enhancing Motorway Operation Services

Transcription

1 enhancing Motorway Operation Services Motorway Operations & Control Centre Environmental Impact Assessment Screening Report January / 2018

2 enhancing Motorway Operation Services Document : /EIAScr Author:... Gemma Rothwell (GR); Kate Moore (KM) Checker:... Christine Murphy (CM) Approver:... Barry Corrigan (BC) Document Description Made Checked Approved Date /EIAScr EIA Screening Report GR KM CM BC 04/01/ /EIAScr January 2018 Page i

3 enhancing Motorway Operation Services Motorway Operations & Control Centre TABLE OF CONTENTS 1. EXECUTIVE SUMMARY Introduction Proposed Development Methodology Screening Conclusions INTRODUCTION Project Brief DESCRIPTION OF THE PROPOSED DEVELOPMENT EIA SCREENING PROCESS Introduction Legislation Methodology Mandatory EIA Sub-Threshold Development Characteristics of the Proposed Development Size of the Development Cumulation with Other Projects Use of Natural Resources Production of Waste Pollution and Nuisances Risk of Major Accidents and/or Disasters Risk to Human Health Location of Project Existing and Approved Land Use Relative Abundance, Availability, Quality and Regenerative Capacity of Natural Resources The Absorption Capacity of the Natural Environment Characteristics of the Potential Impacts Extent of the Impact Transfrontier Nature of the Impact Magnitude and Complexity of the Impact Probability of the Impact Duration, Frequency and Reversibility of the Impact CONCLUSION /EIAScr January 2018 Page i

4 5.1 Introduction Mandatory EIA Sub-Threshold EIA Characteristics of the Proposed Development Location of the Proposed Development Characteristics of Potential Impacts Potential Significant Effects Conclusion and Recommendations APPENDIX A APPENDIX B EIA Screening Checklist Figures /EIAScr January 2018 Page ii

5 1. EXECUTIVE SUMMARY 1.1 Introduction Roughan & O Donovan - AECOM Alliance (ROD-AECOM) were commissioned by Transport Infrastructure Ireland (TII), to undertake an Environmental Impact Assessment (EIA) Screening for an expansion of the existing Tunnel Control Building (TCB) on East Wall Road to house a new control centre and associated facilities (the Motorway Operations & Control Centre, hereafter referred to as the Project ). ROD- AECOM have, as part of this commission, carried out this Screening for EIA to determine whether the preparation of an Environmental Impact Assessment Report (EIAR) is required for the proposed extension. The Tunnel Control Building and the site it occupies is owned by Dublin City Council and is currently operated by Egis Road and Tunnel Operation Ireland (ERTO) on behalf of TII. ERTO manages all processes associated with the operation and maintenance of the Dublin Port Tunnel including toll collection, traffic management, tunnel safety management and equipment and infrastructure inspection and maintenance. The findings of the EIA screening assessment are presented in this report. 1.2 Proposed Development The proposed development comprises an expansion of the existing Tunnel Control Building to the south-east of the existing building with an extension footprint of approximately 270m 2. The new development has been identified as a key requirement to facilitate the increased level of functionality and number of services required for motorway operations and will allow capacity for an additional 13 operators. The extension will have a steel frame superstructure supported on piled foundations similar to the existing building. To enable the construction of the extension, the existing road layout on the site will require minor alterations and a slight reconfiguration of the parking layout will be necessary. Eight replacement car parking spaces will be required in the current greenfield area adjoining the current car park to the south east of the site. The existing site entrance from the East Wall Road through a controlled access gateway will be retained. 1.3 Methodology This screening assessment has been carried out having regard to the following documents: Environmental Impact Assessment (EIA) Guidelines for Consent Authorities Regarding Sub-Threshold Development (DEHLG, 2003); Environmental Impact Assessment of Projects Guidance on Screening (European Commission, 2017); and Guidelines on information to be contained in EIS (Environmental Protection Agency, 2002). The following draft guidance document has also been consulted: Guidelines on the Information to be Contained in Environmental Impact Assessment Reports, Draft August 2017 (EPA, 2017) /EIAScr January 2018 Page 1

6 1.4 Screening Conclusions The Project does not meet the thresholds for which the preparation of an EIAR is a mandatory requirement. The legislative requirements that deem whether an EIA is mandatory for a project are outlined in Schedule 5 of the Planning and Development Regulations Additionally, the thresholds listed in Part 2(13) of Schedule 5 in relation to Changes, extensions, development and testing are not met as the proposed development will not be of a class listed in Part 1 or paragraphs 1 to 12 of Part 2 of this Schedule. The characteristics of the Project which must be considered to determine whether the Project should be subject to an EIA are outlined within Annex III of the EIA Directive 2014/52/EU, and include the following: (a) (b) (c) (d) (e) (f) (g) The size and design of the whole project; Cumulation with other existing and/or approved projects; The use of natural resources, in particular land, soil, water and biodiversity; The production of waste; Pollution and nuisances; The risk of major accidents and/or disasters which are relevant to the project concerned, including those caused by climate change, in accordance with scientific knowledge; The risks to human health (for example due to water contamination or air pollution). The proposed development is within lands zoned for Employment / Enterprise. There are no designated sites of national or international conservation importance or European designated sites within the Project boundary. A Screening for Appropriate Assessment (AA) pursuant to Regulation 42(1) of the Habitats Regulations and Part XAB: Section 177U (1) of the Planning and Development Act, 2000 (as amended) was prepared by ROD-AECOM in August 2017 in accordance with current guidance (DEHLG, 2010). The AA Screening assessed and addressed all issues regarding the construction and operation of the proposed Project in order to inform and allow the competent authority to comply with Article 6(3) of the Habitats Directive. It has been concluded, in view of best scientific knowledge, that the proposed Project, on its own or in combination with other plans or projects, does not have the potential to give rise to likely significant effects on any Special Conservation Interests / Qualifying Interests of any Natura 2000 site. Significant effects are not likely to arise as a result of construction works for the proposed Project and direct impacts can be objectively ruled out. The AA Screening concluded that the construction of the proposed extension was screened out and a Stage 2: Appropriate Assessment was not required. Owing to the nature and scale of the Project and its location in an urban core and in close proximity to an industrialised sea port, the magnitude of the potential impact is very slight, in view of baseline conditions. Furthermore, when the overlap between the area potentially affected, i.e. the South Dublin Bay and River Tolka Estuary SPA is considered in the context of the whole area of the site, it is clear that any effect on the site as a whole will be imperceptible. Moreover, given that the timeframe for potential impacts is limited to the construction phase (e.g. disturbance), any effect on the site will be of a short duration, i.e. less than one year, and will be reversible over time /EIAScr January 2018 Page 2

