Plan 2007-2013

Transport Investment in transport infrastructure over the Plan period will total nearly €33 billion of which:  13.3 billion will be invested in upgrading and building new national roads;  4.3 billion will be invested in non-national roads, funded by the Exchequer and the Local Government Fund;  12.9 billion will be invested in public transport, particularly in the Greater Dublin Area, this investment is a quadrupling of that allocated in the previous Plan;  90 million will be invested in the Rural Transport Initiative;  1.8 billion will be invested in improving air transport facilities at the country’s three national airports; and \96 million for investment in the six regional airports and City of Derry Airport; and  480 million will be invested in upgrading strategic ports facilities and regional harbours.

Environmental Sustainability This Plan provides for a direct investment of some €25 billion in Environmental Sustainability. This investment will be complemented by the strategy for balanced regional development and land use as envisaged in this Plan, based on the National Spatial Strategy model for compact and sustainable urban development. This robust framework can accommodate the anticipated rapid growth in our population and concomitant economic growth while maintaining the quality of our natural environment. Measures such as promoting the switch from car to public transport, especially in Dublin and the other major urban centres, will have a substantial impact on environmental sustainability over the longer term and on our potential to meet international commitments relating to climate change.

Balanced Regional Development The growth of the Greater Dublin Area (GDA), comprising the four Dublin councils and the counties of Kildare, Meath and Wicklow, has been dramatic in terms of population and economic output. While the economic success of the GDA has made a major contribution to the success of Ireland as a whole, it has also brought challenges, particularly in the area of infrastructure. The GDA has experienced heavy pressures in the areas of transport, housing and environmental services. In response, there has been considerable investment in infrastructure in the GDA under the NDP 2000-2006 and NDP 2007-2013 will build on and intensify this.

PL29NHA0022 Appendices An Bord Pleanála Page 25 of 35 The Dublin Gateway Dublin is the international Gateway to Ireland, the capital city and the island’s largest urban area. The Dublin Gateway embraces the city and county of Dublin, together with parts of the surrounding counties of Meath, Kildare and Wicklow, and had a population of just under 1.2 million people in 2006, having grown by 5.3% in the period 2002-2006. It is a major port and contains the country’s largest and busiest airport. The Greater Dublin Area contains four universities, together with the Dublin Institute of Technology and other major third level institutions. The Dublin Gateway is thus, in terms of scale and national and international significance, on a different level to that of the other Gateways. Dublin has spearheaded the growth of the Irish economy. Factors that have contributed to its recent success include the development of the International Financial Services Centre and the wider Docklands regeneration, resurgent urban tourism, strong performance of its universities and R&D facilities, development of its high-tech employment base and strong cultural attractions. The rapid expansion in the performance of the Dublin Gateway has occurred despite significant infrastructural constraints. These include major increases in the cost of housing, traffic congestion and high reliance on car transport and long-distance commuting. The NSS recognises the international and national economic importance of Dublin and the need to enhance its competitiveness and quality of life. It envisages the continued development of the GDA but in a more compact and sustainable manner, anchored through higher density development around a strengthened public transport grid.

The Dublin Gateway will therefore be the focus of significant investment under the Plan to ensure that it can improve its position as Ireland’s international Gateway. To maintain the economic competitiveness and help meet the NSS vision for the Region, key investment priorities over the period of the Plan will include Public Transport

Under the Public Transport Sub-Programme, just under €13.0 billion will be invested over the period of the Plan. The NDP 2000-2006 saw the first concentrated investment programme in public transport. It has led to a significant increase in public transport capacity including enhanced DART and Rail capacity as well as the new LUAS light rail system in Dublin. It has also funded the complete renewal of our national rail network and the upgrading and expansion of our bus fleets. A major further step-up in public transport investment is required in this plan. Accordingly, a massive increase in public transport investment is the centrepiece of Transport 21. The objective is to promote a switch from car usage to public transport. This is

PL29NHA0022 Appendices An Bord Pleanála Page 26 of 35 necessary to promote efficiency, quality of life, competitiveness and environmental sustainability. A particular focus of the monitoring arrangements will be to measure the increase in public transport capacity, use and changes in modal split.

