Holiday Blue & Express Red (Zones Y and Z) Long-term Car Parks EIAR

Transcription

1 Holiday Blue & Express Red (Zones Y and Z) Long-term Car Parks EIAR daa 13/04/2018

2 Notice This document and its contents have been prepared and are intended solely for daa s information and use in relation to an application for planning at the Holiday Blue and Express Red (Zones Y and Z) long-term car parks. Atkins assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 217 pages including the cover. Document history Job number: Document ref: DG0013 Revision Purpose description Originated Checked Reviewed Authorised Date Rev 1.0 Draft DL DL PO D JN Rev 2.0 Revised Draft DL DL PO D JN Rev 3.0 Revised Draft DL DL PO D JN Rev 4.0 Revised Draft DL DL PO D JN Rev 5.0 Final DL DL PO D JN Atkins 31/01/ i

3 Table of Contents Chapter Pages 1. Introduction 1 2. Project Description 7 3. Planning & Development Context Population and Human Health Biodiversity Landscape and Visual Air Quality & Climate Noise Traffic Land, Soils & Geology Water Cultural Heritage References 193 Appendices Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Drawings Consultation Letters & Consultation Record Planning Landscape & Visual Air Quality Flood Risk Assessment Traffic Atkins 31/01/ ii

4 List of Tables Table 2-1. Existing Long-term car parks Serving Dublin Airport. Table 3-1. Dublin Airport Mode Share compared to other similar-sized European Airports with rail links. Table 3-2. Long-term car parking serving Dublin Airport. Table 3-3. Passenger Mode Share Dublin Airport Table 3-4. Temporary Planning Permission Records for Holiday Blue car park. Table 3-5. Temporary Planning Permission Records for Express Red car park. Table 3-6. Origin of Departing Passengers at Dublin Airport Table 4-1. Population at Country, County and Local Level from Table 4-2. Preliminary S-P-R Model for Human Health Assessment. Table 5-1. Designated sites in the environs of both car parks. Table 6-1. Visual effects of the continued use of the Holiday Blue car park on visual receptors. Table 6-2. Visual effects of the continued use of the Express Red Zones car park on visual receptors. Table 7-1. Air Quality Standards Regulations 2011 (based on EU Council Directive 2008/50/EC). Table 7-2. Definition of Impact Magnitude for Changes in Ambient Pollutant Concentrations. Table 7-3. Definition of Impact Magnitude for Changes in Ambient Pollutant Concentrations. Table 7-4. Air Quality Impact Significance Criteria for Short Term PM10. Table 7-5. Trends In Suburban Zone A Air Quality - Nitrogen Dioxide (NO2). Table 7-6. Trends In Zone A Quality PM10. Table 7-7. ADMS-Roads Air Modelling Results NO2 in Table 7-8. ADMS-Roads Air Modelling Results NO2 in Table 7-9. ADMS-Roads Air Modelling Results PM10 in Table ADMS-Roads Air Modelling Results PM10 in Table 8-1. Noise Monitoring Results N1 and N2. Table 8-2. Noise Monitoring Results N3. Table 8-3. Noise Monitoring Results N4. Table 8-4. Noise Monitoring Results N5. Table 8-5. Calculated Difference in Traffic Noise Levels, Year Table 8-6. Calculated Difference in Traffic Noise Levels, Year Table 8-7. Likely Impact Associated with Change in Traffic Noise Level. Atkins 31/01/ iii

5 Table 9-1. Committed Development. Table 9-2. MMU Passenger Travel Initiatives. Table 9-3. Car Parking Allocation. Table Mode Share and Long Term Car Parking Assumptions. Table 9-5. Mode Share Comparison Table. Table 9-6. Long Term Car Parking Supply and Demand. Table 9-7. Manchester Mode Share (Early 90 s). Table 9-8. Manchester Mode Share (Advent of metro). Table 9-9. Projected Passenger Growth. Table Opening Year (AM Peak). Table Opening Year (PM Peak). Table Opening Year +5 (AM Peak). Table Opening Year +5 (PM Peak). Table Opening Year + 15 (AM Peak). Table Opening Year + 15 (PM Peak). Table Origin - Destination (04:00 to 22:00). Table Origin - Destination (06:00 to 09:00). Table Origin - Destination (16:00 to 19:00). Table Route Percentages (AM and PM). Table Origin / Destination (06:00 to 09:00). Table Origin / Destination (16:00 to 19:00). Table AM. Table PM. Table AM. Table PM. Table AM. Table PM. Table Physicochemical surface water quality results for samples taken by daa (2014-July 2017) at sample location S2 (downstream of the car park at the discharge point to the Quinn River / Santry River). Table Physicochemical surface water quality results for samples taken by daa (2014-July 2017) at sample location M1 (downstream of the car park at the discharge point to the Mayne River). Atkins 31/01/ iv

6 Table Physicochemical surface water quality results for samples taken by daa (2014-July 2017) at sample location K2 (downstream of the Dublin Airport Site) at the main discharge point to Kealy s Stream). Table Physicochemical surface water quality results for samples taken by daa (2017) at sample location C9 (downstream of the Express red car park) at the main discharge point to the Cuckoo Stream). List of Figures Figure 1-1. Proposed Development Sites. Figure 3-1. Proposed Development Sites (generally outlined in red). Figure 3-2. Proposed Holiday Blue car park (generally outlined in red). Figure 3-3. Proposed Express Red car park (generally outlined in red). Figure 3-4. Permitted car holding area (generally identified in red). Figure 3-5. Excerpt of Fingal County Development Plan 2017 Zoning Map Sheet 11 Fingal South. Figure 7-1. Dublin Airport Wind rose, Figure 7-2. Worst-case Air Sensitive Receptors identified within the Study Area. Figure 8-1. Noise Monitoring Locations at Holiday Blue Car Park. Figure 8-2. Noise Monitoring Locations at Express Red Car Park. Figure 8-3. Road Traffic Assessment locations. Figure 9-1. Location Map. Figure 9-2. Traffic Count Location Map. Figure 9-3. Existing Turning Movements. Figure 9-4. Metro Link Map. Figure 9-5. BRT Route Map. Figure 9-6. East-West Distributor Road Indicative Alignment. Figure 9-7. National Rail Network. Figure 9-8. GDA Rail Network. Figure 9-9. National Bus Network. Figure City Bus Network. Figure Rail Network. Figure Bus Network. Figure Cycle Network. Figure Existing Passenger Mode Share. Atkins 31/01/ v

7 Figure Passenger Origins (All Departing Passengers). Figure Car Parking Demand (January 2014 to October 2017). Figure Holiday Blue Monthly car park Profile (By Entry). Figure Express Red Monthly car park Profile (By Entry). Figure Holiday Blue Hourly Car Park Profile (By Entry and Exit). Figure Express Red Hourly Car Park Profile (By Entry and Exit). Figure MMPF Future Mode Share Projections. Figure MMPF Car Parking Space Projections. Figure Forecasted Airport Passenger Growth to Figure Long Term Car Parking Supply and Demand Line. Figure TII Growth Factors. Figure Origin - Destination Overview Map. Figure Origin / Destination Routes (car park to M way). Figure Origin / Destination Routes (M way to car park). Figure Storm water drainage network at the Holiday Blue car park. Figure Surface water features in the vicinity of the Holiday Blue and Express Red car parks (Source: EPA, 2017). Figure Storm water drainage network at the Express Red car park. Atkins 31/01/ vi

8 Non-technical Summary Introduction The daa plc (daa) is seeking permission for the permanent continuance of use of the 8,840 space long-term car park known as Holiday Blue on a site at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin, and the 2,040 space long-term car park known as Express Red Zones Y and Z (hereafter referred to as Express Red) on a site at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin (10,880 spaces in total), and all associated existing infrastructure, including access from the R108 and R132 respectively, drainage, ancillary structures including lighting, bus shelters, boundary fencing, and landscaping as shown below. Proposed Development Sites. The proposed development should be considered in the context of the following key parameters: Dublin Airport is a vital element of national infrastructure, a pivotal contributor to international connectivity and a key facilitator of economic development. There has been seven consecutive years of growth in passenger numbers which reached 29.6million at the end of Notwithstanding the Airport's success in maintaining strong public transport modal share of 34.1% (bus-based transport), in the context of such strong passenger growth, it is incumbent on the Airport to facilitate access by multiple means of transport, including by private vehicle. Given the national catchment of the Airport, passengers require access by private transport particularly during the first wave of passengers (4am-6am), and from locations where public transport is unavailable. This will continue to be the case even with the planned delivery of Metro Link, improvements in bus services and ongoing sustainable transport initiatives incorporated into the Airport s Mobility Management Update (MMU). The policy and economic context has changed since the last planning application for each car park, and which now supports the continued use of these car parks on an ongoing basis. Therefore permanent permission is now being sought. Since the adoption of the Fingal Development Plan ( ) (hereafter referred to as the Fingal Development Plan), both car parks are now zoned GE General Employment (Holiday Blue was previously zoned WD ( To provide for distribution, warehousing, storage and logistics facilities which require good access to a major network within a good quality environment )) and, most importantly, are both designated with specific local objective, CP Car Park. Fingal County Council has advised that there is no planning policy impediment to a grant of permission for Holiday Blue and Express Red car parks on a permanent basis. Both car parks Atkins 31/01/ vii

9 are at capacity, which is all the more pronounced against the backdrop of very strong passenger growth experienced at Dublin Airport. This application is the latest in a long line of planning applications for both car parks spanning almost 20 years. To have them the subject of a rolling temporary permission, as has been the case to date, is not considered to be sustainable, and it does not safeguard a critical component of the Airport s surface access infrastructure. Both car parks represent a significant portion of the 26,800 space long-term car parking requirement for the Airport determined by the Terminal 2 permission (F06A/1248/PL06F ). This requirement remains appropriate to serve the Airport having regard to current mode share results and strong passenger growth, as will be demonstrated within the traffic and transportation assessment (Chapter 9) of this EIAR. Fingal County Council are now in full support of continued use at both car parks and have issued correspondence to this effect. A copy of this correspondence is presented in Appendix B. No physical works are proposed as part of this application. The Seventh Schedule of the Planning and Development (Strategic Infrastructure) Act, 2006, which amends the Planning and Development Act, 2000 identifies development comprising or for the purposes of an airport (with not less than 2 million instances of passenger use per annum) or any runway, taxiway, pier, car park, terminal or other facility or installation related to it (whether as regards passenger traffic or cargo traffic) as being an Infrastructural Development for the purposes of the Planning and Development (Strategic Infrastructure) Act, 2006 i.e. Strategic Infrastructure Development (SID). Dublin Airport had 29.6million passengers at the end of 2017 and permitted capacity for 32 million passengers per annum (mppa). It therefore constitutes an airport with not less than 2 million instances of passenger use per annum. The continuance of use of existing airport car parking with a total of 10,880 parking spaces at the Holiday Blue and Express Red car parks, falls within the Seventh Schedule as it is development for the purposes of, and related to, an airport within the meaning of Section 37 (A)(2) of the 2006 Act. In accordance with Section 37E (1) of the Planning Acts, this (EIAR) has been prepared. The EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. As part of the EIAR process, an environmental scoping exercise was carried out. The purpose of the exercise was to define the scope of the EIAR. It was concluded that the permanent continuance of use of both car parks is not expected to result in significant impacts on the following vibration, radiation and material assets. Therefore, these topics were not considered further within this EIAR. The following environmental considerations have been fully assessed within this EIAR document; Project Description, Planning and Development Context, Population and Human Health, Biodiversity, Landscape & Visual, Air Quality and Climate, Noise, Traffic, Land, Soils & Geology, Water and Cultural Heritage. Project Description The purpose of this application is solely to seek permanent permission for these Strategic Infrastructure Developments which are a critical component of Dublin Airport s surface access strategy. The area under assessment covers two sites; the Holiday Blue car park, and the Express Red car park as identified in the Plate below. The planning application does not propose any new physical works on either car park. Atkins 31/01/ viii

10 Proposed Development Sites (generally outlined in orange). The Holiday Blue car park site is c.25.1hectares in area and is located at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin. This car park comprises impermeable bituminous pavement roadways and largely permeable granular surfacing which allows for storage and partial infiltration to ground, and has an existing Sustainable Urban Drainage System (SuDS). The existing car park also consists of 2 no. attenuation areas designed to capture the excess rainfall run-off within the site boundary via overland flow prior to discharging downstream of the car park. Run-off drainage from the western portion of the car park discharges to the Quinn River / Santry River, while run-off drainage from the eastern portion discharges to the Mayne River; surface water outfalls from the existing car park pass through 7 no. oil-water interceptors prior to discharge to receiving waters. The Express Red car park and access road is c hectares in area, and is located at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin. This car park comprises impermeable bituminous pavement roadways and car parking bays, with an existing Sustainable Urban Drainage System (SuDS). Rainfall runoff across this car park drains directly to the storm water drainage system and passes through a large attenuation area located immediately north-east of the car park, and an oil-water interceptor, prior to discharging in a northerly direction to the existing storm drainage network which discharges to the Cuckoo Stream. The following operational aspects of the existing car parks have been considered as part of this assessment; There is no additional landscaping proposed; however, landscape maintenance will be carried out during the operational phase. There is a ticket station and barrier system located at the each of the entrances to the existing car parks. The Express Red car park also has kiosk pay stations located at the exit from the car park; these kiosks will continue to be used. The car parks operate by means of a ticket system, whereby a ticket which is issued upon entry, must be retained and used in order to exit the car park. A pre-booked facility is also available via the internet. The car parks are served by airport shuttle buses provided and funded by daa which brings passengers back and forth from the car parks to the airport terminals. The car parks are regularly patrolled by Airport Security, and CCTV cameras are installed. Atkins 31/01/ ix

11 The main potential emissions arising from the proposed development are vehicle derived air emissions. Potential impacts arising from these emissions have been evaluated in detail within the Air Quality and Climate Assessment and the Traffic Assessment. Potential alternatives to the proposed development have been considered at length within this submission. Detailed evaluation of the following reasonable alternatives is presented within Chapter 3 Planning and Development Context of this EIAR; Do nothing Provide multi-storey long-term car parking New car parking on a greenfield site A further temporary permission. We submit that the proposal presented in this application, for permanent continuance of the existing car park development comprising 10,880 long-term surface car parking spaces, is the best alternative option available. Granting permanent permission for these existing car parks is the preferred option as it: - Is fully in keeping with the specific CP (car park) objective and GE Zoning as provided in the new Fingal Development Plan, endorsing their long-established use as critical airport surface access infrastructure; Is appropriate having regard to the established nature of the car parks which are fully constructed and in situ and their location proximate to Dublin Airport; Is in line with the quantum of long-term car parking deemed necessary and appropriate for Dublin Airport having regard to the planning permission for Terminal 2 (Reg. Ref. F06A/1248/PL ); Recognises the strong and sustained passenger growth at Dublin Airport originating from a national catchment where public transport is not always available or feasible; Is environmentally sound having regard to the impact that would be generated by the development of replacement long-term car parking at an alternative location; Will ensure that an existing and established car parking resource is available to the Airport to safeguard its efficient operation; Will put an end to costly recurrent and administratively burdensome repeat applications which would arise should a temporary planning permission be granted again; Does not preclude any later development of the subject lands for an alternative use, or in another format, subject to the necessary financial feasibility and planning considerations at that time; In conjunction with the ongoing implementation of other objectives of the Airport s MMU 2017, the continuation of both the car park resources, which are in keeping with the specific objectives and GE Zoning as provided in the Fingal Development Plan, are part of the permitted long-term car parking resource required to serve Terminals 1 and 2, and will ensure that the Airport can continue to operate efficiently as one of Ireland s most significant pieces of infrastructure; The Fingal Development Plan supports, by means of Local Objectives, the Holiday Blue and Express Red long-term car parks, and critically does not include any policy requirements that would disallow the current long-term car parking regimes at both Holiday Blue and Express Red from operating on a permanent basis. There is an existing permanent grant of permission for the central area of Express Red (former Eastlands) long-term car park (PL06F: PA0030). Notably, under that same permission, the Inspector had recommended a permanent grant of permission for Express Red (Zones Y & Z) also. Atkins 31/01/ x

12 The current temporary 7-year permission for the Holiday Blue car park expires in late 2018 and for the Express Red (Zones Y and Z) car park in early 2021, as detailed further in Chapter 3. daa is now seeking a permanent permission for the continuation of use of the 10,880 space long-term car parks. The need for the project is discussed in greater detail within the accompanying Planning Report and Chapter 3 Planning and Development Context of this EIAR. As part of the EIAR assessment process, consultation was undertaken with statutory organisations at various stages of the pre-planning process and subsequently informed the preparation of the EIAR document. All comments and feedback received from the environmental consultees is addressed in full within the EIAR. Consideration of cumulative effects with other projects was undertaken. All relevant developments in the immediate environs of Dublin Airport, which have been approved but are not yet built or operational, have been reviewed. Each of these developments which are not part of the existing environment, has been reviewed in terms of potential cumulative environmental impacts that may arise with the proposed continuance of use of Holiday Blue and Express Red car parks. Given the nature, scale, and the location of these developments, the following cumulative impacts were identified and considered further as part of the EIAR: - cumulative traffic impacts; and associated cumulative air quality and noise Impacts. An assessment of potential cumulative impacts is presented within the Traffic Impact Assessment (Chapter 9). Predicted cumulative traffic figures were subsequently used to inform the Air Quality and Noise Impact Assessments presented in Chapter 7 and Chapter 8 respectively. Planning & Development Context A detailed review of the planning policy and history context within which the proposed development is presented was undertaken. The importance of Dublin Airport to the competitiveness of the Irish economy, as the principal entry/exit point to the country, and the need to facilitate airport capacity needs and safeguard its operational efficiency, is fully endorsed in national, regional and local planning policy. The new National Planning Framework, adopted in February 2018, emphasises the need for investment in the country s Airports, including Dublin Airport, to secure high quality international connectivity. A key future growth enabler for Dublin is enhanced airport access via public transport and the road network to the north and west. Since the adoption of the Fingal Development Plan in 2017, both car parks are now zoned GE General Employment and are designated with specific local objective, CP Car Park, reflecting the appropriateness of the established car parking use in this location and recognising the key role car parking plays in the surface access strategy of Dublin Airport. Long-term car parking also constitutes Strategic Infrastructure Development, of strategic importance to the Airport s operations and is a key element of its transport infrastructure. daa continues to deliver its sustainable transport Mobility Management targets, with bus (34.1%) and bus and taxi combined (56%) the preferred mode of access. This compares favourably with similarly-sized Airports in Europe. As a national airport, Dublin Airport also needs to provide long-term car parking in order to meet the mobility needs of its national catchment. Access by car remains a necessary and, in some instances, sole mode option, particularly during the busy first wave (from 4am-6am), when public transport options are either limited or unavailable. Given the overriding objectives for safeguarding the current and future operational, safety, and technical requirements of Dublin Airport, it follows, therefore, that access needs to be facilitated by a range of means, including by car. By virtue of Condition 23 of permission PL06F (F06A/1248) (Terminal 2) An Bord Pleanála has provided that long-term car parking of 26,800 is appropriate for an airport of 32 million passengers with a Metro Link in place. The existing car parks are included within this figure. The proposed development does not propose to change or increase supply beyond the level permitted by Condition 23, only change the terms of existing temporary planning permissions to permanent. As we will demonstrate, the baseline data supporting that determination, including any assumptions made, has been reviewed and evaluated in the context of the current receiving environment as part of this submission, specifically in relation to Traffic. The findings of this review are presented in the Traffic and Transportation assessment (Chapter 9). Atkins 31/01/ xi

13 Both car parks are long-established and are daa s only principal long-term car parking facilities within easy reach of both Airport terminals, having been in existence for approximately 20 years without significant negative impact on the environment or on the amenities of the area. This level of long-term car parking is reasonable based on current public transport provision, infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently. Population and Human Health The impact of the development on the broader human environment has been assessed for the operational phase. The continuance of use of the car parks will not adversely affect any of the adjoining land uses or properties. Commercial / industrial activities in the vicinity of the car parks will not be impacted on by traffic associated with the continued operation of the existing car parks. The development will not impact adversely on the existing recreational activity in the vicinity of the existing car parks; access to the ALSAA Sport Complex will not be impacted. There will be no impact on the level or profile of the population of either the hinterland of the car parks and airport, or of the catchment areas of Dublin Airport. There will be a neutral impact on the existing support employment if permission is granted for both car parks. A Stage 1 Human Health screening assessment has been undertaken. The continued use of the car parks will not have an adverse impact on mental health and wellbeing, or on social, economic and environmental living conditions that would indirectly affect health, will not affect an individual s ability to improve their own health and wellbeing, will not result in a change in demand for or access to health and social care services, and will not have an impact on global health. Potential direct impacts on human health have been considered and no residual impacts have been identified. The continued use of the car parks will have a slight beneficial effect on the mental health and wellbeing of visitors to the Airport, as this will provide certainty with regards to the availability of long-term car parking. In relation to Population and Human Health, the continued use of both the existing car parks will not result in any significant direct or indirect impacts. Biodiversity This chapter addresses the biodiversity of the Holiday Blue and Express Red car parks, the potential impacts of continuation of use as car parking and mitigation where required. Impacts on water quality and hence aquatic ecology are addressed in Chapter 11 Water of the EIAR. A desk study was carried out to collate the available existing ecological information on the sites. A review of available mapping and aerial photography was also undertaken using online mapping sources. Both the Holiday Blue and Express Red car parks were surveyed in July The objective of the site visits was to confirm that there had been no significant changes to either car park since the most recent habitat and ecological surveys in 2010 (Holiday Blue car park) and 2013 (Express Red car park). The evaluation and impact assessment was undertaken with reference to Guidelines for Ecological Impact Assessment in the United Kingdom and Ireland (CIEEM, January 2016). Holiday Blue and Express Red car parks are not within any site designated for nature conservation. The closest such site to both car parks is Santry Demesne pnha (000178) which is proposed as a designated site for the presence of old demesne woodland. This is located 1.4km southeast of Holiday Blue car park and 1.3km southeast of the Express Red car park. The Holiday Blue car park is connected to Santry Demesne pnha via the Quinn / Santry River which runs along the southern boundary of this car park. The Quinn / Santry River flows into the Santry River which in turn flows into the North Dublin Bay pnha / SAC (site code ) and North Bull Island SPA (site code ); approximately 8.5 km southeast (when measured in a straight line) from the Holiday Blue car park. The Mayne River is located immediately east of the Holiday Blue car park; and flows in an easterly direction Atkins 31/01/ xii

14 for approximately 8km before discharging to Baldoyle Bay pnha / SAC / SPA at Portmarnock. The Express Red car park drains to the Cuckoo Stream via a large attenuation area. The Cuckoo Stream flows in an easterly direction for approximately 5 km before joining the Mayne River downstream of the Express Red car park. The Mayne River flows approximately 2km further east before discharging to Baldoyle Bay pnha / SAC / SPA at Portmarnock. An Appropriate Assessment Screening report has been prepared as a standalone document and accompanies this application. The habitats present within the car parks are largely artificial in nature; they are evaluated as important at the Site level. Fauna within the proposed development reflects the habitats present; i.e. hard surfaces with little or no semi-natural vegetation as well as areas of landscaping. Apart from screening cover around the periphery, the car parks do not include important habitat for fauna. An exception is Irish hare Lepus timidus hibernicus, which has been frequently recorded within the Dublin Airport and its various car parks. There are no records of rare plants from the grid squares within which the carparks are located within the last 10 years (source: NBDC; The following design principles and designed-in mitigation have informed the assessment of impacts: There will be no loss of or damage to any of the ornamental trees and shrubs and small areas of amenity grassland currently present within the Site. There will be no alteration or reduction in maintenance of the Sustainable urban Drainage Systems (SuDS) techniques employed at the car parks to minimise environmental impacts. The operation of the car parks will continue to employ standard good practice pollution control measures and the existing drainage management and maintenance will continue as before. There will be no alteration of the existing lighting regime in use on the Site and security cameras will remain infra-red. Residual impacts are not anticipated to occur as the continuation of use of the Site as long-term car parking will not result in any changes to the existing environment and pollution prevention measures will be maintained as they are currently. Furthermore, the Stage 1 AA Screening report submitted in support of this application confirmed that no significant impacts were likely to occur to the identified Natura 2000 sites and that there is no requirement to proceed any further in the Appropriate Assessment process. Landscape and Visual This chapter addresses the landscape and visual components of the Holiday Blue and Express Red car parks, the potential impacts of continuation of use as car parking and mitigation where required. The assessment comprised the following elements; Assessment of landscape effects: assessing effects on the landscape as a resource in its own right; and, Assessment of visual effects: assessing effects on specific views and on the general visual amenity experienced by people. The study area is within the Fingal County Council Landscape Character Assessment described within the current Fingal Development Plan. This local level character assessment provides detail on the type of landscape that occurs within the study area and assigns the landscape character of the area as Low-Lying Character Type. There would be no adverse effects on the overall landscape character as a result of the continuance of use of the car parks. The landscape impact assessment found that the significance of the effects on landscape character within the study area is judged to be Neutral. Atkins 31/01/ xiii

15 Visual receptors identified as part of this assessment included people using; roads, settlements including residential areas, commercial properties, leisure facilities and Dardistown Cemetery. Several mitigation measures, associated with maintenance and replacement planting were identified. The principle mitigation measures for the Holiday Blue car park are as follows: - Maintenance of the woodland screen planting along the mounds at all car park boundaries to limit views into the car park from the adjoining roadways. Replacement planting to the southern and eastern boundary of the site, to complete any gaps (where plants have died) in the existing screen planting along the site boundary to limit views into the car park from the adjoining road. The principle mitigation measures for the Express Red car park are as follows: - Maintenance of hedge planting along the entrance road to the site near the R132 Swords Road and Corballis junction so that it will continue to establish and screen views towards the car park as it matures. Maintenance of planting along the access road within the site and around the car park so that it will continue to establish and screen views towards the car park. Replacement planting to complete any gaps (where plants have died) in the existing screen planting around Zones Y and Z car park site boundary to limit views into the car park from Dardistown Cemetery. Taking account of these mitigation measures (maintenance and replacement planting along localised boundary sections) the continued use of the car parks will not result in any significant adverse residual impacts in relation to the landscape and visual environment. Air Quality & Climate The impact of the developments has been assessed for the operational phase for both air quality and climate. The operation of the developments has been assessed in the opening year (2018) and the design year (2033). The baseline air quality environment was assessed by reviewing existing Environmental Protection Agency (EPA) data for various locations in Dublin and ambient air quality data from daa. Existing background levels of all pollutants are well within the ambient air quality standards. Air dispersion modelling was carried out using the ADMS-Roads model (Version 4.0). The aim of the study was to assess the contribution of the proposed car park emissions and emissions from increased traffic on surrounding roads, to off-site levels of Nitrogen Dioxide (NO2) and Particulate Matter less than 10 and 2.5 microns (PM10 and PM2.5) and to identify the ground level concentrations at the nearest air sensitive receptors for each compound assessed. The dispersion modelling study consisted of the following components: - Review of the traffic data for the opening and design years and calculation of emissions using emission factors; Hourly background data files were incorporated into the model for NO2 and PM10; Dispersion modelling of NO2, PM10 and PM2.5 was conducted for the Do Nothing (car parks removed) and Do Something (car parks retained) scenarios on the opening and design years; Presentation of predicted ground level concentrations of released substances at the worst-case air sensitive receptors within the study area; Evaluation of the significance of the predicted concentrations, including consideration of whether the ground level concentrations are likely to exceed the relevant ambient air quality limit values. Atkins 31/01/ xiv

16 In relation to NO2, PM10 and PM2.5, detailed modelling study predictions have shown that concentrations at the worst-case air sensitive receptors during the opening and design years will be within the ambient air quality standards. Furthermore, the impact of the development will increase concentrations by at most 2% of the limit values and thus will be negligible for NO2, PM10 and PM2.5. In relation to climate, the operation of the developments will not be significant due to the small magnitude of the traffic increases as a result of the proposal and will, therefore, have a negligible impact on greenhouse gas emissions in the national context. It is also noted that any decrease in road traffic and associated decreased emissions in the Do Nothing scenario will be offset by the increase in drop-offs by private car to the airport. Noise This chapter assesses the potential noise impact of the proposal for the operational phase, in the opening year (2018) and the design year (2033). The detailed noise assessment comprised the following components; A baseline noise survey within and in the vicinity of the car parks (5 no. monitoring locations) to determine the existing noise climate associated with the current site activity; Predictive calculations were completed taking account of site specific traffic data for the Do Nothing (car parks removed) and Do Something (car parks retained) scenarios on the opening and design years. Predicted noise levels were then evaluated to determine the potential impacts associated with the continuing operations of the car parks at the most sensitive locations. The car parks under consideration are located to the south and east of the South Runway and are located within the Inner Airport Noise Zone. The noise environment at the two nearest noise sensitive locations to the car parks are high and are dominated by aircraft landing and take-off at the South Runway in addition to road traffic along the R108 and R132. Noise levels measured along the boundaries of the car parks were noted to also be dominated by external noise sources, predominately aircraft and road traffic. The assessment has concluded that activities associated with either car park operating does not contribute any significant noise level that would be perceptible above the dominant sources in the area. Therefore the key conclusion of this assessment is that the operational impact of the continued use of both car parks is imperceptible in the long-term. Traffic Both car parks are fully operational long-term car parks. The facilities represent key elements of infrastructure essential to the operation of Dublin Airport. The car parks are located to the south of the Airport. The proposal is for the permanent continuance of use for 10,880 surface car parking spaces. For the purposes of the traffic assessment the Express Red car park was assessed in its entirety (i.e. including Zones Y and Z) and is referred to hereafter as the wider Express Red complex. Receiving Environment Both car parks have direct access on to the regional road network surrounding the airport with the Holiday Blue accessing onto the R108 and the wider Express Red complex accessing onto the R132 and thus are easily accessible from and to the strategic road network consisting of the M1 and M50 motorways. A review of committed developments within the vicinity of Dublin Airport has been undertaken. Planning documents associated with the above listed committed developments have been reviewed in terms of traffic generation to allow for cumulative impacts of these developments and the car park proposal to be assessed. These are assessed within the Traffic Impacts section of this chapter. Atkins 31/01/ xv

17 Dublin Airport is well served by public transport with numerous buses and coaches connecting the Airport with destinations all over Ireland inclusive of Northern Ireland. Direct coach services are provided between the main regional cities and towns in Ireland by a number of operators, with Bus Éireann and Aircoach providing the majority of these services. Within the Dublin Region, Dublin Bus and Aircoach provide over 400 services daily connecting the City Centre and its suburbs with the Airport. In vicinity of the Airport Campus, pedestrian and cycle facilities are generally of high and consistent standard with wide pedestrian footpaths and good quality cycle tracks. Along the R132, from the Airport Roundabout to the Old Airport Road Junction, there are high quality pedestrian and cycle shared path facilities on both sides of the road. The Transport Strategy for Greater Dublin Area provides a framework for the planning and delivery of transport infrastructure and services in the Greater Dublin Area (GDA) over the next two decades. The proposals which will have the greatest impact on travel to and from the airport are the Swords to City Centre BRT, Metro Link and the East West Distributor Road. Dublin Airport plays a proactive role in ensuring that an appropriate level of public transport access to the airport is maintained and improved upon. It does this through a range of measures such as incentives, promotion and infrastructural improvements. The 2017 Mobility Management Update (MMU), document outlines the progress made in terms of sustainable transport choices and identifies a number of objectives over the next period to ensure that good surface access arrangements and sustainable transport patterns are maintained and achieved. The Need for Long Term Car Parking It should be acknowledged that a significant portion of passengers travel to the Airport from locations and at times where public transport is not available. These passengers need to be facilitated. Whilst public transport accounts for 34% of the passenger mode split associated with the Airport, access via the private car also accounts for 33%. Therefore, access to the Airport by private car is an essential part of the modal mix, as would be expected to be the case in any Airport. In this regard, in order to safeguard the current and future operational requirements of the Airport, having an adequate supply of long-term car parking is an essential part of the surface access strategy of not just Dublin Airport but of all airports. Long-term car parking is thus a necessary, integral and ancillary operational element of Dublin Airport s infrastructure and the continuance of use on a permanent basis of the Holiday Blue and wider Express Red complex car parks is a vital component in safeguarding this need. The provision of sufficient available capacity in a long-term car park is an essential pre- requisite to the operation of an airport. Review of Terminal 2 EIS As part of this EIAR we have reviewed the EIS prepared for Terminal 2 and supporting documentation. Based on our review of the 2006 Mobility Management Plan Framework (MMPF) which accompanied the 2006 EIS for the Terminal 2 application to ABP, it is acknowledged that the assumptions made therein were relevant and justifiable for passenger numbers of 32mppa. The basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) therefore remains valid for this level of passenger capacity. Nothing of significance has changed in the intervening period that would justify a downward revision of the 26,800 car parking requirement set by Condition 23. This level of long-term car parking is reasonable based on current public transport provision, infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently. It is considered that at this point in time, this application can only address the current long term car parking needs of the airport. It is considered that the issue of projected car parking requirements can be dealt with within future applications for long term car parking needs as and when they arise. This will not change following the introduction of the Metro Link. Impact of Metro Link Atkins 31/01/ xvi

18 daa fully supports the delivery of the Metro Link. It will significantly improve the transport options for passengers and have a very positive effect on the airports MMU. In terms of Metro Link in 2027, the catchment along Corridor A between Swords and City Centre of the GDA Strategy will likely significantly benefit in terms of sustainable transport options to Dublin Airport. Metro Link will likely divert passengers from taxi services and existing excellent Public Transport providers within this Corridor. Notwithstanding this, Metro Link will not necessarily address the national catchment of the airport as over 60% passengers using the long-term car park originate outside of Dublin, where they are likely not situated close to reliable bus services, will be travelling outside of bus time tabled routes, will be carrying luggage which would not be conducive to multiple connected journeys via public transport. A case study review of two British airports (Edinburgh and Manchester) that have recently introduced Light Rapid Transit metro links to their respective city centres, suggests that such systems will have significant positive impacts on modal shares in a local catchment context, particularly concerning that of employee modal share. However when the catchment becomes more extensive, as is the case for a high proportion of airport passengers, longer distance modes that don t necessitate multiple mode interchanges (heavy rail, regional bus services, park on site and kiss and ride) are the preferred mode choices. Impact of Non-National and National Roads In terms of impacts on the local road network, the demand for long-term airport car parking is somewhat counter-cyclical when compared to the seasonal demands and fluctuations on the local road network. The demand for an airport long-term car park peaks during school holidays when the local roads are least busy, as families take the opportunity to go on vacation during school holiday periods. Of these entries and exits the greater concentration occurs at the weekends. When considering the impacts on the local road network it must also be noted that car parks represent two journeys whereas drop offs can account for four trips. Detailed junction turning counts were undertaken at 7 no. non-national road junctions and 2 no. motorway interchanges to inform the traffic assessments undertaken as part of this EIAR. The proposal will not increase travel demands entering and exiting the existing non-national and national road network in vicinity of the Airport. The adjacent non-national road junctions have sufficient capacity to continue to operate in a safe and efficient manner. In addition, a detailed origin destination survey was undertaken to allow an assessment of traffic routes and volumes between the Airport and the Strategic Road Network. Traffic conditions on the adjacent national roads and in particular the M50 Motorway, the M1 Motorway, the M50 Junction 2 (Ballymun Interchange) and M1 Junction 2 (Airport Interchange), will continue to remain busy with delays experienced on some sections of the M50. However, based on a detailed review of origin and destinations routes and volumes between the adjacent National Road network and the car parks, it is evident that volume of such traffic during the AM and PM peak periods is minimal and as such current congestions issues cannot be attributed to strategic passenger traffic traveling to the Airport to access long-term car parking options. It is understood that TII are actively addressing current congestion issues through development of demand management measures and schemes. Land, Soils & Geology This chapter addresses the land, soils and geology in the vicinity of the Holiday Blue and Express Red car parks, the potential impacts of continuation of use as car parking and mitigation where required. The Holiday Blue car park and surrounding lands are slightly to moderately sloping in a general direction from northwest to south-east. The Express Red car park and surrounding lands are slightly to moderately sloping in a general direction from southwest to north-east. Historically both car parks were greenfield sites dominated by agricultural land-use. Both car parks are generally underlain made ground and glacial till. Beneath the Holiday Blue car park, bedrock generally comprises mudstones and limestones of the Tober Colleen Formation and the Malahide Formation; there are a number of geological faults in the vicinity. Beneath the Express Red car park, bedrock generally comprises limestone and shale of the Lucan Formation. Atkins 31/01/ xvii

19 The surface of the Holiday Blue car park has been designed with permeable gravel which enables the rainfall run-off from the car park to migrate vertically into the underlying subsurface. However, this car park is underlain by low permeability clay; in the unlikely event of a vehicle spillage /leakage of fuel or oil any soils / bedrock impacts would be very localised. In addition, based on ground conditions, and taking account of the presence of petrol interceptors and silt traps at all storm water outfalls, this potential low-level risk will not result in a significant adverse impact to soils and geology beneath the car park. The surface of the Express Red car park comprises impermeable tarmac; hence in the unlikely event of a vehicle spillage /leakage of fuel or oil, there is no such potential low-level risk to soils / bedrock quality beneath this car park. During the lifetime of both car parks maintenance works will be carried out, and would have potential to result in localised impacts on soils; however, mitigation measures will be implemented to address these potential impacts. Therefore, the continued use of both car parks will not have any significant residual impacts on land, soils and geology given the mitigation measures proposed during the continued operational phase of both car parks. Water This chapter addresses the hydrology (i.e. surface water) and hydrogeology (i.e. groundwater) in the vicinity of the Holiday Blue and wider Express Red complex car parks, the potential impacts of continuation of use as car parking (including potential flood risk) and mitigation where required. In terms of hydrology, rainfall runoff across the Holiday Blue car park drains directly to the ground via permeable granular surfacing. In addition, the existing car park also consists of 2 no. attenuation areas designed to capture the excess rainfall run-off within the site boundary via overland flow prior to discharging downstream of the car park. Run-off drainage from the western portion of the car park discharges to the Quinn River / Santry River, while run-off drainage from the eastern portion discharges to the Mayne River; all surface water outfalls from the existing car park pass through an oil-water interceptor (7 no. in total) prior to discharge. The Quinn River / Santry River flows in a south-easterly direction prior to discharge to North Dublin Bay Special Area of Conservation (SAC). The Mayne River is located immediately east of the car park; this river flows in an easterly direction before discharging to the Baldoyle Bay SAC. Potential water quality impacts to key surface water receptors, namely the Quinn River / Santry River, Mayne River, Cuckoo Stream and Kealy s Stream, have been assessed through a review of analytical data and trend assessments of over 130no. surface water samples. No significant surface water quality issues associated with key potential contaminants of concern have been identified. In terms of hydrogeology, there are no drinking water sources or source protection areas reported within 2km of either car park. The groundwater status in the vicinity of both car parks is classified as Good on a regional scale. The surface of the Holiday Blue car park has been designed with a permeable gravel which enables the rainfall run-off from the car park to migrate vertically into the underlying subsurface. However, this car park is underlain by low permeability clay; in the unlikely event of a vehicle spillage /leakage of fuel or oil any soils impacts would be very localised, with low potential for vertical migration and associated impacts to groundwater. The surface of the Express Red car park comprises impermeable tarmac; hence in the unlikely event of a vehicle spillage /leakage of fuel or oil, there is no such risk to groundwater quality beneath this car park. There is also potential that such oil / fuel spillages and leakages could result in hydrocarbon contamination of the receiving surface water bodies (namely the Quinn River/ Santry River, the Cuckoo Stream, and the Mayne River) via storm water discharge from both car parks. However, storm water drainage from both car parks passes through attenuation areas and oil-water interceptors prior to discharge. This infrastructure at both car parks will continue to be maintained regularly. Hence this potential risk will not result in an adverse impact on surface water quality in the receiving environment of the car parks. During the lifetime of both car parks maintenance works will be carried out, and would have potential to result in localised impacts on groundwater and surface water; however, mitigation measures will be implemented to address these potential impacts. Atkins 31/01/ xviii

20 A standalone Flood Risk Assessment (FRA) has been prepared. The overall finding from the FRA is that identified potential flood risks are sufficiently addressed. No significant flood risk to or from the car park was identified to be associated with the continued operation of both car parks. Therefore, the continued use of both car parks will not have any significant residual impacts on hydrology or hydrogeology given the mitigation measures proposed during the continued operational phase of both car parks, and will not result in a potential flood risk. Cultural Heritage This chapter addresses the cultural heritage (including archaeology and architecture) of the Holiday Blue and Express Red car parks, the potential impacts of continuation of use as car parking and mitigation where required. Both car parks and surrounding areas are part of a landscape which is rich in historical and archaeological material. There are no recorded archaeological sites within the Holiday Blue car park or within 200m of its boundary. There are no recorded archaeological sites within the Express Red car park or within 400m of its boundary. The general region has attracted settlement from early times as evidenced by the presence of monuments dating back to the prehistoric period. Continuity of settlement is illustrated by identified monuments ranging from the Bronze Age to Medieval and Post-Medieval periods. There are no Protected Structures within the meaning of the Planning and Development Acts situated within the car parks or their general environs or in the general environs of the proposed development lands. Furthermore, there are no structures located within the existing developed site. Although there are a number of structures located outside the boundaries of the subject lands and within the defined study area, none are considered to be of interest from an Architectural Heritage perspective. A review of the Excavations Database ( revealed that a licensed geophysical survey followed by archaeological test trenching and monitoring was undertaken within the general area of the Express Red car park in 2007 and nothing of significance was identified (Frazer 2007; Licence 07E0132). This investigation appears to have been undertaken in advance of an extension undertaken in the south end of the northern section of the Express Red car park. Archaeological test trenching was also undertaken in a greenfield area in lands to the north which identified features associated with the post-medieval Cloghran House and its attached farm buildings (Frazer 2009; Licence 09E0093). A review of cartographic sources for the study area, including the 1 st edition 6-inch OS maps (surveyed 1837) and the 25-inch OS maps (surveyed 1906), was undertaken and no unrecorded potential archaeological or architectural heritage features were noted in the areas now occupied by both car parks or in the immediate vicinity. There are no recorded archaeological or architectural heritage sites within either car park or within 200m of their boundaries. The Excavations Database contains a record of pre-development archaeological investigations within a section of the Express Red car park which did not reveal any evidence for the presence of any unrecorded archaeological features or artefacts. A review of cartographic sources indicates that, while the landscape surrounding the area now occupied by the wider airport complex formerly contained a number of large houses and former castles sites, the subject areas are depicted as undeveloped fields until they were developed as car parks in recent decades. The continued operation of both existing car parks will have a neutral effect on archaeology or architectural heritage as there are no physical works proposed as part of this planning application and there is no record of any archaeological remains or architectural heritage sites within the boundaries of the existing Holiday Blue & Express Red car parks or their close environs. Atkins 31/01/ xix

21 Climate Change Drainage infrastructure beneath both car parks and associated attenuation areas have been designed to take account of potential changes in rainfall run-off rates associated with climate change. Therefore, the potential impact of climate change on the proposed development from a drainage perspective is imperceptible. Due to the size and nature of the proposal and the small magnitude of change in traffic levels as a result of the car parks, the impact of retention of the car parks on national greenhouse gas emissions is predicted to be insignificant in terms of Ireland s obligations under the relevant EU targets. Atkins 31/01/ xx

22 1. Introduction The Proposal 1.1. daa plc (daa) is seeking permission for the permanent continuance of use of the 8,840 space longterm car park known as Holiday Blue on a site at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin, and the 2,040 space long-term car park known as Express Red Zones Y and Z (hereafter referred to as Express Red) on a site at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin (10,880 spaces in total), and all associated existing infrastructure, including access from the R108 and R132 respectively, drainage, ancillary structures including lighting, bus shelters, boundary fencing, and landscaping as shown on Figure 1-1. Figure 1-1. Proposed Development Sites The proposed development must be considered in the context of the following key parameters: - Dublin Airport is a vital element of national infrastructure, a pivotal contributor to Ireland s connectivity and a key facilitator of economic development. There has been seven consecutive years of growth in passenger numbers to 29.6million at the end of Notwithstanding the Airport's success in maintaining strong public transport modal share of 34.1% (bus-based transport), in the context of such strong passenger growth, it is incumbent on the Airport to facilitate access by multiple means of transport, including by private vehicle. Given the national catchment of the Airport, passengers will require access by private transport particularly during the first wave of passengers (4am-6am), and from locations where public transport is unavailable. This will continue to be the case even with the provision of Metro Link, bus services and ongoing sustainable transport initiatives incorporated into the Airport s Mobility Management Update (MMU). The policy and economic context has changed since the last planning application for each car park, and now supports the use of these car parks on a continuous basis. Therefore, permanent permission is now being sought. Since the adoption of the Fingal Development Plan in 2017, both car parks are now zoned GE General Employment (Holiday Blue was previously zoned WD ( To provide for distribution, warehousing, storage and logistics facilities which require good access to a major network within a good quality environment )) and, most importantly, are both designated with specific local objective, CP Car Park. Fingal County Council has advised that there is no planning policy impediment to a grant of permission for Holiday Blue and Express Red long-term car parks on a permanent basis. Both car parks are Atkins 31/01/