7 The proposed development will be designed and constructed in accordance with the Transport Infrastructure Ireland (TII) Environmental Assessment and Construction Guidelines (EACG) and other best practice guidelines. Adherence to these guidelines will ensure that the likelihood of significant environmental effects will be minimised. ROD-AECOM recommends that Dublin City Council determine that the proposed Project does not have the potential to have likely significant effects on the environment. It is concluded that an EIAR is not required for the proposed Project /EIAScr January 2018 Page 3

8 2. INTRODUCTION 2.1 Project Brief The Project is consistent with planning policy and the proposed location is zoned for Employment/Enterprise in the Dublin City Council County Development Plan Having regard to the location of the proposed site in relation to Dublin City, the availability to public services and the nature and design of the proposed expansion, it is considered that the Project is in accordance with proper planning and sustainable development of the area. Therefore once the proposed development complies with safety standards during the construction and operation of the control centre, it is not expected that the proposal would have significant environmental impacts. The proposed extension to the Motorway Operations & Control Centre has been identified as a key requirement to facilitate the increased level of functionality and number of services required for motorway operations. The proposed building combines the Motorway Traffic Control Centre, Information Technology infrastructure and ancillary spaces to facilitate the effective management of the overarching enhancing Motorway Operation Services (emos) project. A key element of the emos project is the M50 Traffic Flow Optimisation (MTFO), part of which involves the deployment of additional ITS equipment and associated civil/structural works on a large section of the M50 motorway. The Tunnel Control Building and the site it occupies, is owned by Dublin City Council and it is currently operated by Egis Road and Tunnel Operation Ireland (ERTO) on behalf of Transport Infrastructure Ireland (TII). ERTO manages all processes associated with the operation and maintenance of the Dublin Port Tunnel including toll collection, traffic management, Tunnel safety management and equipment and infrastructure inspection and maintenance. This report has been prepared by Roughan & O Donovan - AECOM Alliance (ROD- AECOM) in accordance with published guidance to document the Screening of whether an Environmental Impact Assessment is required for the Project /EIAScr January 2018 Page 4

9 3. DESCRIPTION OF THE PROPOSED DEVELOPMENT Overview The proposed development consists of a new two storey extension to the existing Tunnel Control Building (TCB) on East Wall Road, Dublin 3. The extension footprint is approximately 270m 2 and it will have a steel frame superstructure supported on piled foundations. The existing road layout on the site will require minor alterations and a slight reconfiguration of the parking layout will be necessary to enable the construction of the extension. The site location and layout are shown in Plates 3.1 and 3.2. The existing TCB is accessed from East Wall Road via an access controlled gateway. This entrance also allows maintenance vehicles to access the storage yard to the rth West of the existing building. Tactile paving will be provided at all road crossings and signage has been developed in accordance with the DTTAS Traffic Signs Manual Currently there are 62 car parking spaces on the site including 2 disabled spaces. The footprint of the proposed extension will impact on the existing surface car parking arrangement by removing 4 standard parking spaces and 2 disabled spaces. Replacement of the disabled spaces will be provided in the existing car park. An additional 2 disabled spaces will be provided to comply with the current Dublin City Development Plan ( ). increase in total parking spaces will be permitted by Dublin City Council. 6 standard spaces will be lost to accommodate the 4 disabled spaces and therefore a total of 8 new standard parking spaces will be needed to meet the shortfall. The car park will be extended eastwards into the landscaped area to provide the shortfall. As the increase in staff numbers is modest, the increase in vehicle traffic to and from the site will be minimal. Plate 3.1 Site Location N East Wall Road Dublin Port Tunnel Toll /EIAScr January 2018 Page 5

10 Plate 3.2 Layout of the Proposed Project Construction Methodology The proposed development is to be located at the existing Tunnel Control Building, at East Wall Road, Dublin. A new control centre is to be constructed to the front of the existing building. The extension footprint is approximately 270 m 2. Replacement car parking spaces (including 2 additional disabled spaces), and landscaping will also be installed. The increased hardstanding area will require new attenuation storage and a flow control device to limit the surface water discharges. This storage volume will be installed under the new car parking spaces. The existing building will have reconfigured internal layouts as well as new Mechanical & Electrical and Fire services. The construction sequence will generally be as follows: 1. Site clearance; 2. Accommodation works, drainage works (including services); 3. Foundations; 4. Structural works; and, 5. Ground works, including surfacing and landscaping. Drainage Dublin City Council has confirmed that the existing sewer adjacent to the site, which connects to an existing foul drainage system has adequate capacity for the proposed extension. The foul drain, serving the TCB, runs under the footprint of the proposed extension and it will be removed and replaced by a new foul drain running to the east side of the extension. The proposed extension will allow for an additional 13 operators once operational. The EPA Wastewater Treatment Manuals have been used to calculate the flows from the proposed development to the public sewer system. The foul drainage system has been designed to ensure adequate capacity is achieved with a minimum self-cleansing /EIAScr January 2018 Page 6

