Dublin Light Rail Environmental impact Statement Line C Connolly to The Point Depot Chapter Page 1: Introduction 3 2: Public Consultation 12 3: Consideration of Alternative Routes 21 4: Luas Red Line Extension: Project Description 34 5: Planning and Land Use Context 43 6: Socio Economic Context 53 7: Traffic and Transportation 62 8: Ecological Resources 85 9: Soil 90 10: Water 95 11: Noise and Vibration 99 12: Electromagnetic Effects 113 13: Air Quality and Climate 116 14: Landscape and Visual 126 15: Cultural Heritage 149 16: Impact Interactions 161 17: Statement of Assessment 167 Annex A: Landscape Insertion Plans 168 Annex B: RPA Consultation Newsletter 174 Annex C: Supporting Information on Climate and Air Quality 176 1 Availability of the Environmental Impact Statement (EIS) Copies of the EIS including the Non Technical Summary are available for inspection and pur- chase at the following locations: Railway Procurement Agency Parkgate Business Centre, Parkgate Street, Dublin 8. Dublin Transportation Office 69 – 71 St. Stephens Green, Hainault House, Dublin 2. The EIS is also available to download (free of charge) through the RPA website: www.rpa.ie Copies of this EIS can be purchased for a sum of ¤15.00 each; A CD version of the EIS can be purchased for a sum of ¤5.00; Photomontage showing proposed Luas Stop on Mayor Street Copies of the Non Technical Summary of this EIS may be purchased for a sum of ¤3.00 each at the above locations. 2 INTRODUCTION • to identify measures that should be taken to mit- sultants, ERM takes responsibility for the informa- igate potential adverse impacts; tion and recommendations contained in this EIS 1.1 OBJECTIVES OF THE ENVIRONMENTAL IMPACT document. STATEMENT • to assess the significance of residual impacts if any remaining after proposed mitigation measures are The purpose of this Environmental Impact implemented; and 1.2 BACKGROUND TO THE LUAS LIGHT RAIL Statement (‘EIS’) is to present the results of an inde- SCHEME pendent assessment of the significant environmen- • to identify appropriate means of monitoring the The Dublin Transportation Initiative (DTI), pub- tal impacts associated with the construction and identified environmental effects of the Luas Line C1 lished by the Department of Transport in 1994, pre- operation of a light railway line (‘Luas Line C1’) LRT scheme during its construction and operation. sented an integrated transport strategy for the aligned between Connolly Station and The Point in Greater Dublin Area. Among other measures, it the Dublin Docklands area. This Environmental Impact Statement, as the princi- recommended the construction of a three line LRT pal output of the EIA process, will inform decision- system, linking Tallaght, Ballymun and Cabinteely As part of the Environmental Impact Assessment making on the approval of the Luas Line C1 to the City Centre. In1996 the Transport (Dublin (‘EIA’) process, the Study Team has analysed the scheme. The information presented in this docu- Light Rail) Act, 1996 was enacted and provides a potential environmental and social effects of the ment has also assisted the Railway Procurement legal framework whereby Córas Iompair Éireann Luas Line C1 light rail transit (‘LRT’) scheme to Agency in the design and planning of the construc- (CIÉ) might apply to the then Minister for Public ensure that it is designed and constructed to min- tion programme so that the LRT scheme may be Enterprise for “Light Railway Orders” (LROs), grant- imise significant impacts, whilst maximising social developed focusing on the minimisation of nega- ing CIÉ powers to construct, operate and maintain benefits. As such, the objectives of the EIA may be tive impacts. light railways. summarised as follows: ERM Environmental Resources Management In October 2000 the Dublin Transportation Office • to identify the significant environmental impacts Ireland Ltd (‘ERM’) was commissioned, by the (DTO) published “A Platform for Change - Outline of the Luas Line C1 scheme, taking account of the Railway Procurement Agency (‘RPA’), to prepare an of an integrated transportation strategy for the characteristics of the proposed scheme, the sensitiv- independent assessment of the environmental Greater Dublin Area - 2000 to 2016” incorporating ity of the local environment and the concerns of impacts of the scheme and its associated environ- Luas and Metro lines. In December 2001 the locally and nationally interested parties; mental impacts. ERM was assisted in the assess- Transport (Railway Infrastructure) Act 2001 was ment process by specialist subcontractors in the enacted and the Transport (Dublin Light Rail) Act • to predict and evaluate the extent and signifi- fields of cultural heritage and of traffic and trans- 1996 was repealed. The new Act contains provisions cance of potential impacts; port (refer to Table 1.8a). As the environmental similar to the repealed act in respect of Luas and assessment specialists and lead environmental con- Metro systems. In December 2001, the RPA was 3 