23 at capacity, which is all the more pronounced against the backdrop of very strong passenger growth experienced at Dublin Airport. This application is the latest in a long line of planning applications for both car parks spanning almost 20 years. Both car parks represent a significant portion of the 26,800 space long-term car parking requirement for the Airport determined by the Terminal 2 permission. This requirement remains appropriate to serve the Airport having regard to current mode share results and strong passenger growth as will be demonstrated within the traffic and transportation assessment (Chapter 9) of this EIAR. To have them the subject of a rolling temporary permission, as has been the case to date, is not considered to be sustainable and it does not safeguard a critical component of the Airport s surface access infrastructure. Fingal County Council are now in full support of continued use at both car parks and have issued correspondence to this effect. A copy of this correspondence is presented in Appendix B. No physical works are proposed as part of this application. Legislative Requirement Strategic Infrastructure Act The Seventh Schedule of the Planning and Development (Strategic Infrastructure) Act, 2006, which amends the Planning and Development Act, 2000 (hereafter referred to as the Planning Act ) identifies development comprising or for the purposes of an airport (with not less than 2 million instances of passenger use per annum) or any runway, taxiway, pier, car park, terminal or other facility or installation related to it (whether as regards passenger traffic or cargo traffic) as being an Infrastructural Development for the purposes of the Planning and Development (Strategic Infrastructure) Act, Dublin Airport is one of the most significant pieces of infrastructure in the State, and has permitted capacity for 32 million passengers per annum (mppa) (we note that pre-application consultation is in progress in relation to this permitted capacity). In this regard, the continuance of use of existing surface car parking with a total of 10,880 parking spaces at the Holiday Blue and Express Red car parks, falls within the Seventh Schedule as it is development for the purposes of, and related to, an airport within the meaning of Section 37 (A)(2) of the 2006 Act In line with the provisions of the Planning Act, daa undertook pre-application consultation with An Bord Pleanála ( the Board ) to determine if the proposed development constituted strategic infrastructure within the meaning of Section 37(A) of the Planning Acts. Pre-application consultations were held with An Bord Pleanála (ABP) on 18 th September 2017 and 19 th December, 2017 (An Bord Pleanála reference no. PL06F.PC0250) when details of the proposed development were presented. The Board subsequently determined that the proposed development constitutes Strategic Infrastructure Development (SID) in an order dated 11 th April 2018, and in keeping with previous determinations for these cases. Need for an EIAR 1.6. Section 37E (1) of the Planning Acts provides: - An Application for permission for development in respect of which a notice has been served under Section 37B (4) (a) shall be made to the Board and shall be accompanied by an Environmental Impact Statement 1.7. In accordance with Section 37E (1) of the Planning Acts, this Environmental Impact Assessment Report (EIAR) has been prepared. The EIAR is therefore required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant Atkins 31/01/

24 environmental impacts. The proposal is sub-threshold and would not require an EIAR if undertaken in a conventional route This EIAR has been prepared with regard to the guidelines on Environmental Impact Assessment Reports prepared by the Environmental Protection Agency outlined in Revised Guidelines on the Information to be contained in Environmental Impact Statements published in 2015, Advice Notes on Current Practice (in the Preparation of Environmental Impact Statements) published in 2015, and also Guidelines on the Information to be contained in Environmental Impact Assessment Reports - Draft published in August Contributors 1.9. This EIAR has been prepared by competent experts. The following table clearly sets out a list of the experts who have contributed to this EIAR, showing which parts of the EIAR they have worked on, their qualifications, experience and any other relevant credentials. Name Compa ny Area of Expertise Relevant Chapter Relevant Qualifications / Professional Accreditation Relevant Experience Deirdre Larkin Atkins Geology, Hydrogeology, Hydrology, Human Health Risk Assessment Chapter 2 - Project Description. Chapter 4 - Population and Human Health. Chapter 10 - Land, Soils & Geology. Chapter 11- Water. BSc. (Hons) Geology (2003) UCC MSc Applied Hydrogeology (2012) University of Newcastle. IGI PGeo No. 223 EurGeol No years Paul O Donoghue Atkins Ecology, Biodiversity Elaine Dromey Atkins Ecology, Biodiversity Chris Fay Atkins Traffic and Transportation Aiden O Neill Coakley O Neill Town Planning Ltd Planning Chapter 5 - Biodiversity. Chapter 5 - Biodiversity. Chapter 9 Traffic. Chapter 2 Project Description. Chapter 3 - Planning and Development Context. Eamonn Byrne EBLA Landscape Chapter 6 - Landscape & Visual. BSc (1991) UCC MSc (1992) UCC PhD (1997) UCC Member of the Chartered Institute of Ecology and Environmental Management (MCIEEM) Chartered Environmentalist (CEnV) BSc (Hons) Earth Sciences - National University of Ireland, Cork, 1997 MSc Vegetation Survey and Assessment - University of Reading, UK, 1999 BEng Civil Engineering PGradDip Highway and Geotechnical Engineering MIEI Postgraduate Diploma in Town and Country Planning (RTPI approved), Queen s University, Belfast, 1994 BSc (Hons) Environmental Planning (RTPI approved), Queen s University, Belfast, 1993 Corporate Member of the Irish Planning Institute, and Member of the Irish Environmental Law Association CMLI Chartered Member of the Landscape Institute (2006, UK) Dip. Landscape Design (2003, University of Sheffield) >18 years 17 years >10 years >22 years >15 years Atkins 31/01/

25 Name Compa ny Area of Expertise Relevant Chapter Relevant Qualifications / Professional Accreditation Relevant Experience Tony Cummins John Cronin & Associat es (JCA) Cultural Heritage Claire Flynn AWN Air Quality and Climate Chapter 12 - Cultural Heritage. Chapter 7 - Air Quality and Climate. Dip. Hort. Kew (1999, Royal Botanic Gardens Kew, London) HND Landscape Management (1996, Writtle College, Essex) NCH Hort. (1993, Glasnevin, Dublin) CMLI Chartered Member of the Landscape Institute (2006, UK) Professional Member of Institute of Horticulture (MCI Hort) Bachelor of Arts (Honours) Archaeology and Sociology, UCC, 1992 Master of Arts in Methods and Practices in Irish Archaeology UCC, 1994 BA Environmental Science (Hons) Trinity College Dublin 2007 MSc Applied Environmental Science (1st Class) University College Dublin 2008 Full Member of the Institute of Air Quality Management (IAQM) Full Member of the Institution of Environmental Sciences (IES) James Mangan AWN Noise Chapter 8 - Noise. Diploma in Acoustics and Noise Control University of West England Member of the Institute to Acoustics Committee Member of Irish Branch of Institute of Acoustics >20 years >8 years >15 years Environmental Scoping As part of the assessment process, an environmental scoping exercise was carried out. The purpose of the exercise was to define the scope of the EIAR. It was concluded that the permanent continuance of use of both car parks is not expected to result in significant impacts on the following vibration, radiation and material assets. No potential vibration or radiation sources are associated with the continued use of both car parks. According to the EPA (2017), material assets comprise the following factors; built services, waste management and traffic. The continued operation of both car parks will not result in any change to as built services or waste management, while the potential traffic effects have been assessed in detail in Chapter 9 - Traffic. Therefore, vibration, radiation and material assets were not considered further within this EIAR. Appropriate Assessment Screening Natura 2000 sites, which comprise Special Protection Areas (SPAs) and Special Areas of Conservation (SACs), are a network of sites designated across Europe in order to protect biodiversity within the EU. SACs are designated under the EU Habitats Directive (92/43/EEC), as transcribed into Irish law by the European Communities (Birds & Natural Habitats) Regulations, 2011 [S.I. 477 of 2011], while SPAs are designated under the EU Birds Directive (79/4089/EEC and amendments as consolidated in 2009/47/EC). Atkins 31/01/

26 1.12. Article 6(3) of the EU Habitats Directive states that: Any plan or project not directly connected with or necessary to the management of the [Natura 2000] site but likely to have a significant effect thereon, either individually or in combination with other plans or projects, shall be subject to appropriate assessment of its implications for the site in view of the site s conservation objectives. Such an assessment is known as an Appropriate Assessment or a Habitats Directive Assessment. Further guidance on this process is provided by the European Commission (2000) and DEHLG (2009) An Appropriate Assessment Screening was undertaken by Atkins on behalf of daa, to consider the potential impacts of the proposed development on the conservation interests of surrounding Natura 2000 sites. The proposed development is not situated within any area designated for nature conservation; however, the sites are connected via three watercourses to two Natura 2000 sites: the Baldoyle Bay Special Area of Conservation (SAC) / Special Protection Area for Birds (SPA) and the North Dublin Bay proposed Natural Heritage Area (pnha) / SAC and North Bull Island SPA. Due to the distance from Natura 2000 sites (min 1.3km), the nature of the works (no new works proposed), and the control measures that have been built into the design of the project, Atkins has concluded, based on objective scientific information, that the permanent continuation of use of the car parks will not have a significant effect on the relevant European sites, either alone or in combination with other plans or projects considering the sites conservation objectives The Stage 1 AA Screening confirmed that no significant impacts were likely to occur to the identified Natura 2000 sites and that there is no requirement to proceed any further in the Appropriate Assessment process; i.e. Assessment of Alternative Solutions. These findings are discussed in greater detail in the accompanying AA Screening Report. Structure of this Report This EIAR includes all necessary technical studies to address the likely environmental effects of the continued use of the Holiday Blue and Express Red car parks. The disciplines identified for inclusion in this EIAR were determined from site visits, environmental scoping exercise, consultation with statutory bodies and previous EIA reports prepared for the site The EIAR is presented in one volume; which contains the main text including the Non-Technical Summary and all associated drawings and appendices. Chapter 2 describes the project and identifies the information required in an EIAR. The environmental issues where there is potential for significant impacts to arise are addressed in Chapters 3 to 12. Interactions between disciplines are addressed at the end of each relevant chapter. Chapter 2 Project Description; Chapter 3 Planning & Development Context; Chapter 4 Population and Human Health; Chapter 5 Biodiversity; Chapter 6 Landscape & Visual; Chapter 7 Air Quality & Climate; Chapter 8 Noise; Chapter 9 Traffic; Chapter 10 Land, Soils & Geology; Chapter 11 Water; and, Chapter 12 Cultural Heritage. Atkins 31/01/

27 1.17. Where appropriate, each of the main sections of this report are structured in the same general format, as follows: - An introduction describing the purpose of the section; A description of the methodology used in the section; A description of the aspects of the existing environment relevant to the environmental topic under consideration; Characteristics of the proposed development under consideration; An assessment of the impact of the proposed development on the environmental topic ( Do Nothing impact, environmental impact, predicted impact, operational impact); Recommendations for mitigation measures to reduce or eliminate any significant negative impacts identified; and An assessment of the residual impact that will remain, assuming that recommended mitigation measures are fully and successfully implemented Further details of methodology and discipline specific best practice and guidance is presented in the relevant appendices included within this report. Drawings are presented in Appendix A Sources of information mentioned in the text are either i) listed in full in the bibliography or ii) are referenced in full in the text. Nomenclature For the purposes of the EIAR assessment the following nomenclature has been used throughout the document; The Holiday Blue Long-term car park (formerly referred to as the Harristown car park) is referred to as the Holiday Blue car park. The Express Red (Zones Y and Z) Long-term car park (formerly referred to as the Eastlands southern section car park, and also the Dardistown car park) is referred to as the Express Red car park In addition, the Express Red Long-term car park in its entirety (i.e. including Zones Y and Z) is discussed within this document where relevant (e.g. traffic assessment) and is referred to hereafter as the wider Express Red complex. Atkins 31/01/

28 2. Project Description 2.1. The purpose of this application is solely to seek permanent permission for these Strategic Infrastructure Developments which are a critical component of Dublin Airport s surface access strategy. The planning application does not propose any new physical works on either existing car park. Nature and Extent of the Proposed Development 2.2. daa is seeking planning permission for the continuance of use on a permanent basis of the 10,880 space long-term car parks known as the Holiday Blue and Express Red car parks. A detailed description of the development is as follows; The permanent continuance of use of the existing 8,840 space long-term car park known as Holiday Blue on a site at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin, that is currently used for the same purpose under and in accordance with temporary planning permission reg. ref. PL06F.PA0022, and the existing 2,040 space long-term car park known as Express Red Zones Y and Z (Express Red) on a site at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin that is currently used for the same purpose under and in accordance with temporary planning permission reg. ref. PL06F.PA0030. The proposed development of 10,880 long-term car parking spaces is provided for under condition no. 23 of the Terminal 2 planning permission, reg. ref. PL06F (F06A/1248). The proposed development includes all ancillary infrastructure and facilities, such as the accesses from the R108 and R132 for the Holiday Blue and Red Express (Y & Z) respectively, existing internal circulation road including bus turning circles, bus shelters, car park building (including public toilets and staff break room); 2no. security huts, car park admin portacabin, 3no. substations, lighting, boundary fencing, car park barriers, car charging points, CCTV cameras, internal car park signage, existing drainage network including existing surface water attenuation areas, and all landscaping works. The proposed development requires the preparation of an The area under assessment covers two sites; the Holiday Blue car park, and the Express Red car park, as presented in Figure The Holiday Blue car park site is c.25.1 hectares in area and is located at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin The Express Red car park and access road is c hectares in area, and is located at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin The Holiday Blue car park site comprises impermeable bituminous pavement roadways and largely permeable granular surfacing which allows for storage and partial infiltration to ground, and has an existing Sustainable Urban Drainage System (SuDS). The existing car park also consists of 2 no. attenuation areas designed to capture the excess rainfall run-off within the site boundary via overland flow prior to discharging downstream of the car park. Run-off drainage from the western portion of the car park discharges to the Quinn River / Santry River, while run-off drainage from the eastern portion discharges to the Mayne River; surface water outfalls from the existing car park pass through 7 no. oil-water interceptors prior to discharge to receiving waters. The car park contains the existing features listed below which will be maintained as part of this permission: - Car park staff building; 10m high lighting columns, electrical kiosks, and CCTV cameras; Bus shelters and shuttle bus infrastructure; Boundary Palisade Fencing; Atkins 31/01/

29 Substation; Ticket / barrier system located at the entrance to the car park; All landscaping works; and Access from the R108 and internal circulation access road including bus turning circles The Express Red car park site comprises impermeable bituminous pavement roadways and car parking bays, with an existing Sustainable Urban Drainage System (SuDS). Rainfall runoff across this car park drains directly to the storm water drainage system and passes through a large attenuation area located immediately north-east of the car park, and an oil-water interceptor, prior to discharging in a northerly direction to the existing storm drainage network which discharges to the Cuckoo Stream. The car park contains the existing features below which will be maintained as part of this permission: - Car park building (including public toilets and staff break room); 10 m high lighting columns, electrical kiosks, and CCTV cameras; Bus shelters and shuttle bus infrastructure; Boundary Palisade Fencing; Admin Office portacabin and car park maintenance storage portacabin; Substation; Ticket station and barrier system located at the entrance to the existing Express Red car park; Entrance canopy located at the entrance to the existing Express red car park; and All landscaping works. Operational Aspects Landscaping 2.8. There is no additional landscaping proposed as part of this proposed development; however, landscape maintenance will be carried out during the operational phase. Emissions and Wastes during the Operation 2.9. The main potential emissions arising from the proposed development are vehicle derived air emissions. Any such emissions are fully described in Chapter 7 - Air Quality and Climate and Chapter 9 - Traffic of this EIAR. Car Park Operations There is a ticket station and barrier system located at the each of the entrances to the existing car parks. The Express Red car park also has kiosk pay stations located at the exit from the car park; these kiosks will continue to be used. The car parks operate by means of a ticket system, whereby a ticket which is issued upon entry, must be retained and used in order to exit the car park. A prebooked facility is also available via the internet. The car parks are served by airport shuttle buses provided and funded by daa which brings passengers from the car parks to and from the airport The car parks are regularly patrolled by Airport Security, and CCTV cameras are installed. Atkins 31/01/

30 Volume and Profile of Usage Both car parks operate on an all year-round basis as long-term passenger only car parks serving Dublin Airport. The main patronage are those going on business trips and families going on holiday. Dublin Airport has a national catchment. Currently the car parks are operating at or near to capacity and the occupancy profile is considered in greater detail in Chapter 9 Traffic. Description of the Baseline Scenario The baseline scenario including a description of the relevant aspects of the current receiving environment has been considered as part of this EIAR through the collection and collation of baseline data including analytical data where relevant (traffic, air quality, noise levels, surface water quality, biodiversity). A detailed description of the current receiving environment is presented in relevant sections for each environmental topic. The predicted changing baseline (i.e. the likely future receiving environment) that could arise as a result of committed development within the vicinity has also been addressed, where relevant, and is presented under the cumulative impacts section of this EIAR. Consideration of Reasonable Alternatives This application is for permanent permission for development comprising 10,880 long-term surface car parking spaces at the Holiday Blue and Express Red car parks, all associated existing infrastructure, including access from the R108 and R132 respectively, drainage, ancillary structures including signage, lighting, CCTV, ticket machines, electrical kiosks, bus shelters, boundary fencing, and landscaping In this section, we consider potential alternatives to a permanent permission, including: - Do Nothing Provide multi-storey long-term car parking New car parking on a greenfield site A further temporary permission. Do Nothing One alternative is to Do Nothing, and to allow the current temporary permissions for the Holiday Blue car park to expire in late 2018 and for the Express Red car park to expire in early 2021, and for use of these car parks to be discontinued Notwithstanding public transport provisions, and in particular the Airport's success in maintaining strong public transport modal share, in the context of strong passenger growth in recent years, it is incumbent on the Airport to facilitate access by multiple means of transport, including by private vehicle. Given the national catchment of the Airport, passengers also require access by private transport, and there is inherent demand for long-stay parking. This will continue to be the case even with the provision of Metro Link, bus services and ongoing sustainable transport initiatives incorporated into the Airport s MMU Long-term car parking is unique to the operation of an Airport, whereby it is not possible for passengers that arrive at Dublin Airport by private vehicle seeking long-term parking to simply return on an alternative day In the absence of these two car parks, demand would have to be met elsewhere. A lack of a dedicated long-term car parking resource would result in increased vehicular trips to and from the Airport by way of passenger drop offs and collections (necessitating four trips), with a resultant increase in traffic on the road network. A lack of long-term car parking could result in the abandonment of cars along public roads. Such parking can create a potentially serious traffic hazard. daa, while focused on continuous improvements in access by public transport, Atkins 31/01/

31 nevertheless needs to facilitate safe long-term car parking, as part of a range of means by which people access Dublin Airport Furthermore, in the absence of these two car parks, there are a number of airport related site specific development constraints at these sites, including location within Obstacle Limitation Zones, Public Safety Zones and Inner Airport Noise Zones. Use of this land needs to be determined in a difficult development context from which a large proportion of uses / potential future development are not suited. There is no evidence that the existing car parks have any significant adverse environmental impacts, as clearly shown within this EIAR. There is also the option of the continuance of use of car parking that has been made available on a commercial basis in the vicinity of the Airport, through valet services, car hire, offices and hotels, as well as the front drives of individual dwellings. However, such car parking is either unauthorised development which has not been subject to pre-application consultation for SID as airport-related car parking along with Screening for EIA or AA (hence would have undergone environmental assessment and due diligence), and payment of Development Contributions; or has been permitted by condition as an ancillary use only. This is, therefore, not a suitable alternative option. To consider it as a possible option would be ultra vires, given the planning status of such car parking. Such unauthorised car parking is not within the control of daa and as such cannot be quantified by daa. Multi-storey long-term car parking A further option is to provide long-term airport parking in a multi-storey format. However, a very particular set of factors must be in place to justify this model. In particular, multi-storey car parks must generate significant revenue in order to offset the financial outlay and ongoing operational costs. In order to offset the high operational and start-up costs associated with this type of car parking these car parks must have a relatively good turnaround of customers (a contradiction in terms to long-term parking ); and, must have consistently high occupancy rates regardless of season. They also must command a high price point. In order to do so, they must be centrally located close to the central business district, or, in the case of airports, the terminals, so that patrons are willing to pay for the convenience. However, none of these characteristics are conducive to long-term airport parking. Notably, this model is conducive to short term airport parking, which does have these characteristics. For the reasons outlined above, long-term airport car parking is typically characterised by surface level spaces in peripheral locations, accessible from the motorway network, and connected to the main terminal(s) by shuttle bus-type transfer. That is the case in all major international airports. Dublin Airport is no different in this regard. Feasibility is a key determining factor in the provision, nature and location of long-term car parking. On average, the length of time a car is parked at Dublin Airport s long-term car parks is one week. In this context, significant investment in multi-storey provision is not justified. The cost of providing and operating a multi-storey car park is considerably more than a surface car park. There is no business case to support multi-storey long-term car parks, and that is why they rarely, if ever, exist at national Airports. Conversely, the value of long-term car parking is in its contribution to the efficient operation and sustainability of the Airport as a national piece of strategic infrastructure of benefit to Ireland as a whole. However, in relation to the strategic resource of long term car parking located outside and at a distance from Airport core operational areas, the requirement for multi storey accommodation is primarily a matter in the longer term for daa as the commercial airport operator, as there is no specific Fingal Development Plan policy regime in place to seek this type of car parking accommodation. While these are valuable pieces of land, the airport needs to be considered as a whole and not just individual parts. Continued operation of these car parks is key to the efficient running of the airport as a whole. Furthermore, the provision of multi-storey car parking at the existing car park locations would have a greater impact on the receiving environment than the proposed development, specifically in relation to the receiving landscape and visual environment. Atkins 31/01/

32 New car parking on a greenfield site Another option is to develop unused greenfield lands within the Airport complex. However, Fingal Development Plan identifies three suitable locations for car parking associated with Dublin Airport. Two of these locations are Holiday Blue car park and Express Red car park. The other location is the existing and established QuickPark long-term car park. Therefore the existing car park locations are the best locations to provide a dedicated long-term car parking resource in the vicinity of the Airport close to the road network. Importantly, the Fingal Development Plan 2017 was the subject of Strategic Environmental Assessment of its policies and objectives, including the CP objective in accordance with national and EU legislation. All infrastructure required to provide for these long-term airport car parks is already in place. The development of two car parks in a new location would be less sustainable, in terms of the need for new drainage, surface treatment, fencing, CCTV infrastructure, bus stops, and potential traffic impact on the local road network. The development of new car parking, and associated infrastructure, on an existing greenfield site would have the potential to result in the following non-exhaustive list of environmental impacts during both the construction and operational stages; human health, biodiversity, soils, surface water and groundwater quality, traffic, cultural heritage and the landscape and visual environment. Temporary permission A further option is the granting of another temporary permission. We note that nationally, there is no other Strategic Infrastructure Development granted on a temporary basis - with the cost, uncertainty and administrative burden that this status entails. The car parks form an integral part of the accessibility options necessary for the efficient operation of the Airport and will continue to do so into the future. The provision of essential infrastructure at Dublin Airport that is of strategic importance to the region and the State cannot continue to be permitted on a temporary time-limited basis. The car parking has been in place for almost 20 years and to have it subject to a rolling temporary permission, as has been the case to date, is entirely unreasonable, and does not safeguard a critical component of the Airport s surface access infrastructure. The demand for long-term car parking serving the Airport has not abated in the intervening period since the last temporary permissions for both long-term car parks. Passenger numbers are now at a comparable level (29.6 million passengers per annum (mppa)) to that predicted when Terminal 2 was permitted (32mppa), and it has already been established in the Terminal 2 permission that this level of patronage requires 26,800 long-term car parking spaces, of which Holiday Blue and Express Red form part. The provision of a car parking resource at the Airport is particularly important given that the majority of passengers % - originate from outside Dublin and delivery of Metro Link will not serve a national catchment. Atkins 31/01/

33 Preferred Option We submit that the proposal presented in this application, for development comprising 10,880 longterm surface car parking spaces on a permanent basis, is the best option available. Granting permanent permission for these existing car parks is the preferred option as it: - Is fully in keeping with the specific CP (car park) objective and GE Zoning as provided in the new Fingal Development Plan, endorsing their long-established use as critical airport surface access infrastructure. A Strategic Environmental Assessment (SEA) 1 was prepared by Fingal County Council as part of the Fingal Development Plan and contributed to this planning policy; Is appropriate having regard to the established nature of the car parks, which are fully constructed and in situ, and their location proximate to Dublin Airport; Is in line with the quantum of long-term car parking deemed necessary and appropriate for Dublin Airport having regard to the planning permission for Terminal 2 (Reg. Ref. F06A/1248/PL ). The baseline assumptions of the documents submitted in support of this application have been reviewed and evaluated as part of this EIAR; Recognises the strong and sustained passenger growth at Dublin Airport originating from a national catchment where public transport is not always available or feasible; Is environmentally sound having regard to the impact that would be generated by the development of a new long-term car parking at an alternative location; Will ensure that an existing and established car parking resource is available to the Airport to safeguard its efficient operation; Will put an end to costly recurrent and administratively burdensome repeat applications which would arise should a temporary planning permission be granted again; Does not preclude any later development of the subject lands for an alternative use, or in another format, subject to the necessary financial feasibility and planning considerations at that time; In conjunction with the ongoing implementation of other objectives of the Airport s MMU 2017, the continuation of both the car park resources, which are part of the acknowledged required long-term car parking resource required to serve Terminals 1 and 2, will ensure that the Airport can continue to operate efficiently as one of Ireland s most significant pieces of infrastructure; The Fingal Development Plan supports, by means of Local Objectives, the Holiday Blue and Express Red long-term car parks, and critically does not include any policy requirements that would disallow the current long-term car parking regimes at both Holiday Blue and Express Red from operating on a permanent basis. Furthermore this proposal is fully supported by Fingal County Council There is an existing permanent grant of permission for the central area of Express Red long-term car park (PL06F: PA0030). Notably, under that same permission, the Inspector had recommended a permanent grant of permission for Express Red car park also (Zones Z and Y) The case for permanent permission is discussed in greater detail within the accompanying Planning Report and Chapter 3 Planning and Development Context of this EIAR. 1 Atkins 31/01/

34 Existing Passenger Parking at Dublin Airport Existing passenger parking at Dublin Airport comprises short-term and long-term parking. Short term parking is provided close to the terminal buildings in two multi-storey car parks. Long-term surface car parking, representing the majority of parking provision, is located further away from the terminal buildings at the periphery of the Airport s landholding. In addition to 3,395 short term car parking spaces adjacent to the Airport, there are currently 25,425 long-term car parking spaces located in the vicinity of the Airport These long-term spaces are consistent with Condition 23 of Terminal 2 Planning Permission (Reg. Ref. PL /F06A/1248), which provided a requirement of 26,800 long-term car parking. These long-term car parks are connected by a 24-hour courtesy bus service to the Airport. Table 2.1 contains a list of the existing long-term passenger parking currently available at Dublin Airport. Table 2-1. Existing Long-term car parks Serving Dublin Airport 2. Car Park Long-term Surface/Multi Storey daa Holiday Blue car park 8,840 spaces Surface Granted Temporary Permission under Strategic Infrastructure Act (06F.PA0022) daa Express Red car park 10,3400 spaces Surface Granted Permanent (Central car park) and Temporary Permission (northern car park and Zones Y&Z) (Planning Ref: PL06F.PA0030) QuickPark (Private) 6,245 spaces Surface car park TOTAL 25,425 * Subject of this Pre-application Consultation (incl. part of Red Express (Zone Z & Y) only) Temporary Permission (Planning Ref: PA0023) Need for the Project The current temporary 7-year permission for the Holiday Blue car park expires late 2018 and for the Express Red car park early 2021, as detailed further in Chapter 3. daa is now seeking a permanent permission for the continuation of use of the 10,880 space long-term car parks. The need for the project is discussed in greater detail within the accompanying Planning Report and Chapter 3 Planning and Development Context of this EIAR. Consultation As part of the EIAR assessment process, consultation was undertaken with statutory organisations at various stages of the pre-planning process. All environmental consultees were consulted by letter or in August 2017, as part of the Environmental Scoping Assessment and Environmental Impact Assessment, regarding any environmental or planning interests that they may have in the car park sites and surrounding environs Only three responses were received in relation to this development, namely the following; Transport Infrastructure Ireland (TII), Irish Aviation Authority (IAA) and the Heritage Division of Fingal County Council The Heritage Officer within Fingal County Council noted the requirement to screen the development for Appropriate Assessment pursuant to the requirements of the Habitat Directive and 2 Source: daa, Atkins 31/01/

35 expressed concerns relating to the potential for pollution of watercourses from hydrocarbons. These comments have been addressed within this EIAR and the accompanying NIS TII recommended that measures should be continued to promote and support sustainable transport as included in the previous grant of planning permission by the Board for Terminal 2 (Ref: PL06F ), and highlighted the requirements of Condition nos. 12, 23 and 24 of planning appeal reference no. PL06F , and recommended that these conditions should be extended to apply to the subject site. TII advised that TII CMS signage will not be available for airport use. TII recommended that a Traffic and Transport Assessment (TTA) be carried out in accordance with relevant guidelines, noting traffic volumes attending the site and traffic routes to / from the site with reference to impacts on the national road network and junctions of lower category roads with national roads, and referenced the TII TTA Guidelines (2014). Specific concerns raised included potential impacts on any national roads and associated junctions in the proximity of the proposed development, and on the M1 and M50. TII noted that any potential cumulative impacts should be addressed, and consultation with Fingal County Council should be undertaken. Other considerations including visual impacts, road safety, air quality and noise were also noted The IAA has no observations on this application provided there are no further alterations or planning applications (refer to Appendix B) No further comments were received prior the submission of this application. A copy of the response letters is presented in Appendix B, along with the consultation record. Meetings As part of the consultation process individual meetings were arranged with a number of key stakeholders to effectively discuss the key issues of the project. Pre-planning discussions were undertaken with Fingal County Council on the 24 th May 2017, 1 st June, 2017, 6 th July 2017 and 18 th July Fingal County Council has indicated that they have no objection to a permanent permission for the Holiday Blue car park because of its location, established use, and Development Plan objectives. Fingal County Council requires further consideration of a permanent permission for the wider Express Red complex in the context of the proposed Turnapin Local Area Plan (LAP), of which the Express Red Zones Y and Z form part. However, Fingal County Council has acknowledged that there is no programme for the preparation of this LAP, and that the specific 'Car Parking Objective of the Fingal Development Plan that applies to the Express Red car park would take precedence in any LAP to be prepared Fingal County Council have issued correspondence dated 18 th December, 2017 stating their full support on the proposal, the key points of which are as follows: - The availability of easily accessible, secure and conveniently located long term car parking is acknowledged as a key component in the successful operation and management of Dublin airport. In this regard, Fingal County Council is supportive of the need to ensure the continuation of use of existing long term car parking facilities serving the airport which currently operate under temporary planning permissions. Fingal County Council is cognisant of the recommendations of An Bord Pleanála in relation to previous assessments of such schemes, particularly with regard to issues of longer term sustainability of surface car parking in proximity to the airport campus. Notwithstanding such considerations, the Planning Authority is cognisant of delays in the delivery of high capacity public transport options to serve the airport and the wider Swords area and remains of the opinion that a high degree of certainty is an inherent requirement in the supply and availability of long term parking serving this important international gateway. Fingal County Council considers that the provision of multi storey car parking is strategically important in the management of short term car parking at Dublin Airport. In relation to the strategic resource of long term car parking located outside and at a distance from Airport core operational areas, the requirement for multi storey accommodation is primarily a matter in the Atkins 31/01/

36 longer term for daa as the commercial airport operator, as there is no specific Fingal County Development Plan policy regime in place to seek this type of car parking accommodation. In this regard, the Fingal Development Plan supports, by means of Local Objectives, these long term car parking areas and critically does not include any policy requirements that would disallow the current long term car parking regimes at both car parks from operating on a permanent basis Meetings were also held with the following organisations, National Transport Authority (NTA) on the 21 st June 2017 and Transport Infrastructure Ireland (TII) on the 1 st August Presentations were prepared in order to inform the organisations of the proposed planning application and to discuss the principle of, and rationale for, the proposed development, in the context of statutory policy guiding the proper planning and sustainable development of the Airport The NTA indicated that they have no major concerns with the proposed application for continuance of use on a permanent basis. In relation to Metro Link, the NTA have confirmed that neither of the subject car parks are in conflict with the proposed alignment for the Metro Link route, and therefore will have no material impact on its future development. In relation to bus network planning, in particular the potential Swords Road BRT, neither of the subject car parks will have a material impact on the future development of the bus corridors as envisaged by the NTA at this time. The NTA did note that the local road network should take cognisance of the short-term bus service improvements that will be in place prior to Metro Link. However, the continued use of the existing car parks poses no conflict to the proposed Metro Link project. The NTA also indicated their satisfaction with the performance of the MMU, and that the NTA recognises the role of long-term car parking at the airport and that it is their position to support such infrastructure, as the airport needs such car parking. These items are discussed in detail in Chapter - 9 Traffic within this EIAR As noted above, daa met with TII in order to inform them of the proposed submission. TII referred daa to their previous submission on the Holiday Blue and Express Red car park applications and noted that these comments would carry through to this application. TII indicated that the potential impact of the proposed development on the national road network should be addressed. TII also noted that the assessment should take cognisance of and be consistent with the Dublin Airport Central planning permission. We have fully addressed these comments in this EIAR. These items are discussed in detail in Chapter 9 - Traffic within this EIAR Pre-application consultations were held with An Bord Pleanála (ABP) on 18 th September, 2017 and 19 th December, Key points arising from these meetings include: - General consensus the proposed development is likely to constitute SID and that the Senior Inspector and Assistant Director of Planning will be recommending that to the Board who will make the final decision. Additional information was requested regarding supply and demand for car parking in the wider context of Dublin Airport, along with a map showing all known car park locations. This information was supplied to ABP and in the interests of completeness is included as an appendix to the attached planning report. A query was raised regarding how unauthorised long-term car parks contribute to the overall baseline Airport traffic, and whether the rental car parks will be considered as part of the ongoing Traffic Impact Assessment. Atkins confirmed that, by its nature, there are no publicly available details that we are aware of on unauthorised car parking, and it would be unreasonable for such parking to form part of the analysis, being outside the planning system. Further to this daa are not privy to commercially sensitive third-party data, such as occupancy and turnover rates. A subsequent review of the Terminal 2 decision (Ref: PL06F /F06A/1248) has revealed that such car parking was not included in the baseline assessment to inform the Airport s long-term car parking requirement, as it was considered unlikely to have an impact on mode share, and any restriction would likely have a negative impact on tourism. We also note a large number of applications for planning permission to amend and extend hotels in the recent past in the vicinity of Dublin Airport. Without exception, each of these permissions include a restrictive condition limiting car park use to that of hotelrelated parking only. A list of these permissions and the respective decisions, including a Atkins 31/01/

37 precedent case from ABP, are set out in the Consideration of Cumulative Effects with other Projects section below. Each of these developments which are not part of the existing environment, has been reviewed in terms of potential cumulative environmental impacts that may arise with the proposed continuance of use of Holiday Blue and Express Red car parks. Given the nature, scale, and the location of these developments, the key cumulative impacts which warrant further consideration have been identified as follows: - cumulative traffic impacts; and, associated cumulative air quality and noise impacts. A query was raised regarding how the implementation of Metro Link will impact on the overall baseline Airport traffic and whether other case-studies are available for similar sized airports where light rail infrastructure was introduced. This information has been incorporated into this EIAR. Consideration of case studies of Edinburgh and Manchester airports, and the impact of rail links on their public transport mode share is provided within this document. It shows that while there was a slight improvement in public transport mode share, it remained below that of Dublin Airport currently. Additional information was requested regarding surface water monitoring data for storm water drainage from the car parks. This information has been incorporated into this EIAR. A query was raised regarding what was required in terms of land-use in the Do-Nothing scenario. daa confirmed that car park use would cease, and that there are no conditions requiring the land to be returned to the previous greenfield use. A further consultation meeting was held on 19 th December, 2017 at ABPs request. The Board representatives advised that the EIAR should review the basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) to consider if anything of significance has changed in the intervening period that would be relevant to the 26,800 car parking requirement. The EIAR should also consider if the level of car parking is reasonable based on current public transport provision, both existing and planned including Metro Link infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently These issues are addressed in full within this EIAR. Consideration of Cumulative Effects with other Projects As noted above, the Fingal Development Plan supports, by means of Local Objectives, the continued permanent use of the Holiday Blue and Express Red car parks. This is a significant policy change in the current Development Plan compared to the previous Plan, and clarifies that Fingal County Council, after careful consideration, has now determined that both Holiday Blue and Express Red long-term car parks are an appropriately located land use in the vicinity of Dublin Airport. Notwithstanding this, all relevant developments in the immediate environs of Dublin Airport, which have been approved but are not yet built or operational, have been reviewed as part of the preparation of this EIAR. Hotel Developments Proposed hotel developments within the vicinity of the Dublin Airport generally comprise the redevelopment or extension of existing hotels; the scope for each committed development is briefly summarised below. Holiday Inn Express, Dublin Airport (Planning Ref: F17A/0255 Granted 08/08/17) - an extension of c. 3,369 m² to the Holiday Inn Express Hotel comprising (i) a 2-storey, set back extension at 5 th and 6 th floor levels fronting onto Northwood Avenue, (ii) a 7-storey extension to the rear of the existing hotel building, comprising 2 - undercroft levels at ground and 1 st floor levels to facilitate vehicular access, with 5-storeys of hotel accommodation above at 2 nd to 6 th floor levels, which will be facilitated by the removal of 13 no. existing car parking spaces at ground floor level; and (iii) a resident's breakfast room extension of c. 51m² at ground floor level to the rear of the hotel. The development will accommodate a total of 214 no. bedrooms Atkins 31/01/

38 (114 no. existing) and will provide a combined gross floor area of 8,768 m². The overall height of the extension to the top of plant at 7 th floor level is 24.65m. The development will also include piped infrastructure and ducting; roof plant; bicycle parking; changes in level and all associated site development and excavation works above and below ground on a site of c1.8 ha. Condition no. 4 states that all car parking within the application site shall only be used for hotel-related parking and shall not be used for airport-related parking. The Clayton Hotel Dublin Airport (Planning Ref: F16A/0437 Granted 11/01/17) - the redevelopment of the existing hotel to comprise i) At upper basement level, a new store room (163sq.m.); ii) At ground floor level, a new extension to existing restaurant (76m 2 ), a new extension to existing kitchen (56m 2 ) with adjacent storage room (13m 2 ), new staff facilities to include changing rooms/lockers, canteen, toilets and storage rooms (292m 2 ), a new storage area (122m 2 ), the conversion of existing function rooms, laundry and staff facilities to create new restaurant, bar, storage, toilet and kitchen facilities (532m 2 ) and 2 no. new function rooms (251m 2 ) and the conversion of existing storage areas and toilets to new office and luggage area (223m 2 ), and a new covered walkway to rear (196m 2 ); iii) At first floor level, the conversion of existing business centre to 29 no. bedrooms (1,193m 2 ), the construction of 6 no. bedrooms (260m 2 ) and a new link bridge to Block A (20m 2 ); iv) The construction of a new fifth floor incorporating 53 no. bedrooms (1,852m 2 ); v) The construction of a new sixth floor incorporating 53 no. bedrooms (1,852m 2 ) and vi) All associated site development works. A total of 141 no. bedrooms are proposed. Condition no. 5(b) states that all of the car parking within the red line and blue line of the application site shall only be used for hotel-related parking and shall not be used for airport-related parking. Radisson Blu Hotel, Corballis Way (Planning Ref: F16A/0447 Granted 25/10/16) - The proposed development shall consist of modifications to the existing hotel and construction of a 6 storey (over 2 level basement) extension. The works shall consist of the following: a) Demolition of existing conference and function area at ground floor; b) Omission of 9 no. bedrooms in existing hotel to facilitate connections to the new extension at first to fifth floor levels; c) New function suite at ground floor level and part of first floor level comprising reception area, meeting rooms, function rooms, conference rooms, bar/lounge, covered smoking area, car drop off area and associated facilities; d) Extension to existing restaurant at ground floor level; e) Provision of 140 no. new bedrooms ( a net gain of 131 no. bedrooms) and associated service rooms at first to fourth floor levels bringing the total to 361; f) Business lounge/bar at fifth floor level with associated roof terrace; g) Plant room at fifth floor level; h) 189 no. basement car parking spaces; i) Fitness centre at basement level; j) Ancillary facilities including plant room, storage areas, maintenance facilities, refuse stores, loading bay, substation and cycle parking within basement area; k) Deliveries/Service yard and all associated landscaping, site works and services. Condition no. 3 states that all of the car parking within the red line and blue line of the application site shall only be used for hotelrelated parking and shall not be used for airport-related parking. The Premier Inn Hotel, Airside Retail Park (Planning Ref: F16A/0479 Granted 16/12/16) - The construction of a 6 storey extension to the side (north-east elevation) of the existing hotel to provide 54 no. new bedrooms, 1,568m 2 approx.; change of use of 2 meeting rooms within the hotel to provide 4 new bedrooms, 111 m 2 approximately; single storey extension to the hotel restaurant, 109m 2 approx.; single storey extension to the hotel kitchen, 25 m 2 approximately; additional plant room, 8m 2 approximately; 10 no. cycle parking spaces, all related site development works on a site of 0.95 ha approx. In combination with the existing development, the proposed development will result in 213 bedrooms and 195 car parking spaces overall at the Premier Inn Hotel. Condition no. 4 states that all of the car parking spaces within the red line of the application site as detailed on Drawing No.1801L (2-)002 submitted 28 th October, 2016 shall only be used for hotel-related parking and shall not be used for airportrelated parking Two new hotel developments are also proposed within Dublin Airport, as follows: - T2 Linked Hotel, Dublin Airport, Townland of Collinstown (ABP Ref. PL 06F.PA0008 Granted 2009) - Multi-storey car park over seven levels of 79,505 square metres containing 2,562 car parking spaces and six open waiting spaces adjoining the pay station, a 22,342 square metre terminal linked hotel over 11 storeys, incorporating 400 bedrooms, restaurant(s), Atkins 31/01/

39 licensed bar(s), coffee bar(s), VIP Lounge, crew lounge, business centre with 30 multi-purpose rooms, crèche, leisure and fitness facility, health and wellbeing facility, beauty and treatment rooms and all other associated facilities, including a 226 square metre external service yard, a 2,298 square metre concourse area providing pedestrian connections to Terminal 2, the proposed future ground transportation centre, hotel and multi-storey car park containing six number car hire offices and retail of 320 square metres, nine number externally illuminated elevation signs, three number free-standing signs and three number flagpole signs associated with the hotel, five number externally illuminated elevation signs and three gantry entrance signs associated with the multi-storey car park, an airport communications area of 66 square metres, new link roads, including a new vehicular access thereon and all associated site works, landscaping and service connections. Radisson Blu Hotel, Corballis Way (Planning Ref: F16A/0446 Granted 06/12/16) - The proposed development shall consist of a new standalone 7-storey (over 2 level basement) hotel consisting of the following:- a) Restaurant and associated kitchen, bar, foyer, residents lounge and associated administrative and staff facilities at ground floor level; b) External seating area at ground floor level; c) 24 no. bedrooms and associated service rooms on each level from first to sixth floor (total of 144 no. bedrooms); d) 86 no. basement car parking spaces; e) Ancillary facilities including staff toilets/changing rooms, plant storage areas, maintenance facilities; refuse stores, loading bay and cycle parking within basement area; f) Relocation eastwards of existing vehicular entrance and relocation of existing internal access road and roundabout; g) Car drop-off area in front of main entrance to new hotel; h) All associated landscaping, site works and services. Condition no. 3 states that all of the car parking spaces associated with this development and as outlined within the red line and blue line of the application site as detailed on Drawing No. P0003 shall only be used for hotel-related parking and shall not be used for airport-related parking. Business Park Developments Proposed developments within the Santry, Horizon Logistics, and the Airport Business parks are summarised as follows: - A new single storey car maintenance facility of 111m², Santry Business Park (Planning Ref: F17A/0044 Granted 09/05/17). Condition no. 2 states that the car maintenance building and associated facilities shall be used only in conjunction with the use of the site as a storage facility for rental cars associated with car hire activity and shall not be used as a commercial car park or as a park and ride facility. The erection of a warehouse/logistics unit (D2 7,163m²) on its own self-contained site, Site D2, Horizon Logistics Park (Planning Ref: F16A/0439 Granted 18/01/17). Extension (3,582m²) to a previously permitted warehouse/logistics unit, Site D2, Horizon Logistics Park (Planning Ref: F17A/0240 Granted 21/06/17). Site D4-D7, Horizon Logistics Park (Planning Ref: F17A/0308 Granted 24/07/17): Permission for the construction of 4 no. warehouse/logistics buildings. Condition no. 2 states that the units hereby approved shall only be used for warehousing/logistics. All associated office space within each of the units and all car parking on site shall be ancillary to approved use and shall not be sold or leased separately of the relevant unit. Site D1, Horizon Logistics Park (Planning Ref: F17A/ Granted 24/10/17): The development will consist of 1) Service yard extension to the rear and side plus new gated access and 2) To retain the use & location of existing access. Erection of a warehouse/logistics unit (D1 1,889.1m²), Site D, Horizon Logistics Park, (Planning Ref: F15A/ Granted 04/08/15). Site D2, Horizon Logistics Park (Planning Ref: F17A/ Granted 16/06/17): Modifications to previously approved development currently under construction (Reg. Ref. F16A/0439) as follows: 1) Relocation of Canteen from office area to new first floor level above warehouse office to include access stairs, 2) Extended main entrance lobby and 3) Alterations Atkins 31/01/