11 velocity in the pipes of 1 m/s when flowing half full. All foul drainage will be constructed in accordance with Irish Water requirements. The surface water drainage pipes located under the footprint of the new building will be removed and relocated. Two fuel/oil separators are provided outside the boundary adjacent to the Toll Plaza. Surface water attenuation will provide enough storage for the 1 in 100 year rainfall event (allowing for a 20% increase in rainfall rate due to climate change) without flooding the site. The storage provided is based upon an allowable discharge rate of 2.0l/sec for the 1 in 100 year rainfall event (green field runoff rates) in accordance with the Greater Dublin Strategic Drainage Study. The maximum storage required for the 1 in 100 year storm event is 3.40m 3. As a Sustainable Drainage Systems (SUDs) measure, permeable paving will be provided over the proposed car park area. Parking Currently there are 62 car parking spaces on the site including 2 disabled spaces. The footprint of the proposed extension will impact on the existing surface car parking arrangement by removing 4 standard parking spaces and 2 disabled spaces. Replacement of the disabled spaces will be provided in the existing car park. An additional 2 disabled spaces will be provided to comply with the current Dublin City Development Plan ( ). 6 standard spaces will be lost to accommodate the 4 disabled spaces and therefore a total of 8 new standard parking spaces will be needed. The car park will be extended eastwards into the landscaped area to provide the shortfall. Plate 3.3 Computer generated view of proposed entrance /EIAScr January 2018 Page 7

12 Plate 3.4 Computer generated view from East Road /EIAScr January 2018 Page 8

13 4. EIA SCREENING PROCESS 4.1 Introduction This has been prepared by ROD-AECOM on behalf of TII, with the aim of documenting the significant environmental effects, positive and negative, which the proposed development is likely to have on the receiving environment. The reference documents used to inform the process are summarised in Section 1.3. The Environmental Impact Assessment of Projects, Guidance on Screening (European Commission, 2017) provides a flow diagram of the Steps in Screening and this is the process generally followed in this Screening Report (See Plate 4.1) Legislation EIA requirements derive from Council Directive 85/337/EEC (as amended by Directives 97/11/EC, 2003/35/EC and 2009/31/EC) and as codified and replaced by Directive 2011/92/EU of the European Parliament and the Council on the assessment of the effects of certain public and private projects on the environment and as amended in turn by Directive 2014/52/EU. The legislative requirements which deem whether an EIA is mandatory for a project are outlined in Schedule 5 of the Planning and Development Regulations All projects can be placed into one of the following two categories: 4.2 Methodology Those that exceed the thresholds laid down and therefore have a mandatory requirement to prepare an EIAR; and Those projects that are sub-threshold and must be assessed on a case-bycase basis to determine whether or not they are likely to have significant effects on the environment. Screening is the process of deciding whether a development requires an EIA. The mandatory and discretionary provisions within Schedule 5 of the Planning and Development Regulations deem whether an EIA is mandatory for a project. 4.3 Mandatory EIA As per Schedule 5 of the Planning and Development Regulations , the proposed development does not meet the thresholds to require a mandatory EIA /EIAScr January 2018 Page 9

14 Plate 4.1 Flow Diagram of the Steps in Screening (Source: European Commission Environmental Impact Assessment of Projects, Guidance on Screening, 2017) /EIAScr January 2018 Page 10

15 4.4 Sub-Threshold Development Where a decision is being made on whether a proposed development would or would not be likely to have significant effects on the environment, regard must be given to the following project characteristics outlined in Annex III of the EIA Directive 2014/52/EU: (a) (b) (c) (d) (e) (f) (g) The size and design of the whole project; Cumulation with other existing and/or approved projects; The use of natural resources, in particular land, soil, water and biodiversity; The production of waste; Pollution and nuisances; The risk of major accidents and/or disasters which are relevant to the project concerned, including those caused by climate change, in accordance with scientific knowledge; The risks to human health (for example due to water contamination or air pollution). Additionally, the screening process can be aided using the checklists contained within the European Commission publication Environmental Impact Assessment of Projects, Guidance on Screening (2017), in particular the Screening Checklist and the Checklist of Criteria for Evaluating the Significance of Environmental Impacts. A detailed screening checklist was completed for the proposed development and is contained within Appendix A. Descriptions of the aspects of the environment likely to be significantly affected by the proposed expansion are outlined in Section 4.5, 4.6 and 4.7 and in Appendix A, EIA Screening Checklist. 4.5 Characteristics of the Proposed Development Size of the Development The proposed extension comprises an expansion to the existing TCB, comprising approximately 510m 2 of new gross floor area. Minor alterations will be required to the existing road layout on site to accommodate construction. Eight additional car spaces will be provided to replace car spaces lost Cumulation with Other Projects An initial review of plans and projects that may have the potential to result in cumulative impacts has been undertaken. This section considers plans and projects in Dublin City that were considered. Data sources included the following: Dublin City Council website (planning and roads sections); An Bord Pleanála website (planning searches); Web search for major infrastructure projects in Dublin City; Dublin City Development Plan ( ); For the purposes of this cumulative assessment small scale and domestic developments were not considered given the urbanised nature of the Project and the fact that these developments would be subject to the stringent planning controls of Dublin City Council /EIAScr January 2018 Page 11