established and subsumed the role of the former Upper before terminating at The Point. The Dublin and the Transport (Dublin Light Rail) Act 1996 laid CIÉ Light Rail Project Office. Dockland Development Authority has placed a down the conceptual need and the legislative pow- Compulsory Purchase Order on a road to the west ers to develop the Luas scheme in Dublin. The 1.3 OUTLINE OF THE LUAS LINE C1 of the Point Theatre. Dublin Transportation Office (DTO) was established DEVELOPMENT in 1995. Luas Red and Green Lines were constructed and The principal components of Luas Line C1 comprise: commenced operation in June and September 2004 In 2000, the DTO published “A Platform for Change respectively. Luas Line C1, which is the focus of this • trams (similar to those currently in operation on – Outline of an integrated transportation strategy Environmental Impact Statement, is an extension of the Red and Green Lines); for the Greater Dublin Area – 2000 to 2016 “which the Luas Red Line and will operate from the exist- • tram stops; incorporated Luas and Metro lines within its overall ing terminus at Connolly Station to The Point. • track; strategy. A Platform for Change provides an overall • an overhead electricity supply; and planning framework for the development of the Line C1 is approximately 1500m in length and com- • bridge over Grand Canal and associated fixtures transport system in the Greater Dublin Area. prises a double track extension from the existing and structures. Regarding the LRT proposals, the DTO strategy line at Store Street. This extension runs for a short recognises the importance of the Luas scheme in distance along Amiens Street before turning east- The trams currently in operation are 30m and 40m contributing towards increasing public transport wards across the junction of Harbourmaster Place in length and can carry 235 and 310 passengers capacity from 70,000 in 2001 to 300,000 in 2016. and Mayor Street Lower. At this location there will respectively. The passenger carrying capacity and The scheme is intended to be integrated with be a “delta junction” constructed to facilitate the the service frequency of trams can be adjusted to Quality Bus Corridors, DART and Metro Services and passage of trams from Connolly Terminus and offer a wide range of line capacities. The vehicles cycle and pedestrian routes to create an integrated through traffic by-passing Connolly Terminus. Luas are powered by electricity drawn from overhead transport network. Line C1 continues to run eastwards along Mayor wires at 750V DC and operate to a maximum speed Street Lower, crossing Georges Dock via the existing of 70km/h. Within the city centre, the trams are In 2001, the Transport (Dublin Light Rail) Act, 1996 bridge. The route continues along Mayor Street restricted to relevant traffic speed limits. was replaced by the Transport (Railway Lower, crossing Guild Street and over the Grand Infrastructure) Act, 2001 which established the Canal via the construction of a new bridge. The A detailed description of the Luas Line C1 is pre- Railway Procurement Agency (‘RPA’) as an inde- route will continue through the Spencer Dock sented in Chapter 4. pendent statutory agency responsible for the pro- Development and re-establish the connection curement of railway infrastructure. between Mayor Street Lower and Upper. The route will then cross New Wapping Street and 1.4 POLICY AND LEGISLATIVE BACKGROUND In addition to the transport-specific policy and leg- Castleforbes Road, continuing along Mayor Street In the 1990’s, the Dublin Transportation Initiative islative instruments described above, the Luas Line 4 C1 complies with a range of other current and (iv) provide for the regulation of light railways evolving polices. These include the following: (a) a draft of the proposed Order, when running on-street”. (b) a plan of the proposed railway works, • Regional Planning Guidelines (RPGs) for the (c) in the case of an application by the Agency or a Greater Dublin Area 2004; person with the consent of the Agency, a plan of any proposed commercial development of land This EIS contains the information specified in • Dublin City Development Plan 2005 -2011 (adopt- adjacent to the proposed railway works, Section 39 which sets out the information that must ed March 2005); (d) a book of reference to a plan required under be contained in an EIS submitted by an applicant • Dublin Docklands Masterplan 2003; and this subsection (indicating the identity of the own- for a railway order. The following information is • Dockland North Lotts Area Planning Scheme ers and of the occupiers of the lands described in mandatory and is incorporated into this EIS: - 2001. the plan) and, (e) a statement of the likely effects on the environ- These documents are reviewed in more detail in ment (referred to as an Environmental Impact • “a description of the proposed railway works Chapter 5. Statement) of the proposed railway works.” comprising information on the site, design and size of the proposed railway works.