40 to warehouse roof plus relocation of plant area to office roof. Condition no. 3 states that the subject unit shall only be used solely for warehousing/logistics. All associated office space within the unit and all car parking shall be ancillary to approved use and shall not be sold or leased separately of the unit. Site D3, Horizon Logistics Park (Planning Ref: F17A/ Granted 10/08/17): Amendments to the warehouse/logistics building (D3) permitted under Register Reference F17A/0017. Condition no. 3 states that the subject unit shall be used solely for warehousing/logistics. All associated office space within the unit and all car parking shall be ancillary to approved use and shall not be sold or leased separately of the unit. Proposed Development, Horizon Logistics Park (Planning Ref: F17A/ Granted 10/03/17): The proposed development will consist of the demolition of the existing buildings on site and the construction of a warehouse/logistics building (D3) including associated accommodation. Condition no. 2 states that the unit hereby approved shall be used only for warehousing/logistics. All associated office space within the unit and all associated car parking on site shall be ancillary to approved use and shall not be sold or leased separately of the unit. Advance Business Park, Old Airport Road (Planning Ref: F14A/ Granted 05/08/15): Change of use from an existing industrial storage unit to a proposed materials recycling and transfer facility. Airport Business Park (Planning Ref: F16A/0041- Granted 25/05/16): Permission for retention of the following: the existing security perimeter fencing with existing entrance gates on site, the existing hardstanding area, and the existing surface water drainage. Unit D1/D2 Airport Business Park (Planning Ref: F12A/0371- Granted 30/01/13): 10 year temporary retention permission for a 12.3 meter long 2.2 meter high motorised counterbalanced sliding security gate, 2.4 meter high weld mesh security fencing etc. Unit D1/D2 Airport Business Park (Planning Ref: F11A/ Granted 20/02/12); Retention permission for 12.3 meter long 2.2 meter high motorised counterbalanced sliding security gate, 2.4 meter high weld mesh security fencing, concrete pedestrian footpath etc. Unit D1/D2 Airport Business Park (Planning Ref: F13A/ Granted 27/01/14); 3 year temporary retention permission for a 12.3 metre long, 2.2 metre high, motorised counterbalanced sliding security gate, 2.4 metre high weld mesh security fencing, concrete pedestrian footpath etc. Airport Developments Key proposed developments within Dublin Airport lands are presented below, along with a detailed description of each committed development: - daa car parks, Corballis Drive, Dublin Airport (Planning Ref: F16A/ Granted 31/08/17): Permission for a period of 8 No. years for development at the existing western and eastern ancillary car parks associated with the former Aer Lingus Head Office Building (HOB) and the Annex building (and associated lands to the south). The application site comprises an area of c.4.58 hectares. The development will consist of the part demolition of part of the 2 storey Annex building and other single storey structures including removal of storage tanks (totalling c. 2,825 m 2 total Gross Floor Area (GFA). The substation element of the Annex building (c. 60 m 2 GFA) is to be maintained and clad. The development will consist of the construction of 4 No. office blocks, ranging in height from 6 to 7 storeys (solar panels and ancillary plant at roof level), and comprising c. 41,677 m 2. GFA including a restaurant/café of c. 496 m 2. GFA at ground floor of Building A6, a multi-storey car park (MSCP) of 5 storeys comprising 694 No. car parking spaces (c. 16,768 m 2. GFA), a single storey café pavilion of c. 130 m 2 GFA and surface car park of 48 No. spaces to the north-east of HOB. The provision of a central landscaped courtyard and landscaped areas and raised pedestrian link from the central courtyard to connect to Level 3 of the existing Terminal 2 (T2) MSCP. The development also comprises the provision of car parking spaces on a temporary basis to allow for the construction of the proposed scheme. These temporary spaces will be removed and lands Atkins 31/01/

41 reinstated following completion of the development. Modifications to the permitted HOB development (Reg. Ref. F14A/0436) to provide for a new access road linking the existing culde-sac to the east of the T2 MSCP and Corballis Avenue. It is also sought to reconfigure the existing HOB car parking layout to the east which will provide for 174 No. spaces for this building. Associated works include the provision of a new foul sewer to connect to existing manhole adjoining the R132 (Swords Road) and upgrade of existing foul pump and provision of storage tank adjoining the R132, improvements to surface water drainage network, associated signage, the provision of set down areas for delivery vehicles, bin stores and 240 No. bicycle parking spaces and all other ancillary site development works above and below ground. The proposal did not provide for any airport car parking. Dublin Airport (Planning Ref: F04A/1755/E1 Granted 07/03/17): To construct on airport lands, a runway, 3110m in length and 75m in width. The permission sought to include all associated taxiways, associated road works including internal road network, substations, navigational equipment, equipment enclosures, security fencing, drainage, ducting, lighting, services diversions, landscaping and all associated site development works including the demolition of an existing derelict house and associated outbuildings; the relocation of the Forrest Tavern monument; the removal of a halting site including the demolition of any structure whether temporary or permanent on that site which is currently leased from the applicant. The road works include the realignment of an 800m section of the Forrest Little Road; the rerouting of a 700m section of the Naul Road (R108) and a 200m section of Dunbro Lane and replacement of these latter roads with a new 2km long road (7.5m wide carriageway) running in an east-west direction connecting to the St. Margaret's Bypass at a new junction. The proposed duration of this permission is 10 years. The development is located on lands of approximately 261 hectares in the Townlands of Millhead, Kingstown, Dunbro, Barberstown, Pickardstown, Forrest Great, Forrest Little, Cloghran, Collinstown, Corballis, Rock, and Huntstown, north and north-west of the Airport Terminal building. An Environmental Impact Statement will be submitted with the planning application. The proposal did not provide for any airport car parking. Gate 9, Huntstown, Dublin Airport (Planning Ref: F16A/0338 Granted 23/09/16): Works to upgrade the existing road junction between Gate 9 and the R108 Road including: removal of obstructions (e.g. telephone poles and electrical equipment); widening, re-surfacing and relining the Gate 9 Junction; build-out of a private access road located c. 40m south of Gate 9 to reduce the flare of the access road at the point of intersection with the R108; and all ancillary site development works above and below ground, on a ha site. The proposal did not provide for any airport car parking. Airfield, South Apron Village (Planning Ref: F15A/ Granted 23/09/16): Providing a twin feeder, aviation fuel, underground, hydrant pipeline from the existing fuel farm on Corballis Road, to the existing Pier 4 hydrant loop, to Pier 3 which will be provided with a new hydrant spur, and on to Pier 1 which will be provided with a new hydrant loop. Provision will be made for connection of the hydrant system to a potential future Pier 5. The total length of the pipeline corridor is approximately 4.2 km. The proposal did not provide for any airport car parking. Airfield, Head of Stand Road, South Apron Village, Bond Road (Planning Ref: F15A/ Granted 21/08/15): Permission for development of 1). Providing a hard standing area (1,289m 2 ) for relocated general services and equipment on Bond Road. 2). Realigning the airside-landside boundary on Bond Road. This will result in 1,375m 2 being positioned airside instead of landside. 3). Dismantling and removal off site of the existing two storey South Apron Village building which has a height of 7m and 1,560m2 gross floorspace (780m 2 per floor), extend the hard standing area and, removing or relocating items within the area of the proposed development. 4). Providing an Into-Plane Base in the airside (i.e. security restricted) area of the Airport (10.090m 2 ). The Into-Plan Base will comprise fuel loading stands, fuel tanker and dispenser parking, diesel tanks and dispensers, three storey operations building which has a height of 12.2m and 1,185m 2 gross floor space (395m 2 per floor), and service vehicle parking. The Into-Plane Base will also consist of associated fuel tanker turning circles, lighting, water, waste-water, drainage and interceptors, utility, power supply and information technology systems. Security fencing will be erected around the perimeter of the Into-Plane Base, with automated entrance and exit gates, and the service vehicle parking outside of the security fence. 5). Extending the hard standing area to the South of the South Apron Village building. Atkins 31/01/

42 Existing skips will be relocated here and an area of 5,463m 2 will be provided for existing General Services and Equipment, including battery charging units, to be relocated. 6). A new 6m wide roadway along the Southern perimeter of the redeveloped area to give access to the Dardistown sub-station, existing interceptor INT043, and the proposed Into-Plane Operations building and associated service vehicles. 7). Increasing the ground level for part of the described development. The proposed finished level for most of the development will remain practically the same as the existing finished ground level. To the East of the site it is proposed to raise the finished level from approximately 56.87m to a new finished level of 58.35m. 8). Twin feeder, aviation fuel, underground, hydrant pipelines from the existing fuel farm on Corballis Road, to the new Into-Planes Base, to the existing Pier 4 hydrant loop, to Pier 3 which will be provided with a new hydrant spur, and on to Pier 1 which will be provided with a new hydrant loop. Provision will be made for connection of the hydrant system to a potential future Pier 5. The total length of the pipeline corridor is approximately 4km. 9). Enabling and ancillary works such as modifying Head of Stand Road to accommodate fuel tanker movements and diverting services. The proposal did not provide for any airport car parking The remainder of committed developments within the vicinity of Dublin Airport relate to proposed changes to signage, modifications to existing infrastructure, solar panels, passenger waiting and transfer areas, and minor alterations to existing buildings. Other Developments The majority of other recently approved developments within the vicinity of Dublin Airport relate to proposed changes to existing buildings or structures; the most relevant of these are summarised below: - Ballymun Kickams GAA Club (Planning Ref: F17A/ Granted 07/09/17): Retention permission of an existing 21.8m high telecommunications structure carrying antennas, communications dishes together with associated ground-mounted equipment within a 2.4 metre palisade fence. Glasnevin Trust, Eastlands (Planning Ref: F17A/0244 Currently on time extension to March, 2018: Permission for the installation of 1 no. ecolation unit, associated internal alterations and plant area within the existing crematorium building (permitted under Reg. Ref: F14A/0216) Each of these developments which are not part of the existing environment, has been reviewed in terms of potential cumulative environmental impacts that may arise with the proposed continuance of use of Holiday Blue and Express Red car parks Given the nature, scale, and the location of these developments, the key cumulative impacts which warrant further consideration have been identified as follows: - Cumulative Traffic Impacts; and, Associate cumulative Air Quality and Noise Impacts An assessment of potential cumulative impacts is presented within the Traffic Impact Assessment (Chapter 9). Predicted cumulative traffic figures were subsequently used to inform the Air Quality and Noise Impact Assessments presented in Chapter 7 and Chapter 8 respectively. Risk of Major Accidents and/or Disasters Both the Holiday Blue and Express Red car parks are located within the Outer Public Safety Zone at Dublin Airport. The principal purpose of the outer Public Safety Zone is to minimise the possibility of a multiple fatality accident (ERM, 2005) 3. This zoning places a restriction on these lands in terms of appropriate land use. For example, high density housing development, and the building of schools and hospitals are not permitted. The proposed continuance of use of these lands for car 3 Atkins 31/01/

43 parking is compatible with listed appropriate developments within this zone. The Outer Public Safety Zone is based on a detailed evaluation of the safety risk associated with each land use considered. However, it is noted that the airport fuel farm (established by CLH Aviation Ireland Ltd.) is located at Corballis Road South, Dublin Airport, Fingal, Co. Dublin, approximately 150m northwest of the entrance to the Express Red car park, and that this is a Lower Tier Seveso site. Therefore, the potential risk posed by a major accident and/or disaster has been considered further in accordance with the requirements of the relevant guidelines (EPA, 2017) In terms of major accidents and/or disasters, there is potential that such an incident could occur within these car parks, given their location and the surrounding land use, including the airport fuel farm. However, at any given time these car parks are not significantly populated; car park users park their car and then leave. Therefore, the vulnerability of the project to the risk of such major accidents and /or disasters is considered to be low. This is supported by the fact that car parking has specifically been identified as a suitable land use in the outer Public Safety Zone. Furthermore, the potential occurrence of such an incident is considered to be extremely unlikely. A risk rating of 1 in one million per year applies to the Outer Public Safety Zone (ERM, 2005) which includes the existing car parks The potential risk posed by a major accident and/or disaster has been considered accordingly, and based on the low vulnerability of the proposal to such risk, and the unlikely potential occurrence of such an incident, the overall risk is considered to be low. Atkins 31/01/

44 3. Planning & Development Context Introduction 3.1. This section of the EIAR sets the planning policy and history context within which the proposed development is presented. It addresses national, regional and local planning policy issues pertinent to the assessment of the proposed development and gives a detailed consideration of the supporting planning case. Proposed Development 3.2. daa is seeking permission for the permanent continuance of use of the 8,840 space long-term car park known as Holiday Blue on a site at Harristown, Silloge and Ballymun Townlands, South Parallel Road, Dublin Airport, Co. Dublin, and the 2,040 space long-term car park known as Express Red on a site at Stockhole, Cloghran, and Toberbunny Townlands, Dublin Airport, Co. Dublin (10,880 spaces in total), and all associated existing infrastructure, including access from the R108 and R132 respectively, drainage, ancillary structures including lighting, bus shelters, boundary fencing, and landscaping. Proposed Development Sites Figure 3-1. Proposed Development Sites (generally outlined in red) The Holiday Blue car park site is c.25.1hectares in area and situated to the south of the South Parallel Road (R108). To the immediate north of the R108 lies the Southern Runway of Dublin Airport. To the immediate south is the access road serving Dublin Bus Garage and Horizon Business Park. The site is accessed directly from the R108. The site has been operating with temporary planning permissions since Atkins 31/01/

45 Figure 3-2. Proposed Holiday Blue car park (generally outlined in red) The Express Red car park is c.10.6 hectares in area, and is accessed from the Swords Road (R132). The car park forms part of the wider Express Red car park, as illustrated in Figure 3.3. Of note the central area of the wider Express Red car park, through which the subject car park is accessed, has secured permanent permission. Figure 3-3. Proposed Express Red car park (generally outlined in red) Permitted ancillary structures include a security hut and barriers, lighting, signage, bus shelters, boundary fencing, CCTV equipment, internal access road, drainage and landscaping on site. Atkins 31/01/

46 3.6. Since the adoption of the Fingal Development Plan, both car parks are now zoned GE General Employment and are designated with specific local objective, CP Car Park, reflecting the appropriateness of the car parking use in this location and recognising the key role they play in the surface access strategy of Dublin Airport. Where use as a car park is neither permitted in principle nor not permitted under this zoning, Fingal Development Plan provides such uses will be assessed in terms of their contribution towards the achievement of the Zoning Objective and Vision, and their compliance and consistency with the policies and objectives of the Development Plan. Development Context 3.7. Dublin Airport is the principal Airport for the Country, with a national catchment, and is mandated to grow (National Aviation Policy for Ireland 2015 (Section 4.3)) Under the State Airports Act, 2004, daa is mandated to operate, manage and develop Dublin Airport (and Cork Airport) to ensure the provision of such services and facilities as are, in the opinion of that company, necessary for the operation, maintenance and development of its airports, including roads, bridges, tunnels, approaches, water supply works and water mains, gasworks and gas pipelines, sewers and sewage disposal works, electric lines, telecommunications facilities, lights and signs, apparatus, equipment, buildings and accommodation of whatever kind. (S 8(12) of the State Airports Act, 2004). [Emphasis underlined] Car parking, including long-term car parking, is integrated to the operation of an Airport. This is advocated by Article 5(1) of the Planning and Development Regulations, 2001 as amended, which defines an Airport as an area of land comprising an aerodrome and any buildings, roads and car parks connected to the aerodrome and used by the airport authority in connection with the operation thereof. [Emphasis added] Long-term car parking also constitutes Strategic Infrastructure Development, of strategic importance to the Airport s operations and is a key element of its transport infrastructure, as determined by An Bord Pleanála in this case (ABP Ref PC0250) and under previous determinations (e.g. ABP ref.: PL06F.PC0100, PL06F.PC0156 and PL06F.PC0111) Dublin Airport is the fastest growing major airport of its size in Europe in 2016, with passenger numbers reaching 29.6 million at the end of The Airport serves 100,000 passengers on a busy summer day. Dublin Airport serves a national catchment and has a requirement for long-term car parking in order to meet the mobility needs of its passenger numbers daa continues to deliver its sustainable transport Mobility Management targets, with bus (34%) and bus and taxi combined (56%) the preferred mode of access. This compares favourably with similarly-sized Airports in Europe, as illustrated in Table 3-1. Of note, the comparable Airports are served by a rail link. This also demonstrates that other modes of transportation, including private car, need to be facilitated. Atkins 31/01/

47 Table 3-1. Dublin Airport Mode Share compared to other similar-sized European Airports with rail links. Source: AECOM, January * Subject of this application (incl. part of Red Express (Zone Z & Y) only) As well as exponential growth in passengers since the previous applications, the car parks now attract a specific CP (Car Park) map based local objective in the Fingal Development Plan - the only locations (including QuickPark) to attract this designation. Long-term car parking serving Dublin Airport in these specific locations constitutes plan-led development Condition 23 of permission PL06F (F06A/1248) (Terminal 2) confirms that a long-term car parking requirement of 26,800 spaces is appropriate and necessary for an airport that has a capacity of 32 million passengers. This includes the existing long-term car parks at Holiday Blue and Express Red, which together comprise 10,880 spaces, or 40% of the 26,800 long-term car parking requirement. Dublin Airport processed almost 87% of its permitted passenger capacity in To permit long-term car parking on a rolling temporary basis for a piece of Strategic Infrastructure Development of national interest is therefore not ideal Long-term car parking serving Dublin Airport is provided across three sites, as set out in Table 3-2 below, all of which attract the site-specific CP (car park) objective in the Fingal Development Plan. Table 3-2. Long-term car parking serving Dublin Airport. Source: daa. * Subject of this Pre-application Consultation (incl. part of Red Express (Zone Z & Y) only). Atkins 31/01/

48 3.16. The supply of Long-term Airport car parking at Dublin Airport has remained constant since the T2 permission, notwithstanding strong passenger growth since then (+4.6m passengers per annum). daa have increased public transport use from 24% to 34% in that time In this context, it is clear that long-term parking constitutes essential surface access infrastructure that is exclusive to Airports. Given Dublin Airport s national catchment, exponential growth in passenger numbers, and the need to facilitate access to it, the provision of long-term car parking is fundamental to the efficient operation of the Airport That the existing, established long-term car parks at Holiday Blue and Express Red operate at full capacity, is particularly pertinent in the context of this planning application for Strategic Infrastructure Development. Development Context National Policy The National Aviation Policy for Ireland 2015 (NAP) acknowledges the importance of the aviation sector to the Irish economy, and the Government is committed to maximising its potential for the benefit of the country as a whole. In the context of this application, the NAP seeks to enhance Ireland s connectivity by ensuring safe, secure and competitive access responsive to the needs of business, tourism and consumers (page 7) Section 4.3 of the NAP (pages 42-43) notes that the size and location of Dublin Airport distinguishes it from the other State airports. Dublin Airport has seen a major increase in the numbers of transfer passengers in recent years with significant benefits to the broader economy. The NAP advocates the development of a secondary hub at Dublin Airport to enable airlines to operate services to more destinations and more frequently than could be supported by local demand alone. Dublin Airport is particularly attractive as a potential secondary hub because of its significant catchment area, among other reasons. This confirms the national role of Dublin Airport as the principal Airport for the Country The NAP also advises that: - Air transport requires a specific level of airport infrastructure, both in terms of quantity and quality, to facilitate the optimum level of air services for Ireland. This includes terminal and runway capacity as well as surface access to airports, and is particularly relevant to the development of Dublin Airport as a secondary hub. (Section 4.5 page 47) Long-term car parking forms an integral element of Dublin Airport s surface access strategy. In the context of section 4.5 of the NAP, Condition 23 of permission F06A/1248/PL06F (Terminal 2) confirms that a long-term car parking requirement of 26,800 is appropriate and necessary to facilitate the optimum level of air services for 32million passengers per annum at Dublin Airport Furthermore, and of particular relevance to this planning application, Section 4.5 of the NAP also confirms that surface access for both private and public transport is critical for arriving and departing passengers National planning policy seeks to facilitate the national role of Dublin Airport and recognises its service is fundamental to Ireland s international competitiveness, trading performance in both goods and services, and enhancing its attractiveness to foreign direct investment (NDP, page 66) In recognition of the fact that the recovery in the economy has seen passenger numbers reach record levels to over 29 million passengers travelling through Dublin Airport in 2017 to over 180 destinations worldwide, the National Development Plan (2018) specifically identifies Dublin Airport as one of its strategic investment priorities, with the new second parallel runway as a major national infrastructure project for appraisal and delivery during the lifetime of the Plan (NDP, page 67). Atkins 31/01/

49 3.26. The Ireland 2040: National Planning Framework (NPF) 2018 was published in February, 2018, replacing the previous National Spatial Strategy (NSS) The NPF states (NPF, page 14) that high quality international connectivity is crucial for overall international competitiveness Specifically, in relation to the Airport, the NPF seeks to improve access to Dublin Airport, to include improved public transport access and connections from the road network from the west and north (NPF, page 37). This clearly recognises that the Airport is accessed by a variety of transportation modes, all of which require further investment in order to strengthen Dublin s competitiveness as the country s principal economic driver National Strategic Outcome 4 of the NPF (NPF, page 142) states that the effectiveness of our airport connections is vital to our survival, our competitiveness and our future prospects. It prioritises the need to enhance land-side access at Dublin Airport, particularly - but not exclusively - by public transport, and also the careful management of land-side areas to focus on the current and future needs of the Airport. This includes the requirement for long-term car parking to serve the principal Airport land use Section 1.2 of the Guidelines on Spatial Planning and National Roads (2010) notes that the primary purpose of the national road network is to provide strategic transport links between the main centres of population and employment, including key international gateways such as the main ports and airports and to provide access between all regions. The proposed development is fully aligned with this policy as it facilitates access to and from Dublin Airport via the national road network In the context of Ireland s climate change and sustainable transportation agenda as set out in Smarter Travel A Sustainable Transport Future (2009), Our Sustainable Future: Framework for Sustainable Development (2012), the National Policy Position on Climate Action and Low Carbon Development (2014) and the Climate Action and Low Carbon Development Act 2015, the Airport MMU 2017 is focused on maintaining 34% bus based public transport. Including taxis, the modal split increases to 56.1%. The Airport is therefore accessed primarily by non-private vehicle transport modes in line with the provisions of Smarter Travel, and the proposed development, comprising existing established long-term car parking, will not affect this. It is necessary for the Airport to facilitate journeys by a range of transportation modes, including private vehicle, given its national catchment, particularly at peak times (4am-6am), and from locations where public transport is unavailable. Atkins 31/01/

50 Regional Policy The Greater Dublin Area (GDA) Regional Planning Guidelines (RPGs) ( ), state that the GDA, through its ports and airport connections will continue to be the most important entry/exit point for the country as a whole, and as a Gateway between the European Union and the rest of the world. Access to, and through, the GDA will continue to be a matter of national importance. Critically, the RPGs state that: - An efficiently functioning, well connected airport is a key competitiveness factor for Dublin, the wider region and the State. (RPGs, page 59) In relation to transport, the RPGs state that, with major investments taking place, passenger facilities at Dublin Airport will be greatly enhanced. Accordingly, policy objective ER7 seeks to: - Promote and support the role of Dublin Airport as the primary gateway to Ireland and the GDA and as an important employment hub and business location in the region through land use planning which facilitates future airport capacity needs and by improved transport linkages to the city and region. (RPG GDA, page 77) Section expressly acknowledges Dublin Airport as essential to economic trade, international competitiveness and movement of people (page 119). In protecting this national asset, the RPGs underline the importance of lands being reserved for long-term passenger and cargo growth, and that appropriate protection is given to linkages to the high quality and high capacity road network surrounding the airport area. The RPGs therefore fully endorse the need to provide multiple transportation options to and from the Airport, including the road network, with corresponding passenger facilities, which must include long-term car parking The purpose of the NTA s Transport Strategy for the Greater Dublin Area is to contribute to the economic, social and cultural progress of the Greater Dublin Area by providing for the efficient, effective and sustainable movement of people and goods. (GDA Transport Strategy, page 6). It also includes the protection and enhancement of access to Dublin Airport as a strategic priority (GDA Transport Strategy, page 27) In 2017, Dublin Airport handled 29.6million passengers, and is currently the fastest growing airport of its size in Europe. It is also one of the last European airports of its size operating without railbased public transport. daa supports Government ambitions to invest in and deliver Metro Link by A fast, frequent, direct rail connection to Dublin City Centre would complement continuing growth in passenger numbers as part of a suite of means to access the Airport The proposed development is a long-established transportation resource that forms a necessary part of the surface access strategy to and from Dublin Airport. In the accordance with the GDA Transport Strategy, these car parks should be protected as a strategic priority As noted above, Dublin Airport s MMU 2017 confirms that the Airport is not overly reliant on the private car, with c. 34.6% of passengers accessing the airport by bus/coach/train (including taxis, the modal split for public transport is 56.1%). This is significantly above the 12% public transport mode share for all trips in Corridor A of the GDA Transport Strategy, within which the Airport is located. Nevertheless, it must be recognised that provision needs to be made for a range of modes of transport, including private car, recognising the national catchment of Dublin Airport and the dispersed origin of passengers as well as the Airport s peak flight hours of 4am-6am, and where public transport options are limited In relation to car parking, Section of the GDA Transport Strategy seeks to implement areabased parking cap in locations where the highest intensity of development occurs and is promoted, such as Dublin City Centre, town / district centres and higher-order public transport nodes; and to promote the provision and management of destination parking in areas of high trip demand, subject to appropriate pricing and locational criteria Consistent with Section of the GDA Transport Strategy, long-term car parking is, in fact, destination parking, appropriately located in an area of high trip demand, at the periphery of, but within easy reach of, Dublin Airport. Such long-term car parking is deemed appropriate in planning Atkins 31/01/

51 terms by reference to Condition 23 of the grant of permission for Terminal 2 (Reg. Ref. F06A/1248/ ABP Ref. PL06F ). The basis of the assumptions made in that decision have been reviewed as part of this EIAR. Local Policy Fingal Development Plan ( ) The Fingal Development Plan recognises the significant contribution of Dublin Airport as an essential component of the economy that must be supported. The Plan provides an extensive array of policies and objectives supporting Dublin Airport, including: - Policy Objective DA03 Safeguard the current and future operational, safety, technical and developmental requirements of Dublin Airport and provide for its ongoing development within a sustainable development framework, having regard to both the environmental impact on local communities and the economic impact on businesses within the area Long-term car park provision is a necessary function of any airport, particularly a national airport that is the fastest growing airport of its size in Europe, with passenger numbers of 29.6million in If permitted, the subject application will secure provision of long-term car parking, consistent with this policy and will make a significant contribution to current and future airport operational requirements. Policy Objective DA22 Control the supply of car parking at the airport so as to maximise as far as is practical the use of public transport by workers and passengers and to secure the efficient use of land. Control of Supply In relation to the control of supply, the proposed development does not propose to change or increase supply, only change the terms of existing planning permissions to permanent. By virtue of Condition 23 of permission PL06F (F06A/1248) (Terminal 2) An Bord Pleanála has provided that long-term car parking of 26,800 is appropriate for an airport of 32 million passengers with Metro Link in place. The existing car parks are included within this figure and are exclusively owned, managed and operated by daa for the express benefit of Dublin Airport only Condition 23 stipulated that the level of 26,800 car parking spaces was appropriate having regard to two considerations, namely mode share targets of the Dublin Airport Mobility Management Plan; and growth of passenger numbers using the Airport In the context of these two considerations, we confirm the following: - Modal split targets for public transport are being maintained at Dublin Airport, such that 34% of all passengers use public transport to access the Airport. Just one in three passengers arrive at Dublin Airport by private car. This encompasses all car park uses, passengers in cars (non-drivers) and drop offs ensuring all private car use is captured. Dublin Airport is experiencing strong passenger growth (29.6mppa, 2017) and is mandated to grow. The current proposal for permanent use of 10,880 spaces falls within the appropriate level of long-term car parking at Dublin Airport set by the Terminal 2 precedent. No new supply is proposed. Atkins 31/01/

52 Maximise as far as practical the use of public transport In relation to the use of public transport, we advise as follows: - Passenger Mode Share at Dublin Airport, including taxis, is 56%. The Dublin Airport MMU 2017 has been commended by the NTA in terms of passenger mode share achievements. daa has a programme of initiatives, physical infrastructure investment, promotion and ongoing collaboration with public transport partners to build on this success, as outlined in the Dublin Airport MMU Dublin Airport is one of the busiest bus hubs in the Country. As set out in Table 3-3 below, at the time of the Terminal 2 application (2006) bus mode share was 24% - equivalent to 5.6million passengers. Bus mode share now stands at 34% (2016) or 9.5m passengers. In real terms, this nearly doubles the number of passengers accessing Dublin Airport by bus since the Terminal 2 permission. Dublin Airport has safeguarded an area in the centre of the campus for a Metro Link Stop as well as comprehensive provision for coach and bus parking. Table 3-3. Passenger Mode Share Dublin Airport Source: daa Passenger Surveys. NTA Airports Survey, 2016 (Note: variations in results arises from NTA survey period not being over 24 hours (capturing times at which Public Transport is not available.) Efficient Use of Land In relation to the efficient use of land, we advise as follows: - Dublin Airport must be viewed as a whole and not in terms of its constituent parts, as per the definition of Airport in the Planning Regulations (Art 5(1)), which specifies that airports intrinsically include the car parks serving them. Dublin Airport Campus represents a higher order land use, bringing unparalleled economic and connectivity benefits to the State. Lands in the immediate vicinity benefit in value terms from their proximity to the airport. Atkins 31/01/

53 Dublin Airport must provide long-term car parks having regard to its national catchment. Private car forms an essential part of a range of means which people use to access the national airport, particularly for those who cannot avail of public transport. Drop offs (where a third party drops and collects passengers) account for four trips on the road network (two each, to and from the airport). Long-term car parks necessitate only two car trips. Permanent permission for existing infrastructure (no works are proposed) in no way precludes future intensification of the land if or when it is viable and feasible to do so. There are a number of airport related site-specific development constraints at these sites, including location within Obstacle Limitation Zones, Public Safety Zones and Inner Airport Noise Zones. Use of this land needs to be determined in a difficult development context from which a large proportion of uses are not suited. Continuance of use of the car parks on a permanent basis in no way proposes to abate the level to which the land is used. Use of GE Zoned lands for surface storage of cars close to Dublin Airport is supported in recent planning precedent. Fingal County Council recently granted permission (Reg. Ref. F17A/0044; 13 th June, 2017) for development of a 350 car holding area on GE zoned lands, proximate to Dublin Airport, as illustrated in Figure 3-4 below. Fingal County Council considered the car holding area, which is neither a permitted in principle use nor a not permitted use, was acceptable as the location is within two kilometres of the airport (a primary driver of the car hire and tourism industries) (Planner s Report, 22 nd March, 2017). This precedent underlines the acceptability of this form of development on GE zoned lands, in the vicinity of the Airport. Figure 3-4. Permitted car holding area (generally identified in red). Atkins 31/01/

54 Policy Objective ED31 Ensure that the required infrastructure and facilities are provided at Dublin Airport so that the aviation sector can develop further and operate to its maximum sustainable potential, whilst taking into account the impact on local residential areas, and any negative impact such proposed developments may have on the sustainability of similar existing developments in the surrounding area, and the impact on the environment, including the climate This policy seeks to ensure the required long-term car parking infrastructure is provided at Dublin Airport. Policy Objective ED32 Ensure an appropriate balance is achieved between developing the unique potential of Dublin Airport as an economic generator and major employer in the County and protecting its core operational function as the Country s main international airport This car parking is required to meet the Airport s current and permitted passenger throughput and is a necessary component of Dublin Airport s surface access infrastructure that must be protected to ensure the operational function of the airport is not compromised Permanent use of long-term car parking to serve Dublin Airport, a national transport hub, will support its continued development and expansion in keeping with all relevant objectives of the Fingal Development Plan. Figure 3-5. Excerpt of Fingal Development Plan Zoning Map Sheet 11 Fingal South Both Holiday Blue car park and Express Red car park share the same zoning objective, GE (General Employment), as illustrated in Figure 3-5 above. This zoning objective is intended to facilitate opportunities for general employment uses and compatible forms of industry, logistics and warehousing (Fingal Development Plan, Chapter 6.13). Use as a car park is neither permitted in principle nor not permitted under this zoning, accordingly, Fingal Development Plan provides such uses will be assessed in terms of their contribution towards the achievement of the Zoning Objective and Vision, and their compliance and consistency with the policies and objectives of the Development Plan Critically, both long-term car parks attract a Car Park (CP) specific map based objective (Map Sheet No. 11 Fingal South). This specific objective also applies to QuickPark on the Swords Road. No other lands within the County are subject to this specific objective. Note that it is only Zones Y & Z of Express Red that attract this specific objective. This reflects the existing and longestablished land use of both long-term car parks and the appropriateness of their location proximate to Dublin Airport. This objective represents unambiguous support for the car parks in the Fingal Development Plan, providing the necessary safeguard for critical airport surface access infrastructure. Atkins 31/01/

55 3.52. In this respect, the existing and established long-term car park uses, as supported by the CP specific objective, is compatible with, and contributes to, the achievement of the GE zoning objective that pertains to both long-term car parks, and is also consistent with the provisions of the Fingal Development Plan. Location relative to Dublin Airport As noted above, the location of the long-term car parks is consistent with the specific CP car park objective of the Fingal Development Plan, the only locations (including QuickPark) to attract this site specific designation Both long-term car parks are located in the Airport Inner Noise Zone, where provision of residential development and other noise sensitive uses is actively resisted. The proposed use does not constitute a noise sensitive use Both long-term car parks are also located in the Outer Public Safety Zone. In respect of the Public Safety Zones, the proposed use of the sites for car parking is in keeping with the recommendations of the ERM Report Public Safety Zones, 2005, which provides that a long-term car park is acceptable within these areas Consistent with the previous Dublin Airport LAP 2006 (notwithstanding that it has lapsed) the car parks are provided at discrete locations on the periphery of the Airport, serviced by frequent shuttle bus. Local Area Plans The Fingal Development Plan provides for the preparation of a number of Local Area Plans (LAP). Of relevance to the proposed development are the proposed LAPs for Dublin Airport and Turnapin Historically, both long-term car parks were located outside the now lapsed Dublin Airport LAP boundary 4, and there is no new Dublin Airport LAP in place The Express Red car park forms part of a larger area which is the subject of objective LAP 11.C (Turnapin) It is submitted that the proposed development can proceed in advance of these LAPs for the following reasons: - Having regard to Section 19(2) of Chapter II of the Planning and Development Act, 2000, as amended, the proposed LAPs for Dublin Airport and Turnapin must be consistent with the Fingal Development Plan. In this respect, the proposed LAPs for Dublin Airport and Turnapin must have regard to the specific car park (CP) objective that pertains to the Holiday Blue and Express Red car parks in the Fingal Development Plan. This CP objective endorses the existing and long-established long-term car park land use and the propriety of this surface access infrastructure serving Dublin Airport. The proposed LAPs must also have regard to the fact that the long-term car parks are located in the Airport Inner Noise Zone and the Outer Public Safety Zone, where car parking is a compatible use. Furthermore, and consistent with the provisions of the previous Dublin Airport Local Area Plan 2006 (notwithstanding that it has lapsed), Holiday Blue and Express Red car parks are provided at discrete locations on the periphery of the Airport, with good access from the external road network and frequent shuttle connections to the terminal buildings. 4 The previous Dublin Airport LAP expired on 23 rd June, 2015 Atkins 31/01/

56 The area to which the Turnapin LAP applies is a much wider area than the Express Red car park, and, Fingal County Council advised at the pre-application consultation meeting of 18 th July, 2017, that the proposed LAP would have regard to the established long-term car parking use The Fingal Development Plan also provides for the preparation of a number of Masterplans for GE zoned lands located at Turvey, Dubber, Kilshane, Folkstown Little, Stephenstown, Milverton, Rush, Lusk and Ballymadun (Ashbourne). None of these apply to either Holiday Blue car park or Express Red car park. South Fingal Transport Study Fingal Development Plan policy objective MT07 seeks to: - Carry out a comprehensive feasibility study of the South Fingal area to produce a strategic vision and overall strategy for the proper planning and sustainable development of the study area, based on a sustainable transport and smarter travel approach, planning for all transport modes and needs, whilst also being reflective of road network capacity and modal split assumptions... (Fingal Development Plan, page 252) With a view to achieving this objective, Fingal County Council is in the process of undertaking a South Fingal Transport Study. This study is intended to inform the preparation of LAPs and Masterplans in the South Fingal area. We understand that consultants have been appointed to undertake background transportation work, with an expected completion date for the final study by Q It is considered that the proposed development can proceed in advance of the South Fingal Transport Study, as: - The long-term car parks are established surface access infrastructure for Dublin Airport, and the traffic accessing these car parks already forms part of existing background traffic and will be fully accounted for in the traffic surveys and baseline assessment that will inform the South Fingal Transport Study. The area to which the South Fingal Transport Study applies is extensive, and includes other equally established uses such as Horizon Logistics Park, which will also form part of the existing background traffic assessment. The baseline assessment for the South Fingal Transport Study includes the Terminal 2 permission (F06A/1248/PL06F ) which, by virtue of Condition 23, requires 26,880 longterm car parking spaces to serve Dublin Airport, of which Holiday Blue and Express Red form part, to serve Dublin Airport. As set out above, none of the masterplans proposed in the Fingal Development Plan apply to the long-term car parks, and the proposed LAPs for Dublin Airport and Turnapin must be consistent with the site specific CP objective of the Fingal Development Plan that applies to Holiday Blue and Express Red car parks. The CP designation confirms that the long-term car parks are an existing use that serve Dublin Airport exclusively The proposed East-West Distributor Road runs to the north of the Express Red car park and to the south of the Holiday Blue car park. The proposed development, which does not propose any physical works, does not impact on the delivery of this route. Atkins 31/01/

57 Planning History The long-term car parks at Holiday Blue and Express Red have been the subject of an extensive planning history, since 1999, for almost 20 years, all providing for permission on a temporary basis only (refer to Appendix C). Latterly, these developments have been deemed by the Board to be Strategic Infrastructure of national importance for the purposes of the Planning and Development Acts. Holiday Blue car park The nature of the existing and established Holiday Blue car park has evolved from one limited to temporary peak season overflow to temporary year-round use. Temporary planning permissions for the existing car park have included as follows: - Table 3-4. Temporary Planning Permission Records for Holiday Blue car park. Reg. Ref PL06F.PA0022 F07A/0093 F06A/0088 F04A/1854 F02A/0203 F99A/1519 Detail Continuance of use of the 8,840 Harristown/long-term blue car park granted temporary permission on foot of Condition 2, on 22nd August, 2011 for a period of 7 years. Development of an extension to the existing adjoining ground level longterm car park for 2,330 car spaces with internal circulation road, bus shelters and on a site of 6.44ha at South Lands car park, Harristown, Dublin Airport, Co. Dublin. The application was granted on 13 th June, 2007 for a period of five years. Continuance of use and maintenance for 10 years of the existing 9.8 hectare ground level car park (approx. 3,600 parking spaces) (previously permitted for a temporary period under planning permission Reg. Ref. F04A/1854). A final grant on this application issued on 27 th June, 2006 for a period of 5 years. Continuance of use of existing ground level car park (approx. 3,600 parking spaces), known as Southlands previously permitted for temporary periods under planning permissions Reg. Ref. F99A/0426, and Reg. Ref. F02A/0203, for year round use and to maintain continuance of use of ancillary structures on site including lighting, signage, bus shelters, and boundary fencing. The application was permitted on 22nd June, 2005 Permanent retention and continuance of use of existing ground level car park (approx. 4,230 parking spaces). The application was granted planning permission by the Board on 24 th May, 2003 Extension to the existing temporary Park & Ride car park at Dublin Airport, Harristown Townland. Application was refused permission by the Board on 12 th March, The reason for refusal included absence of an integrated transport plan* for Dublin Airport. *We note there is now a Mobility Management Plan in place, which is updated every 2 years (most recently updated June 2017). F99A/0426 Construction of a temporary park and ride car park granted on 7 th July Atkins 31/01/

58 Express Red car park The nature of the existing and established Express Red car park has always been for year-round use. Temporary planning permissions were granted as follows: - Table 3-5. Temporary Planning Permission Records for Express Red car park. Reg. Ref PL06F.PA0030 PL 06F (F03A/1413) F03A/0995 F01A/0840 F98A/1208 Detail Continuance of use of the long-term car park of 2,050 spaces knows as Eastlands Southern Section). Planning permission was granted on 5 th March, Condition 3 provides that this is on a temporary basis for a period of 7 years. Continuance of use and maintenance of development consisting of existing car park complex with 10,400 spaces and associated works. Planning permission was granted on 8 th June 2004 for a period of 10 years. Continuance of use for one year and also to maintain development consisting of existing ground level car parking complex with a total of 10,400 parking spaces known as Eastlands and Dardistown. A decision to grant permission was made on the 4 th November 2003 for a period of 1 year. Continuance of use of existing ground level car park. A decision to grant was made on 11 th September 2001, for a period of 2 years. Construction of an extension to car park no. 3 at Dublin Airport, Dardistown Townland, Co. Dublin. A decision to grant was made on the 21 st January 1999 for a period of 3 years The principal reason for successive temporary permissions was to allow for a future assessment of demand for long-term car parking spaces serving Dublin Airport in the light of the circumstances then prevailing, including the potential impact of Metro Link. The reporting Inspector on case reference PL06F.PA0030 also raised concerns as to the unsustainability of surface car parking as a land use. These issues are addressed in turn in the following section The Holiday Blue and Express Red car parks form a significant part of the 26,800 long-term car parking requirement of Condition no. 23 of PL06F (F06A/1248) (Terminal 2) granted by An Bord Pleanála on 29 th August, The Board determined that this level of long-term car parking was appropriate and necessary for an airport with a permitted capacity of 32 million passengers. The baseline inputs have been confirmed, and account taken of Metro Link. Demand for long-term car parking It is our submission that the demand for long-term car parking serving the Airport has not abated in the intervening period since the last temporary permissions for both car parks. If anything this demand has become all the more pronounced as passenger numbers have grown substantially, as has the Irish economy, since the last decisions of the Board. Passenger numbers are now at a comparable level (29.6 million passengers per annum (mppa)) to that predicted when Terminal 2 was permitted (32mppa), and it has already been established that this level of patronage requires 26,800 long-term car parking spaces, of which Holiday Blue and Express Red form part. While Dublin Airport and its public transport partners continue to be actively focused on encouraging passengers (and employees) to choose sustainable transport modes when making their journey to the Airport - Dublin Airport s MMU 2017 (MMU) identifies that over one third of passengers (34%) use bus based public transport to access Dublin Airport (this increases to 56% when access by taxi is included) the fact remains that one in three passengers access the Airport by private car. Atkins 31/01/

59 Access by car remains a necessary and, in some instances, sole mode option, particularly during the busy first wave (from 4am-6am), when public transport options are either limited or unavailable. Given the overriding objectives for safeguarding the current and future operational, safety, and technical requirements of Dublin Airport, it follows, therefore, that access needs to be facilitated by a range of means. Table 3-6. Origin of Departing Passengers at Dublin Airport Origin of Departing Passengers (daa 2016) (expressed as a %) Dublin 46.6 Rest of Leinster 24.0 Munster 10.3 Connaught 6.6 Ulster 12.4 (Source: Dublin Airport MMU 2017). The provision of a car parking resource at the Airport is particularly important given that the majority of passengers % - originate from outside Dublin, as demonstrated by the latest daa passenger survey (2016) (Table 3-6). As illustrated in Table 3-6, the Airport s extensive catchment demands a variety of transportation choices, including long-term car parking. The proposed development will satisfy this demand. Chapter 9 of this EIAR demonstrates that the basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) remains valid. Metro Link In relation to Metro Link, it is acknowledged in the Government s National Development Plan (NPD) that passenger services are expected to commence in Dublin Airport will be served by this new light rail link. As noted above, Dublin Airport has safeguarded an area in the centre of the campus for a Metro Stop. A review of transport documentation associated with the previous Metro North Project (Railway Order PL06F.NA0003) indicates the following impacts: - o o o o Significant positive impact in terms of congestion within its immediate catchment. Traffic will decrease, particularly in outlying areas such as Swords where public transport is poorer and has a high car use level. In the city, traffic decrease will be less pronounced, as public transport uses will divert from existing bus services to Metro. Along some roads and streets traffic flows will increase as traffic flows redistribute to avail of increased road capacity created by the modal shift from car to the Metro. By comparison, the planning documentation prepared in support of the Edinburgh Tram 5, Phase 1A of which opened in 2014, linking Edinburgh Airport with the City Centre, indicates the following impacts are likely within its catchment surrounding Edinburgh City: - 5 Edinburgh Tram EIA documentation: Atkins 31/01/