16 A summary of relevant developments considered in the cumulative assessment are given below: rth Lotts and Grand Canal Dock Strategic Development Zone Scheme The Minister for Environment, Community and Local Government announced in 2012 that parts of the Dublin Docklands area at rth Lotts and Grand Canal Dock have been designated as an SDZ. The rth Lotts and Grand Canal Dock Planning Scheme was published by Dublin City Council in A number of major developments have been proposed as part of the SDZ. The planning scheme has undergone Strategic Environmental Assessment (SEA) and projects will undergo an EIA as appropriate at planning stage. Mitigation measures have been included in the SEA to ensure that significant environmental effects will not occur at project level. The following projects have been identified for the rth Lotts and Grand Canal Dock SDZ:- Central Bank; The new Central Bank building was granted planning permission in 2014 and was completed in It is currently in use by the Central Bank of Ireland with 1,400 employees working there. Boland s Mills; Planning permission was granted in 2015 to redevelop the old Boland s Mills site. The development includes 2 no. new build office buildings; 1 no. new build residential building; the restoration of existing Blocks A, B, C, D and the redevelopment of the Factory Building. The mixed use scheme has a gross floor area above ground of some 36,759 sq. M. The original planning application (DSDZ3796/14) included an Environmental Impact Statement. Dublin Landings; Dublin Landings is a commercial office and residential development currently under construction. The 93,000 sq m site, which wraps around the new headquarters of the Central Bank of Ireland, comprises 150 Luxury Residential Homes and Landscape Gardens, 60,387 sq m of commercial space, restaurant, bars and cafes. Capital Dock; Planning permission was granted for Capital Dock in October The Project is a combined residential and office development at the corner of Sir John Rogerson s Quay and Britain Quay. The development will have a 79m tall apartment block, Grade A offices, amenities, a landscaped plaza and parkland. Construction has commenced. Student Village; Planning permission was granted to develop student accommodation beside the 3 Arena in Dublin's Point Village. The project will consist of two blocks of between six and eight storey's and will contain a mix of student residences containing between five and eight bed spaces, as well as twin and single study units. The development will accommodate 970 students. Exo Building; The Exo Building will be located at Point Village at the northside entrance to the city docklands The development consists of the construction of a commercial office building ranging in height from 8 storeys to 17 storeys (including one level of plant) at the northern end. The Project was granted planning permission in March /EIAScr January 2018 Page 12

17 Poolbeg Strategic Development Zone The Government designated Poolbeg West Strategic Development Zone in May 2016, comprising 34 hectares. Dublin City Council published a Draft Planning Scheme for Consultation in October The SDZ is located 2km south east of the proposed development, south of the River Liffey. All projects that are proposed for this SDZ will be subject to an EIA and approval from Dublin City Council. The Planning Scheme is currently undergoing a SEA and will be assessed for its potential impact on the environment. Alexandra Basin Redevelopment (ABR) Dublin Port Company (DPC) produced a Masterplan in 2012 covering the period 2012 to In this Masterplan, DPC set out their proposals for major developments within the Port and Entrance Channel including the Alexandra Basin Redevelopment (ABR) Project. The ABR Project is the first major project from Dublin Port s Masterplan 2012 to It involves the construction of approximately 3km of quay walls, deepening of the harbour basin and channel to accommodate larger sea going vessels as well as works associated with the conservation of the port s victorian industrial heritage. An Environmental Impact Statement and Natura Impact Statement were prepared in respect of the application and were submitted with the planning application. The project was granted permission by An Bord Pleanála in July 2015 and works were due to commence in vember Development of an aviation fuel pipeline from Dublin Port to Dublin Airport. (Ref /15) (Fingal Application Number F15A/0141) Permission for development of an aviation fuel pipeline from Dublin Port, Dublin 1 to Dublin Airport, Co Dublin was granted in The route of the pipeline is from the proposed inlet station at Team CV Ltd, Bond Drive, Dublin Port, Dublin 1 and via Bond Drive, Tolka Quay Road, East Wall Road, under the Tolka River, Alfie Byrne Road, Clontarf Road, Howth Road, Copeland Avenue, Malahide Road (R107) and R139 (formerly N32). It then enters the Fingal County Council administrative area at Clonshaugh Rd. and routes via the AUL/FAI sports ground, under the M1 motorway via the DAA Long Term Red Carpark, adjacent to Eastlands Car Hire Compound, ALSAA complex, under the Swords Road R132 and via Corballis Road to a reception station at Dublin Airport. The development will consist of (a) single storey Control Building, pumps and ancillary pipework in a fenced compound at Bond Drive, Dublin Port, Dublin 1 (b) a 200mm diameter continuously welded steel pipeline, laid generally in the public road at a depth of circa 1.2m below surface level except where it will pass under the Tolka and Santry Rivers and culverted streams. The length of the pipeline in Dublin City Council administrative area will be circa 11.4 km (total length will be circa 14.4 km.) (c) 2 no. above-ground control boxes associated with emergency shut-down valves on the pipeline, at the junction of the Malahide Road R107 and Donnycarney Road and on the R139 (formerly N32) east of the junction with Clonshaugh Road South. The pipeline will be laid in the roadway under the Clontarf Bridge which is a protected structure. An Environmental Impact Statement and Natura Impact Statement have been prepared in respect of the application and were submitted with the planning application. Planning permission was granted in October /EIAScr January 2018 Page 13

18 Works to the Port's private internal road network - Dublin Port, Alexandra Road, Dublin 1 (Ref /16) The development comprises of works to the Port's private internal road network, and includes works on public roads at East Wall Road, Bond Road and Alfie Byrne Road. The development will consist of: a) Construction of new roads and enhancements to existing roads within the Dublin Port estate north of River Liffey; b) Construction of enhanced landscaping and amenity route along the northern boundary; c) Construction of new pedestrian and cycle overbridge at Promenade Road; d) Construction of access ramps to pedestrian and cycle overbridge at Promenade Road; e) Construction of new pedestrian and cycle underpass at Promenade Road; f) Construction of 11 no. new signage gantries; g) Ancillary construction works, including site clearance, demolitions, earthworks, pavement construction, construction of verges, modifications to accesses, construction of new and amended drainage services, diversion and installation of utility services, installation of road markings and signs and accommodation works; h) Works to existing boundaries and construction of new boundaries; i) Construction of minor works to the junctions of East Wall Road with Tolka Quay Road and East Wall Road with Alexandra Road. The application is for a 10 year planning permission. Planning permission was granted in August Demolition of buildings - Part of Dublin Port lands bounded by, East Wall Road, Promenade Road, Tolka Quay Road, Alexandra Road, and existing Dublin Port lands, Dublin 1 (Ref /16) The development will consist of: the demolition of 7 no. existing buildings comprising Building 1A- Stack C Warehouse (c. 1,880 sq.m), Building 2A - Temporary Locker Room Portacabin (c. 11 sq.m), Building 2B - Temporary Canteen Portacabin (c. 35 sq.m), Building 2C - Workshop (c. 394 sq.m), Building 2D - Toilet Block (c. 34 sq.m), Building 3A - Store (c. 22 sq.m), and Building 4A - Warehouse (c.1,610 sq.m); and the removal of all structural and infrastructural elements, reinstatement works and all associated site development works on a site area of 1.7 hectares. The development will not include works to the existing road network within Dublin Port. Planning permission was granted. Conclusion Having considered the anticipated overall potential impact with respect to each of these developments, it is considered that the there are no likely significant effects on the environment when considered in combination with each other. It is therefore considered that the cumulative impact of the Project in combination with existing baseline actions (the projects listed above) is not significantly worse than any of the individual impacts associated with the construction and operation of the proposed development Use of Natural Resources While exact quantities of materials required during the construction phase have not been determined at this stage, the amount of aggregates and materials that will be imported to the site during construction will be minor /EIAScr January 2018 Page 14