The bulk of the public transport investment will be in the Greater Dublin Area. Projections show that there will be in the order of 300,000 more people living in the Dublin area by 2011. Already the city is suffering from bad congestion at peak times. It is simply unsustainable environmentally and otherwise to rely on the car and the bus network alone to provide the answer. What is required is a complete transformation in the public transport network in the GDA. Accordingly, over the period of Plan 2007-2013, the following projects will be advanced in line with the timetable in Transport 21 including: • Completion of the Metro North line from city centre to Swords via Dublin Airport; • Phased development of the Metro West line; • Enhancement and extension of the LUAS network; • Significant expansion of the bus fleet and bus priority; • Development of enhanced cycling and walking facilities.

PL29NHA0022 Appendices An Bord Pleanála Page 27 of 35 Appendix 5

Transport 21

Transport 21 is a capital investment framework under the National Development Plan through which the transport system in Ireland will be developed, over the period 2006 to 2015. This framework will address the twin challenges of past investment backlogs and continuing growth in transport demand. The projects and programmes that make up Transport 21 will aim to

 increase accessibility – making it easier for everybody to get to and from work, school, college, shopping and business.  ensure sustainability – recognising that a modern transport system must be sustainable from an economic and environmental perspective  expand capacity – addressing existing deficiencies and providing for future growth.  increase use - managing the transport network and seeking to increase the use of public transport  enhance quality – improving safety, accessibility, integration, reliability, speed and comfort.

Transport 21 is made up of two investment programmes – a national programme and a programme for the Greater Dublin area.

The main objectives of the programme for the Greater Dublin Area are -

 to develop Metro North and Metro West  to construct the Suburban Rail Interconnector providing a tunnelled link between Heuston Station and the Docklands, via St. Stephen’s Green and linking with the Northern line;  to extend the LUAS network to the Docklands, Citywest, Bray and construct a new line from St Stephen's Green to Liffey Junction (joining the two existing LUAS lines), and construct a new line from Lucan to the City Centre;  to develop the bus network to create a meshed network of services and reorient it to take account of the rail developments described above;  to create a network of interchange points across the network to allow users transfer easily;  to introduce a smartcard integrated ticket which can be used on all public transport services;  to develop park and ride facilities at carefully chosen locations;  to implement a phased programme of demand management measures;  to introduce an integrated public transport information system;  to complete the upgrade of the M50.

PL29NHA0022 Appendices An Bord Pleanála Page 28 of 35 Appendix 6

The Strategic Planning Guidelines for the Greater Dublin Area

The Strategic Planning Guidelines must, be fundamentally based on the principles of sustainable development.

Aspects of the National Sustainable Development Strategy with particular significance to the selection of a preferred strategy for the Greater Dublin Area include: • The need to achieve a reduction in the growth in demand for transport. • The need to achieve a clearer demarcation between urban and rural land uses • The need to place increasing emphasis in the future on transportation alternatives to the private car, particularly the rail network.

The adoption of the principles of sustainability, as set out in the National Sustainable Development Strategy, implies that the preferred strategy for the Greater Dublin Area must: • fundamentally seek to reduce growth in demand for transport; • propose a distribution and form of development that reduces urban sprawl and creates a clearer distinction between urban and rural areas; and • incorporate, as an integral part of the strategy, a public transport system of sufficient attractiveness, scale and accessibility to provide a real alternative to the private car.

This should be built around the rail network but should incorporate LRT and the significant further development of the bus system, which will remain the principal form of public transport. An adequate public transport system must include both improved infrastructure and improved service elements. There should also be enhanced opportunities for walking and cycling.

The Case for Public Transport - In line with the requirements of the brief and sustainable development, the preferred strategy must be developed with the specific objectives of • promoting a reduction in the overall growth in travel demand; and • encouraging a shift towards public transport modes. This approach inevitably places substantial emphasis on public transport modes, with the consequence that significant investment in public transport infrastructure will be required. It is widely recognised throughout Europe that public transport provides an important social function and, in order to avoid the exclusion of disadvantaged passenger groups, it is necessary to operate a comprehensive network.

The capital costs associated with the construction of new infrastructure have historically been met from the public purse, though private capital is increasingly being considered for Design, Build, Finance and Operate (DBFO) projects. Private- Public Partnerships (PPP), where public authorities provide funds for specific facilities (such as new vehicles, bus stations, traffic management measures, etc.) in association with guaranteed levels of service and quality, can also be considered. The conclusion is that there is no alternative to a sustainable, public transport based solution and that failure to implement the appropriate measures could seriously

PL29NHA0022 Appendices An Bord Pleanála Page 29 of 35 prejudice the economic and social growth of Dublin. Development throughout the Greater Dublin Area will be increasingly related to a significantly enhanced public transport system.