60 o o o Displacement of traffic from on-street sections of the tram alignment due to a reduction in overall capacity of the road in these sections. Permanent diversions of road traffic implemented as part of the tram scheme (e.g. road closures or restrictions on right turning traffic movements across tram lanes); and Modal shift of traffic from private cars and buses, to trams. No findings indicated that Edinburgh Trams would have any meaningful impact on any wider catchment beyond Edinburgh City or the national catchment in terms of travels pattern or mode choice in general, or indeed, that associated with Edinburgh Airport. Of note: - o In 2012, passenger public transport mode share at Edinburgh Airport was 29.2%. Following the opening of the Edinburgh Tram in 2014, public transport mode share now stands at 31.1% (still less than Dublin Airport) (Source: Edinburgh Airport Corporate Responsibility Report, 2012 and 2016 respectively). o Such a mode share change (circa +3%) would not obviate the need for long-term parking at Dublin Airport, particularly given the ongoing strong growth in passenger numbers, and the need to provide access by a range of means for a national catchment. Passengers availing of long-term car parking are generally accessing from a wider catchment, at GDA and national level. Therefore, the following points should be considered in relation to Metro Link: - o o o o o o o o Not everyone lives close to a reliable bus service that connect directly to Dublin City Centre in order to avail of Metro Link to access the Airport; access must be provided across a range of means. Additional journey time involved in travelling into the City Centre via bus to connect with Metro Link is unlikely to suit all intending passengers. The additional hassle and expense due to multiple connected journeys to access the Airport i.e. Home Local Bus Stop/Station City Centre Metro Stop Airport, as distinct from Home-Airport. Equally intending passengers are unlikely to incur the additional expense of overnight stays in Dublin City Centre before and after their scheduled flight. Passengers accessing the Airport long-term car parks from wider catchment areas will be away on average for 7 days, and thus need to transfer a number of luggage items, this becomes difficult when accessing the Airport through multiple connected journeys and particularly for families. The busiest period for the Airport departure flights is c. 6am to 8am. Passengers therefore have to travel three to four hours in advance of their scheduled flight, at a time when bus routes from wider catchment areas to the City Centre will not be operating. Dublin Airport itself is well served nationally by bus. Logically, passengers travelling from outside the Metro Link catchment area are more likely to travel direct to Dublin Airport by this means rather than have to make a change in Dublin City Centre to light rail. It is clear from Table 3.6 above that Metro Link, when delivered, will not obviate the need for long-term car parks at Dublin Airport serving the 53.4% of passengers which Atkins 31/01/

61 originate from outside Dublin. In addition, those who do originate from within Dublin, do not necessarily all arrive from the north-south axis served by Metro Link. o The NTA has advised that the permanency of Holiday Blue and Express Red is unlikely to affect the feasibility of Metro Link. Multi storey format Multi-storey car parks are an extremely expensive format in which to provide car parking, requiring a high rate of return in order to make them feasible to both build and operate. Multi-storey car parks are typically found in city centre locations, with rapid turnaround of spaces and where users are willing to pay for convenience and accessibility. These attributes are also intrinsic to short-term airport parking located close to terminals and where spaces have a higher turnover. Long stay parking which is intrinsic and essential to airports the world over simply does not have these attributes. Users typically stay an average of 5-8 days and are bussed to the terminals. Where price point is excessive, users will go elsewhere, including to uncontrolled parking. This is unmanaged and runs contrary to objective DA22 of the Fingal Development Plan in every respect. Recognising the above points, there are no international comparables of long-term airport parking in multi-storey format. While multi-storey format is unjustified at this point in time, permitting existing infrastructure on a permanent basis in no way precludes such as use in the future should it be feasible to do so. Fingal County Council considers that the provision of multi storey car parking is strategically important in the management of short term car parking at Dublin Airport, however, in relation to the strategic resource of long term car parking located outside and at a distance from Airport core operational areas, the requirement for multi storey accommodation is primarily a matter in the longer term for daa as the commercial airport operator, as there is no specific Fingal Development Plan policy regime in place to seek this type of car parking accommodation. Rationale for a permanent permission Having regard to the above assessment, the case for granting permission on a permanent basis for Holiday Blue and Express Red car parks can be set out as follows: - To ensure that accessibility to and from the Airport is provided and enhanced in line with the provisions of statutory policy guiding the sustainable development of the Airport. To safeguard the current and future operational, safety, and technical requirements of the Airport: having an adequate supply of long-term car parking is essential for the proper functioning of the Airport. To ensure the safe and efficient transfer of passengers to and from the Airport by a variety of transport modes in accordance with the Airport s MMU 2017, which, while focused on continuous improvements in access by public transport, nevertheless recognises the need to facilitate long-term car parking. The nature and characteristics of airport visitors demand a flexible transport option having regard to dispersed origin, time/shift hours, passenger groups and baggage. To reflect the fact that both car parks are long-established and are daa s principal long-term car parking facilities within easy reach of the Airport terminals, having been in existence for approximately 20 years without significant negative impact on the environment or on the amenities of the area. Atkins 31/01/

62 To acknowledge the propriety of long-term car parking as part of the modal mix, and which operation has proven not to be at the expense of achieving a higher modal share for public transport. It is considered that a permanent grant of permission would not undermine short or long-term modal splits in the context of the Mobility Management Plan for the Airport. It is reasonable to conclude that the provision of long-term car parking does not necessarily give rise to a trend of increased car usage and associated congestion; and To avoid the pattern of having to reapply for permission, and the unnecessary financial and administrative burden for a use that is integral to the efficient and effective operation of the Airport. Another temporary permission for 7 years would result in an almost 30 year history for a Strategic Infrastructure Development and key national asset without which Dublin Airport could not meet its operational and surface access needs. This would be the only Strategic Infrastructure Development in the Country with such an uncertain planning status The car parks at Holiday Blue and Express Red have been the subject of an extensive and protracted planning history, since 1999, almost 20 years, all for temporary permissions. In the context of the substantial overriding policy objectives to protect and support Dublin Airport, which recognise and support the need to provide car parking as part of the range of transportation options available to passengers travelling from all corners of the country, and having regard to the specific Car Park objectives that apply to both long-term car parks, it is now appropriate to grant permission on a permanent basis. It cannot be appropriate to continue to grant temporary permissions for Strategic Infrastructure that is of strategic importance to Dublin Airport, and, by analogy, to the State. There are no other examples of Strategic Infrastructure Developments operating on a temporary basis of which we are aware The proposed quantum of car parking is already included in the 26,800 long-term car parking spaces required to serve Dublin Airport and permitted by Condition 23 of PL06F (F06A/1248) (Terminal 2). In this respect, the transportation planning implications of the proposed development have already been assessed. This assessment assumed delivery of Metro Link, among other baseline assumptions, all of which have been reviewed as part of this EIAR. Furthermore, Fingal County Council are now fully supportive of the continued use of both car parks In the context of the substantial overriding policy objectives to protect and support Dublin Airport, which recognise and support the need to provide long-term car parking as part of the range of transportation options available to passengers travelling from all corners of the country, and having regard to the specific Car Park objectives that apply to both car parks, it is now appropriate to grant permission on a permanent basis In respect of the Board s previous decisions on Holiday Blue and Express Red car parks, the precedent of a permanent grant of permission for long-term car parking at Dublin Airport by An Bord Pleanála has been established under PL06F.PA0030, where the central area of the Express Red car park secured a permanent grant of permission. The principles on which this decision by An Bord Pleanála is premised, remain valid Of further note is that the Inspector in case reference PL06F.PA0030 recommended a permanent grant of permission for the southern section of the Express Red car park the subject of this application. Critically, so too did the NTA and Fingal County Council. Conclusion In conclusion, and having regard to the Board s previous temporary permissions for airport longterm car parking, the case for granting permission for Holiday Blue and Express Red on a permanent basis, is presented against a backdrop of: An unequivocal support in national, regional and local planning policy of Dublin Airport as a vital component of Ireland s strategic national transport infrastructure, and as one of the most important contributors to the country s economic prosperity; and Atkins 31/01/

63 A significant growth in the Irish economy, mirrored by the exponential growth in passenger numbers at Dublin Airport to the level predicted when Terminal 2 was permitted by An Bord Pleanála in August, 2007(PL06F ) This has resulted in a corresponding demand for, and management of, the available range of transportation modes to access the nation s principal Airport, to include Metro Link when it is delivered The Airport s MMU 2017 clearly demonstrates that the preferred access mode to Dublin Airport is by means of bus-based transport, however it also acknowledges the important function of longterm car parks in facilitating access for 1 in 3 passengers, particularly during the busy first wave (from 4am-6am), when public transport options are either limited or unavailable, and where there is a lack of access to the Airport by rail link. This will not change when Metro Link is in place In land use terms, the most significant change since the Board s last decisions is the specific CP (Car Park) designation that now applies exclusively to the Holiday Blue and Express Red car parks (as well as QuickPark). This CP objective categorically endorses the propriety of the existing and established Holiday Blue and Express Red car parks on the periphery of, and facilitating strategic access to, Dublin Airport Long-term car parking constitutes Strategic Infrastructure Development that contributes to the efficient operation of Dublin Airport. Such Strategic Infrastructure Development which has been in existence for almost 20 years, and is already at capacity, cannot continue to be granted on a temporary basis. Another temporary permission would result in an almost 30 year history for a Strategic Infrastructure Development and key national asset without which Dublin Airport could not meet its operational and surface access needs The basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) therefore remains valid. Nothing of significance has changed in the intervening period that would affect the 26,800 car parking requirement set by Condition 23. This level of long-term car parking is reasonable based on current public transport provision, infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently. Atkins 31/01/

64 4. Population and Human Health Introduction 4.1. This chapter describes the Population and Human Health setting in the general area of the existing Holiday Blue and the Express Red car parks. The assessment addresses the potential impact of the continued operation of both car parks on these factors, together with any mitigation measures that may be required to eliminate or reduce potential impacts There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR Population and human health comprise an important element of the environment, and any potential impacts which may result from the continued operation of the car parks must therefore be comprehensively addressed. There are two key considerations in this regard: - 1. To ensure that human beings experience no significant unacceptable diminution in an aspect, or aspects of quality of life via potential impacts to population, employment and economic activity, land use and community, and tourism and recreation. 2. To ensure that there are no human health impacts via potential environmental pathways including soil, water, air and noise. Methodology 4.4. This chapter provides an assessment of the potential impacts of the continuation of use of the existing Holiday Blue car park and Express Red car park on the broader human environment under two considerations: - Population and Associated Factors; and, Human Health Mitigation measures are proposed where appropriate in order to address any likely impacts associated with the continuation of use of both the Holiday Blue and Express Red car parks This Population and Human Health Assessment has been undertaken in accordance with the following Environmental Protection Agency s (EPA) Guidance: - Revised Guidelines on Information to be Contained in Environmental Impact Statements, (EPA, 2015) and Advice Notes on current Practice; in the preparation of Environmental Impact Statement (EPA, 2015). Draft Guidelines on the Information to be Contained in Environmental Impact Assessment Reports (EPA, 2017) The importance of Health Impact Assessment (HIA) is highlighted in the new regulations transposing the EIA Directive 2014/52/EU which included a change in the title of Human Beings as an environmental factor to Population and Human Health. While no specific guidance on the meaning of the term Human Health has been issued in the context of this Directive, according to the EPA (2017) human health should be considered through assessment of the environmental pathways through which it could be affected, such as air, water or soil. Atkins 31/01/

65 4.8. A specific Human Health assessment has been undertaken in accordance with available UK guidance entitled Health Impact Assessment Tools: Simple tools for recording the results of the Health Impact Assessment published by the UK Department of Health (DH) (2010). This guidance provides an overview of the 5-Stage Health Impact Assessment (HIA) process as follows: - Stage 1 - Screening; Stage 2 - Identify Health Impacts; Stage 3 - Prioritise Important Health Impacts; Stage 4 - Analysis: Quantify or Describe Health Impacts; and, Stage 5 - Recommendations to Improve Policy Stage 1 comprises an initial risk screening process with five key criteria to be considered as follows: 1. Will the proposal have a direct impact on health, mental health and wellbeing? 2. Will the policy have an impact on social, economic and environmental living conditions that would indirectly affect health? 3. Will the proposal affect an individual s ability to improve their own health and wellbeing? 4. Will there be a change in demand for or access to health and social care services? 5. Will the proposal have an impact on global health? If no potential impacts are identified at the Stage 1 - Screening, then the HIA is complete and no further assessment is required. This screening approach is consistent with the preliminary HIA Screening process recommended by the World Health Organisation (WHO) A preliminary assessment of direct impacts on health which could potentially arise due to the continued use of the existing car parks has been evaluated using a simple Source-Pathway- Receptor (S-P-R) model. This approach involves the identification of contaminant sources, environmental pathways and receptors, and the identification of any valid potential pollutant linkages. Receiving Environment Population and Associated Factors Land-use and Community The Holiday Blue car park is bounded to the north and east by the existing Regional Road, R108, to the west by agricultural land, and to the south by various industrial units in the Horizon Logistics Park including Kuehe & Nagel (Ireland) Ltd., Expeditors Ireland, and the Dublin Bus Harristown Depot. This car park has a dedicated access route which is not shared by any adjacent residential, commercial, business or recreational premises. The Express Red car park and access road is bounded to the north by greenfield lands and the Red long-term car park, to the east by a green strip and the M1 motorway, to the south by greenfield lands, and to the west by Dardistown Cemetery. There are no residential premises located on lands immediately adjacent to both car parks. The ALSAA Sport Complex shares the access road to the Express Red car park. The Airport Business Park and car hire car park are also located within the immediate vicinity of the Express Red car park. 6 Atkins 31/01/

66 Population Recent demographic trends are examined at State, County and local level. The existing Holiday Blue and Express Red car parks comprise a total of 10,880 car parking spaces located within the immediate environs of Dublin Airport. These car parks are located within the Balgriffin Electoral Division (ED) and the Dubber ED Figures published in the 2016 Census indicate that the population of Ireland grew by 3.6% since the 2011 Census 7 (CSO, 2017). Fingal has undergone significant growth in recent times with 2016 Census results indicating a population increase of 8.1% since 2011, when the population was 274,000. This represents the largest growth rate in Ireland during the period. The populations in the immediate vicinity of the car park and of Dublin Airport increased significantly in percentage terms since the 2011 census. The ED of Balgriffin, within which the Express Red car park and access road is located, experienced an increase of approximately 59% in population between 2011 and The ED of Dubber, within which the Holiday Blue car park is located, experienced an increase of approximately 15% in population between 2011 and The population levels within the immediate vicinity of both car parks have also increased in recent years A combination of the three ED s which cover the airport complex (Airport, Balgriffin and Dubber), is provided in Table 4.1. Table 4.1 also shows the absolute numbers of people living within the EDs of the airport complex are relatively low, due to the dominance of the airport complex in the area, and the restrictions of residential development for safety reasons It is noteworthy that census figures relate to the de facto population; i.e. the population for each ED represents the number of persons present within its boundaries on census night. Therefore, growth figures between the census periods within the airport complex may be distorted by persons temporarily resident in hotels or an increase in residential development in the hinterland. Table 4-1. Population at Country, County and Local Level from Area Total Population % change State 4,588,252 4,757, Fingal 273, , Dubber/Airport/Balgriffin ED s 12,357 15, Balgriffin 1,966 3, Employment and Economic Setting Employment rates increased in 2016 by 9% for women and 12.8% for men when compared to 2011 levels (CSO, 2017). An overall unemployment rate in Ireland in 2016 of 12.9% was reported, with the following sectors reported to have experienced the greatest increase in employment levels over the preceding five years; Health and Social Work, Computer and Related Activities and Construction (CSO, 2017) The Economic and Social Research Institute (ESRI) have recently published a review of the overall outlook for the Irish economy, in a local and international context (ESRI, Summer 2017). The general outlook with respect to the Irish economy is positive for 2017; albeit the ESRI do note the need for caution in the current market, particularly in relation to the issue of Brexit. Some of the main findings of the analysis are as follows: - Continued growth in employment levels noted, particularly in the Construction sector population: 4,757,976, compared to 2011 population of 4,588,252 (CSO, 2017). Atkins 31/01/

67 Gross Domestic Product (GDP) is predicted to increase by 3.8% for the present year. This increasing trend is predicted to continue for 2018, with a 3.5% predicted increase in GDP. Household consumption continued to grow throughout 2016, following a robust performance in 2015, due to the following drivers; continued improvement in labour market conditions, and continued improvement in household balance sheets. A slowdown in revenue growth is reported, and further possible complications for the public finances due to Brexit and the recent decision on funding water provisions are also noted. In addition, the underlying vulnerability of the domestic economy to external factors is highlighted. Given the expected strong performance of both the housing and labour market over the short to medium term, further significant contribution to growth from consumption is expected. Tourism and Recreation Tourism is a significant component of the Irish economy, it is estimated to employ approximately 220,000 people overall, and in 2016 was responsible for overseas earnings of billion (DoTTS, 2017) Dublin Airport is the busiest international airport on the island of Ireland. The airport has experienced significant growth in passenger numbers in recent years as a result of expansion from almost all of Dublin Airport s major airline customers. Passenger numbers in 2017 at Dublin Airport are reported to have increased to a record 29.6million (daa, 2018) Dublin Airport is a vital element of national infrastructure, and is reported to provide, both directly and indirectly, an estimated 97,400 jobs, and to provide an estimated 6.9 billion to the national economy (InterVISTAS Consulting Ltd., 2015). Every day the Airport facilitates the arrival and departure of thousands of passengers. The provision of efficient, reliable and safe surface access, including long-term car parking is critical to the ongoing operations of Dublin Airport, particularly given the recent significant increase in passenger numbers. Human Health Existing car park users comprise members of the public of all ages, car park staff, and car park maintenance operatives. The population within the immediate vicinity of the car parks comprise industrial / commercial workers, airport staff, tourists, ALSAA Sport Complex users, and visitors to Dardistown Cemetery The key potential environmental pathways identified in the receiving environment comprise air, noise, soil and water. A detailed evaluation of the receiving environment for each of these considerations are presented in Chapter 7 - Air Quality, Chapter 8 - Noise, Chapter 10 - Land, Soils and Geology, and Chapter 11 - Water. Atkins 31/01/

68 Potential Impacts on Population and Human Health For the purposes of this assessment, only the potential impacts of the continued operational phase have been assessed; there will be no construction phase associated with the continued use of the existing car parks. The Holiday Blue and the Express Red car parks ( the car parks ) have been jointly assessed. Population and Associated Factors Land use and Community Dublin Airport is the busiest international airport on the island of Ireland and processed 29.6million million passengers in The Airport has a permitted capacity of 32 million passengers per annum (mppa). A sustainable modal mix is required to serve this, however daa also has to facilitate access by private transport (including drop-offs) for 1 in 3 passengers. An appropriate level of longterm car parking must be made available and that appropriate level has already been determined to be 26,800 spaces under the Terminal 2 permission (PL06F ) Holiday Blue and Express Red car parks together constitute only 40% of the long-term car parking required to serve Ireland s national Airport. With passenger numbers of 29.6million in 2017, and notwithstanding the preference for access by bus or taxi, it is no surprise that the existing long-term car parks at Holiday Blue and Express Red are at capacity It is still NTA and Government policy that a high capacity public transport network be provided in the form of Metro Link and Bus Rapid Transit which will link the city centre with Dublin Airport and onto North County Fingal. It is noted that a current delivery date of is expected for the delivery of Metro Link. The continuation of established long-term parking facilities at Holiday Blue and Express Red, will not affect a return on the investment in Metro Link, given the national catchment of Dublin Airport and the localised City-Swords route of Metro Link The continuance of use of the car parks will not adversely affect any of the adjoining land uses or properties including agricultural land and commercial properties and private properties located on the R108, R122 and R132 Roads. It is considered that the nearby properties will not be adversely impacted by the traffic flows associated with the continued use of the car parks. This is described in further detail in Chapter 9 Traffic of this EIAR Compliance with Fingal Development Plan Zoning and site specific local objectives are discussed in Chapter 3 Planning and Development of this EIAR The operation of the existing car parks requires a limited amount of support staff, including security staff and shuttle bus drivers. There will be a neutral impact on the existing support employment if permission is granted for both car parks. Population Should permission be granted on a permanent basis for the continuation of use of the existing 10,880 spaces in the car parks, they will continue to serve the long-term parking requirements of passengers of Dublin Airport. However, there will be no impact on the level or profile of the population of either the hinterland of the car park and airport, or of the catchment areas in Dublin Airport. Employment and Economic Activity Dublin Airport is a significant single economic entity in Fingal and the Dublin region. Having regard to their function serving the surface access needs of Dublin Airport, the proposed continuation of use of the car parks providing 10,880 spaces is a necessary use and is supported by the provisions of the Fingal Development Plan, in particular the CP specific objective As noted above the car parks are located in the vicinity of various industrial units including Kuehe & Nagel (Ireland) Ltd., Expeditors Ireland, the Airport Business Park and the car hire car park. Atkins 31/01/

69 Commercial / industrial activities in the vicinity of the car parks will not be impacted on by traffic associated with the continued operation of the existing car parks. Tourism and Recreation The car parks form part of the wider long-term car parking provision required to meet the Airport s current and permitted passenger throughput and contributes to the overall efficient operation of the airport. The Airport must facilitate those travelling from beyond Dublin off peak, as well as those with luggage, and families, and this will always generate a demand for parking Dublin Airport facilitates Ireland's connection with the rest of the world. It facilitates foreign travel of Irish residents with the associated benefits, and the car parks form a necessary part of the infrastructure to facilitate this If permission is granted for the continued use of the car parks, it will serve the long-term parking requirements of passengers travelling via Dublin Airport, and help ensure that the necessary infrastructure is in place to facilitate the permitted capacity of 32 million passengers per annum The operation of the existing long-term car parks attracts moderate levels of traffic on the surrounding road network, with the majority of this occurring during the period of 04:00 to 06:00 due to airport patrons arriving in advance of the first wave of scheduled flight departures. Consequently, levels of traffic associated with the long-term car parks are of a low level during the peak hour commuter periods and this trend will continue to occur should permission be granted. These traffic figures are described in detail in Chapter 9 - Traffic of the EIAR. In terms of impacts on the local road network, the demand for an airport long-term car park peaks during school holidays when the local roads are least busy, as families take the opportunity to go on vacation during the school holiday periods The proposed development will not impact adversely on the existing recreational activity in the vicinity of the existing car park complex; access to the ALSAA Sport Complex will not be impacted Access to the Dardistown Cemetery will not be impacted. Human Health A Stage 1 Human Health screening assessment has been undertaken. The continued use of the car parks will not have an adverse impact on mental health and wellbeing, or on social, economic and environmental living conditions that would indirectly affect health, will not affect an individual s ability to improve their own health and wellbeing, will not result in a change in demand for or access to health and social care services, and will not have an impact on global health Potential direct impacts on human health have been considered in the context of potential environmental pathways and associated transport mechanisms. Refer to the Source-Pathway- Receptor (S-P-R) preliminary conceptual model presented in Table 4-2. Atkins 31/01/

70 Table 4-2. Preliminary S-P-R Model for Human Health Assessment. Atkins 31/01/

71 4.41. The only plausible impact to human health identified is a potential risk to maintenance workers through direct contact with any soils, which may potentially contain residual low level hydrocarbon concentrations, from beneath the car parks during future maintenance works. The continued use of the car parks could potentially have a slight adverse effect on the health of this group, if works were not undertaken in the appropriate fashion. However, any maintenance works which may be required in the future will be undertaken in accordance with industry Safety and Health best practice standards for such work The continued use of the car parks will have a slight beneficial effect on the mental health and wellbeing of visitors to the Airport, as this will provide certainty with regards to the availability of long-term car parking. Mitigation Measures No mitigation measures are required in respect of Population and Human Health during the operational phase. Residual Impacts The continued use of both the existing Holiday Blue and the Express Red car parks will have no significant direct or indirect effects on Population and Human Health factors. Interaction with other Environmental Attributes Population and human health interact with other environmental attributes as outlined above and summarised as follows: - Water: Human health effects could arise as a result of impacted surface water and groundwater quality. The impact on water is addressed in Chapter 11 - Water. Soils: Human health effects could arise as a result of impacted soil quality. However, taking account of the Stage 1 Human Health screening assessment outlined above, human health effects are unlikely to arise. Air: Human health effects could arise as a result of impacted air quality. The impact on air quality is addressed in Chapter 7 Air Quality and Climate. Noise: Human health effects could arise as a result of noise impacts. The impact on noise quality is addressed in Chapter 8 - Noise. Atkins 31/01/

72 5. Biodiversity Introduction 5.1. This chapter addresses the biodiversity of the Holiday Blue and Express Red car parks, the potential impacts of continuation of use as car parking and mitigation where required. Impacts on water quality and hence aquatic ecology are addressed in Chapter 11 Water of the EIAR. Project Description 5.2. There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. Site Description 5.3. The Holiday Blue car park site is c.25.1 hectares in area and situated south of the South Parallel Road (R108). To the north of the R108 lies the Southern Runway of Dublin Airport. To the south is the access road serving the Dublin Bus Garage and Horizon Logistics Business Park. The site is accessed directly from the R108. The Quinn / Santry River, which forms part of the headwaters of the Santry River catchment, flows along the southern boundary of the car park. The Holiday Blue car park has been operating with temporary planning permissions since The Express Red car park is c.10.6 hectares in area, and is accessed from the Swords Road (R132). The car park forms part of the wider Red Express long-term car park which has been operating on the basis of temporary planning permissions since Methodology Desk Study 5.5. A desk study was carried out to collate the available existing ecological information on the sites. Available literature on the Site was reviewed to inform the impact assessment. A review of available mapping and aerial photography was undertaken using online mapping sources, such as Bing maps The websites of National Parks and Wildlife Service (NPWS) and National Biodiversity Data Centre (NBDC) were accessed for information on sites designated for nature conservation and on rare and / or protected habitats and species known from the 10 km grid square within which the Site is located (accessed 28 th July 2017). Only records for the past 10 years are included within this report as older records are unlikely to still be relevant given their age and the changes in land management that is likely to have occurred in the intervening period An Appropriate Assessment (AA) Screening report was prepared as a standalone document and accompanies this application. The AA report identifies potential impacts on Natura sites and examines the likelihood of the proposed development resulting in a significant effect on Natura 2000 sites. The AA report confirmed that no significant impacts were likely to occur to the identified Natura 2000 sites and that there is no requirement to proceed any further in the Appropriate Assessment process Collectively, SACs and SPAs are referred to as the Natura 2000 network. In general terms, they are of exceptional importance in terms of rare, endangered or vulnerable habitats and species within the European Community. Atkins 31/01/

73 Consultation 5.8. Consultation undertaken in preparing this EIAR is summarised in Chapter 2 Project Description of the EIAR. This included consultation with Fingal County Council. NPWS was contacted for any comments or concerns they may have with respect to the proposed development. Site Visit 5.9. A habitat survey of the Holiday Blue car park, was previously carried out on the 5 th August 2010 by Atkins as part of an Environmental Impact Statement (EIS) undertaken in support of a planning application for continuation of use of the car park at Harristown, Co. Dublin (Atkins, 2011). This survey work was undertaken following Best Practice Guidance for Habitat Survey and Mapping (Smith et al., 2011), with habitats classified using A Guide to Habitats in Ireland (Fossitt, 2000). The Express Red car park, had previously been surveyed in 2003; it was resurveyed by Atkins on the 12 th February 2013; again following Smith et al., (2011) and Fossitt (2000). This survey was undertaken as part of an EIA prepared in support of a planning application for continuation of use of the car park at Eastlands (Atkins, 2013). The objective of the current Site visits was to confirm that there had been no significant changes to either car park since the most recent habitat surveys in 2010 and The Sites were visited on 13 th July 2017 by a Senior Atkins Ecologist. The Site visit was carried out in dry, sunny weather with a light Force 3 10 wind and cloud cover of four oktas 11. The habitats present within the Site were checked against the habitat descriptions from the previous surveys in 2010 and Ecological Evaluation & Impact Assessment The evaluation and impact assessment within this chapter has been undertaken with reference to relevant parts of the 2016 Guidelines for Ecological Impact Assessment in the United Kingdom and Ireland developed by the Chartered Institute of Ecology and Environmental Management (CIEEM, January 2016) Although this is recognised as current best practice for ecological assessment, the guidance itself recognises that it is not a prescription about exactly how to undertake an ecological impact assessment (EcIA); rather, they provide guidance to practitioners for refining their own methodologies 13. Important Ecological Features Ecological features can be important for a variety of reasons and the rationale used to identify them is explained within the CIEEM Guidance. Importance may relate, for example, to the quality or extent of designated sites or habitats, to habitat/species rarity, to the extent to which they are threatened throughout their range, or to their rate of decline. Evaluation: Determining Importance The importance of an ecological feature should be considered within a defined geographical context. The following frame of reference has been used in this case, relying on known / published accounts of distribution and rarity where available, and professional experience: - International (European) National (Ireland) A unit used in expressing the extent of cloud cover, equal to one eighth of the sky For the full guidance, refer to: - Atkins 31/01/

74 Regional (Leinster) County (Fingal) Townland (Harristown, Silloge and Ballymun Townlands / Stockhole, Cloghran, and Toberbunny Townlands) Local (intermediate between the Site and Townlands) Site (the project red line boundary). Impact Assessment Where appropriate, the impact assessment process involves: - Identifying and characterising impacts Incorporating measures to avoid and mitigate (reduce) these impacts Assessing the significance of any residual effects after mitigation Identifying appropriate compensation measures to offset significant residual effects Identifying opportunities for ecological enhancement It is good practice for the EcIA to make clear both the potential significant effects without mitigation and the residual significant effects following mitigation. This process of assessment without mitigation helps to identify necessary and relevant mitigation measures that are proportionate to the size, nature and scale of anticipated impacts The assessment only needs to describe those characteristics of impacts that are relevant to understanding the ecological effect and determining the significance. It should consider, as appropriate and necessary in each case: direct, indirect, secondary and cumulative impacts and whether the impacts and their effects are short, medium, long-term, permanent, temporary, reversible, and irreversible. The assessment of impacts then takes into account the baseline conditions to describe how the baseline conditions will change as a result of the project and associated activities. Significant Effects Paragraphs 5.25 through to 5.29 of the relevant 2016 CIEEM guidance, sets out information about the concept of ecological significance Significant effects are qualified with reference to an appropriate geographic scale, and the scale of significance of an effect may or may not be the same as the geographic context in which the feature is considered important The nature of the identified impacts on each assessed feature is characterised. This is considered, along with available research, professional judgement about the sensitivity of the feature affected, and professional judgement about how the impact is likely to affect the site, habitat, or population s structure and continued function. Where it is concluded that an effect would be likely to reduce the importance of an assessed feature, it is described as significant. The degree of significance of the effect takes into account the geographic context of the feature s importance and the degree to which its interest is judged to be affected. Mitigation Where significant impacts have been identified, the mitigation hierarchy has been taken into account, as suggested in the 2016 EcIA Guidelines. This sets out a sequential approach of avoiding Atkins 31/01/

75 impacts where possible, applying mitigation measures to minimise unavoidable impacts or providing compensatory measures for any remaining (residual) impacts. Once avoidance and mitigation measures, and any necessary compensation measures, have been applied, and opportunities for enhancement incorporated, residual impacts have then been identified. Receiving Environment Sites Designated for Nature Conservation Holiday Blue and Express Red car parks are not within any site designated for nature conservation. Sites designated for nature conservation with landscape or ecological connections 14 are given in Table 5.1 below. The closest such site to both car parks is Santry Demesne proposed Natural Heritage Area (pnha) which is proposed as a designated site for the presence of old demesne woodland. This is located 1.4km southeast of Holiday Blue car park and 1.3km southeast of the Express Red car park The Holiday Blue car park is connected to Santry Demesne pnha via the Quinn / Santry River which runs along the southern boundary of this car park. The Quinn / Santry River flows into the Santry River which in turn flows into the North Dublin Bay pnha / SAC (site code ) and North Bull Island SPA (site code ); approximately 8.5 km southeast (when measured in a straight line) from the Holiday Blue car park. The Mayne River is located immediately east of the Holiday Blue car park; and flows in an easterly direction for approximately 8km before discharging to Baldoyle Bay pnha / SAC / SPA at Portmarnock The Express Red car park drains to the Cuckoo Stream via a large attenuation area. The Cuckoo Stream flows in an easterly direction for approximately 5 km before joining the Mayne River downstream of the Express Red car park. The Mayne River flows approximately 2km further east before discharging to Baldoyle Bay pnha / SAC / SPA at Portmarnock. Sites designated for nature conservation with connectivity to the Holiday Blue & Express Red car parks are presented below. Table 5-1. Designated sites in the environs of both car parks. Site designated for nature conservation Site Code Distance from Holiday Blue to designated site boundary Distance from Express Red to designated site boundary Santry Demesne (pnha) km south-east 1.3km south-west Baldoyle Bay (pnha / SAC) km east 5.2km east North Dublin Bay (pnha / SAC) km south-east 6km south-east North Bull Island (SPA) km south-east 6km south-east Baldoyle Bay (SPA) km east 5.2km east Rare Flora and Fauna Holiday Blue and Express Red car parks are located within the 10 km grid square O14. The habitats present within the car parks are largely artificial in nature; therefore they offer little opportunity or suitable habitat for rare or protected species to utilise. 14 Ecological or Landscape connections (connectivity) can be broadly defined as physical or ecological events that allow materials or organisms to move between or influence habitats, populations or assemblages that are intermittently isolated in space or time. Atkins 31/01/

76 5.26. Holiday Blue car park is within the 2km grid squares O14L and O14, there are no records of rare flora and fauna from these grid squares within the last 10 years held by NBDC The Express Red car park is partially within four 2 km grid squares, namely O14V, O14W, O14R & O14Q. There are no records of rare flora and fauna within the last 10 years from these grid squares held by NBDC. Habitats Holiday Blue and Express Red car parks facilitate long-term parking for Dublin Airport. The terrestrial habitat occurring most frequently and covering the largest area within the Sites is car parking which can be classified as buildings and artificial surfaces (BL3) Express Red car park is surfaced with sealed bituminous macadam and supports few plants save for some pioneer or ruderal species along the margins of the car park surfaces. Dardistown Cemetery is immediately west of the Express Red car park while agricultural grassland is present to the north, east and south of the car park. The access road runs parallel to the M1 and links to a network of roads through the northern section of the site before exiting onto the R132 Road Ornamental / non-native shrubs (WS3) occur frequently within the Express Red Site boundary as they are part of the landscaping of small areas within the car parks, along the perimeter fence and along the edges of access roads. Amenity grassland (GA2) is present as very narrow strips around the perimeter of both car parks, between car park bays and along the verges of access roads A single large attenuation area is located adjacent to the roundabout at the entrance to the Express Red car park. This attenuation area is approximately 4.5 ha in size and can be classified as FL8 (Other artificial lakes and ponds). The area and surrounding land has developed a good cover of vegetation with species such as bulrush Typha latifolia, soft rush Juncus effusus, hard rush Juncus inflexus and field horsetail Equisetum arvense within the wet areas; while butterfly bush Buddleja davidii, bramble Rubus fruticosus agg. and rosebay willowherb Chamerion angustifolium occur on the drier margins of the area. Creeping bent Agrostis stolonifera and young grey willow Salix cinerea were also recorded There are two attenuation areas within the Holiday Blue car park. These two areas were constructed pursuant to works undertaken as required by Fingal County Council and so at the time of the 2017 site visit were still largely unvegetated although some dock (Rumex) species were beginning to appear around the shallow edges of the bottom of these areas. A full description of the Holiday Blue and Express Red car parks attenuation areas and associated drainage layout is provided in Chapter 11 - Water The habitats present within the Site can be evaluated as important at the Site level. Watercourses The Cuckoo Stream 15 passes beneath the access road to Express Red car park through an existing culvert north of the car park. The stream rises in farmland outside of the airfield and is largely culverted in the vicinity of the airport. The stream becomes an open channel east of the airfield and continues to flow east under the R132 Swords Road, through agricultural fields before continuing east under the car park access road and the M1 motorway. The Cuckoo stream flows in an easterly direction to Balgriffin where it joins the Mayne River; which in turn discharges to Baldoyle Bay The Quinn / Santry River flows along the west and south western boundary of the Holiday Blue car park. This watercourse was previously diverted to facilitate the expansion of the car park. The Quinn / Santry River flows into the Santry River which flows into the North Dublin Bay pnha / SAC (site code ) and North Bull Island SPA (site code ) approximately 8.5 km south east of the Holiday Blue car park. The Mayne River is located immediately east of the Holiday Blue car 15 As named on EPA Maps Atkins 31/01/

77 park and as noted above flows in an easterly direction for approximately 8km before discharging to Baldoyle Bay pnha / SAC / SPA at Portmarnock The watercourses described above can be evaluated as important at the Local level and are considered further in Chapter 11 - Water. Birds Fauna within the proposed development reflects the habitats present; i.e. hard surfaces with little or no semi-natural vegetation. Apart from screening cover around the periphery, the car parks do not include important habitat for fauna Birds known to be present in the vicinity of the car parks are species typically associated with the type of habitats present. Species recorded during the 2010 bird survey include hooded crow Corvus cornix, magpie Pica, Starling Sturnus vulgaris, wood pigeon Columba palumbus and chaffinch Fringilla coelebs. Pied Wagtail Motacilla alba was recorded in the Holiday Blue car park during the site visit in July All of the bird species recorded are common and widespread throughout Ireland across a range of habitat types The bird assemblage associated with the Site can be evaluated as important at the Site level. Mammals Irish hare Lepus timidus hibernicus has been frequently recorded within the Dublin Airport and its various car parks. Rabbit Oryctolagus cuniculus and red fox Vulpes are also likely to occur in the surrounding landscape and to pass through or use suitable areas of the Site. There is no suitable habitat for badger Meles within the Site although they are very likely to occur within the agricultural landscape surrounding the airport No bat surveys were carried out at the car parks. However, the landscaping within the car parks offers limited foraging opportunities for bats and there are no trees or buildings within the Site likely to provide suitable roosting conditions. Bats are likely to be found foraging and / or commuting along the perimeter of the Site where there is suitable vegetation present as well as around the attenuation areas, which provide areas of wetland habitat within an otherwise heavily developed / agricultural landscape The mammal population within the Site can be evaluated as important at the Local level. Amphibians and Reptiles The on-site attenuation areas provide suitable habitat for species such as common frog Rana temporaria and smooth newt Lissotriton vulgaris. These species were not recorded during site visits but are likely to be present. Continued use of both car parks would ensure the continued presence of wetland habitats for amphibians. Do-Nothing Impact In the absence of continuation of use of the car parks, it is assumed that they would be decommissioned and the land converted back to agricultural grassland. The Do Nothing Impact would result in a significant change in the type of habitat within the Site. Replacement of areas of hardstanding and landscaping with farmland and hedgerows would not result in a significant change to the biodiversity of the Site. However, loss of attenuation areas (artificial wetlands) would be a negative impact on biodiversity. Potential Impacts on Biodiversity The following design principles and designed-in mitigation have informed the assessment of impacts: - Atkins 31/01/

78 There will be no loss of or damage to any of the ornamental trees and shrubs and small areas of amenity grassland currently present within the Site. There will be no alteration or reduction in maintenance of the Sustainable urban Drainage Systems (SuDS) techniques employed at the car parks to minimise environmental impacts. The operation of the car parks will continue to employ standard good practice pollution control measures and the existing drainage management and maintenance will continue as before. There will be no alteration of the existing lighting regime in use on the Site and security cameras will remain infra-red There will be no impact on the habitats present within the Site due to the continuance of use of the Site as long-term car parking as it currently is. There are no changes proposed to the Site that are likely to result in habitat loss or fragmentation. There will be no effects on habitats within the Site due to the continuance of use of the Site for long-term car parking There will be no changes to the habitats present within the Site and no changes to the current lighting levels and human activity. Therefore, there is no potential for impacts on fauna such as birds, bats and the hare population using the Site. The faunal species currently using the site are habituated to the current conditions on the Site and as there will be no changes to current conditions there will be no effects on the fauna of the Site arising from the continuance of use of the Site as long-term car parking Water pollution from hydrocarbons and other pollutants associated with vehicles is not likely to occur due to the drainage management and pollution measures currently in place on the Site (see Chapter 11 Water). The gravel surface of the Holiday Blue car park will attenuate any first flush of pollutants from the surface by allowing water to permeate through the gravel interface; however, the low permeability subsoils beneath the car park will reduce the potential for any vertical migration of contaminants. All storm water run-off will pass through an oil-water interceptor prior to discharge from this car park. The tarmacadam surfaces in the Express Red car park have been designed to discharge to a drainage network that collects and transports surface water to the attenuation area near the car park entrance. Hydrocarbon interceptors are present at outfall locations. Therefore, effects on water quality and aquatic life within watercourses in the catchment are not likely to occur. There will be no water pollution arising from the continuance of use of the Site for long-term car parking. Cumulative Impacts In the absence of any potential impacts as a result of the proposed continuation of use as longterm car parking there is no pathway for other plans and projects to act in-combination and give rise to cumulative impacts. Mitigation Measures There are no impacts on the biodiversity of the Site predicted to occur arising from the continuance of use as long-term car parking. The existing drainage design and management of surface water is comprehensive and sufficient to prevent any pollution of receiving waters. The key to mitigation in this instance is therefore to ensure the maintenance of existing pollution control measures currently applied on Site Control of weeds growing within the car parks will be carried out only on an as required basis and use of herbicide will be limited insofar as practicable. Applications of the herbicide in the direct vicinity of the riparian zone of any watercourses will not be carried out. Herbicide will not be applied where strimming or similar methods can be employed Regular maintenance will be undertaken to de-silt manholes and silt traps to reduce the risk of silt loading to surface waters. Maintenance of silt traps will also remove any accumulation of contaminants stored within the silt over time and prevent the transmission of contaminated silts to Atkins 31/01/

79 receiving waters. Hydrocarbon interceptors are installed at surface water outfalls to further attenuate hydrocarbons and these will continue to be regularly maintained. Residual Impacts Residual impacts are not anticipated to occur as the continuation of use of the Site as long-term car parking will not result in any changes to the existing environment and pollution prevention measures will be maintained as they are currently. Interaction with other Environmental Attributes Biodiversity interacts with other environmental attributes as follows: - Land, Soils and geology: Potential surface water / groundwater contamination could negatively impact on the ecological conditions present. However, the mitigation measures described in Chapter 10 Land, soils and Geology will ensure that this will not occur. Water: Potential impacts on surface water and groundwater quality in the vicinity of both car parks could also impact on the ecological conditions present. However, the mitigation measures described above and those relevant in Chapter 11 - Water will ensure that this will not occur. Atkins 31/01/

80 6. Landscape and Visual Introduction 6.1. This Landscape and Visual Impact Assessment (LVIA) has been prepared by a Chartered Member of the Landscape Institute and relates to the proposed continuance of use of the Holiday Blue and the Express Red car parks. Study Area 6.2. The extent of the study area is generally within 1.5km from the Holiday Blue car park site and 500m from the Express Red car park site and is defined by the Zone of Theoretical Visibility (ZTV) of the proposals. Refer to Visibility drawings presented in Appendix D. Study Constraints 6.3. The field study was undertaken in July 2017 when deciduous vegetation was in leaf; therefore, the sites were potentially less visible than would be the case in winter months. However, as the existing planting, earth mounds and built development surrounding the sites are often dense even in winter months, the effect on views would be similar. Methodology 6.4. The Landscape and Visual Impact Assessment (LVIA) was undertaken with reference to the following: - Guidelines for Landscape and Visual Impact Assessment, Landscape Institute and Institute of Environmental Management and Assessment (2013), 3 rd Edition, Oxon: Routledge, Fingal Development Plan , Fingal County Council (2017) The two components of LVIA as defined by Landscape Institute and Institute of Environmental Management and Assessment (2013) are: - Assessment of landscape effects: assessing effects on the landscape as a resource in its own right; and, Assessment of visual effects: assessing effects on specific views and on the general visual amenity experienced by people The baseline landscape study was undertaken by a mix of desktop study and fieldwork to identify and record the character of the landscape and the elements, features and aesthetic and perceptual factors which contribute to it. The baseline study also considered the landscape condition and the value attached to landscape. Sources of information for the desktop study included; ordnance survey maps, aerial maps of the site and surrounding area, existing landscape character assessments and relevant planning policy The baseline visual study was undertaken by desktop study followed by a field survey. The Zone of Theoretical Visibility (ZTV) or areas of land from which the application sites may be potentially visible were identified. The ZTV was estimated and mapped manually, using map interpretation and visual envelope mapping on site to establish the outer limit of land that may be visually connected with the application sites. There are areas within the ZTV which do not have views of the scheme due to local variations in vegetation and topography. The ZTV is not always precise and is an indication only of the area within which the most significant visual effects may be expected. Atkins 31/01/