19 4.5.4 Production of Waste Excavation works will be required for the construction of foundations. The quantity of waste will be small however and will not cause likely significant environmental effects Pollution and Nuisances The South Dublin Bay and River Tolka Estuary SPA is located 130m to the north of the proposed development. There is a risk of accidental pollution of surface waters and potential disturbance to bird species in the South Dublin Bay and River Tolka SPA as a result of noise impacts during construction. However the likelihood and severity of these effects will be minimised through compliance with construction management best practice Risk of Major Accidents and/or Disasters The risk of accidents associated with this development would not cause unusual, significant or adverse effects of a type that would, in themselves, require an EIA. During the construction stage, the likelihood of an accidental spillage of construction materials into the aquatic environment will be managed through the adoption of strict best practice construction management. During the operational stage, it is anticipated that the risk of accidents and the resulting pollution risks will be reduced due to the new surface water drainage system Risk to Human Health Temporary negative impacts to human health may be likely during the construction phase due to noise, dust, air quality, visual and traffic impacts. These impacts will be short term in nature and small in scale and are therefore not considered to be significant. 4.6 Location of Project The second criterion included in Annex III of the EIA Directive relates to the geographical location of projects, having regard in particular to: (a) (b) (c) The existing and approved land use; The relative abundance, availability, quality and regenerative capacity of natural resources (including soil, land, water and biodiversity) in the area and its underground; The absorption capacity of the natural environment, paying particular attention to the following areas: (i) (ii) (iii) (iv) Wetlands, riparian areas, river mouths; Coastal zones and the marine environment; Mountain and forest areas; Nature reserves and parks; (v) Areas classified or protected under national legislation; Natura 2000 areas designated by Member States pursuant to the Habitats Directive; (vi) Areas in which there has already been a failure to meet the environmental quality standards, laid down in Union legislation and relevant to the project, or in which it is considered that there is such a failure; (vii) Densely populated areas; (viii) Landscapes and sites of historical, cultural or archaeological significance /EIAScr January 2018 Page 15

20 The following sections address each of the above points Existing and Approved Land Use The footprint of the proposed development is contained within the grounds of the current site used by the TCB, located off East Wall Road, to the east of Dublin City. The land is zoned as Employment/Enterprise in the Dublin City Development Plan ( ). The extension will be built on land directly to the south east of the existing building. The existing road layout and car park will be modified Relative Abundance, Availability, Quality and Regenerative Capacity of Natural Resources The proposed development will have minimum impact on the quality and regenerative capacity of natural resources in the area. The area proposed for the extension is currently developed as a hardstand parking and small green area. All construction material will be imported for the construction of the proposed development The Absorption Capacity of the Natural Environment Overview The proposed development is located on East Wall Road and is surrounded by industrial buildings to the north and east, and by brownfield sites to the south and west. The site is bounded by the M50 motorway to the north. The site at the location of the proposed extension is generally flat. Information obtained from the Geological Society of Ireland (GSI) mapping website indicates that the bedrock in the area is dark limestone & shale. The GSI website shows the groundwater vulnerability to be Low for the proposed site and surrounding area while the bedrock Aquifer is Locally Important and is moderately productive only in local zones. From existing GSI data obtained, the ground conditions appear to generally consist of made ground to a depth of 6m overlaying sand Watercourses The River Tolka, located 130m north of the proposed development, rises east of Dunshaughlin, Co. Meath and enters Dublin Bay between East Wall and Clontarf. The site is within the catchment of the River Tolka and any excess surface water from undrained areas on the site most likely makes its way to this river. The River Waterbody Water Framework Directive (WFD) Status for the River Tolka was poor from and the River Waterbody score for the River Tolka is at risk of not achieving good status. Preventative measures will be implemented during and post construction in order to reduce the risk of pollution to surface waters. The surface water drainage pipes under the footprint of the existing location will be removed and relocated. All surface water run-off will be treated through existing bypass separators before controlled release. Permeable paving will be provided over the proposed car park area and surface water attenuation will provide enough storage for the 1 in 100 year rainfall event. Surface water drainage shall be constructed in accordance with Greater Dublin Regional Code of Practice for Drainage Works Coastal Zones The proposed development has the potential to impact upon water quality within the River Tolka Estuary through fine sediments and pollutants, e.g. hydrocarbons (oils /EIAScr January 2018 Page 16