Development within the Metropolitan Area will be consolidated, allowing for the accommodation of a greater population than at present, with a much-enhanced public transport system. This will require some increase in overall development densities as well as measures to ensure priority for public transport. In time, this will lead to a more compact urban form, relative to the size of the population, and will reduce the growth in overall demand for travel.

In line with the overall vision, the strategy for the Metropolitan Area is to follow a development path that will: • consolidate development within area; • increase overall densities of development; and • thereby facilitate the provision of a considerably enhanced public transport system and facilitate and encourage a shift to public transport. This, in time, will lead to a more compact urban form, relative to the size of the population and reduce the overall growth in demand for travel, provided that travel demand management measures (that might include further controls on long-term parking, peak hour road pricing, etc.) are also introduced and implemented. This approach makes best use of the existing public transport facilities within the city and the wide-ranging commitments made in the DTI with respect to further public transport investment in the area.

PL29NHA0022 Appendices An Bord Pleanála Page 30 of 35 Appendix 7 A Platform for Change

The Final Report of the Dublin Transportation Office on An Integrated Transportation Strategy For The Greater Dublin Area 2000 to 2016, published November 2001. The Dublin Transportation Office was set up in 1995 to carry on that transportation planning process. The ‘Dublin Transportation Initiative’, published in August 1995 had three critical objectives:  the production of a long-term transportation strategy (to 2011) for the Greater Dublin Area;  the preparation of a medium-term Investment and Implementation Programme for the period 1994-1999 drawn from the recommended Strategy;  the putting in place of a continuous transportation planning process.

This report provides a first updating by the DTO of the original DTI Strategy. It pulls together ‘The Dublin Suburban Rail Strategic Review’ carried out on behalf of Iarnród Éireann and Córas Iompair Éireann; and the ‘Bus Network Strategy Appraisal for the Greater Dublin Area’ a review of the network of bus services in the Greater Dublin Area, carried out on behalf of CIE; and uses the DTO Transportation Model to test various possible scenarios.

The DTO Transportation Model, which was fully up-dated in 1997, was the principal design and analysis tool used in the development of the final recommended transportation strategy.

By 2016, total peak hour trips are forecast to be 488,000, a 95% increase on the 1997 level. Total trips in the off peak hour in 2016 will be 256,000. That is 6,000 trips more than was experienced in the peak hour in 1997. The key concept that guided the development of the future transportation strategy was that a viable alternative to the private car is essential to the achievement of sustainable urban travel. This concept implies:  the provision of a quality public transport system that is within walking distance of the origins and destinations of the majority of trips in the urban area (ie a "walk & ride" network);  the development of a comprehensive cycle network designed to encourage greater use of bicycles;  the improvement of pedestrian facilities to create a safer walking environment for short journeys to work, school or shops and for access to public transport. These three elements, together with the private car, would provide a real choice of travel mode and would facilitate the sustainable management of future travel.

Three different approaches were tried:  "Bottom-Up" - This method attempted to build up from the Do-minimum scenario to develop a multi-modal strategy. Public transport lines were incrementally added to the existing networks.  "Middle-Road" - maximum exploitation of existing networks  "Top-Down". - the entire ‘higher mode’ network as modelled is assumed to have the characteristics of a heavy rail or METRO type system.

PL29NHA0022 Appendices An Bord Pleanála Page 31 of 35 It was found that in general, any public transport system – even the comprehensive one as tested – will be perceived as inferior to the car mode for people with the option of using the car. This is because of issues of comfort, convenience and flexibility. It is only when traffic congestion increases and the generalised cost of travelling by car is significantly higher than the generalised cost of the public transport alternative that people will begin to choose the public transport option. Though the "higher mode" network attracts a significant number of car users onto public transport, this mode shift is largely due to the presence of traffic congestion, and hence by definition the highway network will still remain congested. Given the objective of reducing highway congestion to 1991 levels, it is clear that the provision of the additional public transport infrastructure alone will not be sufficient, and that some form of demand management for car trips is necessary to control highway congestion.