81 6.8. A detailed description of the methodology undertaken as part of this LVIA is presented in Appendix D. Project Description 6.9. There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. No new physical development works are proposed as part of the planning application. Receiving Environment Baseline Study- Landscape The aim of a landscape baseline study is to provide an understanding of the landscape in the area that may be affected, its constituent elements, its character and way it varies spatially, its geographic extent, its history, its condition and the way the landscape is experienced, and the value attached it. Landscape Institute and Institute of Environmental Management and Assessment (2013), Guidelines for Landscape and Visual Impact Assessment, Paragraph Local Landscape Character Assessment The study area is within the Fingal County Council Landscape Character Assessment described in Section 9.4 of the current Development Plan. This local level character assessment provides detail on the type of landscape that occurs within the study area. The study area is within; Low Lying Character Type. The key characteristics described and also apparent in the study area are as follows: - Characterised by a mix of pasture and arable farming; Low lying land with few protected views or prospects; An open character combined with large field patterns, few tree belts and low roadside hedges; Main settlements include Oldtown, Ballyboghil and Lusk; Dublin Airport is located in this area; Low lying area dominated by agriculture and a number of settlements. The area is categorised as having modest value; and, Low to medium sensitivity to a wide range of development From the site study it was observed that the character of the surrounding landscape is under rapid change and is a combination of agricultural, airport, motorway infrastructure and large scale industrial/ commercial land use. Landscape planting of development sites within the surrounding environs will contribute to character as it matures. Site Description The Holiday Blue car park site consists of an existing surface level long-term car park including associated access roads, fencing, lighting, furniture, buildings, signage, drainage and landscaping. The site is bounded on the north by a planted mound approximately 3.0m high and running parallel to the R108 Road. There is a green belt approximately 175m wide between the runway and the roadway. To the west of the subject site is agricultural land in pasture, industrial units at Horizon Logistics Park are located to the south west and to the south is the Dublin Bus Harristown Depot. Atkins 31/01/

82 To the south east is Silloge Park golf course and on the eastern side of the R108 Road there is Ballymun Kickhams GAA Club with sports related playing pitches. Access to the car park is off the R108 Road. The site and its immediate surroundings are a mix of industrial/ commercial and agricultural land use The Express Red car park site consists of an existing surface level long-term car park including associated access roads, fencing, lighting, furniture, buildings, signage, drainage and landscaping. The site is bounded by surface level car parking (outside the site) at Eastlands to the north, the M1 motorway to the east, Dardistown Cemetery, agricultural fields, ALSSA sports centre and car hire facilities to the west, and agricultural fields and the M1/M50 motorway junction to the south. The Express Red car park is screened by dense planting along its boundaries, the access road to the car park parallel with the M1 Motorway is densely planted with screen planting. Dardistown Cemetery is separated and screened from the car park by planting. The site and its immediate surroundings are a mix of industrial and agricultural land use. Landscape Designations and Value The sites are situated within the wider Dublin Airport complex and close to the M50 and M1 Motorways Information from the Fingal Development Plan, indicates that there are no designated landscapes i.e. High Amenity zoning (HA), Highly Sensitive Landscapes or any Views and Prospects that contribute to the character of the landscape, within or overlooking the car park sites. Additionally, there are no Protected Trees or Woodland close to the sites There are no protected structures within the study area. There are numerous recorded monuments within the study area especially south of Holiday Blue. There would be no additional negative landscape and visual effects resulting from the continuance of use of the car parks on recorded monuments. There are no sites designated for nature conservation within or adjacent to the car park sites From the field survey it was noted that the landscape in the area is generally in poor condition, and in transition from an agricultural based landscape to one dominated by strategic infrastructure (airport and motorway) and industrial land use. Intact characteristics such as trees, hedgerows, historic field patterns, lanes and distant views to the Dublin Mountains contribute to character There would be no additional adverse effects on the key characteristics of the surrounding landscape and overall landscape character as a result of the continuance of use of the car parks. The application sites are within the existing airport complex, and are heavily screened by existing vegetation/ mounds bounding the sites and their environs. The Fingal Development Plan categorises the area as having modest value and low to medium sensitivity to a wide range of development. Baseline Study - Visual The aim of the visual baseline is to establish the area in which the development may be visible, the different groups of people who may experience views of the development, the places where they will be affected and the nature of the views and visual amenity at those points. Landscape Institute and Institute of Environmental Management and Assessment (2013), Guidelines for Landscape and Visual Impact Assessment, Paragraph Zone of Theoretical Visibility The Zone of Theoretical Visibility (ZTV) or areas of land from which the application sites may be potentially visible were identified (refer to the Visibility drawing in Appendix D) The areas identified are generally within 1.5km from the Holiday Blue car park site and 500m from the Express Red car park. However, it is also noted that there are some very long distant views towards the site from Howth Head and the Dublin Mountains far beyond the immediate site area. Atkins 31/01/

83 It is judged from the field survey that the views from these areas towards the application sites are of such distance, that the effect of the continuance of use of the car parks would be negligible The ZTV of the Holiday Blue car park site includes lands bounded; by the M50 Motorway to the south, the R122 Road to the west, the L3132 Dunbro Lane to the north and QuickPark/ R132 Swords Road and Dublin Airport Terminal to the east The ZTV of the Express Red car park site includes lands bounded by the M50/ M1 Motorway to the south, the R132 Swords Road to the west, surface car parking to the north and the M1 Motorway to the east. Visual Receptors Holiday Blue car park There are no public rights of way or trails located within the ZTV of the site Roads within the ZTV include; the M50, Silloge Green, Dubber Cottage Road and Harristown Lane to the south west, the access road towards Horizon Logistics Park to the south, the R122 Road to the west, the R108 (a section of which passes immediately north and east of the site), the L3132 which passes further away from the car park to the north-west and the Old Airport Road and Swords Road further to the east. Intervening hedgerows within the surrounding landscape and along the M50 Road Corridor suggest that views into the car park will primarily be from along the R108 to the north of the car park and the access road towards Horizon Logistics Park to the south Settlement immediately surrounding the car park is sparse. To the south west there are some dwellings at Dubber Cross and along Harristown Lane. To the north there are some dwellings located along Dunbro Lane and east of the site there are dwellings located along Old Airport Road. Intervening hedgerows and development suggests that the car park is not readily visible from dwellings located within the study area Users of commercial and industrial buildings within the ZTV include; Horizon Logistics Park/ Dublin Bus Harristown to the south, Dublin Airport Logistics Park to the west, Williamsville Industrial Estate to the south-west, other commercial properties located at the junction of the Old Airport Road and the R108, and north of the car park at the R108 and at the junction of the Old Airport Road and the R132 Swords Road. Intervening vegetation and the effect of distance suggests that the car park is only likely to be visible from users of some premises within Horizon Logistics Park Leisure facilities within the ZTV include: Ballymun Kickhams GAA Club, Silloge Park Golf Club, Whitehall GAA and Kart City. Intervening vegetation and the effect of distance suggests that the car park is not visible from these locations. Express Red car park There are no public rights of way or trails located within the ZTV of the site Roads within the ZTV include; the M50/ M1 to the south, the R132 Swords Road to the west, and the M1 Motorway to the east. Intervening built development, hedgerows and embankments within the surrounding landscape and along the M50/ M1 Road Corridor suggest that views into the car park from surrounding public roads will be restricted. Some glimpsed views to the entrance/ access roads to the car park are only likely from Corballis junction Settlement immediately surrounding the car park is sparse. To the south west there are some dwellings located along the R132 Swords Road and west of Dardistown Cemetery. Further to the north there are also some dwellings located at the R132 Swords Road near Corballis junction. Intervening vegetation and built development suggests that the car park is not readily visible from dwellings located within the study area. Some glimpsed views to the entrance/ access road to the car park are only likely from Corballis junction. Atkins 31/01/

84 6.33. Users of commercial and industrial buildings within the ZTV include; commercial properties located south of the junction of the Old Airport Road and the R132 Swords Road, located along the R132 Swords Road either side of Corballis junction and Car Hire pick up/ drop off zone. Intervening vegetation and built development suggests that the car park is not readily visible from commercial and industrial buildings located within the study area. Some glimpsed views to the entrance/ access roads to the car park are only likely from those buildings located near Corballis junction Leisure facilities within the ZTV include: ALSAA Sports Centre and Swords Rugby Club. Intervening vegetation, built development and the effect of distance suggests that only the entrance/ access road to the car park is likely to be visible from these locations Dardistown Cemetery is located west of the site. Intervening vegetation and an earth mounding suggests the car park would not be readily visible from here. Impacts Potential Impacts on the Landscape Holiday Blue car park The proposal is for the continuance of use of the existing car park facility. The proposed application will not involve the loss/ modification to any existing landscape elements (such as topography, drainage, land use, trees and hedgerows) on the site itself The existing earth mounds and screen planting around the site will be retained and as it matures will further screen and integrate the application site within the surrounding landscape The landscape character of the study area is judged to be tolerant of the proposals. The site is situated within the wider Dublin Airport complex and close to the M50 and M1 Motorways in an area of industrial/ commercial and agricultural land use. The local landscape character within the area is judged to be in poor condition and as having modest value. It is judged that overall the landscape surrounding the site would have low sensitivity to the proposals Earth embankments and dense existing vegetation to the boundaries of the car park and within the surrounding landscape visually screen much of the application car park from the surrounding countryside. The screen planting and earth embankments will be retained around the car park. The application site is characteristic of the type of development associated with airport infrastructure and in keeping with the changing character of the surrounding landscape. It is judged there would be no additional impact on the key characteristics of the surrounding landscape. The maintenance of planting within and around the car park will further improve landscape character as it matures. The geographical extent over which the landscape effects will be felt will be at the level of the site and the immediate setting of the car park. Further away from the site the proposals would be imperceptible, due to the retention of existing screen planting around the car park, and dense intervening vegetation and built development in the wider landscape; as a consequence, the magnitude of change to landscape character is judged to be negligible to no change The combination of low sensitively and magnitude of negligible to no change suggests the significance of the effects on landscape character within the study area is judged to be Neutral. Express Red car park The proposal is for the continuance of use of the existing car park facility. The proposed application site will not involve the loss/ modification to any existing landscape elements (such as topography, drainage, land use, trees and hedgerows) on the car park itself The existing screen planting around the site will be retained and as it matures will further screen and integrate the application site within the surrounding landscape. Atkins 31/01/

85 6.43. The car park is situated within the wider Dublin Airport complex and close to the M50 and M1 Motorways in an area of industrial/ commercial and agricultural land use. The local landscape character within the area is judged to be in poor condition and as having modest value. It is judged that overall the landscape surrounding the car park would have low sensitivity to the proposals Dense existing vegetation to the boundaries of the car park and within the surrounding landscape visually screen much of the application site from the surrounding countryside. The screen planting and earth embankments will be retained around the car park. The application site is characteristic of the type of development associated with airport infrastructure and in keeping with the changing character of the surrounding landscape. It is judged there would be no additional impact on the key characteristics of the surrounding landscape. The maintenance of planting within and around the site will further improve landscape character as it matures. The geographical extent over which the landscape effects will be felt will be at the level of the site and the immediate setting of the car park. Further away from the car park the proposals would be imperceptible, due to the retention of existing screen planting, and dense intervening vegetation and built development in the wider landscape; as a consequence, the magnitude of change to landscape character is judged to be negligible to no change The combination of low sensitively and magnitude of negligible to no change suggests the significance of the effects on landscape character within the study area is judged to be Neutral. Potential Visual impacts This section describes the effects of the proposed application sites on visual receptors, and assesses the significance of the effects identified. Refer to Table 6-1 and Table 6-2 below Following a desktop study and field survey, viewpoints were selected to represent the experience of different types of visual receptor. The viewpoints chosen do not cover every view but have been selected to represent the different users from a range of directions and distances from the site The viewpoint locations are illustrated on the Visibility drawings presented in Appendix D. The viewpoint images are also illustrated in Appendix D. Holiday Blue car park The visual receptors identified includes people using; roads, settlements including residential areas, commercial properties and leisure facilities The visual receptors most likely to be affected by the application sites include; users of the R108 Road and the road leading to the Dublin Bus depot at Harristown Following a desktop and field survey, 17 viewpoints were selected to represent the experience of different types of visual receptor. The viewpoints chosen do not cover every view but have been selected to represent the different users from a range of directions and distances from the car park The significance of the visual effect of the application site was judged as neutral from 14 no. viewpoints. This means the application site would be difficult to distinguish and there would be no perceptible change in view The significance of the visual effect of the application site was judged as slight adverse from 3 no. viewpoints (viewpoints B3, B4 and B7), related to effects on views along the road towards the Dublin Bus depot at Harristown. This means the application site causes a limited deterioration in view from those locations. Atkins 31/01/

86 Table 6-1. Visual effects of the continued use of the Holiday Blue car park on visual receptors. Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance B1 From the R108 Road and 10m from the application site. The site is screened by earth embankments and planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns) is perceptible and does not affect the overall balance of features and elements that comprise the view (where there is already lighting overspill from the adjacent airport runway), and with some numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. B2 From the R108 Road and 10m from the application site. The site is screened by earth embankments and planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns) is perceptible and does not affect the overall balance of features and elements that comprise the view (where there is already lighting overspill from the adjacent airport runway), and with some numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. B3 From the road leading to Dublin Bus Harristown and 20m from the application site. The site is mostly screened by earth embankments and planting along its boundary. There are some gaps in planting along the site boundary which allow for views of the fence line and some parked vehicle roofs. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns, sections of boundary fence) is perceptible and does not affect the overall balance of features and elements that comprise the view (where there is already lighting and fencing in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be minor. The combination of low sensitivity and minor magnitude the significance of the visual effect is judged to be slight adverse effect. B4 From the road leading to Dublin Bus Harristown and 20m from the application site. The site is mostly screened by earth embankments and planting along its boundary. There are some gaps in planting along the site boundary which allow for views of the fence line and some parked vehicle roofs. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns, sections of boundary fence) is perceptible and does not affect the overall balance of features and elements that comprise the view (where there is already lighting and fencing in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be minor. The combination of low sensitivity and minor magnitude the significance of the visual effect is judged to be slight adverse effect. Atkins 31/01/

87 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance B5 From the R108 Road and 9m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. The application site is not visible from this location; intervening vegetation screens the site. The numbers of receptors affected would be none. The combination of no change to the view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B6 From the R108 Road and 9m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. The application site is not visible from this location; intervening vegetation screens the site. The change in view would be none. The numbers of receptors affected would be none. The combination of no change to the view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B7 From the road leading to Dublin Bus Harristown and 80m from the application site. The site is partially screened by maturing planting along its boundary. There are some gaps in planting along the site boundary which allow for views of the fence line and some parked vehicle within the car park. The receptors at and close to this viewpoint would include people using the road. Views are partially restricted by intervening vegetation. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns, sections of boundary fence and some parked cars) are perceptible and does not change the overall balance of features and elements that comprise the existing view (where there is already lighting and fencing in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be minor. The combination of low sensitivity and minor magnitude the significance of the visual effect is judged to be slight adverse effect. B8 From the Old Airport Road and 335m from the application site. The site is screened by intervening built development and planting. The receptors at and close to this viewpoint would include people using the road and adjacent dwellings. Views are restricted by intervening built development and vegetation. Sensitivity of road users is judged as low. Sensitivity of dwelling users is judged as moderate. The application site is not visible from this location; built development and vegetation screens the site. The change in view would be none. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of moderate sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

88 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance B9 From the R108 Road and 540m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by the effect of distance, intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns) is barely noticeable and does not change the overall balance of features and elements that comprise the view (where there is already lighting in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. B10 From the R108 Road and 470m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by the effect of distance, intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns) is barely noticeable and does not change the overall balance of features and elements that comprise the view (where there is already lighting in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. B11 From the R108 Road and 470m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by the effect of distance, intervening vegetation and earth embankments. Sensitivity of road users is judged as low. Only a small part of the application site (lighting columns) is barely noticeable and would not change the overall balance of features and elements that comprise the view (where there is already lighting in the view from adjacent development) and with some numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. B12 From the Dunbro Lane and 700m from the application site. The site is screened by the effect of distance and intervening vegetation. The receptors at and close to this viewpoint would include people using the road and adjacent dwellings. Views are restricted by intervening vegetation. Sensitivity of road and dwelling users is judged as moderate. The application site is not visible from this location; intervening vegetation screens the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of moderate sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B13 From the R108 Road and 20m from the application site. The site is screened by earth embankments and dense planting to its boundary along the R108. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and earth embankments. Sensitivity of road users is judged as low. The application site is not visible from this location; intervening vegetation screens the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

89 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance B14 From the Harristown Lane and 410m from the application site. The site is screened by intervening vegetation and built development. The receptors at and close to this viewpoint would include people using the lane and adjacent dwellings. Views are restricted by intervening vegetation and buildings. Sensitivity of road and dwelling users is judged as moderate. The application site is not visible from this location; intervening vegetation and buildings screen the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B15 From the Dubber Cottages and 1007m from the application site. The site is screened by intervening vegetation and built development. The receptors at and close to this viewpoint would include people using the lane and adjacent dwellings. Views are restricted by intervening vegetation and buildings. Sensitivity of road and dwelling users is judged as moderate. The application site is not visible from this location; intervening vegetation and buildings screen the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B16 From the R108 Road and 1092m from the application site. The site is screened by intervening vegetation and the effect of distance. The receptors at and close to this viewpoint would include people using the road. Views are restricted by intervening vegetation and distance. Sensitivity of road and dwelling users is judged as low. The application site is not visible from this location; intervening vegetation and the effect of distance screen the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. B17 From the R122 Road and 1205m from the application site. The site is screened by intervening vegetation. The receptors at and close to this viewpoint would include people using the road and dwellings at St. Margaret's. Views are restricted by intervening vegetation and distance. Sensitivity of road and dwelling users is judged as low. The application site is not visible from this location; intervening vegetation and the effect of distance screen the site. The change in view would be none. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

90 Express Red car park The visual receptors identified includes people using; roads, settlements including residential areas, commercial properties and Dardistown Cemetery The visual receptors most likely to be affected by the application site include; dwellings located along the R132 Road opposite the main entrance to the site and Dardistown Cemetery Following desktop and field survey, 14 viewpoints were selected to represent the experience of different types of visual receptor. The viewpoints chosen do not cover every view but have been selected to represent the different users from a range of directions and distances from the car park The significance of the visual effect of the application site was judged as neutral from 12 no. viewpoints. This means the proposed application site would be difficult to distinguish and there would be no perceptible change in view The significance of the visual effect of the application site was judged as slight adverse from 2 no. viewpoints (viewpoints R1 and R6), related to effects on views along the R132 Road near Corballis Junction and from Dardistown Cemetery. This means the proposed application site causes a limited deterioration in view from those locations. Table 6-2. Visual effects of the continued use of the Express Red Zones car park on visual receptors. Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance R1 From Dardistown Cemetery 210m from the site. The Express Red surface car park and vehicles are not visible and screened by intervening vegetation. There are some minor distant glimpsed views through gaps in vegetation to some signage and lighting columns within the site. Some distant glimpsed views towards lighting columns on the M50 Motorway. Views are restricted by intervening vegetation. Therefore sensitivity is judged as moderate. Only a small part of the application site (lighting columns) is perceptible and does not change the overall balance of features and elements that comprise the view (where there is already lighting in the view from the M50 Motorway), and with low numbers of people affected, the magnitude of the effect is judged to be minor. The combination of moderate sensitivity and minor magnitude the significance of the visual effect is judged to be slight adverse effect. R2 From the R132 Swords Road and 600m from the application site. The site is not visible, intervening vegetation and buildings screen the site. The receptors at and close to this viewpoint would include people using the public footways, roads and adjacent dwellings. Users of the road would have low sensitivity. People using the dwellings would have views to the site restricted by intervening vegetation, and would therefore have moderate sensitivity. The application site is not visible from this location; intervening vegetation screens the site. The change in view is none. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of medium sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

91 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance R3 From the R132 Swords Road and 540m from the application site. The site is not visible, intervening vegetation and the effect of distance screens the site. The receptors at and close to this viewpoint would include people using the public footways, roads and adjacent dwellings. Users of the road would have low sensitivity. People using the dwellings would have views to the application site restricted by intervening vegetation, and would therefore have moderate sensitivity. The application site is not be visible from this location; intervening vegetation screens the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of medium sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. R4 From the R132 Swords Road and 150m from the application site. The exit canopy of the site and some lighting columns are partially visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the public footways, roads and adjacent commercial buildings. Users of the R132 Swords Road and adjacent commercial buildings would have low sensitivity. Only a very minor part of the application site is barely discernible (exit canopy and some lighting columns) and does not form a noticeable element within the overall view (which is dominated by road infrastructure) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. R5 From Corballis Junction and 150m from the application site. The exit canopy of the site and some lighting columns are barely visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the public footways and road. Users of the road would have low sensitivity. Only a very minor part of the application site is barely discernible (exit canopy and some lighting columns) and does not form a noticeable element within the overall view (which is dominated by road infrastructure) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. R6 From the R132 Swords Road and 80m from the application site. The exit canopy of the site and some lighting columns are partially visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the public footways, roads and adjacent dwellings. Users of the road would have low sensitivity. People using the dwellings would have views to the application site restricted by intervening fencing, and would therefore have moderate sensitivity. Only a very minor part of the overall application site is perceptible (the exit canopy and some lighting columns) and does not form a noticeable element within the overall view (which is dominated by road infrastructure) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of moderate sensitivity and negligible magnitude the significance of the visual effect is judged to be slight adverse effect. R7 From the R132 Swords Road and 150m from the application site. The exit canopy of the site and some lighting columns are partially visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the public footways, roads and adjacent dwellings and public house. Users of the road would have low sensitivity. People using the nearby dwellings would have views to the application site restricted by intervening fencing, and would therefore have moderate sensitivity. Only a very minor part of the application site is perceptible (exit canopy and some lighting columns) and does not form a noticeable element within the overall view (which is dominated by road infrastructure) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of moderate sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

92 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance R8 From the R132 Swords Road and 315m from the application site. The exit canopy of the site and some lighting columns are barely visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the public footway and road. Users of the R132 Swords Road would have low sensitivity. Only a very minor part of the application site is barely discernible (exit canopy and some lighting columns) and do not form a noticeable element within the overall view (which is dominated by road infrastructure) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. R9 From the access road at a business park 133m from the application site. The site is not visible, intervening built development screens the site. The receptors at and close to this viewpoint would include people using the road and adjacent commercial buildings. Users of the road and commercial buildings would have low sensitivity. The application site would not be visible from this location; intervening built development screens the site. There is no change in view. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. R10 From the access road, adjacent to entrance to ALSAA Sports Centre 55m from the application site. A car park building on the site and some lighting columns are visible, otherwise no other features of the site are visible. The receptors at and close to this viewpoint would include people using the road and adjacent car park and car hire facilities. Users of the road and adjacent buildings would have low sensitivity. Only a very minor part of the application site is discernible (car park building) and does not form a noticeable element within the overall view (which is dominated by warehousing and other surface car parking) and with low numbers of people affected, the magnitude of the effect is judged to be negligible. The combination of low sensitivity and negligible magnitude the significance of the visual effect is judged to be neutral effect. R11 From the access road, adjacent to entrance to ALSAA Sports Centre 680m from the application site. The site is not visible, intervening vegetation screens the site. The receptors at and close to this viewpoint would include people using the road and adjacent car park and car hire facilities. Users of the road and adjacent buildings would have low sensitivity. The application site is not visible from this location; intervening vegetation screens the site. The change in view is none. The numbers of receptors affected is none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of low sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. R12 From the north-eastern boundary of the site looking west along the main access road to the car park. The receptors at and close to this viewpoint would include people using surface car parking. Users of the surface car parking would have low sensitivity. The main access road to the car park is noticeable in this view, however it is not a dominant element within the overall view (which is dominated by other surface car parking outside the site) and with low numbers of people affected, the magnitude of the effect is judged to be minor. The combination of low sensitivity and minor magnitude the significance of the visual effect is judged to be neutral effect. Atkins 31/01/

93 Viewpoint Nature and Characteristics of Baseline View Sensitivity Magnitude Significance R13 From the north-eastern boundary of the site looking south along the main access road to the Express Red car park. The receptors at and close to this viewpoint would include people using other surface car parking outside the site. Users of the surface car parking would have low sensitivity. The access road to the car park is noticeable in this view, however the YZ surface car park is not visible and screened by intervening vegetation. The magnitude of the effect is judged to be minor. The combination of low sensitivity and minor magnitude the significance of the visual effect is judged to be neutral effect. R14 From the Clonshaugh Road and 720m from the application site. The site is not visible, intervening vegetation screens the site. The receptors at and close to this viewpoint would include people using the public roads and adjacent dwellings. People using the road and adjacent dwellings would have views to the application site restricted by intervening vegetation, and would therefore have moderate sensitivity. The application site is not visible from this location; intervening vegetation screens the site. The change in view is none. The numbers of receptors affected would be none. The combination of no change in view and no people affected, the magnitude of the effect is judged to be no change. The combination of medium sensitivity and no change magnitude the significance of the visual effect is judged to be neutral effect. Mitigation Measures Holiday Blue car park The principle mitigation measures are as follows: - Maintenance of the woodland screen planting along the mounds at all car park boundaries to limit views into the car park from the adjoining roadways. Replacement planting to the southern and eastern boundary of the site, to complete any gaps (where plants have died) in the existing screen planting along the site boundary to limit views into the car park from the adjoining road. Express Red car park The principle mitigation measure are as follows: - Maintenance of hedge planting along the entrance road to the site near the R132 Swords Road and Corballis junction so that it will continue to establish and screen views towards the car park as it matures. Maintenance of planting along the access road within the site and around the car park so that it will continue to establish and screen views towards the car park. Replacement planting to complete any gaps (where plants have died) in the existing screen planting around the Express Red car park boundary to limit views into the car park from Dardistown Cemetery. Atkins 31/01/

94 Residual Impacts Holiday Blue car park Once the above mitigation measures have been implemented (maintenance & replacement planting as required along localised boundary sections) there would be no residual impacts. Express Red car park Once the above mitigation measures have been implemented (maintenance & replacement planting as required along localised boundary sections) there would be no residual impacts. Interaction with other Environmental Attributes Landscape interacts with other environmental attributes as follows: - Cultural Heritage: Potential landscape and visual impacts could negatively impact cultural heritage considerations. The impact on Cultural Heritage is addressed in Chapter 12 Cultural Heritage. Biodiversity: Landscape and visual impacts and mitigation measures could potentially have a negative impact on ecological considerations. The impact on Biodiversity is addressed in Chapter 5. The mitigation measures presented above for landscape and visual purposes will not have an adverse impact on the Biodiversity of the car parks. Atkins 31/01/

95 7. Air Quality & Climate Introduction 7.1. This chapter assesses the air quality and climate impacts associated with the continued operation of the Holiday Blue and Express Red car parks at Dublin Airport. There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. Ambient Air Quality Standards 7.2. In order to reduce the risk to health from poor air quality, national and European statutory bodies have set limit values in ambient air for a range of air pollutants. These limit values or Air Quality Standards are health - or environmental-based levels for which additional factors may be considered. For example, natural background levels, environmental conditions and socioeconomic factors may all play a part in the limit value which is set (see Table 7-1 and Appendix E) Air quality significance criteria are assessed on the basis of compliance with the appropriate standards or limit values. The applicable standards in Ireland include the Air Quality Standards Regulations 2011, which incorporate EU Directive 2008/50/EC, which has set limit values for NO2, SO2, PM10, PM2.5, benzene and CO (see Table 7-1). Although the EU Air Quality Limit Values are the basis of legislation, other thresholds outlined by the EU Directives are used which are triggers for particular actions (see Appendix E). Table 7-1. Air Quality Standards Regulations 2011 (based on EU Council Directive 2008/50/EC). Pollutant Regulation Note 1 Limit Type Value Nitrogen Dioxide (NO2) 2008/50/EC Hourly limit for protection of human health - not to be exceeded more than 18 times/year 200 μg/m /50/EC Annual limit for protection of human health 40 μg/m /50/EC Critical level for the protection of vegetation 30 μg/m 3 NO + NO2 Lead 2008/50/EC Annual limit for protection of human health 0.5 μg/m 3 Sulphur dioxide (SO2) 2008/50/EC Hourly limit for protection of human health - not to be exceeded more than 24 times/year 350 μg/m /50/EC Daily limit for protection of human health - not to be exceeded more than 3 times/year 125 μg/m /50/EC Critical limit for the protection of ecosystems 20 μg/m 3 Particulate Matter (as PM10) 2008/50/EC 24-hour limit for protection of human health - not to be exceeded more than 35 times/year 50 μg/m /50/EC Annual limit for protection of human health 40 μg/m 3 PM /50/EC Annual limit for protection of human health 25 μg/m 3 Benzene 2008/50/EC Annual limit for protection of human health 5 μg/m3 Carbon Monoxide (CO) 2008/50/EC 8-hour limit (on a rolling basis) for protection of human health 10 mg/m 3 (8.6 ppm) Note 1 EU 2008/50/EC Clean Air for Europe (CAFÉ) Directive replaces the previous Air Framework Directive (1996/30/EC) and daughter directives 1999/30/EC and 2000/69/EC. Atkins 31/01/

96 Gothenburg Protocol 7.4. In 1999, Ireland signed the Gothenburg Protocol to the 1979 UN Convention on Long Range Transboundary Air Pollution. To achieve the initial targets Ireland was obliged, by 2010, to meet national emission ceilings of 42 kt for SO2 (67% below 2001 levels), 65 kt for NOX (52% reduction), 55 kt for VOCs (37% reduction) and 116 kt for NH3 (6% reduction). In 2012, the Gothenburg Protocol was revised to include national emission reduction commitments for the main air pollutants to be achieved in 2020 and beyond and to include emission reduction commitments for PM2.5. In relation to Ireland, 2020 emission targets are 25 kt for SO2 (65% below 2005 levels), 65 kt for NOX (49% reduction), 43 kt for VOCs (25% reduction), 108 kt for NH3 (1% reduction) and 10 kt for PM2.5 (18% reduction) European Commission Directive 2001/81/EC and the National Emissions Ceiling Directive (NECD), prescribes the same emission limits as the 1999 Gothenburg Protocol. A National Programme for the progressive reduction of emissions of these four transboundary pollutants has been in place since April The data available from the EU in 2010 indicated that Ireland complied with the emissions ceilings for SO2, VOCs and NH3 but failed to comply with the ceiling for NOX (EEA, 2014). Directive (EU) 2016/2284 On the Reduction of National Emissions of Certain Atmospheric Pollutants and Amending Directive 2003/35/EC and Repealing Directive 2001/81/EC was published in December The Directive will apply the 2010 NECD limits until 2020 and establish new national emission reduction commitments which will be applicable from 2020 and 2030 for SO2, NOX, NMVOC, NH3, PM2.5 and CH4. In relation to Ireland, emission targets are for SO2 (65% below 2005 levels), for NOX (49% reduction), for VOCs (25% reduction), for NH3 (1% reduction) and for PM2.5 (18% reduction). In relation to 2030, Ireland s emission targets are for SO2 (85% below 2005 levels), for NOX (69% reduction), for VOCs (32% reduction), for NH3 (5% reduction) and for PM2.5 (41% reduction). Climate Agreements 7.6. Ireland ratified the United Nations Framework Convention on Climate Change in April 1994 and the Kyoto Protocol in principle in 1997 and formally in May 2002 (Framework Convention on Climate Change, 1997 & 1999). For the purposes of the European Union burden sharing agreement under Article 4 of the Kyoto Protocol, in June 1998, Ireland agreed to limit the net growth of the six Greenhouse Gases under the Kyoto Protocol to 13% above the 1990 level over the period 2008 to 2012 (Environmental Resources Management, 1998) The UNFCCC is continuing detailed negotiations in relation to GHGs reductions and in relation to technical issues such as Emission Trading and burden sharing. The most recent Conference of the Parties to the Convention (COP22) took place in Marrakech, Morocco in November COP22 focused on details for implementation of the Paris Agreement. The Paris Agreement was established at COP21 in Paris 2015 and is an important milestone in terms of international climate change agreements. The Paris Agreement, agreed by 200 nations, has a stated aim of limiting global temperature increases to no more than 2 C above pre-industrial levels with efforts to limit this rise to 1.5 C. The aim is to limit global GHG emissions to 40 gigatonnes as soon as possible whilst acknowledging that peaking of GHG emissions will take longer for developing countries. Contributions to greenhouse gas emissions will be based on Intended Nationally Determined Contributions (INDCs) which will form the foundation for climate action post Significant progress has also been made on elevating adaption onto the same level as action to cut and curb emissions The EU, on the 23/24 th of October 2014, agreed the 2030 Climate and Energy Policy Framework (EU, 2014). The European Council endorsed a binding EU target of at least a 40% domestic reduction in greenhouse gas emissions by 2030 compared to The target will be delivered collectively by the EU in the most cost-effective manner possible, with the reductions in the ETS and non-ets sectors amounting to 43% and 30% by 2030 compared to 2005, respectively. Secondly, it was agreed that all Member States will participate in this effort, balancing considerations of fairness and solidarity. The policy also outlines, under Renewables and Energy Efficiency, an EU binding target of at least 27% for the share of renewable energy consumed in the EU in Atkins 31/01/

97 Methodology 7.9. The impacts have been assessed in terms of Air Quality and Climate of the local environment as defined in the EPA Guidelines on Information to be contained in Environmental Impact Assessment Report (EPA, 2017) and Advice Notes for Preparing Environmental Impact Statements (Draft) (EPA, 2015). The assessment methodology is based on guidance outlined in the Environmental Protection Agency (EPA) Guidance Air Dispersion Modelling From Industrial Installations Guidance Note (EPA, 2010), Transportation Infrastructure Ireland (TII (formerly the National Roads Authority) Guidance Guidelines For The Treatment Of Air Quality During The Planning And Construction Of National Road Schemes (TII, 2011) and UK DEFRA Guidance Part IV of the Environment Act 1995: Local Air Quality Management, LAQM.TG(16) (UK DEFRA, 2016). Vehicle-derived air emissions in the study area have been modelled using the ADMS-Roads dispersion model (Version 4) which has been developed by the Cambridge Environmental Research Consultants (CERC) (CERC, 2015) and following guidance issued by the EPA (EPA, 2010). The model is a steady-state Gaussian plume model used to assess pollutant concentrations associated with road sources and is based on the ADMS model also developed by CERC The air dispersion modelling input data consisted of information on the physical environment (source geometry and building dimensions), detailed emission factor formulations and appropriate hourly meteorological data. Using this input data the model predicted ambient ground level concentrations for each hour of the modelled meteorological years. The model post-processed the data to identify the location and maximum of the worst-case ground level concentration. This worstcase concentration (including background concentration) is then compared with the relevant ambient air quality standard to assess the significance of the air emissions. Significance Criteria The TII Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes detail a methodology for determining air quality impact significance criteria for road schemes. The degree of impact is determined based on both the absolute and relative impact of a project. The TII significance criteria have been adopted for the development and are detailed in Table 7-2 to Table 7-4. The significance criteria are based on PM10 / PM2.5 and NO2 as these pollutants are most likely to exceed the annual mean limit values (40 µg/m 3 ). Table 7-2. Definition of Impact Magnitude for Changes in Ambient Pollutant Concentrations. Magnitude of Change Annual Mean NO2 / PM10 No. days with PM10 concentration > 50 µg/m3 Annual Mean PM2.5 Large Increase / decrease 4 µg/m3 Increase / decrease >4 days Increase / decrease 2.5 µg/m3 Medium Increase / decrease 2 - <4 µg/m3 Increase / decrease 3 or 4 days Increase / decrease <2.5 µg/m3 Small Increase / decrease <2 µg/m3 Increase / decrease 1 or 2 days Increase / decrease <1.25 µg/m3 Imperceptible Increase / decrease <0.4 µg/m3 Increase / decrease <1 day Increase / decrease <0.25 µg/m3 Source: Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes - TII (2011). Atkins 31/01/

98 Table 7-3. Definition of Impact Magnitude for Changes in Ambient Pollutant Concentrations. Absolute Concentration in Relation to Objective / Limit Value Change in Concentration Small Medium Large Increase with Scheme Above Objective/Limit Value With Scheme ( 40 µg/m3 of NO2 or PM10) ( 25 µg/m3 of PM2.5) Slight adverse Moderate adverse Substantial adverse Just Below Objective/Limit Value With Scheme (36 - <40 µg/m3 of NO2 or PM10) ( <25 µg/m3 of PM2.5) Slight adverse Moderate adverse Moderate adverse Below Objective/Limit Value With Scheme (30 - <36 µg/m3 of NO2 or PM10) ( <22.5 µg/m3 of PM2.5) Well Below Objective/Limit Value With Scheme (<30 µg/m3 of NO2 or PM10) (<18.75 µg/m3 of PM2.5) Negligible Slight adverse Slight adverse Negligible Negligible Slight adverse Decrease with Scheme Above Objective/Limit Value With Scheme ( 40 µg/m3 of NO2 or PM10) ( 25 µg/m3 of PM2.5) Slight beneficial Moderate beneficial Substantial beneficial Just Below Objective/Limit Value with Scheme (36 - <40 µg/m3 of NO2 or PM10) ( <25 µg/m3 of PM2.5) Slight beneficial Moderate beneficial Moderate beneficial Below Objective/Limit Value with Scheme (30 - <36 µg/m3 of NO2 or PM10) ( <22.5 µg/m3 of PM2.5) Well Below Objective/Limit Value with Scheme (<30 µg/m3 of NO2 or PM10) (<18.75 µg/m3 of PM2.5) Negligible Slight beneficial Slight beneficial Negligible Negligible Slight beneficial Note 1 Where the Impact Magnitude is Imperceptible, then the Impact Description is Negligible. Source: Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes - TII (2011). Atkins 31/01/

99 Table 7-4. Air Quality Impact Significance Criteria for Short Term PM 10. Absolute Concentration in Relation to Objective / Limit Value (PM10) Change in Concentration Small Medium Large Increase with Scheme Above Objective/Limit Value with Scheme ( 35 days) Slight Adverse Moderate Adverse Substantial Adverse Just Below Objective/Limit Value with Scheme (32 - <35 days) Slight Adverse Moderate Adverse Moderate Adverse Below Objective/Limit Value with Scheme (26 - <32 days) Well Below Objective/Limit Value with Scheme (<26 days) Negligible Slight Adverse Slight Adverse Negligible Negligible Slight Adverse Decrease with Scheme Above Objective/Limit Value with Scheme ( 35 days) Slight Beneficial Moderate Beneficial Substantial Beneficial Just Below Objective/Limit Value with Scheme (32 - <35 days) Slight Beneficial Moderate Beneficial Moderate Beneficial Below Objective/Limit Value with Scheme (26 - <32 days) Well Below Objective/Limit Value with Scheme (<26 days) Negligible Slight Beneficial Slight Beneficial Negligible Negligible Slight Beneficial Note 1 Where the Impact Magnitude is Imperceptible, then the Impact Description is Negligible. Source: Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes TII (2011). Modelling Methodology The ADMS-Roads (version 4) dispersion model has been used to predict the ground level concentrations (GLC) of NO2 and PM10 / PM2.5 in the vicinity of the long-term car parks for the design years of 2018 and 2033 for the Car Parks Removed and Car Parks Retained scenarios The modelling incorporated the following features: - Terrain was not included in the model as the area surrounding both car park sites is relatively flat. Hourly-sequenced meteorological information has been used in the model. Meteorological data over a five-year period (Dublin Airport, ) was used in the model (see Figure 7-1 and Appendix E). The selection of the appropriate meteorological data has followed the guidance issued by the USEPA. A primary requirement is that the data used should have a data capture of greater than 90% for all parameters. Dublin Airport meteorological station, which is located approximately 8.5 km north of the site, collects data in the correct format and has a data collection of greater than 90%. Long-term hourly observations at Dublin Airport meteorological station provide an indication of the prevailing wind conditions for the region (see Figure 7-1). Results indicate that the prevailing wind direction is from south to westerly in direction over the period The mean wind speed is approximately 5.3 m/s over the period There are also no missing hours over the period Initial test runs using all five years of meteorological data showed that the results were similar for all five Atkins 31/01/

100 years for all pollutants. All subsequent modelling was conducted using meteorological data for specific air sensitive receptors (ASRs) were also mapped into the model as shown in Figure Receptors heights were input at 1.8m to represent breathing height. Concentrations will be reported for each ASR modelled for all modelling scenarios. Figure 7-1. Dublin Airport Wind rose, Atkins 31/01/

101 Figure 7-2. Worst-case Air Sensitive Receptors identified within the Study Area. Road Traffic Emission Rates Road traffic emission rates were derived using traffic data for the Design Years of 2018 and 2033 provided by the project traffic consultant and using emission factors from the COPERT IV database (Version 11.3 updated June 2015) which has been incorporated into the UK DEFRA Emission Factor Toolkit (EFT) Version 7.0 (released August 2016). COPERT 4 version 11 reflects more recent evidence on real-world emission performance of Euro 5 & 6 vehicles The EFT version 7.0 has been incorporated into the ADMS-Roads model since August The toolkit provides emission rates from and traffic emissions for this project were based on the following assumptions: - Fleet composition data for urban Northern Ireland was selected (in the absence of available data for the Republic of Ireland); EFT Version 7.0 was based on two vehicle categories (light duty vehicles (LDV) and heavy duty vehicles (HDV)); Emissions were calculated using predicted emissions factors for the opening year (2018) and the design year (2033); Version 7.0 incorporates updated NOX and PM speed emission coefficient equations for Euro 5 and 6 vehicles, taken from the European Environment Agency (EEA) COPERT 4 Version 11 emission calculation tool which reflects the most recent evidence on the real-world emission performance of these vehicles; Fleet composition based on European emission standards from pre-euro 1 to Euro 6/VI; Scaling factors reflecting improvements in the quality of fuel and some degree of retrofitting; and Technology conversion in the national fleet. Car Park Emission Rates The surface car parks were modelled as area sources in ADMS-Roads. To calculate the emissions from the car parks, the number of vehicles entering and exiting the car parks per day was required as well as an assumption of the average speed vehicles travel at within the car park (10 km/hr was assumed) and the average distance travelled by each car upon entering the car park. The average Atkins 31/01/

102 distance travelled within the Holiday Blue car park was assumed to be 0.75km as a worst-case and the Express Red car park was assumed to be 0.5km. The internal road linking zones Y and Z within the Express Red car park was also added to the model as a road source rather than an area source. The emission factors from EFT version 7.0 in ADMS-Roads were used to calculate the car park emissions. In addition to the emissions from vehicles driving within the car park, emissions from cold starts for the vehicles leaving the car park each day were also included in the overall emissions rates. The emission factors for cold starts were taken from the NAEI emission factors website. Total emissions for each car park were then divided by the area of each car park to get the emission factor in the format of g/m2/s required for the ADMS-Roads model. Receiving Environment Trends in Air Quality Air quality is variable and subject to both significant spatial and temporal variation. In relation to spatial variations in air quality, concentrations generally fall significantly with distance from major road sources. Thus, residential exposure is determined by the location of sensitive receptors relative to major roads sources in the area. Temporally, air quality can vary significantly by orders of magnitude due to changes in traffic volumes, meteorological conditions and wind direction. EPA Monitoring Data and Background Concentrations The air quality baseline survey consists of a desktop study referencing EPA (EPA, 2016) and daa (2017) monitoring data which is representative of the current location. Air quality monitoring programmes have been undertaken in recent years by the EPA and Local Authorities. The most recent annual report on air quality Air Quality Monitoring Annual Report 2015, details the range and scope of monitoring undertaken throughout Ireland As part of the implementation of the Air Quality Standards Regulations 2002 (S.I. No. 271 of 2002), four air quality zones have been defined in Ireland for air quality management and assessment purposes. Dublin is defined as Zone A and Cork as Zone B. Zone C is composed of 23 towns with a population of greater than 15,000. The remainder of the country, which represents rural Ireland but also includes all towns with a population of less than 15,000, is defined as Zone D In terms of air monitoring and assessment, the proposed development is within Zone A. The longterm monitoring data has been used to determine background concentrations for the key pollutants in the region of the proposed development. The background concentration accounts for all nontraffic derived emissions (e.g. natural sources, industry, home heating etc.) With regard to NO2, continuous monitoring data from the EPA at suburban background locations in Dun Laoghaire, Swords, St. Anne s Park and Ballyfermot show that current levels of NO2 are below both the annual and 1-hour limit values (see Table 7-5. ), with average long-term annual mean concentrations ranging from µg/m 3 in Sufficient data is available for Dun Laoghaire and Swords to observe trends over the period Swords and Dun Laoghaire had average annual mean NO2 concentrations of 14 and 17 µg/m 3 over the period of , respectively. Passive NO2 monitoring conducted by the daa at 10 locations in 2016 recorded annual average NO2 results ranging from µg/m 3. Results from the daa continuous NO2 analyser on-site at Dublin Airport recorded an annual average of 22.6 µg/m 3 in Hourly background data files for NO, NO2 and O3 from the EPA station in Rathmines was incorporated into the air dispersion model to account for background levels. Atkins 31/01/