21 and fuels) and construction materials entering the waterbody. It is considered that with appropriate drainage design and standard best practice construction management there will not be any likely significant effects on the River Tolka Estuary Mountain and Forest Areas There are no mountains or areas of forestry within the study area of the proposed development Nature Reserves and Parks There are no nature reserves or parks affected by the proposed development Nationally Designated Sites The rth Dublin Bay pnha is located 150m north of the proposed development. It is considered that with appropriate drainage design and standard best practice construction management there will not be any significant effects on the pnha European Sites The South Dublin Bay and River Tolka SPA is located 280m to the north-east of the proposed development. It has been concluded that the Project does not have the potential to impact, either directly or indirectly, the Qualifying Interests or Special Conservation Interests of any European site. Consequently, it is clear that there will be no adverse impacts on the Conservation Objectives of any European sites as a result of the Project Environmental Quality Standards There are no known areas in which the environmental quality standards shall be exceeded Densely Populated Areas The location of the proposed development is on East Wall Road, to the east of Dublin City Centre. The development is not expected to affect any densely populated areas however there are lands adjacent to the proposed development zoned as residential areas in the Dublin City Development Plan ( ). It is unlikely that there will be negative impacts to these areas due to the construction of the proposed development due to its small scale and the implementation of best practice guidelines. There is not likely to be any significant impact on road users as a result of the proposed development. The additional increase in traffic as a result of the extension will be minimal as the parking provisions are not increasing. However, during both construction and operation, the expansion of TCB will create positive impacts on the economy and vibrancy of the local area by providing employment Landscapes and Sites of Historical, Cultural or Archaeological Significance There are no architectural or archaeological sites or structures within the study area.. architectural or archaeological sites will be affected by the proposed development /EIAScr January 2018 Page 17

22 Designated Focal Points/ Views There will be no views, prospects or scenic routes affected by the proposed development. 4.7 Characteristics of the Potential Impacts Extent of the Impact The proposed development is located on the site of the existing Tunnel Control Building on East Wall Road which has an approximate size of 1.2 hectares. The extension to the TCB will be 510m 2. Car parking will be extended into a landscaped area and provide 62 car parking spaces including 4 disabled spaces. The landscaped area to be converted to car parking is not of high ecological or landscape importance Transfrontier Nature of the Impact There are no transfrontier impacts associated with the proposed development Magnitude and Complexity of the Impact The proposed development will support the increased level of functionality and services being provided to the M50 motorway and will comprise a new control centre, Information Technology infrastructure and ancillary spaces to effectively manage the overarching enhanced Motorway Operation Services Project. However the nature of the building does not fall into the project types mentioned in Schedule 5 of the Planning and Development Regulations Air Quality and Climate: It is considered that the scale of construction traffic required for a project of this scale will not have a significant impact on the local air quality or climate; neither will a construction project of this scale result in any significant generation of dust. As the parking capacity of the site is not being increased, there will not be a significant impact on traffic in the area. ise and Vibration: An increase in noise and vibration levels is expected during the construction phase but the impact is likely to be temporary in nature. Furthermore construction works will be carried out in compliance with BS5228: Part 1 and the European Communities (ise Emission by Equipment for Use Outdoors) Regulations, 2001 which will ensure a controlled level of noise during the construction phase. Due to the scale of the project and its distance from properties or sensitive receptors, it is considered that the construction and operation of the project will not result in any significant levels of noise or vibration. Soils and Geology: Due to the scale of the project and the small nature of excavation required, it is not anticipated that there will be any significant impacts to soils and geology as a consequence of the construction or operation of the Project. Hydrology: The principal potential impacts to surface water are associated with discharges to the receiving watercourses in this case the River Tolka. It is anticipated that there will be no significant effect on hydrology or water quality during the operational phase. A new Sustainable Drainage System (SuDS) has been drawn up to control the run-off from the site. During construction there is the potential for pollution of watercourses from sediment loading and associated anthropogenic polluting substances as a result of surface water run-off or spills on site. It is considered that the enforcement of industry best practice pollution prevention measures will remove the likelihood of significant adverse impacts to surrounding watercourses occurring (for example CIRIA Guideline Document C532 Control of /EIAScr January 2018 Page 18

23 Water Pollution from Construction Sites and C648 Control of water pollution from linear construction projects). Hydrogeology: Hydrogeological assessment addresses the potential impact of the proposed project on groundwater features and groundwater flow regime. As the proposed development will be constructed on developed land and will not involve significant cut or fill, it is considered that there will be no likely significant impact on the groundwater regime during either construction or operation. Biodiversity: The proposed development is located directly south of the point where the River Tolka enters Dublin Bay. The South Dublin Bay and River Tolka SPA comprises a substantial part of Dublin Bay. The SPA is located 280m to the northeast of the proposed development. The SPA is of ornithological importance as it supports an internationally important population of Light-bellied Brent Goose and nationally important populations of a further nine wintering species. Having regard to the location, nature and size of the proposed development, it is considered that the only likely significant risks to biodiversity are accidental pollution of surface waters and potential disturbance to bird species in the SPA as a result of noise impacts during construction. A small amount of landscaped area will be required to provide replacement car parking spaces. However, the proposed development is located on an existing developed site of minimal ecological value and it is considered that with appropriate drainage design and standard best practice construction management there will not be likely significant effects on biodiversity. A Habitats Directive Screening for Appropriate Assessment (AA) has been carried out for the proposed development in order to address the potential impact on Natura 2000 Sites including Special Areas of Conservation (SAC) and Special Protection Areas (SPA). This assessment addresses the potential impact the project may have on the Qualifying interests (habitats and species) and Special Conservation Interests (Birds) of the designated sites and the conservation objectives for same. The AA Screening report concluded that a NIS is not required for the proposed development. Archaeology, Architecture and Cultural Heritage: The proposed development will have no impact on any monuments or structures. Material Assets and Land: A construction project may affect material assets if it involves any of the following: Acquisition of land; Loss of land used by the community; Demolition of private property; Revaluation of or change in the development potential of adjoining lands / properties. The proposed development does not require the demolition of any buildings nor the acquisition or permanent interference with lands used by the community. The land is zoned as Employment/Enterprise in the Dublin City Development Plan ( ). Landscape and Visual Amenity: The construction of the proposed development is not expected to have a significant effect on the visual amenity of the surrounding area due to the land use zoning of Employment/Enterprise. The site is bounded by the M50 Motorway, the East Wall Road, industrial buildings and brownfield. The /EIAScr January 2018 Page 19