The principal components of the integrated transportation strategy include:  an integrated public transport network which provides for a radical transformation in the quality and quantity of services provided;  strategic, but limited, improvements to the road network which will be managed in a way which does not encourage peak hour car commuting;  traffic management policies which will optimise the use of the road network for all users, including car drivers and passengers, public transport passengers, cyclists and pedestrians;  a freight management policy designed to provide the basis for a detailed strategy to facilitate the movement of goods and improve freight access to the ports and Dublin Airport;  good quality cycling and pedestrian networks;  a statement of policy on demand management which will provide the basis for the development of a detailed demand management implementation programme;  guidance on complementary land use policies.

Public Transport - The public transport elements of the Strategy will provide for approximately 300,000 trips in the morning peak hour in 2016, compared with about 70,000 today. To achieve this it will be necessary to create an integrated public transport to include:  an extension of the on-street light rail network (LUAS);  a much expanded bus network, comprising an integrated mesh of radial and orbital services, higher frequencies on new and existing services and a substantial increase in passenger carrying capacity; Cycle Mode Completion of the Strategic Cycle network and links to public transport remains the principal objective. The short-term focus of the cycling element of the Strategy will be to:  continue to develop the emerging network of strategic cycleways;  provide cycleway links to rail stations and LUAS and bus stops, as well as main employment and retail destinations;  ensure adequate cycle parking facilities;  provide tourist and recreational cycling facilities;

PL29NHA0022 Appendices An Bord Pleanála Page 32 of 35  promote cycling as an efficient, fast, healthy, safe and sustainable means of transport. Under this Strategy, a 350km network comprising strategic, local and recreational cycle facilities, will be completed by 2006. A permanent monitoring system will be installed across the strategic network, together with a schools database, to give management feedback on cycling usage. The overall objective of the cycling element of the Strategy will be to increase the proportion of short trips (up to 6km) made by bicycle to 30% by 2016. Trips to places of education and commuting trips of up to 10km in length will be particularly targeted as suitable for cycling.

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Dublin City Development Plan 2005-2011

The site of the proposed development is located in a Conservation Area; it is the policy to the Council to protect and enhance the character and historic fabric of the area.

The site of the proposed development is located in an Architectural Conservation Area; it is the policy to the Council to protect the special interest and character of the area.

In relation to transport:

Dublin City Council is committed to providing efficient access to the city core and maintaining and consolidating this core as the primary economic, cultural and social heart of the wider metropolitan area, working with relevant agencies. One of the challenges is achieving a more equitable balance between the various modes of transport and providing improved interchanges. Another is developing better orbital and cross city public transport and cycling connections and building network capacity.

To maximise the use of public transport infrastructure and minimise unnecessary car journeys; high densities and interactive mixed uses will be encouraged within walking distance of public transport corridors and nodes and at other key locations.

‘Policy T2 It is the policy of Dublin City Council to encourage modal change from private car use towards increaseed use of more sustainable forms of transport such as public transport, cycling, and walking, and by encouraging teleworking and car-pooling and car-sharing.’

Measures to improve the Quality Bus Network and bus priority are considered essential, this involves giving significant priority to buses in order to reduce both bus journey times and their variability.

Dublin City Council support the measures currently being implemented or proposed by the Rail Procurement Agency, Iarnród Erieann, Dublin Transportation Office and other agencies to enhance capacity on existing lines/services and provide new infrastructure.

Traffic management policy will recognise the varying needs of the city through the day such as commuter peaks, shopping and business, service and delivery. In assessing priority, account will be taken of the number of people and not exclusively the number of vehicle movements.

Variation (No. 27) of the Dublin City Development Plan 2005-2011 To enable the provision of a bridge across the River Liffey to link Marlborough Street and Eden Quay with Hawkins Street and Burgh Quay. This bridge will be constructed

PL29NHA0022 Appendices An Bord Pleanála Page 34 of 35 in lieu of the previously proposed pedestrian bridge, which is included as an objective of the Plan under Section 7.8.0.

The purpose of this variation is to allow the construction of a Bridge between O’Connell Bridge and Butt Bridge designed to accommodate two bus lanes, one light rail (Luas) track, two footpaths and two cycle tracks. This bridge will be developed in lieu of a pedestrian only bridge.

The future bridge forms an essential element of the preferred route option for Luas Line BX., which it is proposed will link the existing Luas Red Line and Luas Green Line in Dublin City Centre and allow proposed onward extension to Grangegorman, Broadstone and Liffey Junction. It is proposed that the line will serve major shopping and business districts in Dublin City Centre. Luas Line BX is part of the Government's Transport 21 investment programme.

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