103 Table 7-5. Trends In Suburban Zone A Air Quality - Nitrogen Dioxide (NO 2). Station Station Classification Council Directive 96/62/EC Notes 1,2 Averaging Period Year Rathmines Urban Background Annual Mean NO 2 (µg/m 3 ) th %ile 1-hr NO 2 (µg/m 3 ) Dun Laoghaire Suburban Background Annual Mean NO 2 (µg/m 3 ) th %ile 1-hr NO 2 (µg/m 3 ) Swords Suburban Background Annual Mean NO 2 (µg/m 3 ) 99.8 th %ile 1-hr NO 2 (µg/m 3 ) St. Anne s Park Suburban Background Annual Mean NO 2 (µg/m 3 ) th %ile 1-hr NO 2 (µg/m 3 ) Annual Mean NO 2 (µg/m 3 ) Ballyfermot Suburban Background 99.8 th %ile 1-hr NO 2 (µg/m 3 ) Note 1 Annual average limit value - 40 μg/m 3 (EU Council Directive 2008/50/EC & S.I. No. 180 of 2011). Note 2 1-hour limit value μg/m 3 as a 99.8 th %ile, i.e. not to be exceeded >18 times per year (EU Council Directive 2008/50/EC & S.I. No. 180 of 2011) Continuous PM10 monitoring carried out at the suburban background locations of Ballyfermot, Dun Laoghaire and St. Anne s Park showed annual mean concentrations ranging from µg/m 3 in 2015, with at most 3 exceedances of the daily limit value of 50 µg/m 3 (35 exceedances are permitted per year). Sufficient data is available for Dun Laoghaire to observe trends over the period (see Table 7-6. ). Dun Laoghaire had an average annual mean PM10 concentration of 14 µg/m 3 over the period of PM10 results from the urban background location in the Phoenix Park show similarly low levels over the period of with concentrations ranging from µg/m3. Results from the daa continuous PM10 analyser on-site at Dublin Airport recorded an annual average of 23.1 µg/m 3 in 2016 with only 8 exceedances of the 24-hour limit value (35 exceedances are allowed per year). Hourly background data files for PM10 from the EPA station in the Phoenix Park was incorporated into the air dispersion model to account for background levels. Atkins 31/01/

104 Table 7-6. Trends In Zone A Quality PM 10. Station Station Classification Council Directive 96/62/EC Notes 1,2 Averaging Period Year Rathmines Urban Background Annual Mean (µg/m 3 ) hr Mean > 50 μg/m 3 (days) Blanchardstow n Urban Traffic Distance Annual Mean PM 10 (µg/m 3 ) hr Mean > 50μg/m 3 (days) Ballyfermot Phoenix Park Ballyfermot Dun Laoghaire Suburban Background Urban Background Suburban Background Suburban Background Annual Mean PM 10 (µg/m 3 ) 24-hr Mean > 50μg/m 3 (days) Annual Mean PM 10 (µg/m 3 ) Annual Mean PM 10 (µg/m 3 ) hr Mean > 50μg/m 3 (days) Annual Mean PM 10 (µg/m 3 ) Phoenix Park St. Anne s Park Urban Background Suburban Background 24-hr Mean > 50 μg/m 3 (days) Annual Mean PM 10 (µg/m 3 ) hr Mean > 50 μg/m 3 (days) Note 1 Annual average limit value - 40 μg/m 3 (EU Council Directive 2008/50/EC & S.I. No. 180 of 2011). Note 2 24-hour limit value - 50 μg/m 3 as a 90.4 th %ile, i.e. not to be exceeded >35 times per year (EU Council Directive 1999/30/EC & S.I. No. 180 of 2011) Continuous PM2.5 monitoring carried out at the Zone A locations of Rathmines, Finglas and Marino showed average levels of 8-10 µg/m 3 in The annual average level measured in Rathmines in 2015 was 10 µg/m 3, with an average PM2.5/PM10 ratio of Based on this information, the estimated background PM2.5 concentration in the region of the development in 2017 is 10 µg/m In terms of benzene, the annual mean concentration for the Zone A station in Rathmines for 2015 was 0.92 µg/m 3. This is well below the limit value of 5 µg/m 3. Based on this EPA data, a conservative estimate of the background benzene concentration in the region of the development in 2017 is 1 µg/m The results of CO monitoring carried out at Coleraine Street (Zone A) in 2015 showed no exceedances of the 8-hour limit value, with average levels of 0.4 mg/m 3. Based on this information, a conservative estimate of the background CO concentration for the region of the development in 2017 is 0.5 mg/m Conservative background concentrations were used to assess the air quality impact in 2018 and 2033 and a worst-case assumption was made that there would be no reduction in background concentrations of pollutants in future years. The background values used account for the non-traffic derived emissions in the vicinity of the car parks in the design years of 2018 and The ADMS modelling software is then used to predict the increased ambient pollutant concentrations as a result of local traffic emissions for both the Car Parks Removed and Car Parks Retained scenarios. Atkins 31/01/

105 Potential Impacts on Air Quality & Climate NO Modelling was undertaken using 2018 emission factors and based on meteorological data from Dublin Airport for Background data was based on NO, NO2 and O3 data from Rathmines for A worst-case assumption was made to not apply a correction for expected reduced background NO and NO2 in future years As shown in Table 7-7, annual mean concentrations of NO2 are below the EU annual mean ambient air quality standard for NO2 at all worst-case receptors assessed, peaking at 20.1 µg/m 3 (50% of the annual limit value) for the Car Parks Removed scenario and 20.3 µg/m 3 (51% of the annual limit value) for the Car Parks Retained scenario including background levels In relation to the short-term limit value (99.8 th %ile of one hour means), the maximum predicted level for the Car Parks Removed scenario in 2018 is 96.9 µg/m 3 (48% of the limit value) and for the Car Parks Retained scenario is µg/m 3 (51% of the limit value) as shown in Table Compared to the 2018 Car Parks Removed levels, the ambient NO2 levels with Car Parks Retained in 2018 at the worst-case receptors in the study area increase by up to 0.8% of the annual limit value and by up to 2.3% of the short-term limit value. Based on the TII significance criteria outlined in Table 7-2 and Table 7-3, the impacts are described as negligible at all 17 worst-case receptors assessed. Table 7-7. ADMS-Roads Air Modelling Results NO 2 in ASR Annual Average NO2 Concentrations (µg/m 3 ) Car Parks Removed 2018 Car Parks Retained 2018 Predicted Impact in th %ile of 1-Hour Average NO2 Concentrations (µg/m 3 ) Do Nothing 2018 Car Parks Retained 2018 Predicted Impact in 2018 ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR Atkins 31/01/

106 Modelling was undertaken using 2033 emission factors and based on meteorological data from Dublin Airport for Background data was based on NO, NO2 and O3 data from Rathmines for A worst-case assumption was made to not apply a correction for expected reduced background NO and NO2 in future years As shown in Table 7-8 annual mean concentrations of NO2 are below the EU annual mean ambient air quality standard for NO2 at all worst-case receptors assessed, peaking at 19.5 µg/m3 (49% of the annual limit value) for the Car Parks Removed scenario and 19.7 µg/m3 (49% of the annual limit value) for the Car Parks Retained scenario including background levels In relation to the short-term limit value (99.8 th %ile of one hour means), the maximum predicted level for the Car Parks Removed scenario in 2018 is 92.3 µg/m 3 (46% of the limit value) and for the Car Parks Retained scenario is 92.7 µg/m 3 (46% of the limit value) as shown in Table Compared to 2033 Car Parks Removed levels, the ambient Car Parks Retained levels of NO2 in 2018 at the worst-case receptors in the study area increase by up to 0.6% of the annual limit value and by up to 0.2% of the short-term limit value. Based on the TII significance criteria outlined in Table 7-2 and Table 7-3., the impacts are described as negligible at all 17 worst-case receptors assessed. Table 7-8. ADMS-Roads Air Modelling Results NO 2 in ASR Annual Average NO2 Concentrations (µg/m 3 ) Car Parks Removed 2033 Car Parks Retained 2033 Predicted Impact in th %ile of 1-Hour Average NO2 Concentrations (µg/m 3 ) Do Nothing 2033 Car Parks Retained 2033 Predicted Impact in 2033 ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR Atkins 31/01/

107 PM Modelling was undertaken using 2018 emission factors and based on meteorological data from Dublin Airport for Background data was based on PM10 data from the Phoenix Park for A worst-case assumption was made to not apply a correction for expected reduced background PM10 in future years As shown in Table 7-9, annual mean concentrations of PM10 are below the EU annual mean ambient air quality standard for PM10 at all worst-case receptors assessed, peaking at 15.9 µg/m 3 (40% of the annual limit value) for the Car Parks Removed scenario and 16.0 µg/m 3 (40% of the annual limit value) for the Car Parks Retained scenario including background levels In relation to the short-term limit value (90.4 th %ile of 24-hour means), the maximum predicted level for the Car Parks Removed scenario in 2018 is 29.6 µg/m 3 (59% of the limit value) and for the Car Parks Retained Scenario is 29.9 µg/m 3 (60% of the limit value) as shown in Table Compared to 2018 Car Parks Removed levels, the ambient Car Parks Retained levels of PM10 in 2018 at the worst-case receptors in the study area increase by up to 0.4% of the annual limit value and by up to 0.7% of the short-term limit value. Based on the TII significance criteria outlined in Table 7-2 to Table 7-4, the impacts are described as negligible at all 17 worst-case receptors assessed. Table 7-9. ADMS-Roads Air Modelling Results PM 10 in ASR Annual Average PM10 Concentrations (µg/m 3 ) Car Parks Removed 2018 Car Parks Retained 2018 Predicted Impact in th %ile of 24-Hour Average PM10 Concentrations (µg/m 3 ) Do Nothing 2018 Car Parks Retained 2018 Predicted Impact in 2018 ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR Atkins 31/01/

108 Modelling was undertaken using 2033 emission factors and based on meteorological data from Dublin Airport for Background data was based on PM10 data from the Phoenix Park for A worst-case assumption was made to not apply a correction for expected reduced background PM10 in future years As shown in Table 7-10, annual mean concentrations of PM10 are below the EU annual mean ambient air quality standard for PM10 at all worst-case receptors assessed, peaking at 16.0 µg/m 3 (40% of the annual limit value) for the Car Parks Removed scenario and 16.1 µg/m 3 (40% of the annual limit value) for the Car Parks Retained scenario including background levels In relation to the short-term limit value (90.4 th %ile of 24-hour means), the maximum predicted level for the Car Parks Removed scenario in 2018 is 29.9 µg/m 3 (60% of the limit value) and for the Car Parks Retained scenario is 30.0 µg/m 3 (60% of the limit value) as shown in Table Compared to 2033 Car Parks Removed levels, the ambient Car Parks Retained levels of PM10 in 2018 at the worst-case receptors in the study area increase by up to 0.4% of the annual limit value and by up to 0.6% of the short-term limit value. Based on the TII significance criteria outlined in Table 7-2 to Table 7-4, the impacts are described as negligible at all 17 worst-case receptors assessed. Table ADMS-Roads Air Modelling Results PM 10 in ASR Annual Average PM10 Concentrations (µg/m 3 ) Car Parks Removed 2033 Car Parks Retained 2033 Predicted Impact in th %ile of 24-Hour Average PM10 Concentrations (µg/m 3 ) Do Nothing 2033 Car Parks Retained 2033 Predicted Impact in 2033 ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR ASR Atkins 31/01/

109 PM Modelling for PM2.5 was undertaken using 2018 emission factors and based on meteorological data from Dublin Airport for A background value of 10 µg/m 3 was added to the PM2.5 results based on the EPA data reviewed. A worst-case assumption was made to not apply a correction for expected reduced background PM2.5 in future years Annual mean concentrations of PM2.5 were below the EU annual mean ambient air quality standard at all worst-case receptors assessed, peaking at µg/m 3 (41% of the annual limit value) for the Car Parks Removed scenario and µg/m 3 (42% of the annual limit value) for the Car Parks Retained scenario including background levels Compared to 2018 Car Parks Removed levels, the ambient Car Parks Retained levels of PM2.5 in 2018 at the worst-case receptors in the study area increase by up to 0.3% of the annual limit value. Based on the TII significance criteria outlined in Table 7-2 and Table 7-3, the impacts are described as negligible at all 17 worst-case receptors assessed Modelling for PM2.5 was undertaken using 2033 emission factors and based on meteorological data from Dublin Airport for A background value of 10 µg/m3 was added to the PM2.5 results based on the EPA data reviewed. A worst-case assumption was made to not apply a correction for expected reduced background PM2.5 in future years Annual mean concentrations of PM2.5 were below the EU annual mean ambient air quality standard at all worst-case receptors assessed, peaking at µg/m 3 (42% of the annual limit value) for the Car Parks Removed scenario and µg/m 3 (42% of the annual limit value) for the Car Parks Retained scenario including background levels Compared to 2033 Car Parks Removed levels, the ambient Car Parks Retained levels of PM2.5 in 2018 at the worst-case receptors in the study area increase by up to 0.3% of the annual limit value. Based on the TII significance criteria outlined in Table 7-2 and Table 7-3, the impacts are described as negligible at all 17 worst-case receptors assessed. Climate Due to the size and nature of the developments and the small magnitude of change in traffic levels as a result of the car parks, the impact of retention of the car parks on national greenhouse gas emissions is predicted to be insignificant in terms of Ireland s obligations under the EU 2020 target. Human Health As demonstrated by the dispersion modelling results, the retention of the car parks will have an imperceptible impact on pollutant concentrations. Pollutant concentrations within the car parks are compliant with all ambient air quality limit values and, therefore, will not result in a significant impact on human health. Mitigation Measures No additional mitigation measures are required as the continued operation of the car parks is predicted to have an imperceptible impact on ambient air quality and climate. Residual Impacts There will be no residual impacts of significance on air quality and climate from the continued operation of the car parks. Atkins 31/01/

110 Interaction with other Environmental Attributes Air Quality and Climate interacts with other environmental attributes as follows: - Human Health: Potential air quality impacts could negatively impact human health. However, taking account of the findings of this assessment, the continued use of both car parks will have no significant impact on human health. Biodiversity: Potential air quality impacts in the vicinity of both car parks could also impact on the ecological conditions present (outlined in Chapter 5 - Biodiversity). However, based on the above air quality assessment and the habitats / species recorded on site, the continued operation of the car parks is predicted to have an imperceptible impact on ambient air quality. Atkins 31/01/

111 8. Noise Introduction 8.1. This chapter assesses the potential noise impacts associated with continuing operations of the Holiday Blue and Express Red car parks at Dublin Airport. There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR When considering the potential impacts from this development, key sources of noise will relate to the permanent impacts from associated road traffic on the surrounding road network and on-site car park activities. Methodology 8.3. The assessment has been undertaken using the following methodology: - A baseline noise survey within and in the vicinity of the car parks to determine the existing noise climate associated with the current site activity; and, Predictive calculations assessing the potential impacts associated with the continuing operations of the car parks at the most sensitive locations The assessment has been undertaken with reference to the most appropriate guidance documents relating to environmental noise which are set out within the relevant sections of this chapter. In addition to specific noise guidance documents, the following guidelines were considered and consulted for the purposes of this chapter: Guidelines on the Information to be contained in Environmental Impact Statements, (EPA, 2002); EPA Advice Notes on Current Practice (in the preparation of Environmental Impact Statements, (EPA, 2003); Guidelines on the Information to be contained in s, (Draft May 2017); and EPA Advice Notes for Preparing Environmental Impact Statements (Draft, September 2015). Receiving Environment 8.5. The car parks under consideration are located to the south and east of the South Runway and are located within the Inner Airport Noise Zone. This relates to the air noise contour of 69dB LAeq,16hr The Holiday Blue car park is bound to the north and east by the R108 Road and zoned lands GE (General Employment) to the south and rural land to the west. The closest noise sensitive locations are residential dwellings some 340m to the west The Express Red car park is bound to the east by the M1 Motorway, commercial/ industrial and greenfield land to the south, greenfield land to the north and Dardistown Cemetery to the west. The closest noise sensitive locations to the car park are located off the R132 and are at a distance of approximately 100m from the car park entrance and approximately 900m from the car parking area A baseline noise survey was undertaken within the car park areas to determine the source noise levels associated with the facilities. In addition, spot check noise levels were measured at the Atkins 31/01/

112 closest noise sensitive locations to determine the existing noise climate and the key noise sources at these locations. Monitoring Locations 8.9. Two monitoring locations (N1 & N2) were measured within the bounds of the Holiday Blue car park along the east and western boundaries respectively during normal day-time operations to obtain measurements of normal operational car park activities. A third monitoring location (N3) was measured along Harristown Lane in proximity to residential dwellings along this road. Figure 8-1 illustrates these monitoring positions. Figure 8-1. Noise Monitoring Locations at Holiday Blue Car Park Two monitoring locations (N4 & N5) were measured in proximity to the Express Red car park. Location N4 was monitored along the site entrance road accessing the car park representing worst case traffic flows entering all sections of the wider Express Red complex. Location N5 was monitored outside a residential property along the R132 along the footpath outside the property representing the closest noise sensitive locations to the Express Red car park and its site entrance. Figure 8-2 illustrates the monitoring positions for this car park. Figure 8-2. Noise Monitoring Locations at Express Red Car Park. Instrumentation and Procedure The surveys were performed using a Brüel and Kjaer Type 2250 Sound Level Meter. The measurement apparatus was check calibrated both before and after the measurement survey using a Brüel & Kjær Type 4231 Sound Level Calibrator. Atkins 31/01/

113 8.12. Measurements were conducted at the survey locations on a cyclical basis at the monitoring positions. All surveys were undertaken in general accordance with ISO 1996 Description Measurement and Assessment of Environmental Noise. Part 2: Determination of Sound Pressure Levels (2017). Sample periods for the noise measurements were 15 minutes The surveys were conducted 22 nd June and 4 th July 2017 during daytime periods. Given the summer holiday period, the time surveys represent one of the busiest periods of the car parks under consideration. Measurement Parameters The noise survey results are presented in terms of the following four parameters: - L Aeq L AFmax L A90 L A10 is the equivalent continuous sound level. It is a type of average and is used to describe a fluctuating noise in terms of a single noise level over the sample period. is the instantaneous maximum sound level measured during the sample period. Measured using the Fast time weighting. is the sound level that is exceeded for 90% of the sample period. It is typically used as a descriptor for background noise. is the sound level that is exceeded for 10% of the sample period. It is typically used as a descriptor for traffic noise The A suffix denotes the fact that the sound levels have been A-weighted in order to account for the non-linear nature of human hearing. Survey Results Survey results for Locations N1 and N2 within the Holiday Blue car park are summarised in Table 8-1 below. Table 8-1. Noise Monitoring Results N1 and N2. Location Time LAeq LAFmax LA10 LA90 N1 ( ) 15: : : N2 ( ) 15: : : Noise levels recorded at Location N1 were noted to be influenced by aircraft take-off and landing along Dublin Airport s South Runway, road traffic along the R108 Road and traffic entering and leaving the car park including a mixture of cars and buses Noise levels at Location N2 were dominated by aircraft take-off along Dublin Airport s South Runway. Additional sources included traffic along the R108 Road, leaf rustle, and birdsong during lulls in the sources above. Occasional activities within car park were audible at low level compared to the above mentioned sources Survey results for Locations N3 to the west of the Holiday Blue car park are summarised in Table 8-2 below. Atkins 31/01/

114 Table 8-2. Noise Monitoring Results N3. Location Time LAeq LAFmax LA10 LA90 N3 ( ) 13: : : Noise levels recorded at Location N3 were noted to be influenced by aircraft take-off along Dublin Airport s South Runway, road traffic along the R108 Road, leaf rustle birdsong and occasional vehicle pass-by s along the adjacent local road. Activities from the Holiday Blue car park were not audible or detectable above the surrounding noise sources Survey results for Location N4 along the entrance road to the Express Red car park are summarised in Table 8-3 below. Table 8-3. Noise Monitoring Results N4. Location Time LAeq LAFmax LA10 LA90 N4 ( ) 11: : : Noise levels recorded at Location N4 were noted to be influenced by aircraft approaching to land at Dublin Airport s South Runway, traffic entering and exiting the Express Red car park and road traffic along the R132 Road Survey results for Locations N5 to along the entrance road to the Express Red car park are summarised in Table 8-4 below. Table 8-4. Noise Monitoring Results N5. Location Time LAeq LAFmax LA10 LA90 N5 ( ) 11: : : Noise levels recorded at Location N5 were noted to be influenced by busy traffic along the R132 Road including a mixture of buses, cars and HGV s and aircraft on approach to Dublin Airport s South Runway. Car park activities from the closest section of the daa wider Express Red complex or from the further Zones Y and Z were not audible or detectable above the surrounding noise sources. Summary of Baseline Environment The noise environment at the two nearest noise sensitive locations to the two car parks under consideration are high and are dominated by aircraft landing and take-off at Dublin Airport s South Runway in addition to road traffic along the R108 and R132. Activity from the adjacent car parks was not audible above the surrounding noise sources at these locations. Noise levels measured along the boundaries of the car parks were noted to also be dominated by external noise sources, predominately aircraft and road traffic in addition to vehicle pass-by s entering the car parks. Atkins 31/01/

115 Potential Noise Impacts The proposed development seeks permanent continuation of the existing Holiday Blue and Express Red car parks which consist of 8,840 and 2,040 car parking spaces respectively. There are no physical works proposed, hence there are no construction noise impacts The operational phase relates to continuing operations of both car parks with continued traffic accessing the car parks in addition to on-site vehicle movements. Potential noise impacts relating to the difference between removing ( Do Nothing Scenario) and continuing operations ( Do Something scenario) the two car parks are addressed in the following sections. Road Traffic along Surrounding Road Network The Holiday Blue car park is accessed via the R108 along the car park s northern boundary. The TIA notes that highest traffic flows accessing this car park originate along the R108 to the east of the car park entrance The Express Red car park is accessed via the R132 to the north east. Highest traffic flows accessing this car park are Between the Old Airport Road / Swords Road Junction and daa Express Red car park / Swords Road Junction In order to determine the potential difference in noise levels between the Do Nothing (car parks removed) and Do Something (car parks retained) a review of traffic flow data between these two scenarios has been examined Traffic flow data with and without the car parks in operation has been calculated as part of the TIA for this project. A review of traffic flows in terms of the annual average daily traffic (AADT) and percentage HGV s were assessed along seven road links to determine the potential change in noise levels between these two scenarios. Figure 8-3 illustrates the location of the traffic assessment locations. Traffic volumes calculated for the Do Nothing and Do Something scenarios for the future assessment years take account of committed future developments which have the potential to add to traffic flows along the local road network. The calculated difference in noise levels along these link roads are presented in Table 8-5 for the opening year 2018 and in Table 8-6 for the year Figure 8-3.Road Traffic Assessment locations. Atkins 31/01/

116 Table 8-5. Calculated Difference in Traffic Noise Levels, Year Opening Year 2018 Traffic Assessment Location Total Vehicles (AADT) Do Nothing %HGV Total Vehicles (AADT) Do Something %HGV Calculated Change in Noise Levels, db Location 1 24, % 24, % 0.0 Location 2 6, % 6, % +0.1 Location 3 21, % 21, % 0.0 Location 4 34, % 34, % 0.0 Location 6 14, % 14, % 0.0 Location 7 14, % 14, % 0.0 Location 8 6, % 6, % 0.0 Table 8-6. Calculated Difference in Traffic Noise Levels, Year Design Year 2033 Traffic Assessment Location Total Vehicles (AADT) Do Nothing %HGV Total Vehicles (AADT) Do Something %HGV Calculated Change in Noise Levels, db Location 1 28, % 28, % 0.0 Location 2 7, % 7, % +0.1 Location 3 25, % 25, % 0.0 Location 4 41, % 41, % 0.0 Location 6 17, % 17, % 0.0 Location 7 17, % 17, % 0.0 Location 8 7, % 7, % The calculated difference in road traffic noise levels between the Do Nothing and Do Something scenarios is below 1dB along all link roads. In order to assist with the interpretation of the noise associated with vehicular traffic on public roads, Table 8-7 offers guidance as to the likely impact associated with any particular change in traffic noise level (Source DMRB, 2011). Table 8-7. Likely Impact Associated with Change in Traffic Noise Level. Change in Sound Level, db(a) Subjective Reaction Magnitude of Impact 0 Inaudible No Impact Barely Perceptible Negligible Perceptible Minor Up to a doubling of loudness Moderate 10+ Doubling of loudness and above Major Due to the high volume of traffic along the surrounding road network to the car parks, the removal of traffic accessing and egressing the car parks results in a negligible change in overall volume Atkins 31/01/

117 flows along the roads. The resulting difference in noise level is inaudible and is of imperceptible impact during both assessment years. Car Parking Activities Noise measurements undertaken as part of the baseline survey include the operation of both car parks. Due to the proximity of the car parks to Dublin Airport s South Runway, noise levels measured within the car park boundaries were largely governed by aircraft take-off and landing. Noise surveys undertaken at the two nearest noise sensitive locations were noted to be dominated by aircraft take off (Location N3) and aircraft landing (Location N5) in addition to road traffic along the surrounding road network Assuming, as a highly worst case scenario that noise levels measured at Location N1 (eastern boundary of Holiday Blue car park) are representative of car park activities in isolation (59dB LAeq), this value has been used to calculate the specific contribution of this activity at locations N3 and N5 at distances of approximately 350m from the closest boundary of the car parks. The calculated contribution of this source at both locations is below 30dB LAeq. Taking account of the existing ambient noise levels recorded at both noise sensitive locations, this noise level would not contribute any measurable noise level at either property Taking into account the high noise environment in which the closest noise sensitive locations are positioned, the assessment has concluded that activities associated with either car park operating does not contribute any significant noise level that would be perceptible above the dominant sources in the area, namely aircraft and road traffic along the surrounding road network. The operational impact during the Do Something scenario is therefore concluded to be long-term and imperceptible. Remedial or Reductive Measures The results of the assessment have concluded that no perceptible noise impact is associated with the operation of either car park at the nearest noise sensitive locations. Noise mitigation measures are not deemed necessary for the proposed continuation of use of the car park at either site. Residual Impacts During the continued operations ( Do Something scenario), noise levels at the nearest noise sensitive locations will continue to be dominated by aircraft landing and take-off at Dublin Airport and road traffic along the surrounding road network. Noise levels measured during the baseline survey are expected to remain nominally unchanged. Monitoring Not applicable. Interaction with other Environmental Attributes Noise interacts with other environmental attributes as follows: - Human Health: Potential noise level impacts could negatively impact human health. However, taking account of the findings of this assessment, the continued use of both car parks will have no significant impact on human health. Atkins 31/01/

118 9. Traffic Introduction 9.1. Dublin Airport is one of the fastest growing airports in Europe serving 29.6 million passengers per annum (mppa) in The Airport is currently served by three long-term car parks with 25,425 spaces. This figure includes `Quick Park` a third party owned and operated long-term car park The existing long-term parking complexes known as the Holiday Blue car park and Express Red car park, subject of this EIAR, are located in the respective townlands of Harristown, Silloge and Ballymun, and Stockhole, Cloghran, and Toberbunny. These car parks solely facilitate long-term car parking at the Airport and are owned and operated by daa The Holiday Blue car park is located on a site of circa 25.1 hectares and is accessed via the Naul Road (R108). The Express Red car park is located on a site of circa 10.6 hectares and is accessed off the Swords Road (R132) It is proposed to seek permanent continuance of use of the existing car parks at Holiday Blue containing 8,840 car parking spaces and Express Red containing 2,040 spaces. This equates to a total of 10,880 car parking spaces The airport has a permitted capacity of 32 mppa (million passengers per annum) (planning Ref: PL06F.2206). This permission provides for 26,800 long-term car parking spaces as appropriate. Importantly, this determination considered a scenario where Metro Link was in place. The current parking provision within the subject sites is circa 40% of the permitted total and therefore represents a significant component in the daily operation of the Airport It should be acknowledged that the main trip generators associated with the Airport are Terminals 1 and 2 and that the proposed developments subject of this EIAR are in existing operation. The car parks therefore do not in themselves generate any additional trips onto the local road network or the national road network and only attract trips to the proposed site locations which would otherwise be on the network It should also be noted that the core function of the national road network and in particular the M1 and M50 is to facilitate freight and passenger access to key international gateways such as Dublin Airport This chapter has been prepared to examine the potential current and future traffic and transport impacts associated with the Holiday Blue and wider Express Red complex. The chapter is laid out in a similar format to that of a Traffic and Transport Assessment. Methodology 9.9. The following tasks were considered as part of this traffic and transport assessment: - Assess surrounding road infrastructure; Identify plans for future road infrastructure upgrades; Identify plans for future transport upgrades; Review existing public transport and mobility management measures; Undertake traffic counts to quantify the base line traffic flow scenario; Atkins 31/01/

119 Identify the nature and characteristics of the Holiday Blue and wider Express Red complex car parks; Establish future years and future year traffic flows; Predictions were made with respect to impacts relating to the future year operation of the Car Parks by considering both the with and without development scenarios; and Describe measures for mitigating against potential impacts along with residual impacts which could not be designed out or mitigated against This traffic and transport assessment has been prepared by taking into consideration the guidance and recommendations described in the following documents: - Fingal Development Plan ; Dublin Airport Mobility Management Update 2017; Transport Infrastructure Ireland - Traffic and Transport Guidelines 2014; Transport Infrastructure Ireland Spatial Planning and National Roads 2012; Transport Infrastructure Ireland - A Study of Lane Capacity in the Greater Dublin Area 2012; Transport Infrastructure Ireland M50 Demand Management 2014; and Transport Infrastructure Ireland - Project Appraisal Guidelines (Related Units) As part of this traffic and transport assessment, consultations were undertaken with Fingal County Council Transport Planning Section, the National Transport Authority and Transport Infrastructure Ireland. The proposed traffic and transport assessment scoping document was issued to Fingal County Council. This document formed the basis of the presentation and discussions undertaken during the consultations and the scope of the traffic and transport assessment has been agreed with the statutory authorities. Receiving Environment Site Location The wider Express Red complex and Holiday Blue car parks are fully operational long-term car parks. The facilities represent key elements of infrastructure essential to the operation of Dublin Airport. The car parks are located to the south of the Airport Access to the wider Express Red complex car park is via the R132. The car park is bounded by the M1 to the east, the M50 to the south, Dardistown Cemetery to the west. To the north, the car park is bounded by lands zoned to ensure the efficient and effective operation and development of the airport Access to the Holiday Blue car park is via the R108. The car park is bounded to the north and east by the R108, lands zoned for general employment in the Fingal Development Plan and rural land to the west The car park locations are outlined in Figure 9-1. Atkins 31/01/

120 Figure 9-1. Location Map. Existing Road Network Both car parks have direct access on to the regional road network surrounding the airport with the Holiday Blue accessing onto the R108 and the wider Express Red complex accessing onto the R132. A brief description of the key roads and junctions facilitating access to the car parks is provided below. Local and Non-National Roads The local and non-national roads serving the subject car parks are as follows: - R132 - The R132 is a two-way single carriageway facility that follows the former route of the N1 from Parnell Street in Dublin City Centre to the border with Northern Ireland, just north of Dundalk; R108 - The R108 is a two-way single carriageway facility that runs from Christchurch in Dublin City Centre, through Ballymun to the north of the City, Ballyboughal and Naul and on to the R132 at Drogheda, Co Louth; R122 - The R122 is a two-way single carriageway facility that runs from Charlestown to the north of the City and through St. Margaret s, Oldtown and Naul before terminating at Balbriggan Co Dublin; Old Airport Road - The Old Airport Road runs adjacent to the southern boundary of the Airport lands and connects the R132 to the R108. The road consists of a single carriageway accommodating two-way traffic with a width of approximately 7.0-m. There are no footpaths provision along its stretch. National Roads The national roads serving the subject car parks are as follows: - Atkins 31/01/

121 M50 Motorway - The M50 motorway is a 3+3 lane dual carriageway facility which accommodates an Annual Average Daily Traffic (AADT) in excess of 120,000 vehicles per day and operates with posted speed limit of 100km/h. The road acts as an orbital bypass route for strategic traffic around Dublin, whilst also acting as the hub of the national road network and providing strategic access to Dublin Port and Dublin Airport. In doing so, the M50 facilitates local, inter-urban, business and freight trips. The M50 is designed to accommodate high volumes of traffic and the programme of upgrade works undertaken over the last number of years have been implemented to improve this carrying capacity. Notwithstanding the M50 has seen exponential growth over the last number of years it is sensitive in terms of congestion particularly so during the AM and PM commuter peak periods. M1 Motorway - The M1 motorway is a 2+2 lane dual carriageway facility which accommodates an AADT of approximately 90,000 with a posted speed limit of 80km/h along its southern extents in vicinity of the Airport. The M1 is a strategically important road linking Dublin to Belfast via the Northern Ireland road network whilst also providing direct access to Dublin Airport and Dublin Port via the Port Tunnel. Local Road Junctions The key local road junctions are as follows: - R132 / Airport Access Roundabout Due to its location on the local road network the Airport Roundabout is of particular importance to the operation of the Airport and also to the subject car parks. The junction acts as the primary access point to the Airport and is situated on the R132 to the immediate north east of the wider Express Red complex car park. The roundabout also provides direct linkage from the car park to the national road network via the M1 motorway. The junction operates as a part traffic signal controlled roundabout. It is currently being upgraded to signalise the fourth arm of the roundabout; R132 / Express Green Car Park Traffic Signals This junction is a three arm signalised junction that provides access to the Express Green car park. The junction was recently upgraded; R132 / Wider Express Red Complex Car Park Traffic Signals - This junction is a four arm signalised junction that provides access to the Express Red car park. This junction also acts as a primary access point to the Airport and in particular Terminal 1 and Terminal 2. The junction was recently upgraded; R132 / Old Airport Road Traffic Signals - This junction is a four arm signalised junction that provides access to the Old Airport Road and Dardistown Cemetery. The junction was recently upgraded; R108 / Old Airport Road Traffic Signals - This junction is a four arm signalised junction that provides access intersects with the R108 Naul / Ballymun Road. Access to the Dublin Bus depot at Harristown is also provided: R108 / Holiday Blue Car Park Priority T This junction is a three arm priority junction providing access to the Holiday Blue car park at Harristown; R122 / R108 Priority T This junction is a three arm priority junction intersecting the R122 St Margaret s Road with the R108. National Road Junctions The major national road junctions are as follows: - Atkins 31/01/

122 M1 / Airport Road Interchange - This interchange is the primary access junction between the national road network and the Airport. The junction consists of a three arm grade-separated roundabout with merge and diverge lanes on the M1 motorway approaches. The interchange connects to the R132 Airport roundabout through a short link road consisting of 3 eastbound lanes and 4 westbound lanes. Of the 4 westbound lanes 2 are solely dedicated for the Airport. The junction is controlled through part signalisation; M50 / R108 Interchange This junction is a 4 arm grade separated roundabout junction. The junction incorporates merge and diverge lanes on the M50 motorway approaches. Whilst not sign-posted, access to the airport can be gained from this junction via the R108, Old Airport Road and R132. The junction is controlled through full signalisation; M1 / M50 Interchange This is a major interchange connecting the M1 and M50 motorways. The junction incorporates merges and diverges on all major motorway approaches and free flow fly overs connecting M50 northbound to M50 Port Tunnel and M1 to M50 southbound. The interchange also incorporates a four arm fully signalised gyratory junction which provides access between the R139 and all motorway routes. Base Year Traffic Volumes Local Road Junctions MHC Traffic Ltd. were commissioned to carry out a 12 hour traffic count on Wednesday 30th May The traffic counts were undertaken on the following local road junctions: - Junction 1 R132 / Airport Access Roundabout; Junction 2 R132 / Express Green car park Traffic Signals: Junction 3 R132 / Wider Express Red Complex car park Traffic Signals; Junction 4 R132 / Old Airport Road Traffic Signals; Junction 5 R108 / Old Airport Road Traffic Signals; Junction 6 R108 / Holiday Blue car park Priority T ; and Junction 7 R122 / R108 Priority T In addition, traffic surveys have been obtained from daa for M50 Junction 4 (Ballymun Interchange) and M1 Junction 2 (Airport Interchange). These surveys were undertaken by Nation Wide Data Collection on Wednesday the 25 th May All junction turning count data is contained within Appendix G1 (for Appendix G1 please refer to electronic version) The locations of the traffic counts are illustrated on Figure 9-2. Atkins 31/01/

123 Figure 9-2. Traffic Count Location Map The recorded AM and PM turning movements at each junction are presented in Figure 9-3 (note that a more legible version of turning movements are appended). Figure 9-3. Existing Turning Movements The traffic count data collected has formed the basis of the future year assessments which follow within this chapter. Atkins 31/01/

124 Future Transport Infrastructure Metro Link In February 2018, the Government reaffirmed plans to build a Metro Link between the City Centre and Swords, through the announcement of the National Development Plan and the National Planning Framework The proposed scheme will be 17km in length with 14 new stops and will incorporate an additional 13 km of upgraded route along the existing Luas green line from Charlemont to Sandyford. An indicative route is shown in Figure A public consultation process is being undertaken during the Q1 of This process is accompanied by a new Public Consultation Document which outlines the route selection process, the emerging preferred route, the issues and challenges, costs and benefits and the next steps in implementing the proposed Metro Link. This document can be found here. Figure 9-4. Metro Link Map. Atkins 31/01/

125 9.30. Consultations with the NTA have confirmed that neither of the proposed long-term car parks subject of this application impact on the alignment of the proposed alignment of the Metro Link route and therefore have no material impact on its future development. Bus Rapid Transits (BRT) The Transport Strategy for the Greater Dublin Area (NTA GDA Strategy ) confirms the intent to develop a number of BRT schemes. It also identifies the need to provide a higher level of public transport capacity than the existing provision, between Swords, the Airport and the City Centre, both in advance of Metro Link and also to serve areas south of the M50 subsequent to the implementation of Metro Link This additional capacity will take the form of a BRT service or a BRT type service or a conventional quality bus corridor upgrade along this route or parts of this route. The final arrangement would be designed to complement the Metro Link scheme. The indicative BRT routes, outlined by the NTA, is shown in Figure 9-5. Figure 9-5. BRT Route Map Consultations with the NTA have confirmed that neither of the proposed long-term car parks subject of this application will have any material impact on the future development of bus corridors as envisaged by the NTA at this time. East-West Distributor Road Proposals for this scheme were developed by Fingal County Council in The key and essential components of this new road network include the provision of a continuous new East-West Distributor Road from the existing Malahide Road westwards to the Clonshaugh Road, the provision of a Realigned Malahide Road to effectively by-pass Balgriffin village and the provision of new junctions to supplement and enhance the capacity the Malahide Road and the existing R139/Malahide Road junction at Clare Hall The Realigned R107 Malahide Road together with the East-West Distributor Road will enhance public transport facilities and assist towards the development of an East-West Atkins 31/01/

126 public transport corridor between the proposed Metro facilities at or near Dublin Airport and the recently built Dart Station at Clongriffin. The below screenshot of the specific roads and transport objectives from the Fingal Development Plan Viewer indicates the indicative alignment of the East West Distributor Road. The proposed East-West Distributor Road is illustrated in Figure 9-6. Figure 9-6. East-West Distributor Road Indicative Alignment The East-West Distributor Road is included within the NTA GDA Strategy , however there is no timeframe defined for its delivery. The preferred route does not affect the proposed long-term car parks. M50 Demand Management The M50 Upgrade Scheme was granted planning permission by An Bord Pleanála in Traffic analysis undertaken for the scheme indicate that increasing demand would result in traffic volumes that would exceed the capacity of the M50 within its design life. Recognising this as one of the conditions of the planning permission was the development of a scheme of demand management measures to be implemented to manage demand and protect the public investment In 2014, TII (then NRA) published an M50 Demand Management Report which set out the range of measures identified for possible implementation. These include the following: - Short term Improved merge layouts, permanent signed diversion routes; Medium term Variable speed limits; Long-term measures Multi-point tolling. Atkins 31/01/

127 9.39. Short term measures as above are mostly in place, whilst variable speed limits and other intelligent transport measures are currently being developed and are likely to be in place by 2019 /2020. The longer term measure of introducing multi-point tolling, whilst considered to have the most effect in terms of long-term management of demand along the route, is unlikely to be introduced in the near future, at least until viable public transport alternatives are in place. Committed Developments A review of committed developments within the vicinity of Dublin Airport has been undertaken. The following developments have been identified. Table 9-1. Committed Development. ID Development Type Size Planning Reference 1 DAC Office 41,677m 2 F16A/ T2 Linked Hotel Hotel 3 Holiday Inn Express Hotel Extension 4 Clayton Hotel Hotel Extension 22,342 m bedrooms 3,369 m bedrooms 4,739 m bedrooms ABP Ref. PL 06F.PA0008 F17A/0255 F16A/ Radisson Hotel Extension Hotel Extension 11,026 m bedrooms F16A/ Radisson Hotel New Hotel 7 Premier Inn Hotel Extension 8 Rental Car Holding Area Car Park 7,877 m bedrooms 1,712 m 2 54 bedrooms Holding area for 350 cars F16A/0446 F16A/0479 F17A/ Horizon Logistics Park Warehouse & Office 7,163 m 2 F16A/ Horizon Logistics Park Warehouse & Office 4,419 m 2 F17A/ Horizon Logistics Park Warehouse Extension 3,582 m 2 F17A/ Horizon Logistics Park Warehouse 12,095 m 2 F17A/ Horizon Logistics Park Office / canteen alterations n/a F17A/ Horizon Logistics Park Warehouse 4,436 m 2 F17A/ Planning documents associated with the above listed committed developments have been reviewed in terms of traffic generation to allow for cumulative impacts of these developments and the proposed car park developments to be assessed. These are assessed within the Traffic Impacts section of this chapter. Atkins 31/01/

128 Public Transport and Mobility Management Existing Public Transport National and GDA Rail Network The national rail network primarily consists of radial routes connecting Dublin with other regional cities and towns such as Rosslare, Waterford, Cork, Tralee, Limerick, Galway, Westport, Ballina, Sligo and Belfast. Dublin City is served by two main train stations of Heuston Station and Connolly Station. Heuston serves all services to the southwest and west of the country while Connolly serves all services north, north-west and south of Dublin. The Phoenix Park Tunnel has recently been built and re-establishes rail connectivity between Connolly Station and The Kildare rail line. Figure 9-7 illustrates the extent of the national rail network. Figure 9-7. National Rail Network In terms of the Greater Dublin Area, services are facilitated by both heavy rail and light rail infrastructure. DART services run along the eastern coastal catchment areas between Atkins 31/01/

129 Howth and Malahide to Bray and Greystones. Western catchments within Dublin, Meath and Kildare are served by Commuter rail services. The existing Luas Red lines serves Drimnagh, Tallaght, Saggart and other West Dublin suburbs whilst the Green line serves southern suburbs such as Dundrum, Stillorgan, Carrickmines and Brides Glen. The Luas Cross City commenced operation in December The extent of the existing GDA rail network is illustrated in Figure 9-8. Figure 9-8. GDA Rail Network. National and Regional Bus Network Dublin Airport is well served by public transport with numerous buses and coaches connecting the Airport with destinations all over Ireland inclusive of Northern Ireland. Direct coach services are provided between the main regional cities and towns in Ireland by a number of operators, with Bus Éireann and Aircoach providing the majority of these services. Bus Éireann and Aircoach together provide over 250 services daily serving the Airport along 20 different routes. The national bus network serving the Airport is illustrated in Figure 9-9. Atkins 31/01/

130 Figure 9-9. National Bus Network. Atkins 31/01/

131 9.45. Within the Dublin Region, Dublin Bus and Aircoach provide over 400 services daily connecting the City Centre and its suburbs with the Airport. Dublin Bus operates the number 747 which connects the city centre directly with Dublin Airport along with No s 16, 41 and the 102. Aircoach also provide a direct service from the City Centre along with other routes serving locations to the south of the City Centre including, Dun Laoghaire, Blackrock and Ballsbridge. The Airport Hopper serves the catchment to the west of the City Centre including Tallaght and Liffey Valley. The city bus network serving the Airport is illustrated in Figure Figure City Bus Network. Pedestrian and Cycle Facilities In vicinity of the Airport Campus, pedestrian and cycle facilities are generally of high and consistent standard with wide pedestrian footpaths and good quality cycle tracks. Along the R132, from the Airport Roundabout to the Old Airport Road Junction, there are high quality pedestrian and cycle shared path facilities on both sides of the road. Crossing points are generally well positioned serving key desire lines and access locations such as the wider Express Red complex. The access road to the Dardistown area of the wider Express Red complex is facilitated by footpaths and public lighting on the western side of the carriageway There are no pedestrian and cycle facilities along the Old Airport Road and the R108 Road in vicinity of the Holiday Blue car park. Atkins 31/01/