24 nearest residential property is approximately 45m from the boundary of the proposed site. The relocation of car parking spaces will take up a small amount of the existing landscaped green area, however this will not have a significant impact on the landscape of the area. There are no protected views within the area that will be affected by the proposed development and while there may be impacts due to the construction phase, these will be short term in nature and are not likely to be significant. Plates 3.3 and 3.4 show computer generated views of the proposed finish to the building. Population and Human Health: The objective of any population and human health assessment is to examine the potential impact of the construction and operation of the proposed development on the local community and business activities in the local area. The operation of the proposed development will have positive population and human health impacts as it will allow the expansion of the TCB, leading to a minor increase in employment for the local area and thereby benefiting the local economy. Similarly during construction the influx of construction workers will have a minor benefit for the local economy. Resource and Waste Management: The key phase with regard to resource and waste management is the construction phase. Due to the small scale of the proposed development, it is considered that there will not be a significant amount of waste generated during the construction phase and efforts will be made to re-use materials on site where possible, thus minimising waste. Interactions: Whilst there will be interaction between the environmental topics, particularly between human beings and landscape, noise and vibration and air quality and climate, the small scale and short-term nature of these interactions will not result in significant environmental impacts. Overall: Environmental impacts associated with the proposed development will be minor and short term and therefore, significant environmental effects can be ruled out without the necessity for further surveys, investigations and assessments Probability of the Impact During the construction stage, noise nuisances and air pollution may occur Duration, Frequency and Reversibility of the Impact The potential impacts during the development will be associated with the construction stage. These impacts will be temporary, reversible and one-off /EIAScr January 2018 Page 20

25 5. CONCLUSION 5.1 Introduction This screening report has been carried out in accordance with a methodology that is based on Environmental Impact Assessment (EIA), Guidance for Consent Authorities regarding Sub-threshold Development (DEHLG, 2003), Guidelines on information to be contained in EIs (EPA, 2002) and The European Commission Environmental Impact Assessment of Projects, Guidance on Screening (2017). The Guidelines on the Information to be Contained in Environmental Impact Assessment Reports, Draft August 2017 (EPA, 2017) was also consulted. 5.2 Mandatory EIA The proposed extension to the Motorway Operations and Control Centre (MOCC) does not exceed any of the thresholds outlined in the Planning and Development Regulations, 2001, that would trigger a mandatory requirement to prepare an EIAR. 5.3 Sub-Threshold EIA The proposed development is sub-threshold and therefore is assessed in accordance with Article 27 of the European Communities (EIA) Regulations, Characteristics of the Proposed Development The proposed development consists of a new two storey extension to the existing Tunnel Control Building on East Wall Road, Dublin 3. The gross floor area of the extension is approximately 510m 2 and it will have a steel frame superstructure supported on piled foundations. The existing road layout on the site will require minor alterations and a slight reconfiguration of the parking layout will be necessary to enable the construction of the extension. Eight car parking spaces will be required to replace the 6 no. lost to the footprint of the building and the 2 number lost due to the conversion of 6 standard parking spaces to 4 disabled parking spaces Location of the Proposed Development The proposed development is located on East Wall Road, Dublin 3 on the existing TCB site Characteristics of Potential Impacts The majority of the impacts associated with the construction stage will be short term and reversible. The AA Screening Report for the proposed route has concluded that an NIS is not required Potential Significant Effects Due to the small scale and short-term nature of the proposed Project, potential significant effects have been ruled out and further detailed assessment is not required Conclusion and Recommendations Under Schedule 5 of the Planning and Development Regulations, 2001 it is considered that the proposed development does not have potential to have significant effects on the environment for those reasons listed in the previous sections and, as such, it is not recommended that an EIAR is required /EIAScr January 2018 Page 21

26 APPENDIX A EIA Screening Checklist /EIAScr January 2018 Appendix A

27 Questions to be Considered / /? Briefly Describe Brief Project Description: Development of an extension to the existing Tunnel Control Building of the Motorway Operations & Control Centre 1. Will construction, operation or decommissioning of the Project involve actions which will cause physical changes in the locality (topography, land use, changes in waterbodies, etc)? 2. Will construction or operation of the Project use natural resources such as land, water, materials or energy, especially any resources which are nonrenewable or in short supply? 3. Will the Project involve use, storage, transport, handling or production of substances or materials which could be harmful to human health or the environment or raise concerns about actual or perceived risks to human health? 4. Will the Project produce solid wastes during construction, operation or decommissioning? 5. Will the Project release pollutants or any hazardous, toxic or noxious substances to air? 6. Will the Project cause noise and vibration or release of light, heat energy or electromagnetic radiation? Extension of existing building on hardstand and brownfield area. Land and natural resources will be required. Concrete, oils, etc will be used during construction. Small quantities of unsuitable material will be excavated during construction. The construction phase will produce air pollutants. The construction phase will create noise and vibration. Is this likely to result in a significant effect? //? Why? The small scale of the Project will ensure any physical changes will not result in a significant effect The volume of materials required will not be large enough to result in a significant effect. Construction best practice and guidance will be followed during construction. Due to the small scale of quantities excavated during construction, no significant effects are likely to be caused. Air pollution levels are not anticipated to exceed permitted thresholds. The extent of construction works will be small scale and short term and therefore will not result in significant effects. It is not expected that there will be an increase in noise and vibration during the operation phase in comparison to those at present /EIAScr January 2018 Appendix A