132 9.48. Pedestrians are facilitated within both car parks by the generally flat and even car park surface, with hardstanding areas provided in vicinity of the bus stops facilitating the free 24 hour shuttle services. The transfer times associated with each car parks are approximately 5 minutes. Future Public Transport The Transport Strategy for Greater Dublin Area provides a framework for the planning and delivery of transport infrastructure and services in the Greater Dublin Area (GDA) over the next two decades. The following sections outline the proposals contained within the strategy in terms of rail, bus and cycle networks and identifies those which are most relevant to the Airport. Rail Network The 2035 rail network includes expansions to the LUAS, DART and heavy rail networks. It also includes for the provision of Metro Link, a light rail link from the south city centre to Swords and serving Dublin Airport, operating in tunnel under Dublin City Centre, and providing a high speed, high frequency, high capacity service. Metro Link is currently at development stage and NTA GDA Strategy suggests that this transport facility could be operational by the year Airport Figure Rail Network. Bus Network The 2035 bus network includes for the development of orbital and radial bus routes. It also includes for a number of Bus Rapid Transit routes. The most relevant of these routes is the proposed BRT between Swords, the Airport and the City Centre. The final arrangement would be designed to complement the Metro Link scheme. Atkins 31/01/

133 Airport Figure Bus Network. BusConnects BusConnects combines the core bus and BRT network outlined in the GDA Strategy into a plan to fundamentally transform Dublin s bus system, so that journeys by bus will be fast, reliable, punctual, convenient and affordable. It will allow the bus to become a viable and attractive transport choice to more people than ever before. It will do this by: - Building a network of next generation bus corridors on the busiest bus routes to make bus journeys faster, predictable and reliable; Introducing Bus Rapid Transit, a higher quality of bus system, on three of the busiest corridors; Completely redesigning the network of bus routes to provide a more efficient network, connecting more places and carrying more passengers; Developing a state-of-the-art ticketing system using credit and debit cards or mobile phones to link with payment accounts and making payment much more convenient; Implementing a cashless payment system to vastly speed up passenger boarding times; Revamping the fare system to provide a simpler fare structure, allowing seamless movement between different transport services without financial penalty; Implementing a new bus livery providing a modern look and feel to the new bus system; rolling out new bus stops with better signage and information and increasing the provision of additional bus shelters; and Transitioning - starting now - to a new bus fleet using low emission vehicle technologies. Atkins 31/01/

134 Cycle Network The 2035 cycle network will include for the development of the entire Greater Dublin Area Cycle Network Plan as published by the NTA in Since 2011, significant investment has been funded by the NTA to the development of this network every year. The route of most significance to the Airport is Primary Route 2A located along the R132. A section of this route between the Airport Roundabout and The R132 Old Airport Road junction has already been delivered as part of recent upgrade works in vicinity of the Airport. Future upgrades along the R132 will likely incorporate high quality cycle facilities with connection to Swords and towards the City Centre. Airport Figure Cycle Network. Mobility Management Dublin Airport plays a proactive role in ensuring that an appropriate level of public transport access to the airport is maintained and improved upon. It does this through a range of measures such as incentives, promotion and infrastructural improvements. The 2017 MMU, which is updated every two years, has recently been published. This document outlines the progress made in terms of sustainable transport choices and identifies a number of objectives over the next period to ensure that good surface access arrangements and sustainable transport patterns are maintained and achieved. A summary of the key findings of the update are presented as follows. Existing Travel Patterns The Airport s MMU confirms that the Airport has a good modal split with circa 35% of access undertaken by bus/coach/train. With taxis included this modal split increases to 56.1%. The NTA travel survey also confirms the robustness of the MMU with a 37% public transport share identified, which actually exceeds that measured by daa. Atkins 31/01/

135 Figure Existing Passenger Mode Share The Airport public transport mode share is significantly above the 12% mode share for all trips in Corridor A of the Transport Strategy for the Greater Dublin Area, within which the Airport is located. Figure Passenger Origins (All Departing Passengers) It should be acknowledged that Dublin Airport manage to maintain and improve upon this impressive public transport mode share whilst not having the dedicated rail link that benefits other major European airports. The mode share also compares favourably with other European Airports which have the benefit of dedicated rail links Whilst the MMU is focused on facilitating continuous improvements in access by public means, it recognises that a variety of transport modes are required to ensure the safe and efficient transfer of passengers to and from the Airport. As such the need to facilitate long term car parking is considered to be a necessary element in the range of means available by which people access the Airport. Passenger Travel Initiatives Dublin Airport has championed sustainable travel initiatives over the last period to ensure that sustainable transport alternatives are maintained and grown. The following details initiatives for passengers which it is hoped will positively influence sustainable transport mode share over the next number of years: - Atkins 31/01/

136 Public Transport investment: This has included coach parking, bus and cycle lanes, bicycle shelters, directional signage and real time information. Safeguarding Future Rail links: With regards to Metro Link, an area within the core of the Airport has been preserved to facilitate the associated Metro Station. Dublin Airport will be engaging with the main authorities and stakeholders as the development of the project unfolds; Electric Vehicle Charging Points: Dublin Airport has introduced a number of electrical charging points around the campus which are available for the use of both staff and passengers; Supporting Buses and Coaches: Dublin Airport seeks to support the continued use and growth of bus use mode share, through priority bus lanes, good holding facilities and improved set down areas/coach parking; Real Time Passenger Information: Upgrades to improve access to real time travel information are ongoing at the Dublin Airport. Other Improvements: Dublin Airport are also undertaking ongoing reviews to improve directional signage, traffic management and access for mobility and visually impaired users. Passenger Travel Objectives The following objectives for passenger travel have been identified within the MMU and will be monitored for progress on an ongoing basis. Table 9-2. MMU Passenger Travel Initiatives. Category Objective Target Passenger Mode Share Improved Service and Choice Environmental/ Sustainability Initiatives Maintain bus-based public transport mode share at 34% Facilitate an interactive journey planning tool such as that available on transportforireland.ie To improve and enhance the Surface Access webpage on Dublin Airport s website for passengers wishing to access the airport by sustainable transport. Facilitate at least one charging point for an electronic vehicle at the taxi holding area Update January 2019 July 2018 Implementation and Monitoring The Landside Operations Team of daa will continue to oversee and promote the sustainable transport initiatives outlined in the MMU and ensure their delivery. The Dublin Airport Mobility Manager will continue to actively oversee the implementation of the initiatives and to work with the transport authorities and operators to explore areas for further improvement The daa Insights Team will continue to measure performance to ensure that passenger mobility objectives are achieved. This will include monitoring travel patterns through annual passenger surveys. Atkins 31/01/

137 9.63. The next Dublin Airport MMU will be produced in 2019, when it is hoped that plans for Metro Link will be further progressed. On completion, Metro will contribute to the capacity and efficiency of Dublin Airport s surface access network as part of the range of means by which both passengers and employees arrive and depart the campus The MMU is contained within Appendix G4. Proposed Development The proposed development comprises the proposed continuance of use of the existing car parking facilities at Holiday Blue and wider Express Red complex car parks The permanent continuance of use planning application also includes for retaining the existing access and drainage, and all existing ancillary structures including lighting, signage, CCTV, ticket machines, bus shelters, boundary fencing and landscaping All information relating to car parking volumes has been supplied by daa. This information is very commercially sensitive. The Need for Long-Term Car Parking It should be acknowledged that a significant portion of passengers travel to the Airport from locations and at times where public transport is not available. These passengers need to be facilitated. Whilst public transport accounts for 34% of the passenger mode split associated with the Airport, access via the private car also accounts for 33%. Therefore access to the Airport by private car is an essential part of the modal mix, as would be expected to be the case in any Airport In this regard, in order to safeguard the current and future operational requirements of the Airport, having an adequate supply of long-term car parking is an essential part of the surface access strategy of not just Dublin Airport but of all airports Long-term car parking is thus a necessary, integral and ancillary operational element of Dublin Airport s infrastructure and the continuance of use on a permanent basis of the Holiday Blue and wider Express Red complex car parks is a vital component in safeguarding this need. Atkins 31/01/

138 Scale and Capacity The proposed development is for the permanent continuance of use for 10,880 surface car parking spaces. The allocation of spaces within each car park is summarised in the table below. Table 9-3. Car Parking Allocation. Car Park Zone Parking Spaces Holiday Blue 8,840 Express Red 2,040 Total 10, A full description of land use surrounding both car park complexes is provided in Chapter 2. Both car parks currently operate 24 hours a day, 365 days a year. Characteristics of Long Term Airport Car Parks In terms of ensuring there is sufficient capacity to meet demand, an airport long-term car park is somewhat unique. Take for instance a car park which services a supermarket; in the event that patrons arrive at a supermarket car park to discover it is full and there are no spaces available to park in, then they simply leave the car park and bring their business to the next supermarket which has available spare capacity in its car park In this regard an airport long-term car park is very much a final destination. If patrons arrive at a long-term car park to discover that there are no spaces available to park in, they cannot simply depart the car park and travel to another airport with available car parking capacity; not at least without losing their flights and paying a premium. It is noted that 13% of customers accessing these car parks have not pre- booked. Supply and Demand Given that passenger numbers over the last 5 years from 2012 to 2016 have grown by 46%, it is reasonable to assume that demand for car parking and traffic movements entering and exiting each car park have grown in tandem. Review of data supplied by daa confirms this with peak demand occurring during the summer months. The following Figure illustrates the growth experienced from January 2014 to December Atkins 31/01/

139 600, Car Park Demand CAR PARKING DAYS 500, , , , ,000 - Jan'14 Mar'14 May'14 Jul'14 Sept'14 Nov'14 Jan'15 Mar'15 May'15 Jul'15 Sept'15 Nov'15 Jan'16 Mar'16 May'16 Jul'16 Sept'16 Nov'16 Jan'17 Mar'17 May'17 Jul'17 Sept'17 Nov'17 PERIOD Figure Car Parking Demand (January 2014 to October 2017) Within the above Figure, both parking demand and parking occupancy are described in terms of car parking days. This is the industry standard for describing car parking demand, whereby a car parking day is one car parking space occupied by one vehicle for one day During the period considered, the average occupancy rate within the car park was 58%. The peak period during each calendar year is during the month of July. This has consistently increased year on year during the four year period considered. In 2014 the maximum occupancy was 74%. During 2015 this increased significantly to 94%. During 2016 the maximum occupancy increased to just within capacity at 99%. During July 2017 demand for long-term car parking outweighed supply at the airport and this is reflected in the data reviewed, wherein occupancy reached 106% The provision of sufficient available capacity in a long-term car park is therefore an essential pre- requisite to the operation of an airport. In terms of current trends and the nature of longterm airport car parking, it is clear that during peak seasonal periods the current long-term car parking provision is at a critical level wherein it is simply not sufficient to cater for future year peak periods. This under provision has the ability to severely affect the operation of the airport over the next number of years resulting in major disruption to airport passengers and reputational and economic damage to the local and national economy. Monthly and Daily Traffic Profiles In terms of impacts on the local road network, the demand for long-term airport car parking is somewhat counter-cyclical when compared to the seasonal demands and fluctuations on the local road network. The demand for an airport long-term car park peaks during school holidays when the local roads are least busy, as families take the opportunity to go on vacation during school holiday periods. Of these entries and exits the greater concentration occurs at the weekends. When considering the impacts on the local road network it must also be noted that car parks represent two journeys whereas drop offs can account for four trips. The following Figures illustrate the monthly parking profile over the twelvemonth period from August 2016 to July 2017 for the Holiday Blue and wider Express Red complex car parks respectively. Atkins 31/01/

140 Figure Holiday Blue Monthly car park Profile (By Entry). Figure Wider Express Red Complex Monthly car park Profile (By Entry) In terms of daily traffic movements to the long-term car parks at Dublin Airport, the peak hours of entries and exits to each car park tend to be outside of the AM and PM commuter peak periods. Review of monthly data over the last year indicates that the entry and exit profile by hour corresponds during all months. The following Figures illustrate the January 2017 entry and exit profiles by hour for the Holiday Blue and wider Express Red complex car parks respectively. Atkins 31/01/

141 Figure Holiday Blue Hourly Car Park Profile (By Entry and Exit). Figure Wider Express Red Complex Hourly Car Park Profile (By Entry and Exit) As illustrated, the peak hour entry movements associated with the long-term car parks occurs during the 04:00 to 06:00 period. This corresponds with the first wave of early morning flights, the busiest time at the airport, as passenger arrive to the Airport in time to check in and pass security. This also corresponds with times at which public transport is generally not available The exit profile steadily increases during the afternoon and evening periods for each car park. The peak period for the Holiday Blue occurs during 23:00 to 01:00 hours and the peak period associated with the wider Express Red complex generally occurs during the 21:00 to 23:00 period. Pre-booked Parking The culture of airport parking has recently changed to an online business. To manage this process daa has developed and set in place a number of smarter systems in order to cope Atkins 31/01/

142 with this shift in behaviour. Currently approximately 87% of passengers utilising the longterm car parks at Dublin Airport pre-book their parking requirements. Review of Terminal 2 Assumptions As part the evaluation of current long term car parking needs at Dublin Airport, a review of An Bord Pleanála s (ABP) 2006 grant of permission for Terminal 2 (Case Ref. PL 06F ) has been undertaken In particular this review focused on the assumptions that underpin Condition 23 (a) of the grant of permission as reproduced below. Provision of parking to serve the development hereby permitted shall be the subject of separate planning applications, as required. Any additional parking provided shall have regard to the mode share targets established by the Mobility Management Plan and the growth of passenger numbers using the Airport. Having regard to the assumptions underpinning the Environmental Impact Statement submitted with the subject application, the submitted Mobility Management Plan and the capacity of Phase 1 of the development, the following restrictions to car parking, which are a direct result of the proposed development, shall apply: (a) The total number of long-term public car parking spaces serving the Airport shall not exceed 26,800. (b) The total number of short-term public car parking spaces shall not exceed 4,000. (c) There shall be no material increase in the number of employee car parking spaces at the airport. Reason: In the interest of the free-flow of traffic and the proper planning and sustainable development of the area The assumptions and methodology that assisted the identification of 26,800 limit to long term car parking spaces are detailed in the 2006 Mobility Management Plan Framework (MMPF) that accompanied the T2 Environmental Impact Statement (EIS). The MMPF aimed to achieve a sustainable balance between all modes transport among users of the airport and was the precursor of the current mobility Management Update (MMU) that has paved the way forward in achieving the present day high public transport mode share of 34% Section 5 of the MMPF details a number of key assumptions in relation to mode share projections. Section 6 of the MMPF details a number of key assumptions in relation to car parking space projections. These are reproduced below along with an analysis of their relevance to the current situation in Table Mode Share and Long Term Car Parking Assumptions. Ref Assumptions Relevance to 2018 Mode Share Assumptions: MS1 Assumed that Public Transport (PT) mode share will be 40% by 2020 to include Metro Link and therefore align with best in class airport PT mode shares. In 2006, the base mode share for PT at Dublin Airport was 24%. In 2017 the actual PT mode share was 33.9% without Metro and as such is testament to the work undertaken in implementing the ongoing Mobility Management Update and its measures. 40% mode share for PT remains a realistic target and it would be envisaged that this could be realised within the medium term post the 2027 arrival of Metro Link. Atkins 31/01/

143 Ref Assumptions Relevance to 2018 Mode Share Assumptions: MS2 MS3 MS4 MS5 MS6 Assumed that passenger numbers at Dublin Airport will grow. Assumed that Metro North from City Centre to Dublin Airport and Swords will open by Assumed that as PT mode share increases the corresponding reduction in mode shares for car, car rental and taxi will not be distributed proportionally. Expected that taxis will show a proportionally larger decrease than private cars and that car rental will actually increase modestly in line with significant growth in leisure related travel. Assumed that Mero North will take patronage from Bus and Taxi during the first years of operation. Assumed that the other modes will maintain their mode share. Long Term Car Parking Assumptions CP1 CP2 The planned improvements to the public transport system set out in Transport 21, Platform for Change, etc. are delivered in accordance with the programme set out by Government to enable a significant mode shift to public transport to be accomplished. Public Transport Mode Share for passengers will be 40% by This was a reasonable assumption and whilst passenger numbers decreased during the unforeseeable economic crisis they have steadily increased since It is expected that passenger numbers will continue to grow over the next number of years and forecasts generated by daa reflect this expectation. Again this was a reasonable assumption. Metro North was subject to many delays and postponed indefinitely in In 2015 an amended Metro Link was put forward. Construction is scheduled to start in 2021/22 with operations to commence in Reasonable assumption and is relevant to the existing and future situation. This was a reasonable assumption. Metro Link will also likely divert passengers from the already excellent PT providers along this Corridor during its first years of operation. Reasonable assumption and is relevant to the existing and future situation. This was a reasonable assumption. In terms of the airport the most significant infrastructure project was Metro North. Metro North was subject to many delays and postponed indefinitely in In 2015 an amended Metro Link was put forward. Construction is scheduled to start in 2021/22 with operations to commence in 2026/27. In 2006, the base mode share for PT at Dublin Airport was 24%. In 2017 the actual PT mode share was 33.9% without Metro and as such is testament to the work undertaken in implementing the ongoing Mobility Management Update and its measures. 40% mode share for PT remains a realistic target and it would be envisaged that this could be realised Atkins 31/01/

144 Ref Assumptions Relevance to 2018 Mode Share Assumptions: CP3 20,500 spaces is the peak long term car parking demand at 20MAP based on 14.8% of passengers using the long term car parks. within the medium term post the 2027 arrival of Metro Link. This is a reasonable assumption The full MMPF is contained within Appendix G3. An extract of Table 5-3 of the MMPF which outlines the projected mode shares contained within the 2006 EIS is presented below. Figure MMPF Future Mode Share Projections The below table shows the comparison of the forecasted mode shares for car and PT against the actual mode shares. Atkins 31/01/

145 Table 9-5. Mode Share Comparison Table (Source: MMPF 2006). Source MMPF PT Mode Share 24% 24.1% 30.5%* n/a Actual PT Mode Share 24% 33% 34.5% 34% MMPF CAR Mode Share 43.8% 42.5% 40.9%* 39.5% Actual CAR Mode Share 43.8% 40% 34% 33.4% *Assumes arrival of Metro North It can be seen that the arrival of Metro North imposes a sudden increase in PT mode share of 6.4% in its first year of operation and a further 9.5% between 2012 and 2020 to achieve the 40% best in class target. Prior to this the increase in public transport mode share between 2005 and 2011 only accounted for 0.1% The actual increase in PT mode share between 2005 and 2011 was 7%. This equates to a 33% PT mode share which has been maintained and slightly improved to a 2016 mode share of 34% (2017 is 33.4%) An extract of the Table 6.1 of the MMPF which outlines the projected long term car parking space requirements contained within the 2006 EIS is presented below. Figure MMPF Car Parking Space Projections The methodology implemented in determining the future car parking space projections within the 2006 MMPF are considered to be reasonable. As can be identified from the above table, the key years in terms of the projections of future car parking requirements are 2005, - 18,096 spaces at 18.5 mppa (million passengers per annum), ,655 spaces at 24.7 mppa, ,445 at 26.7 mppa and ,808 spaces at 30.3 mppa. Atkins 31/01/

146 Conclusion Based on a review of the assumptions contained within the 2006 Terminal 2 MMPF, it is considered that in overall terms the assumptions made were robust and valid It is also considered that the PT mode share of 40% remains an achievable target that is representative of current day best in class public transport mode share as demonstrated by such airports as Amsterdam Schipol, London Gatwick and London Heathrow in the International Airports Benchmarking Exercise undertaken as part of the MMU as contained within Appendix G. Notwithstanding, it is considered that assumptions with regards to mode share targets placed a significant reliance on the arrival of Metro North The similarities for the airport in 2018 to that of 2006 are that the forecasted passenger numbers over the next decade are projected to grow significantly and that Metro Link will not be in place for at least another 8 years. In contrast to 2006, the airport in 2018 enjoys a far better PT mode share in order of 7% higher and a far higher volume of air passengers in the order of 10 mppa higher The 2006 MMPF projected that in 2016 Dublin Airport would welcome 30 mppa and would require 26,800 spaces to cater of long term car parking needs. In 2017, Dublin Airport actually served 29.6million passengers, thus the current passenger numbers being experienced at Dublin Airport and the future air passenger projections forecasted by daa (as discussed in the following section) indicate that air passenger traffic is generally in line with those forecasted in However, as passenger numbers are forecast to grow further (as discussed in the following section), there will be a need to review the permitted level of long term car parking spaces of 26,800 going forwards. Current Long Term Car Parking (LTCP) Supply and Demand The International Air Transport Association (IATA) anticipates that global air traffic demand will double over the next 20 years. In 2017, Dublin Airport served 29.6m passengers The current forecasted passenger numbers expected to be generated by Dublin Airport are represented graphically in the below Figure (source: daa). Figure Forecasted Airport Passenger Growth to Atkins 31/01/

147 In order to ascertain the current level of long term car parking demand at Dublin Airport, a review of supply and demand over the last number of years has been undertaken The information, sourced from daa, reviews the peak July periods from 2014 to This data is provided in car parking days for the Holiday Blue, wider Express Red complex and Express Green car parks at Dublin Airport. The factor between supply and demand for the Dublin Airport Parking long term car parks has been determined and applied to all authorised long term car parking serving the airport, inclusive of the Quick Park site, to determine the demand requirements over the last four years. This information is presented in terms of actual long term car parking spaces in the following table. Table 9-6. Long Term Car Parking Supply and Demand. Year DAP LTCP Supply (car parking spaces) Total LTCP Supply (car parking spaces) DAP LTCP Supply (car parking days) DAP LTCP Peak Demand (car parking days) Total LTCP Demand (car parking spaces) ,180 22, , ,161 14, ,180 22, , ,757 15, ,180 22, , ,372 19, ,180 22, , ,878 22, ,180 22, , ,354 23, A graphical representation of the supply and demand profile over the last four years is presented below. Figure Long Term Car Parking Supply and Demand Line. Atkins 31/01/

148 The above graph illustrates the steady increase in long term car parking demand over the last four years. This demand has increased in line with the significant growth in airport passenger numbers. In 2015, it can be seen that that during the peak July period demand increased significantly over the preceding 2014 July period to 19,700 spaces. In 2016 the demand increased again to 22,300 space. This level of demand is commensurate with the actual parking supply. In 2017, airport passenger numbers during July grew by a record 6% over the preceding year. As such the demand in parking outweighed supply. This resulted in some passengers having to avail of long term parking at the airport, opting to avail of taxi or private car drop off resulting in four trips on the road network. This is illustrated in the above graph by the dampening in the demand line which is not reflective of what the true demand would have been during this record July period In projecting the peak parking demand trend line from the preceding years to 2017, it is determined that the actual peak long term car parking demand at the airport would have been in the order of circa 25,000 long term car parking spaces. Future LTCP Demand Projections Based on the review of the 2006 MMPF which accompanied the 2006 EIS for the Terminal 2 application to ABP, it is acknowledged that the assumptions made therein were relevant and justifiable. The basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) therefore remains valid. Nothing of significance has changed in the intervening period that would affect the 26,800 car parking requirement set by Condition 23. This level of long-term car parking is reasonable based on current public transport provision, infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently It is considered that the two most influential high level assumptions which affected long term car parking at Dublin Airport at that time, continue to remain in These are the projected growth in airport passenger traffic and the potential impact of Metro Link on public transport mode shares It is considered that at this point in time, this application can only address the current long term car parking needs of the airport It is considered that the issue of projected car parking requirements can be dealt with within future applications for long term car parking needs as and when they arise. Employee Car Parking Employees of the Airport are not permitted to park within any of the long-term car parking facilities. Permits for employee car parking and designated employee car parks are issued by car parks Administration. Once an applicant is approved they are issued with a permit and a set of rules to comply with Furthermore, daa operate a number of measures and processes to ensure that employees do not utilise any car parking not designated for their use. These are as follows: - Employee and public (long-term and short term) car parks are physically separate across the campus, meaning there is no ambiguity as to which car park is for staff use and which is for public use; Employee and public car parks are operated using separate IT systems; In order to avail of car parking permit, an Employee must agree to abide by car parking policy, including that spaces must be used only for the purposes of their employment and not for personal use; Atkins 31/01/

149 Employees are assigned to a particular employee car park based on the location of employment within Dublin Airport campus; Access to employee car parks are via barriered entrance and egress only; Employees are issued with an electronic fob allowing entry only to their assigned car park. This fob will not permit access to any other car park within the airport campus. Fobs are linked with the user and provide historic tracking information for 30 days. This allows users to be monitored and prevents abuse; Employee cars must display a daa parking permit on their windscreens. This permit identifies the car park to which an employee is assigned as well as the make, model and registration plate number of the assigned car. This prevents unauthorised swapping of permits between vehicles; Daily monitoring of car parking permits is undertaken across the employee car parks to ensure no vehicle is parking without the correct permit on display; Employee car parks are not permitted to be used overnight or during weekends (shift work excepted), or for personal use; Periodic marshalling of all car park entrances is undertaken to ensure that cars entering car parks are doing so with the correct fobs and permits. Atkins 31/01/

150 Potential Impact of Metro Link daa is fully supportive of Metro Link which will make an excellent contribution to the public transport options available to passengers and employees alike at DAP. With its introduction in 2026/2027, the catchment along Corridor A between Swords and City Centre of the GDA Strategy will likely significantly benefit in terms of sustainable transport options to Dublin Airport. Metro Link will divert passengers from taxi services and existing excellent public transport providers within this Corridor Notwithstanding the clear benefits, it is also likely Metro Link will not necessarily address the national catchment of the airport. Surveys undertaken as part of the MMU indicate that over 50% of total departing passengers originate outside of Dublin. When this is broken down to passengers using the long-term car park, over 66% of these originate outside of Dublin. The 34% of those who do originate from Dublin come from all over Dublin and not just the catchment area of Metro Link Consultation with the NTA, who fully support the requirement for an appropriate level of permanent long term parking at Dublin Airport, has indicated that it is too early to determine modelled potential impacts of Metro Link as there are too many unknowns and variables at this stage (currently feasibility) of its development. In order to provide some perspective on the potential impacts that new rail links can have on mode shares for airports case studies were reviewed. NTA have advised that in their opinion, Metro Link will principally have an impact on the catchment of Corridor A of the GDA Strategy, that it may have some impacts on the remaining catchment of the GDA, but that it will not have any impact on the national catchment. Previous Metro North Case Study Review of transport documentation associated with the previous Metro North Project (Railway Order PL06F.NA0003) indicates the following impacts: - Significant positive impact in terms of congestion within its immediate catchment; Traffic will decrease, particularly in outlying areas such as Swords where public transport is poorer and there is a high car use level; In the city, traffic decrease will be less pronounced, as public transport uses will divert from existing bus services to Metro; Along some roads and streets, traffic flows will increase as they redistribute to avail of increased road capacity created by the modal shift from car to the Metro. Edinburgh Trams Case Study Edinburgh Trams is 11.5km tram line between York Place in New Town and Edinburgh Airport, with 16 stops. Phase 1A opened in Review of associated transport documentation indicates that they anticipated that the following impacts would occur within its catchment surrounding Edinburgh City: - Displacement of traffic from on-street sections of the tram alignment due to a reduction in overall capacity of the road in these sections; Permanent diversions of road traffic implemented as part of the tram scheme (e.g. road closures or restrictions on right turning traffic movements across tram lanes); and Modal shift of traffic from private cars and buses, to trams. Atkins 31/01/

151 No findings indicated that Edinburgh Trams would have any meaningful impact on any wider catchment beyond Edinburgh City or the national catchment in terms of travels pattern or mode choice in general, or indeed, that associated with Edinburgh Airport. Of note: - In 2012, passenger public transport mode share at Edinburgh Airport was 29.2%. Following the opening of the Edinburgh Tram in 2014, public transport mode share now stands at 31.1% (still less than Dublin Airport) (Source: Edinburgh Airport Corporate Responsibility Report, 2012 and 2016 respectively); Such a mode share change (circa +3%) would not obviate the need for long-term parking at Dublin Airport, particularly given the ongoing strong growth in passenger numbers, and the need to provide access by a range of means for a national catchment. Manchester Metrolink Case Study Manchester Airport is served by both a heavy rail link and a metro link. The following sections describe each of the services and the impact they have had on mode shares to the airport In 1993, a railway line was opened to Manchester Airport, which provide access to a regional train service from the north and north-west of England, and Scotland. These trains also served central Manchester. In 1996 a southern arm was opened, allowing trains to run directly between the airport and places to the south. In 2014, Manchester s Metrolink light rail system was extended to the airport. The below table (source IARO Report 14.10) outlines the change in modal share experienced at Manchester Airport during the early 90 s with the introduction of a rail link. Table 9-7. Manchester Mode Share (Early 90 s). Year Car Taxi Bus Rail % 18% 13% 0% % 22% 4% 8% % 24% 14% 6% The above modal share indicates that the introduction of the rail link in 1993 had a notable impact on mode share. In comparing the 1992 and 1996 mode share, the resulting rail modal share is at the expense of the private car. The initial decline in bus services in 1994 is due to the withdrawal of a dedicated airport bus. Whilst being reduced, the car mode share is still relatively high as is the taxi mode share The introduction of the Metrolink extension to Manchester Airport was implemented to: Provide a realistic surface access alternative to the private car; Assist in reducing the level of car parking on site, particularly from employees, who are expected to be a major user of the Metrolink; Extend employment opportunities to areas of the city not presently well served with public transport access to the Airport; Contribute to social inclusion by opening access to airport jobs in areas of high unemployment; and Atkins 31/01/

152 Add significantly to the viability of the proposed Greater Manchester Metrolink network overall The below table (source CAA Passenger Survey Reports) outlines the change in modal share experienced at Manchester Airport during the early part of this decade with the introduction of a metro link. Table 9-8. Manchester Mode Share (Advent of metro). Year Private Public % 16% % 16% % 16% % 18% *Includes taxi s In 2012, the mode share for private vehicles (including taxi) has increased over that in With the introduction of the Metrolink to the Manchester Airport from the city centre in 2014, there is no immediate mode share change in However in 2016, there is a positive increase in the public mode share and a reduction in the private mode share. It is likely that this can be attributed to Metrolink. Notwithstanding, this is a relatively modest modal share change This is not altogether surprising, as it is acknowledged that Metrolink is unlikely to serve a high proportion of the Airport's passengers, principally as they are drawn from a very extensive catchment area that makes greater use of the existing heavy rail, bus network and indeed car based alternatives (onsite parking, kiss and ride etc.). Thus, Metrolink's predominant role is to reduce the proportion of local road based commuter trips by facilitating better access between airport jobs and local communities. In a similar way a significant portion of passengers to Dublin Airport come from a wide national catchment area and even with Metro Link in operation, many will continue to avail of the bus and car based alternatives as these modes best serve their requirements Such a mode share change (circa +2%) would not obviate the need for long term parking at Dublin Airport, particularly given the currently strong 34% mode share attributed to bus, the ongoing strong growth in passenger numbers, and the need to provide access by a range of means for a national catchment. Atkins 31/01/

153 Potential Traffic Impacts on the Local Road Network Scenarios The existing traffic conditions have been treated as the Do Something scenario. A total of 5no. key junctions will be assessed using current traffic counts, estimated opening year and future year traffic flows. The 5 no. key junctions identified for analysis are as follows: - 1. Airport Roundabout; 2. R132 / Green Car Park Access; 3. R132 / Wider Express Red Complex Long-Term Car Park Access; 4. R132 / Old Airport Road Junction; 5. R108 / Old Airport Road Junction The Do Nothing scenarios will examine the traffic conditions following the discontinuing the operation of both the wider Express Red car park and the Holiday Blue car park. The 5 no. key junctions for the Do Nothing scenarios will also be assessed using current traffic counts, estimated opening year and future year traffic flows Because the car parks are already in existence, traffic generated by the car parks is already present on the road network. Discontinuing the operation of the car parks will not reduce traffic generation but will involve either rerouting of the traffic to one of the alternative car park locations or increasing the volume of kiss and fly drop offs as car parking becomes unavailable and people avail of lifts to the airport, necessitating four trips instead of two The Express Red car park shares access with the wider Express Red complex to the north. As such discontinuing its operation will have no impact on the access junction as the incoming traffic will divert within the car park location to access the wider Express Red complex instead Discontinuing operation of the Holiday Blue car park will cause traffic using it to either divert to the wider Express Red complex and Express Red car park causing an increase in traffic using the access routes or increase the number of kiss and fly drop offs. In terms of traffic assessment, all traffic associated with the Holiday Blue has been assumed to re-route to wider Express Red complex, as the process required to accurately estimate the increase in kiss and fly movements is too complex. In reality this could not happen as the wider Express Red complex car park does not have the car parking capacity to cater for these vehicles. Assessment Years The following assessment years have been identified: - Base Year: 2017; Opening Year: 2018; Opening Year plus five: 2023; Opening Year plus fifteen: The recorded traffic data for the 2017 count year has been factored-up for the future year assessment flows using the TII Project Appraisal Guidelines Unit 5.3 Travel Demand Atkins 31/01/

154 Projections. Central growth factors have been applied as associated with Region 1 Dublin. Projected Growth Standard Background Growth The recorded traffic data for the baseline 2017 flows have this been factored up to the 2018 opening year, the 2023 opening year plus five and the 2033 opening year plus fifteen. This has been undertaken using the TII Project Appraisal Guidelines Unit 5.3 Travel Demand Projections. Central growth factors have been applied as associated with Region 1 Dublin The Figure below is an extract of the growth rates from the TII guidance document. Figure TII Growth Factors The above growth factors have been applied to non-mainline motorway movements. Car Park Traffic It is acknowledged that growth associated with both long-term car parks will increase independently to that associated with background traffic As such the following assumptions have been made: - The existing airport surface access modal share will remain at the current sustainable levels; That growth rates in passengers utilising the long-term car parks will fall in line with overall projected airport passenger growth. Atkins 31/01/

155 Thus, the following projected airport passenger growth rates as taken from the recent granted planning permission for Dublin Airport Central development have been applied. These projections are presented below. Table 9-9. Projected Passenger Growth. Year Growth Rate % % % % % % % % % % % % % % % % Committed Development The cumulative impact of committed development as detailed in the Receiving Environment section have been included in all assessment years. Junction 1 R132 / Airport Access Roundabout; Junction 2 R132 / Express Green Car Park Traffic Signals: Junction 3 R132 / Wider Express Red Complex Car Park Traffic Signals; Junction 4 R132 / Old Airport Road Traffic Signals; Junction 5 R108 / Old Airport Road Traffic Signals; Junction 6 R108 / Holiday Blue Car Park Priority T ; Junction 7 R122 / R108 Priority T. Atkins 31/01/

156 Local Road Traffic Impact Assessment Full junction analysis details are contained within Appendix G The following tables summarise the findings of the AM and PM capacity analysis for both scenarios during all assessment years. Table Opening Year (AM Peak). Without Car Parks (Do Nothing Scenario) With Car Parks (Do Something Scenario) Junction DOS Queue (vehicles) Delay (seconds per vehicle) DOS Queue (vehicles) Delay (seconds per vehicle) J1 77.2% % J2 59.0% % J3 63.2% % J4 72.4% % J5 49.7% % During the opening year AM peak it can be seen that all junctions work within capacity for the Do Something scenario and the Do Nothing scenario. Table Opening Year (PM Peak). Without Car Parks (Do Nothing Scenario) With Car Parks (Do Something Scenario) Junction DOS Queue (vehicles) Delay (seconds per vehicle) DOS Queue (vehicles) Delay (seconds per vehicle) J1 72.1% % J2 40.8% % J3 64.1% % J4 68.6% % J5 91.0% % During the PM peak of the opening year, all junctions in the Do Something scenario operate within capacity with the exception of Junction 5 (R108 / Old Airport Road). This junction is operating slightly higher with a DOS of 90.3%. It should be noted that this results from a significant number of left turn movements from the Old Airport Road Arm to the R108 (M50 bound) and thus is not exacerbated by movements associated with the Holiday Blue car park which is most likely to be accessed via this junction The re-routing of traffic during the Do Nothing scenario does not have any significant impacts as only Junctions 4 (R132/Old Airport Road) and Junction 5 (R108/Old Airport road) experience some minor changes to capacity, queuing and delay. Atkins 31/01/

157 Table Opening Year +5 (AM Peak). Without Car Parks (Do Nothing Scenario) With Car Parks (Do Something Scenario) Junction DOS Queue (vehicles) Delay (seconds per vehicle) DOS Queue (vehicles) Delay (seconds per vehicle) J1 82.6% % J2 62.5% % J3 66.2% % J4 77.4% % J5 52.9% % During the opening year + 5 AM peak it can be seen that all junctions work within capacity for the Do Something scenario. Traffic movements associated with the car parks are very low. It should be noted that conditions applied to the Dublin Airport Central development have included for mitigation measures to fully signalise this junction currently under construction. This has not been included in this assessment, thus the above represents is a robust worst case assessment of the junction. Any operational issues at this junction will be addressed by Fingal County Council who are undertaking this upgrade The rerouting of car park traffic in the Do Nothing scenario has virtually no impact. Table Opening Year +5 (PM Peak). Without Car Parks (Do Nothing Scenario) With Car Parks (Do Something Scenario) Junction DOS Queue (vehicles) Delay (seconds per vehicle) DOS Queue (vehicles) Delay (seconds per vehicle) J1 76.0% % J2 43.5% % J3 66.9% % J4 74.1% % J5 97.7% % During the PM peak of the opening year + 5, all junctions in the Do Something scenario operate within capacity with the exception of Junction 5 (R108 / Old Airport Road) which operates slightly higher with a DOS of 96.9%. It should be noted that this results from a significant number of left turn movements from the Old Airport Road Arm to the R108 (M50 bound) and thus is not exacerbated by movements associated with the Holiday Blue car park which is most likely to be accessed via this junction The rerouting of car park traffic in the Do Nothing scenario has some minor impacts on Junction 5 (R108 / Old Airport Road). Atkins 31/01/

158 Table Opening Year + 15 (AM Peak). Junction DOS Without Car Parks (Do Nothing Scenario) Queue (vehicles) Delay (seconds per vehicle) DOS With Car Parks (Do Something Scenario) Queue (vehicles) Delay (seconds per vehicle) J1 92.0% % J2 68.8% % J3 70.2% % J4 86.9% % J5 59.2% % During the opening year + 15 AM peak it can be seen that all junctions work within capacity for the Do Something scenario, with the exception of the Junction 1 (Airport Roundabout). Notwithstanding traffic movements associated with the car parks are very low and thus the junction is over capacity due to background traffic and adjacent committed development. It should be noted that conditions applied to the Dublin Airport Central development have included for mitigation measures to fully signalise this junction. This has not been included in this assessment, thus the above represents is a robust worst case assessment of the junction. Any operational issues at this junction will be addressed by Fingal County Council who are undertaking this upgrade The rerouting of car park traffic in the Do Nothing scenario has virtually no impact. Table Opening Year + 15 (PM Peak). Without Car Parks (Do Nothing Scenario) With Car Parks (Do Something Scenario) Junction DOS Queue (vehicles) Delay (seconds per vehicle) DOS Queue (vehicles) Delay (seconds per vehicle) J1 84.1% % J2 47.9% % J3 72.8% % J4 84.8% % J % % During the PM peak of the opening year + 15, all junctions in the Do Something scenario operate within capacity with the exception of Junction 5 (R108 / Old Airport Road) which is operating with a DOS of 108.6%. It should be noted that this results from a significant number of left turn movements from the Old Airport Road Arm to the R108 (M50 bound) and thus is not exacerbated by movements associated with the Holiday Blue car park which is most likely to be accessed via this junction The rerouting of car park traffic in the Do Nothing scenario has some minor impacts on Junction 5 (R108 / Old Airport Road). Atkins 31/01/

159 Potential Traffic Impacts on the National Road Network Functions of National Roads The national road network in Ireland plays a key role within the national transport system and in terms of the country s economic, social and physical development The primary purpose of the national road network is to facilitate strategic traffic by providing strategic links between all regions and the main population and employment centres, inclusive of key international gateways, such as Dublin Airport The key TII document in relation to strategic planning Spatial Planning and National Roads defines strategic traffic as follows: - Strategic traffic, in the context of national roads, primarily comprises major interurban and inter-regional traffic, whether HGV, car, public transport bus services or other public service vehicles, which contributes to socio-economic development, the transportation of goods and products, especially traffic to/from the main ports and airports, both freight and passenger related It is acknowledged that sections of the M50 are approaching capacity or at capacity during the AM and PM peak commuter periods. It is understood that TII are actively addressing this through development of demand management measures and local improvement schemes. Notwithstanding, this cannot be attributed to strategic passenger traffic traveling to the Airport to access long-term car parking options Every airport has unique operational peak times which are dependent on the flight schedules set by two major airlines. The busiest time experienced at Dublin Airport occurs prior to the first wave of flight departures between 06: As such there is an offset between surface transport access trips and flight departures of approximately 2 hours in order for passengers to arrive in time comfortably. This means that passengers are travelling to the Airport at a time when public transport options are limited. Notwithstanding, they are also travelling and arriving at the airport before the AM commuter peak period of 07:00 to 10: In order to support this assertion, daa have commissioned a detailed Origin-Destination survey to examine the volumes and routes of traffic traveling between daa long-term car parks and the adjacent motorway network. In particular, the peak AM and PM commuter periods experienced on the adjacent road network have been examined to ascertain exactly what volume of traffic accesses the car parks during these periods and what routes they use. Origin Destination Surveys In order to determine the current and future impacts of the proposed car park developments on the adjacent national road network an Origin - Destination traffic survey was undertaken. The full Automatic Number Plate Recognition (ANPR) data set is contained within Appendix G5 (for Appendix G5 please refer to electronic version) The primary purpose of the Origin - Destination surveys is to determine the traffic volumes and routes of vehicles that access and egress the Holiday Blue and wider Express Red complex car parks from/to M50 Junction 4 (Ballymun Interchange) and M1 Junction 2 (Airport Interchange) This survey was carried out on Tuesday the 26th of September 2017, a neutral weekday between 04:00 and 22:00. The survey was undertaken using ANPR cameras which were set up at 30 locations across the 4 no. sites including Holiday Blue car park access, wider Atkins 31/01/

160 Express Red complex car park access, M50 Junction 2 and M1 Junction 2. The cameras were set to record the time passing (hh:mm:ss) and the classification of each vehicle in each direction. Link counts were also undertaken in order to identify sample rates achieved on a site by site basis with each count split by direction and divided into 15 minute periods The following Figure illustrates the movements and routes captured by the traffic surveys. Atkins 31/01/

161 Figure Origin - Destination Overview Map. Atkins 31/01/

162 Origin Destination Matrices The core output of the Origin-Destination Survey is a set of Origin - Destination Matrices. The Origin - Destination Matrices display the results for each vehicle class and shows the number of vehicles travelling between each movement and in particular the movement between each of the car park movements and the relevant motorway movements at M50 Junction 4 and M1 Junction 2. The Origin Destination survey also includes intermediate movements which makes it possible to determine which route each vehicle uses to access each car park i.e. either via M50 Junction 4 (Ballymun Interchange) or via M1 Junction 2 (Airport Interchange). All Origin - Destination Matrices displayed within this Chapter have been converted to PCU (Passenger Car Units). The full assessment of ANPR data is contained within Appendix G The Origin - Destination Matrix presented in Table 9-16 illustrates the movements matched between the full 20 hour survey period of 04:00 to 22: The Origin - Destination Matrix presented in Table 9-17 illustrates the movements matched between the AM peak period hour of 06:00 to 09: The Origin - Destination Matrix presented in Table 9-18 illustrates the movements matched between the PM peak period hour of 16:00 to 19:00. Atkins 31/01/

163 Table Origin - Destination (04:00 to 22:00). 20 Hr Destination Period Total Total Origin Atkins 31/01/

164 Table Origin - Destination (06:00 to 09:00). AM Destination Period Total Total Origin Atkins 31/01/

165 Table Origin - Destination (16:00 to 19:00). PM Destination Period Total Total Origin Atkins 31/01/

166 Existing Car Park Traffic Volumes and Routes The core output Origin Destination Matrices have been assessed to determine the percentage of traffic currently accessing and egressing both the Holiday Blue car park and the wider Express Red complex car park via the M50 Junction 4 (Ballymun Interchange) and the M1 Junction 2 (Airport Interchange). This has required assessment of the key routes, assessment of the first recorded movement, last recorded movement and, if present, the intermediate movement in terms of both movements associated with the car park and the over link movement. From this it has been possible to determine the percentage of traffic for each key movement in the route that is associated with either car park Figures 9-27 and 9-28 illustrate the relevant movements assessed. Atkins 31/01/