28 Questions to be Considered / /? Briefly Describe 7. Will the Project lead to risks of contamination of land or water from releases of pollutants onto the ground or into surface waters, groundwater, coastal waters or the sea? 8. Will there be any risk of accidents during construction or operation of the Project which could affect human health or the environment? 9. Will the Project result in social changes, for example, in demography, traditional lifestyles, employment? 10. Are there any other factors which should be considered such as consequential development which could lead to environmental effects or the potential for cumulative impacts with other existing or planned activities in the locality? 11. Is the project located within or close to any areas which are protected under international or national or local legislation for their ecological, landscape, cultural or other value, which could be affected by the project? Both the construction and operation phases will have risk of pollutants entering surface water and groundwater. Both the construction and operation phases will have risk of accidents which could affect human health or the environment. Benefits from the proposed development include the increase in employment which will result from both the construction stage and operation stage of the project. Minor positive impacts on the economy and vibrancy of the local area are also expected as a result.. The South Dublin Bay and River Tolka SPA and the rth Dublin Bay pnha are within 280m. There are no architectural, archaeological and cultural heritage sites on or around the the site location that could be affected by the development. Is this likely to result in a significant effect? //? Why? The proposed development will be designed and constructed in accordance with best practice guidelines in order to reduce these risks and to remove likely significant effects. The proposed development will be designed and constructed in accordance with best practice guidelines. The positive social effects resulting from the proposed development are not likely to be significant. The proposed development will be designed and constructed in accordance with best practice guidelines and the extent of works will not be large enough to result in significant impacts. It is considered that the proposed development will have no direct impact on any national or Natura 2000 sites or recorded monuments or structures /EIAScr January 2018 Appendix A

29 Questions to be Considered / /? Briefly Describe 12. Are there any other areas on or around the location which are important or sensitive for reasons of their ecology e.g. wetlands, watercourses or other waterbodies, the coastal zone, mountains, forests or woodlands, which could be affected by the project? The River Tolka is located 180m from the proposed development. The South Dublin Bay and River Tolka Estuary SPA is located 130m downstream of this point. Wetlands are present within this SPA. Is this likely to result in a significant effect? //? Why? The proposed development will be designed and constructed in accordance with best practice guidelines and the extent of works will not be large enough to result in impacts to the River Tolka. 13. Are there any areas on or around the location which are used by protected, important or sensitive species of fauna or flora e.g. for breeding, nesting, foraging, resting, overwintering, migration, which could be affected by the project? 14. Are there any inland, coastal, marine or underground waters (or features of the marine environment) on or around the location which could be affected by the project? 15. Are there any areas or features of high landscape or scenic value on or around the location which could be affected by the project? 16. Are there any routes or facilities on or around the location which are used by the public for access to recreation or other facilities, which could be affected by the project? 17. Are there any transport routes on or around the location which are susceptible to congestion or which cause environmental problems, which could be affected by the project? The South Dublin Bay and River Tolka Estuary SPA is located 280m to the northeast of the site The River Tolka is located 180m north of the site. There are no listed views within the area. The nearest residential property is approximately 45m from the proposed site. The location of the proposed development is on East Wall Road. The proposed development is accessed via East Wall Road. The operational stage will only increase traffic levels by 2 cars. The proposed development will be designed and constructed in accordance with best practice guidelines and the works will be short in duration and reversible over time therefore there will be no significant effect to the Special Conservation Interests of the SPA. The extent of works associated with the proposed development is not large enough to result in impacts to the River Tolka. The existing road has capacity for the negligible increase in traffic. The addition of construction traffic will only be temporary and will not have a significant effect on traffic levels on East Wall Road /EIAScr January 2018 Appendix A

30 Questions to be Considered / /? Briefly Describe 18. Is the project in a location where it is likely to be highly visible to many people? 19. Are there any areas or features of historic or cultural importance on or around the location which could be affected by the project? 20. Is the project located in a previously undeveloped area where there will be loss of greenfield land? 21. Are there existing land uses on or around the location e.g. homes, gardens, other private property, industry, commerce, recreation, public open space, community facilities, agriculture, forestry, tourism, mining or quarrying which could be affected by the project? 22. Are there any plans for future land uses on or around the location which could be affected by the project? 23. Are there any areas on or around the location which are densely populated or built-up, which could be affected by the project? The existing plant is surrounded to the north by the M50, and to the south and west by development. The property is not overly exposed but is visible along the length of East Road. A desktop study has confirmed there are no known features or areas of historic or cultural importance on or around the location. The project is located on a previously developed area of land however there will be loss of greenfield land for the provision of the additional car parking spaces. The project will not involve the acquisition of land or property. The surrounding land is zoned for Enterprise/Employment. The land is zoned as Enterprise/Employment. The proposed development is located to the north of East Wall Road, with densely populated areas located south of East Wall Road, approximately 80 m from the proposed development. Is this likely to result in a significant effect? //? Why? Michael Collins Associates (MCA) architects have designed the extension to be consistent with local requirements and to provide an appropriate terminus to East Rd. See Plate 3.3 and 3.4. The small scale of the proposed Project will not result in significant loss of greenfield land. The extent of works associated with the proposed development is not large enough to result in significant impacts to surrounding populations /EIAScr January 2018 Appendix A

31 Questions to be Considered / /? Briefly Describe 24. Are there any areas on or around the location which are occupied by sensitive land uses e.g. hospitals, schools, places of worship, community facilities, which could be affected by the project? 25. Are there any areas on or around the location which contain important, high quality or scarce resources e.g. groundwater, surface waters, forestry, agriculture, fisheries, tourism, minerals, which could be affected by the project? 26. Are there any areas on or around the location which are already subject to pollution or environmental damage e.g. where existing legal environmental standards are exceeded, which could be affected by the project? 27. Is the project location susceptible to earthquakes, subsidence, landslides, erosion, flooding or extreme or adverse climatic conditions e.g. temperature inversions, fogs, severe winds, which could cause the project to present environmental problems? Sean O Casey Community Centre is located 400m south west of the proposed development. Is this likely to result in a significant effect? //? Why? The extent of works associated with the proposed development is not large enough to result in significant impacts to surrounding land uses /EIAScr January 2018 Appendix A

32 APPENDIX 2 Figures (Proposed Site Layout Drawing) /EIAScr January 2018 Appendix B

33