167 Figure Origin / Destination Routes (car park to M way). Atkins 31/01/

168 Figure Origin / Destination Routes (M way to car park). Atkins 31/01/

169 The following table outlines an overall view of the number and percentage of vehicles accessing each car park that utilise either the M50 Junction 4 (Ballymun Interchange) or the M1 Junction 2 (Airport Interchange). A description of the main results follows below. Table Route Percentages (AM and PM). AM Period PM Period Route Description Route Movement Numbers Vehicle Count (PCU) Vehilce Count (%) Vehicle Count (PCU) Vehilce Count (%) H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % 77 72% H'Blue to M50 via Airport 2>7> % 10 9% H'Blue to M1 via B'Mun 2>11>9 1 7% 5 4% H'Blue to M1 via Airport 2>5 5 27% 12 11% H'Blue to City via B'Mun 2>11 0 0% 1 1% H'Blue to City via Airport 2>7 1 7% 2 2% E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % E'Red to M1 via B'Mun 4>11>9 0 0% 1 0% E'Red to M1 via Airport 4> % 97 22% E'Red to City via B'Mun 4>11 0 0% 0 0% E'Red to City via Airport 4> % 59 13% M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % 20 65% M50 via Airport to H'Blue 22>8> % 2 8% M1 via B'Mun to H'Blue 10>13>1 4 4% 0 0% M1 via Airport to H'Blue 6> % 4 12% City via B'Mun to H'Blue 13>1 1 1% 2 8% City via Airport to H'Blue 8>1 2 3% 2 8% M'way Network to E'Red M50 via B'Mun to E'Red 20> % 58 14% M50 via Airport to E'Red 22>8> % % M1 via B'Mun to E'Red 10>13>3 2 0% 1 0% M1 via Airport to E'Red 6> % 70 17% City via B'Mun to E'Red 13>3 0 0% 0 0% City via Airport to E'Red 8> % 90 22% Holiday Blue Access and Egress During the AM Period the majority, 47%, of vehicles egressing the Holiday Blue LTCP to the M50 do so via the Ballymun Interchange, whilst 13% do so via the Airport interchange. Approximately 27% egress to the M1 via the Airport Interchange, whilst only 7% do so via the Ballymun Road Interchange. In terms of access to the Holiday Blue car park, the majority, 61%, access from the M50 via the Ballymun Interchange with 19% access from the M50 via the Airport Interchange. Similarly 13% access from the M1 via the Airport interchange with only 4% doing so via the Ballymun Interchange During the PM period the majority, 72%, of vehicles egressing the Holiday Blue LTCP to the M50 via Ballymun Interchange, whilst 9% do so via the Airport interchange. Approximately 11% egress to the M1 via the Airport Interchange, whilst only 4% do so via the Ballymun Road Interchange. In terms of access to the Holiday Blue car park, the majority, 65%, access from the M50 via the Ballymun Interchange with 8% access from the M50 via the Atkins 31/01/

170 Airport Interchange. Similarly 12% access from the M1 via the Airport interchange with 0% doing so via the Ballymun Interchange In summary, when accessing and egressing the Holiday Blue LTCP from the M50 the Ballymun Interchange is more heavily used, whilst those accessing/egressing from the M1 are more likely to use the Airport Interchange. Express Red Access and Egress During the AM period 33% egress to the M50 via Ballymun Interchange, whilst 36% do so via the Airport interchange. Approximately 20% egress to the M1 via the Airport Interchange, whilst 0% do so via the Ballymun Road Interchange. In terms of access, 13% do so from the M50 via the Ballymun Interchange with the majority, 44%, accessing from the M50 via the Airport Interchange. Similarly 20% access from the M1 via the Airport interchange with 0% doing so via the Ballymun Interchange During the PM period 32% egress to the M50 via Ballymun Interchange, whilst 33% do so via the Airport interchange. Approximately 22% egress to the M1 via the Airport Interchange, whilst 0% do so via the Ballymun Road Interchange. In terms of access, 14% do so from the M50 via the Ballymun Interchange with the majority, 48%, accessing from the M50 via the Airport Interchange. Similarly 17% access from the M1 via the Airport interchange with 0% doing so via the Ballymun Interchange In summary, when accessing the wider Express Red complex from the M50 the Airport interchange is more heavily used. However when egressing to the M50, both Interchanges are used almost equally. Those accessing/egressing from the M1 are more than likely to use the Airport Interchange with almost nobody using the Ballymun Interchange. Impact at Motorway Junctions A further assessment was undertaken to determine what percentage of the link count for each movement is made up of vehicles associated with the car parks. Table 9-18 illustrates the relevant movements assessed during the AM peak period of 06:00 to 09: As can be seen from Table 9-20, the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 5, with 0.79% of movement 5 made up of vehicles egressing from the Holiday Blue car park. In terms of wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 3.54% of movement 5 made up of vehicles egressing from the wider Express Red complex car park. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 3.61% of movement 20 made up of vehicles access the Holiday Blue car park. Similarly for the wider Express Red complex car park, the largest percentage traffic impact is imposed on route 20 to 3 with 5.31% of movement 20 made up of vehicles accessing the wider Express Red complex car park Table 9-21 illustrates the relevant movements assessed during the PM peak period of 16:00 to 19: As can be seen from Table 9-21, the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 18, with 2.73% of movement 18 made up of vehicles egressing from the Holiday Blue car park. In terms of wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 5.06% of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 1.88% of movement 20 Atkins 31/01/

171 made up of vehicles accessing Holiday Blue car park. Similarly for the wider Express Red complex, the largest percentage traffic impact is imposed on route 6 to 3 with 8.51% of movement 6 made up of vehicles accessing wider Express Red complex car park. Atkins 31/01/

172 Table Origin / Destination (06:00 to 09:00) AM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

173 Table Origin / Destination (16:00 to 19:00) PM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

174 Scenarios and Assessment Years Review of the Do Nothing and Do Something Scenarios, as implemented for the traffic impact assessment of the Local Road Network, indicates that there is minimal change to movement volumes associated with routes to/from the motorway network during these scenarios. As such only the Do Something assessment in which both car parks are the subject of this Traffic Chapter and EIAR remain in place The assessment years are as per the traffic impact assessment of the Local Road Network i.e and Projected Growth The projected growth rates associated with standard background traffic and car park traffic are as detailed in the Potential Traffic Impacts on the Local Road Network section of this Traffic Chapter. M1 and M50 Traffic As per consultation with TII, growth rates associated with mainline M50 and M1 traffic is in the region of 7% year on year Notwithstanding there is a defined capacity associated with a motorway lane that physically constrains the amount of traffic on a link. TII have confirmed that this capacity limit is 1,700 pcu/lane/hour. With regard to the M50, a 4 lane link (in each direction) with a 10% excess results in a 3 hour period capacity of 22,440 pcu/lane. For the M1, a 3 lane link, this results in a capacity of 16,830 pcu/lane over a 3 hour period As such a growth rate of 7% has only been applied to each link during the 3 hour AM and PM peak periods up until each link has reach the capacity threshold. Future Impact at Motorway Junctions Using the growth rates previously outlined, an assessment of the percentage traffic impact imposed by the proposed car park developments on relevant movements of the adjacent motorway network for the future assessment years of 2018, 2023 and 2033 has been undertaken Table 9-22 illustrates the relevant movements assessed during the 2018 AM peak period of 06:00 to 09: As also noted for the opening year, it can be seen from Table 9-22 that the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 5, with 0.80% (0.79% in 2017) of movement 5 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 3.59% (3.54% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 3.66% (3.61% in 2017) of movement 20 made up of vehicles accessing the Holiday Blue car park. Similarly for the wider Express Red complex, the largest percentage traffic impact is imposed on route 20 to 3 with 5.38% (5.31% in 2017) of movement 20 made up of vehicles accessing the wider Express Red complex. Atkins 31/01/

175 2018 PM Table 9-23 illustrates the relevant movements assessed during the 2018 PM peak period of 16:00 to 19: As also noted for the opening year, it can be seen from Table 9-23 that the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 18, with 2.76% (2.73% in 2017) of movement 18 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 5.13% (5.06% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 1.90% (1.88% in 2017) of movement 20 made up of vehicles accessing Holiday Blue car park. Similarly, for the wider Express Red complex, the largest percentage traffic impact is imposed on route 6 to 3 with 8.62% (8.51% in 2017) of movement 6 made up of vehicles accessing the wider Express Red complex AM Table 9-24 illustrates the relevant movements assessed during the 2023 AM peak period of 06:00 to 09: As also noted for the opening year, it can be seen from Table 9-24 that the percentage of traffic for each movement that is associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 5, with 0.83% (0.79% in 2017) of movement 5 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 3.74% (3.54% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 3.81% (3.61% in 2017) of movement 20 made up of vehicles accessing the Holiday Blue car park. Similarly for the wider Express Red complex, the largest percentage traffic impact is imposed on route 20 to 3 with 5.60% (5.31% in 2017) of movement 20 made up of vehicles accessing the wider Express Red complex PM Table 9-25 illustrates the relevant movements assessed during the 2023 PM peak period of 16:00 to 19: As also noted for the opening year, it can be seen from Table 9-25 that the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 18, with 2.88% (2.73% in 2017) of movement 18 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 5.34% (5.06% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 1.98% (1.88% in 2017) of movement 20 made up of vehicles accessing Holiday Blue car park. Similarly for the wider Express Red complex, the largest percentage traffic impact is imposed on route 6 to 3 with 8.95% (8.51% in 2017) of movement 6 made up of vehicles accessing the wider Express Red complex. Atkins 31/01/

176 Table AM AM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

177 Table PM PM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

178 Table AM AM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

179 Table PM PM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

180 2033 AM Table 9-26 illustrates the relevant movements assessed during the 2033 AM peak period of 06:00 to 09: As also noted for the opening year, it can be seen from Table 9-26 that the percentage of traffic for each movement associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 5, with 0.89% (0.79% in 2017) of movement 5 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 3.98% (3.54% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 4.01% (3.61% in 2017) of movement 20 made up of vehicles access the Holiday Blue car park. Similarly for the wider Express Red complex, the largest percentage traffic impact is imposed on route 20 to 3 with 5.89% (5.31% in 2017) of movement 20 made up of vehicles accessing the wider Express Red complex Table 9-27 illustrates the relevant movements assessed during the 2033 PM peak period of 16:00 to 19: As also noted for the opening year, it can be seen from Table 9-27 that the percentage of traffic for each movement that is associated with either car park is relatively small. When looking in detail at outbound movements from the Holiday Blue car park, the largest percentage traffic impact is imposed on route 2 to 18, with 3.07% (2.73% in 2017) of movement 18 made up of vehicles egressing from the Holiday Blue car park. In terms of the wider Express Red complex, the largest percentage traffic impact is imposed on route 4 to 5, with 5.68% (5.06% in 2017) of movement 5 made up of vehicles egressing from the wider Express Red complex. In terms of inbound movements to the Holiday Blue car park, the largest percentage traffic impact is imposed on Route 20 to 1, with 2.09% (1.88% in 2017) of movement 20 made up of vehicles accessing Holiday Blue car park. Similarly, for the wider Express Red complex, the largest percentage traffic impact is imposed on route 6 to 3 with 9.03% (8.51% in 2017) of movement 6 made up of vehicles accessing the wider Express Red complex. Atkins 31/01/

181 Table AM AM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

182 Table PM PM Period First Movement Intermediate Movement Last Movement Route Description Route Movement Numbers Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound Matched Vehicle Count (PCU) Overall Link Count (PCU) Percentage of Traffic M'way Bound H'Blue to M'way Network H'Blue to M50 via B'Mun 2> % % H'Blue to M50 via Airport 2>7> % % % H'Blue to M1 via B'Mun 2>11> % % % H'Blue to M1 via Airport 2> % % H'Blue to City via B'Mun 2> % % H'Blue to City via Airport 2> % % E'Red to M'way Network E'Red to M50 via B'Mun 4> % % E'Red to M50 via Airport 4>7> % % % E'Red to M1 via B'Mun 4>11> % % % E'Red to M1 via Airport 4> % % E'Red to City via B'Mun 4> % % E'Red to City via Airport 4> % % M'way Network to H'Blue M50 via B'Mun to H'Blue 20> % % M50 via Airport to H'Blue 22>8> % % % M1 via B'Mun to H'Blue 10>13> % % % M1 via Airport to H'Blue 6> % % City via B'Mun to H'Blue 13> % % City via Airport to H'Blue 8> % % M'way Network to E'Red M50 via B'Mun to E'Red 20> % % M50 via Airport to E'Red 22>8> % % % M1 via B'Mun to E'Red 10>13> % % % M1 via Airport to E'Red 6> % % City via B'Mun to E'Red 13> % % City via Airport to E'Red 8> % % Atkins 31/01/

183 Mitigation and Monitoring Mitigation measures primarily include building upon the successful MMU currently in operation at the Dublin Airport campus. Objectives for the next update in 2019 and monitoring procedures over this period are as detailed within the Public Transport and Mobility Management section of this chapter. Interaction with other Environmental Factors Traffic interacts with a wide range of environmental parameters and therefore impacts upon a number of disciplines All interactions with traffic during operational phases have been identified in the relevant chapters and where appropriate, mitigation measures have been applied. The following provides a summary of the identified interactions: - The direct impact of traffic on noise & vibration are addressed in Chapter 8; The direct impact of traffic on air quality & climate are addressed in Chapter 7; The secondary impact of traffic on hydrology and drainage are addressed in Chapter 11; The potential impact of traffic on landscape and visual are addressed in Chapter 6; The potential impact of traffic on human beings are addressed in Chapter 4. Residual Impacts and Conclusion The proposed development will not increase travel demands entering and exiting the existing nonnational and national road network in vicinity of the Airport The adjacent non-national road junctions have sufficient capacity to continue to operate in a safe and efficient manner Traffic conditions on the adjacent national roads and in particular the M50 Motorway, the M1 Motorway, the M50 Junction 2 (Ballymun Interchange) and M1 Junction 2 (Airport Interchange), will continue to remain busy with delays experienced on some sections of the M50. However based on a detailed review of origin and destinations routes and volumes between the adjacent National Road network and the car parks, it is evident that volume of such traffic during the AM and PM peak periods is minimal and as such current congestions issues cannot be attributed to strategic passenger traffic traveling to the Airport to access long-term car parking options. It is understood that TII are actively addressing current congestion issues through development of demand management measures and schemes Based on the review of the 2006 MMPF which accompanied the 2006 EIS for the Terminal 2 application to ABP, it is acknowledged that the assumptions made therein were relevant and justifiable. The basis for Condition 23 of the Terminal 2 decision (Ref: PL06F /F06A/1248) remains valid. Nothing of significance has changed in the intervening period that would affect the 26,800 car parking requirement set by Condition 23. This level of long-term car parking is reasonable based on current public transport provision, infrastructure, mobility management, traffic capacity and the need for the airport to operate efficiently It is considered that at this point in time, this application can only address the current long term car parking needs of the airport. It is considered that the issue of projected car parking requirements can be dealt with within future applications for long term car parking needs as and when they arise and that the methodology and assessments contained therein should be informed by a robust transport model for the GDA that adequately predicts the impacts of Metro Link. Atkins 31/01/

184 In terms of Metro Link in 2027, the catchment along Corridor A between Swords and City Centre of the GDA Strategy will likely significantly benefit in terms of sustainable transport options to Dublin Airport in particular for employees. Metro Link will likely divert passengers from taxi services and existing excellent Public Transport providers within this Corridor Notwithstanding, Metro Link will not necessarily address the national catchment of the airport as over 60% passengers using the long-term car park originate outside of Dublin, where they are likely not situated close to reliable bus services, will be travelling outside of bus time tabled routes, will be carrying luggage which would not be conducive to multiple connected journeys via public transport A case study review of two British airports (Edinburgh and Manchester) that have recently introduced Light Rapid Transit metro links to their respective city centres, suggests that such systems will have significant positive impacts on modal shares in a local catchment context, particularly with that of employee modal share. However when the catchment becomes more extensive, as is the case for a high proportion of airport passengers, longer distance modes that don t necessitate multiple mode interchanges (heavy rail, regional bus services, park on site and kiss and ride) are the preferred mode choices. Atkins 31/01/

185 10. Land, Soils & Geology Introduction This chapter describes the type of soils and geology likely to be encountered beneath and in the general area of the existing Holiday Blue car park and the Express Red car park. It also addresses the potential impact of the continued operation of both these car parks on land, soils and geology together with the mitigation measures that will be employed to eliminate or reduce any potential impacts There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. Methodology The following scope of works were undertaken by Atkins in order to complete the land, soils and geology assessment presented in this chapter: - Desk-based study; and, Site Walkover Survey This assessment has been completed in accordance with relevant best practice guidance from the Institute of Geologists of Ireland, Guidelines for the Preparation of Soils, Geology and Hydrogeology Chapters of Environmental Impact Statements (IGI, 2013) The desk based study involved reviewing information from the following sources (consulted 12 th July 2017): - GSI Datasets Public Viewer and Groundwater webmapping; and, Ordnance Survey webmapping to assess the surface topography and landforms A site walkover survey was undertaken by a Senior Geologist at the existing Holiday Blue & Express Red car parks on the 21 st July Receiving Environment This section provides a description of the land, soils and geology in the general region of the two existing operational car parks and associated access roads and, also takes account of the previous and current uses of these car park areas The receiving environment of the Holiday Blue car park and the Express Red car park have been assessed separately. Holiday Blue car park The existing Holiday Blue car park is located south of Dublin Airport (refer to Figure 1-1). The existing car park is bound to the north and east by the R108, which runs along the circumference of the Dublin Airport Airfield; to the south and south-west by Horizons Logistics Park internal trunk roads, and to the south-west by a watercourse known as the Quinn s River, which is a tributary to the Santry River. Atkins 31/01/

186 The existing car park and surrounding lands are slightly to moderately sloping in the general direction from northwest to South-East; elevations range from to 70.90m above Ordnance Datum (mod). Historically the car park was a greenfield site with agricultural land use (OSI, 2017) Beneath the permeable gravel surface of the car park soils comprise made ground underlain in this general area by gleys and grey-brown podzolics, derived from glacial till of Irish origin with limestone and shale (GSI, 2017) According to the GSI (2017) the bedrock beneath the general vicinity of the central and eastern portions of the car park comprises Dinantian grey, calcareous, commonly bioturbated mudstones and limestones of the Tober Colleen Formation. The general vicinity of the western portion of the car park is underlain by Argillaceous bioclastic limestone and shale of the Malahide Formation. Two north-west to South-East trending faults are reported by the GSI (2017) to be present beneath the general vicinity of the car park No karst features are identified by the GSI in the vicinity of the car park. The closest reported karst feature is a spring, St. Doolagh s Well (GSI, 2017), which is located approximately 5.5km east of the car park. There are no reported landslides within 2km of the car park (GSI, 2017). According to the GSI (2017) the closest reported geological heritage site is Huntstown Quarry (where the base of the Tober Colleen Formation is exposed), located approximately 2.5km west of the car park. Express Red car park The existing Express Red car park and access road is located South-East of Dublin Airport. The existing car park is bounded to the north and south by greenfield sites; to the east by the slip road from the M50 to the M1 motorway northbound and, to the west by Dardistown Cemetery The existing car park and surrounding lands are slightly to moderately sloping in the general direction from southwest to North-East; elevations range from to mOD. Historically the car park was a greenfield site with agricultural land use (OSI, 2017) Beneath the impermeable hard surface of the car park soils comprise made ground underlain in this general area by gleys and grey-brown podzolics, derived from glacial till of Irish origin with limestone and shale (GSI, 2017) According to the GSI (2017) the bedrock underlying the general region of this car park comprises Lower Carboniferous limestone and shale of the Lucan Formation. No karst features are identified by the GSI in the vicinity of the car park; St. Doolagh s Well (GSI, 2017) is located approximately 3km east of the car park. There are no reported landslides within 2km of the car park (GSI, 2017). According to the GSI (2017) the closest reported geological heritage site is Feltrim Quarry, (with exposed faces of Lower Carboniferous limestone) located approximately 3km North-East of the car park. Potential Impacts on Land, Soils & Geology Land (including Land take) There will be no impact to land at either car park as there will be no change to the existing land use, topography or surface cover. With regard to land take, there will be no removal of productive land from potential agricultural or other beneficial uses. Therefore, land as an environmental factor has not been considered further as part of this assessment. Soils & Geology Given the fact that the operational phase of both the Holiday Blue car park and the Express Red car park and associated access roads will be similar in nature, the potential impacts to soils and geology at both car parks have been assessed together. Atkins 31/01/

187 The surface of the Holiday Blue car park has been designed with a permeable gravel which enables the rainfall run-off from the car park to migrate vertically into the underlying subsurface. Therefore, there is potential for spillages and leakages from vehicles to result in localised hydrocarbon contamination of the natural soils and bedrock beneath this car park via rainfall run-off percolation. However, both car parks are underlain by low permeability clay; in the unlikely event of a vehicle spillage /leakage of fuel/ oil any soil impacts would be very localised, with low potential for vertical migration. Furthermore, petrol interceptors and silt traps have been installed at all storm water outfalls from both car parks to address this potential risk. This infrastructure will be maintained regularly. Hence this potential risk will not result in an adverse impact on soils and geology in the receiving environment of the Holiday Blue car park The surface of the Express Red car park comprises impermeable tarmac; hence in the unlikely event of a vehicle spillage /leakage of fuel or oil, there is no such risk to soils and bedrock beneath this car park During the lifetime of both car parks, surface cover maintenance, drainage maintenance and underground utility maintenance will be carried out as required. These works have the potential to result in the mobilisation of suspended solids from shallow excavations and fuel and lubricating oils from machinery and equipment. The following mitigation measures will be implemented to address any potential impacts. Mitigation Measures The potential risk posed by localised car park and access road maintenance as required at both car parks will be mitigated by the fact that any excavation works will be carried out in localised areas for short durations only, and will generate minor volumes of excavated soils Specifically, with regards to soils and bedrock the following mitigation measures will be adhered to at both the Holiday Blue and the Express Red car parks: - All car park / access road maintenance works will be planned and managed carefully; Strict supervision of contractors will be adhered to in order to ensure that all plant and equipment utilised on-site is in good working condition. Any equipment not meeting the required standard will not be permitted for use within the site. This will minimise the risk of soils, sub soils and bedrock becoming contaminated through operational maintenance activity; Fuels, lubricants and hydraulic fluids for equipment used on the existing car parks and access roads, as well as any oils, and paints will be carefully handled to avoid spillage, properly secured against unauthorised access or vandalism, and provided with spill containment as per best codes of practice; Any spillage of fuels, lubricants or hydraulic oils will be immediately contained and the contaminated soil / bedrock removed from the existing car parks and access roads and properly disposed of in accordance with all relevant waste disposal legislation; There will be no temporary storage of any fuels, oils or chemicals in the vicinity of shallow excavations; Excavated soils will be carefully managed to prevent dust nuisance; Soils generated on-site during localised maintenance works will be re-used on-site, where possible, or disposed of appropriately in accordance with all relevant waste disposal legislation. Residual Impacts No physical development works are proposed. There are no anticipated significant residual impacts on land, soils and geology given the mitigation measures proposed during the continued operational phase of both the Holiday Blue and the Express Red car parks. Atkins 31/01/

188 Interaction with other Environmental Attributes Soils and geology interact with other environmental attributes as follows: - Water: Potential soil contamination could negatively impact surface water and groundwater quality. The impact on water is addressed in Chapter 11 - Water. Mitigation measures outlined in Chapter 11 for the operational phase of the existing Holiday Blue & Express Red car parks are also applicable to the protection of soils and bedrock. Biodiversity: Potential impacts on the underlying soils and geology could also impact on ecological conditions present. However, the mitigation measures described above and those relevant in Chapter 5 Biodiversity will ensure that this will not occur. Human Health: potential soil contamination could negatively impact human health. However, the mitigation measures described above and those relevant in Chapter 4 Population and Human Health will ensure that this will not occur. Atkins 31/01/

189 11. Water Introduction This chapter describes the hydrology and hydrogeology likely to be encountered beneath and in the general area of the existing Holiday Blue car park and the Express Red car park. It also addresses the potential impact of the continued operation of both of these car parks on surface water and groundwater together with the mitigation measures that will be employed to eliminate or reduce any potential impacts There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. Methodology The following scope of works were undertaken by Atkins in order to complete the hydrology and hydrogeology assessment presented in this chapter: - Desk-based study; and, Site Walkover Survey This assessment has been completed in accordance with relevant best practice guidance from the Institute of Geologists of Ireland (IGI, 2013) The desk based study involved reviewing information from the following sources: - GSI Datasets Public Viewer and Groundwater webmapping, 2017; Water Framework Directive (WFD) Ireland webmapping, 2017; Environmental Protection Agency (EPA) webmapping, 2017; Surface water analytical data provided by daa for the period ; Site specific Flood Risk Assessments (Atkins, 2017) Holiday Blue Car Park Flood Risk Assessment and Express Red (Zones Y and Z) Car Park Flood Risk Assessment A site walkover survey was undertaken by a Senior Atkins Geologist at the existing Holiday Blue & Express Red car parks on the 21 st July During the site visit, it was noted that any visible drainage ditches at both car parks were dry due to prevailing weather conditions, and no significant flowing surface water was observed. The surface of both car parks was inspected during the site walkover survey; both car park surfaces were in good condition with no evidence of any oil or fuel staining observed The Flood Risk Assessments (FRA) were undertaken in accordance with the following guidance document; The Planning System and Flood Risk Management Guidelines for Planning Authorities DOEHLG 2009, and comprised the following key phases: - Stage 1: Flood Risk Identification - to identify whether there may be any flooding or surface water management issues related to the existing car parks that may warrant further investigation; 16 Guidelines for the Preparation of Soils, Geology and Hydrogeology Chapters of Environmental Impact Statements IGI, Atkins 31/01/

190 Stage 2: Initial Flood Risk Assessment - to confirm sources of flooding that may affect the existing car parks, to appraise the adequacy of existing information and to scope the extent of the risk of flooding. Receiving Environment Flood Risk Assessment Atkins has prepared a Flood Risk Assessment (FRA) to accompany the Planning Application for the continued operation of this car park and associated access roads. This FRA is presented in Appendix F. A brief summary is provided as follows. Holiday Blue car park The key hydrological features in the immediate vicinity of this car park are the Quinn River / Santry River and the Mayne River. The existing car park drainage areas are largely permeable granular surfacing which allows for storage and partial infiltration to ground. The existing car park also consists of 2 no. attenuation areas designed to capture the excess rainfall run-off within the site boundary via overland flow prior to discharging the adjacent Quinn River/ Santry River and Mayne River. The following potential flood risk mechanisms were evaluated as part of this assessment: tidal/coastal, fluvial, pluvial (urban drainage), pluvial (overland flow), blockage and groundwater. Taking account of the site-specific hydrological setting, the primary potential flood risks to the car park were identified to be via. pluvial (urban drainage) and fluvial sources. Secondary potential flood risks were also identified via blockage of a culvert on the Quinn River/ Santry River immediately along the south-western boundary of the site Detailed modelling completed as part of the CFRAM Study identified a potential fluvial flood risk to a localised portion along the southern section of the car park. However, the CFRAM Study would not have incorporated flood mitigation works undertaken in accordance with previous planning conditions in recent years within the car park. These works are now fully completed; hence the potential risk posed by fluvial flooding within the car park via the Quinn River/ Santry River has been reduced. The overall finding from the FRA is that the identified potential flood risks are sufficiently addressed. No significant flood risk to or from the car park was identified to be associated with the continued operation of this car park. Furthermore, the existing car park is classified as a water compatible development under the relevant OPW guidelines. No further assessment was deemed necessary. Accordingly, potential flood risk to or from the continued operation of the Holiday Blue car park will not be considered further as part of this assessment. Express Red car park The key hydrological features in the immediate vicinity of this car park are the Cuckoo Stream, Mayne River, and Kealy s Stream. The Cuckoo Stream runs from west to east approximately 370 metres from the northern boundary of the existing car park. Kealy s Stream is located further north. The Mayne River runs from west to east approximately 320 metres from the southern boundary of the existing car park The existing car park is largely covered with impermeable paving with a closed pipe network which drains the car park area into an attenuation area. The attenuation areas were designed to store excess flow for up to 1 in 100 year return period with discharge to the Cuckoo Stream (limited to the greenfield run-off rate for the existing Express Red car park). The following potential flood risk mechanisms were evaluated as part of this assessment: tidal/coastal, fluvial, pluvial (urban drainage), pluvial (overland flow), blockage and groundwater. Taking account of the site-specific hydrological setting, the primary potential flood risks to the car park were identified to be via pluvial (urban drainage) and fluvial sources. Secondary potential flood risks were also identified via. blockage of a culvert on the Cuckoo Stream immediately downstream of the site Detailed modelling completed as part of the CFRAM Study did not identify any potential flood risk to the existing car park and access road from either pluvial or fluvial sources. Regardless, adopting a conservative approach, flood mitigation measures were completed within the car park in order to Atkins 31/01/

191 provide capacity for no surface flooding for up to a 1 in 30 year return period. Hence any residual potential pluvial and fluvial flood risk to the existing car park and access road is deemed to be acceptable Drainage upgrade works completed as part of the R132 Improvement Scheme included upgrade works to the existing culvert crossing on the Cuckoo Stream underneath the access road; culverts have been sized to allow for 1 in 1000 year flows. The upgrade of the culverts under the R132 identified flooding downstream prior to the existing twin culvert under the Express Red car park access road. To ensure no flooding along this road a Berm was constructed to allow for flooding within a designated flood area upstream of the culvert. This Berm was constructed as part of the recent car park upgrade works. Hence there is now adequate protection provided against flooding within the car park and access road. The overall finding from the FRA was that the identified potential flood risks are sufficiently addressed. No significant flood risk to or from the car park was identified to be associated with the continued operation of this car park. Furthermore, the existing car park is classified as a water compatible development under the relevant OPW guidelines. No further assessment was deemed necessary. Accordingly, potential flood risk to or from the continued operation of the Express Red car park will not be considered further as part of this assessment. Drainage Design and Climate Change Drainage infrastructure beneath both car parks and associated attenuation areas have been designed to take account of potential changes in rainfall run-off rates associated with climate change. Drainage infrastructure beneath both car parks and associated attenuation ponds have been designed to take account of potential changes in rainfall run-off rates associated with climate change. There are 7 No. outfall locations from the Holiday Blue car park. Each outfall location has a flow control to limit the discharge rate to previously agreed rates with Fingal County Council. The maximum discharge rate from the entire Holiday Blue car park during a 1 in 100 year storm event (including an additional 10% for climate change) is l/s. There is a single outfall location from the Express Red car park. The outfall location has a flow control to limit the discharge rate to previously agreed rates with Fingal County Council. The maximum discharge rate from the Express Red car park during a 1 in 100 year storm event (including an additional 10% for climate change) is 23.6 l/s Therefore, the potential impact of climate change on the proposed development is imperceptible All drainage related planning conditions attached to previous planning consents for both car parks have been fully addressed to the satisfaction of Fingal County Council. Hydrology Holiday Blue car park There are a variety of surface water features within the vicinity of the existing operational car park including numerous drainage ditches. Refer to Figure 11-1 and Figure Atkins 31/01/

192 Figure Storm water drainage network at the Holiday Blue car park. Figure Surface water features in the vicinity of the Holiday Blue and Express Red car parks (Source: EPA, 2017) Rainfall runoff across the Holiday Blue car park drains directly to the ground via permeable granular surfacing. In addition, the existing car park also consists of 2 no. attenuation areas designed to capture the excess rainfall run-off within the site boundary via overland flow prior to discharging downstream of the car park. Run-off drainage from the western portion of the car park discharges to the Quinn River / Santry River, while run-off drainage from the eastern portion discharges to the Mayne River; all surface water outfalls from the existing car park pass through an oil-water interceptor (7 no. in total) prior to discharge. There are no surface water courses currently on-site; however, the Quinn River / Santry River historically ran through the former greenfield site and has since been diverted beneath the car park. This river flows in a south-easterly direction prior to discharge to North Dublin Bay Special Area of Conservation (SAC) approximately 10km South- East of the car park. The Mayne River is located immediately east of the car park; this river flows in an easterly direction before discharging to the Baldoyle Bay SAC in Portmarnock approximately 8km east of the car park The designated Baldoyle Bay Special Area of Conservation (SAC Code: ) (NPWS, 2017) and the North Dublin Bay Special Area of Conservation (SAC Code: ) (NPWS, 2017) are of considerable conservation significance for the occurrence of good examples of habitats and of Atkins 31/01/

193 populations of plant and animal species that are listed on Annexes I and II of the E.U. Habitats Directive. Both SACs are of high conservation value for the populations of bird species that use them. In addition three rare plant species which are legally protected under the Flora (Protection) Order 1999 have been recorded on North Bull Island, within the North Dublin Bay SAC. Surface Water Quality: Biological Monitoring The key surface water courses downstream from the car park and associated discharge points are the Quinn River / Santry River, and the Mayne River. The Quinn River / Santry River just south of the car park is reported to have Poor ecological status (Q3, Q2-3 rating) in accordance with the River Waterbody Water Framework Directive (WFD) for the period 2010 to 2015 (EPA, 2017). The Quinn River/ Santry River Waterbody (Code: IE_EA_09_1507) is reported by WFDI (2017) to have an overall rating of Bad Status for the same period ( ). Status relates to the condition of the water in the waterbody as defined by its chemical status and its ecological status, whichever is worse. The Mayne River just south of the car park is reported to have Poor ecological status (Q3, Q2-3 rating) in accordance with the River Waterbody Water Framework Directive (WFD) for the period 2010 to 2015 (EPA, 2017). The Mayne River Waterbody (Code: IE_EA_09_1428) is reported by WFDI (2017) to have an overall rating of Poor Status for the same period ( ). The overall WFD objective for both the Quinn River / Santry River Waterbody and the Mayne River Waterbody is to Restore Good Status by 2027 (WFDI, 2017). Surface Water Quality: Physiochemical Monitoring daa undertake routine surface water quality monitoring at key locations downstream of the Holiday Blue car park. Between the selected monitoring period of 2014 to 2017 the following surface water samples were collected: - 51 no. surface water samples were collected at monitoring locations, S2 / S2A, located downstream of the car park at the main drainage discharge point to the Quinn River / Santry River system. 42 no. surface water samples were collected at monitoring location, M1, located downstream of the car park at the main drainage discharge point to the Mayne River Samples were selected for field measurement / laboratory analysis of all or some of the following parameters; ph, Temperature, Dissolved Oxygen, Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Ammonia (as N) and Total Petroleum Hydrocarbons (TPH). Sample locations are presented in Figure Water Quality at Discharge Point to Quinn River / Santry River System The results for the monitoring period 2014 to July 2017 are presented in Table 11-1 and discussed below ph values for the monitoring period ranged from 7.4 to 8.0 ph units, and are within the acceptable statutory range of values of 6.0 to 9.0 ph units (Surface water Regulations (S.I. No. 272 of 2009, as amended 2015). Measured temperatures for the monitoring period ranged from 4.3 to 22.2 o C and this range is likely due to seasonal fluctuations in ambient temperatures and the associated impact on the surface water body. DO values for the monitoring period ranged from 43.4 to 97.8% and are within the upper statutory limit of 120% (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015). While some of the DO values are not compliant with the lower statutory limit of 80%, there is a general increasing trend in DO towards the acceptable range of values. Reported BOD concentrations for the monitoring period ranged from <2 to 7mg/L. While the relevant statutory value of 2.6 mg/l (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015) has been exceeded on several occasions during the monitoring programme, such exceedances are temporary, with no evidence of any sustained upward trend. Reported COD concentrations for the monitoring period ranged from <5 to 26mg/L. There are no relevant generic acceptance (GAC) criteria for this parameter. Atkins 31/01/

194 The key contaminants of potential concern which could impact surface water quality via storm water run-off from the car park and adjacent landscaped areas have been identified as follows; TPH and Ammonia (as N). Therefore, a detailed evaluation of these concentration trends has been completed. Reported TPH concentrations for the monitoring period ranged from <0.1 to μg/l. Recent TPH concentrations show a general declining trend from the peak concentration of μg/l reported during the August 2015 monitoring event, albeit with occasional seasonal fluctuations. TPH concentrations during 2017 have not been detected above the relevant laboratory limit of detection (LoD). This general improvement in surface water quality is likely attributed to the completion of drainage upgrade works including the installation of 7 no. oil-water interceptors (manufactured as per BS EN ISO Quality Management Systems) recently carried out on the Holiday Blue car park Reported Ammonia (as N) concentrations for the monitoring period ranged from <0.01 to mg/l. Occasional exceedances of the relevant generic acceptance criteria of 0.14 mg/l (as N) (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015) were reported during the monitoring period. However, since the peak concentration of mg/l (reported during the December 2014 monitoring event) Ammonia (as N) concentrations show a general declining tread. Ammonia concentrations during 2017 have all been below the relevant acceptable generic acceptance criteria (0.14 mg/l as N) Based on the evaluated data presented below, no significant surface water quality issues have been identified at monitoring locations S2 and S2A, downstream of the car park at the discharge point to the Quinn River / Santry River. While occasional exceedances of the relevant GAC have been reported for several parameters (DO, BOD, Ammonia) and hydrocarbon contamination has been detected occasionally during the monitoring period, such exceedances / detections are temporary, with no evidence of any sustained upward trends. General surface water quality has improved during 2017 which is likely attributed to the drainage upgrade works carried out in accordance with previous planning conditions in recent years within the car park, including the installation of 7 no. oil-water interceptors (manufactured as per BS EN ISO Quality Management Systems). Table Physicochemical surface water quality results for samples taken by daa (2014- July 2017) at sample location S2 (downstream of the car park at the discharge point to the Quinn River / Santry River). Parameter ph Temp. Dissolved Oxygen BOD COD Ammonia TPH Unit ph o C % mg/l mg/l mg/l μg/l 2014 (Sample Date) 23/06/ < /07/ < /08/ < <1 29/09/ < /10/ < /10/ < /11/ < <1 10/12/ < /01/ < <1 24/02/ <2 < /03/ < <1 21/04/ < <1 19/05/ < <1 22/06/ < <1 21/07/ < <1 Parameter ph Temp. Dissolved BOD COD Ammonia TPH Unit ph o C % mg/l mg/l mg/l μg/l Atkins 31/01/

195 25/08/ <2 < /09/ <2 < <1 28/10/ < <1 25/11/ < /12/ < < /01/ <2 15 < /03/ < <1 19/04/ < /05/ < /06/ < /07/ < /08/ < /08/ < /08/ <1 31/08/ <1 14/09/ /09/ <2 <5 < /10/ <1 14/10/ <1 26/10/ <1 11/11/ <1 22/11/ /12/ <1 02/12/ <2 < /12/ < /01/ <1 18/01/ <2 < <1 03/02/ /02/ < <1 07/03/ <1 22/03/ <1 07/04/ <1 20/04/ <1 09/05/ <1 17/05/ <2 < <1 05/07/ <1 Atkins 31/01/

196 Water Quality at Discharge Point to Mayne River System The results for the monitoring period 2014 to July 2017 are presented in Table 11-2 and discussed below ph values for the monitoring period ranged from 7.5 to 8.1 ph units, and are within the acceptable statutory range of values of 6.0 to 9.0 ph units (Surface water Regulations (S.I. No. 272 of 2009, as amended 2015). Measured temperatures for the monitoring period ranged from 3.8 to 24.6 o C and this range is likely due to seasonal fluctuations in ambient temperatures and the associated impact on the surface water body. DO values for the monitoring period ranged from 34.7 to 97.4% and are within the upper statutory limit of 120% (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015). While some of the DO values are not compliant with the lower statutory limit of 80%, there is a general increasing trend in DO towards the acceptable range of values. Reported BOD concentrations for the monitoring period ranged from <2 to 9 mg/l. While the relevant statutory value of 2.6 mg/l (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015) has been exceeded on 6 no. occasions during the monitoring period, such exceedances are temporary, with no evidence of any sustained upward trend. Reported COD concentrations for the monitoring period ranged from <5 to 80mg/L. There are no relevant generic acceptance criteria for this parameter. A detailed evaluation of concentration trends for the identified key contaminants of potential concern (TPH, Ammonia as N) has been completed. Reported TPH concentrations for the period were all below the relevant laboratory limit of detection (LoD) of 0.1 μg/l. TPH concentrations during 2017 have not been detected above the relevant LoD; hence there are no identified hydrocarbon contamination issues downstream of the storm water discharge point Reported Ammonia (as N) concentrations for the monitoring period ranged from <0.01 to 1.12 mg/l. Occasional exceedances of the relevant generic acceptance criteria of 0.14 mg/l (as N) (Surface water Regulations (S.I. No. 272 of 2009) as amended 2015) were reported during the monitoring period. However, since the peak concentration of 1.12 mg/l (reported during the December 2014 monitoring event) Ammonia (as N) concentrations show a general declining tread. Ammonia concentrations during 2017 have all been below the relevant acceptable generic acceptance criteria (0.14 mg/l as N) during 6 no. of the 7 no. monitoring events, and on 2 no. occasions were below the LoD (0.01 mg/l) Based on the evaluated data presented below, no significant surface water quality issues have been identified at monitoring location M1, downstream of the car park at the discharge point to the Mayne River. While occasional exceedances of the relevant GAC have been reported for several parameters (DO, BOD, Ammonia) and hydrocarbon contamination has been detected occasionally during the monitoring period, such exceedances / detections are temporary, with no evidence of any sustained upward trends. General surface water quality has improved during 2017 which is likely attributed to the drainage upgrade works carried out in accordance with previous planning conditions in recent years within the car park, including the installation of 7 no. oil-water interceptors (manufactured as per BS EN ISO Quality Management Systems). Atkins 31/01/

197 Table Physicochemical surface water quality results for samples taken by daa (2014- July 2017) at sample location M1 (downstream of the car park at the discharge point to the Mayne River). Parameter ph Temp. Dissolved Oxygen BOD COD Ammonia (as N) TPH Unit ph units o C % mg/l mg/l mg/l μg/l 2014 (Sample Date) 21/01/ < /02/ < /03/ < /04/ < /05/ < /06/ < /07/ < /08/ < /09/ /10/ < /11/ < /12/ /01/ < /02/ /04/ /05/ < /06/ < /07/ < /08/ < /09/ < /10/ < /11/ /12/ < /01/ /03/ < /03/ < /04/ < /05/ <2 < /06/ < /07/ < /08/ < /09/ < /10/ < <1 11/11/ < <1 02/12/ < <1 Atkins 31/01/

198 Parameter ph Temp. Dissolved Oxygen BOD COD Ammonia (as N) Unit ph units o C % mg/l mg/l mg/l μg/l /01/ <2 12 <0.01 <1 15/02/ <2 16 <0.01 <1 22/03/ <1 20/04/ < <1 17/05/ < <1 20/06/ < <1 19/07/ < <1 TPH Express Red car park Rainfall runoff across the central portion of Dublin Airport including the wider catchment of the wider Express Red complex, access roads and car rental units (located immediately north of the Express Red car park) drains directly to the storm water drainage system, prior to discharging in an easterly direction to Kealy s Stream. This stream flows in a southerly / south easterly direction prior to joining the Cuckoo Stream Specifically, in relation to the Express Red car park, rainfall runoff drains directly to the storm water drainage system and passes through a large attenuation area located immediately North-East of the car park, and an oil-water interceptor, prior to discharging in a northerly direction to the existing storm drainage network. Refer to Figure The drainage system also collects storm water runoff from the car park access road; storm water from the Express Red car park is subsequently discharged directly to the Cuckoo Stream The Cuckoo Stream flows in an easterly direction before joining the Mayne River approximately 5km downstream of the car park. The Mayne River discharges to the Baldoyle Bay SAC in Portmarnock approximately 2km further east. As previously outlined, the designated Baldoyle Bay Special Area of Conservation (SAC Code: ) (NPWS, 2017) is of considerable conservation significance for the occurrence of good examples of habitats and of populations of plant and animal species that are listed on Annexes I & II of the E.U. Habitats Directive Public toilets are located within the car park building at the exit point from the access road to the car park; the foul sewer runs beneath the access road in a northerly direction towards a pumping station located outside of the red-line boundary. Atkins 31/01/

199 Figure Storm water drainage network at the Express Red car park. Surface Water Quality: Biological Monitoring The key surface water courses downstream from this car park and associated discharge point are the Cuckoo Stream, and the Mayne River. Both of these are reported to have Poor Status (Q3, Q2-3 rating) in accordance with the River Waterbody Water Framework Directive (WFD) for the period 2010 to 2015 (EPA, 2017). The overall WFD objective for the Mayne River Waterbody is to Restore Good Status by 2027 (WFDI, 2017). Surface Water Quality: Physiochemical Monitoring There are two discharge locations in the context of the wider catchment of Dublin Airport / wider Express Red complex. daa undertake routine surface water quality monitoring downstream of the wider catchment of the Dublin Airport and long-term car parks at the discharge point to Kealy s Stream (monitoring location: K2). Surface water at this point includes storm water run-off from the entire central portion of Dublin Airport lands in addition the wider catchment of the long-term car parks Atkins 31/01/

200 located immediately north of the Express Red car park. Hence this data is representative of storm-water run-off from the entire Dublin Airport Site. For the purposes of this assessment the data provides a general overview of the surface water quality downstream of Dublin Airport. Recently an additional monitoring location has been added to the daa surface water monitoring programme. The new monitoring point, referred to as C9, is located downstream of the Express Red car park, prior to discharge to the Cuckoo Stream Between the monitoring period 2014 to 2017 the following surface water samples were collected; 37 no. surface water samples were collected at monitoring locations, K2, located downstream of the wider Dublin Airport catchment at the main drainage discharge point to Kealy s Stream (which discharges to the Cuckoo Stream). 2 no. surface water samples were collected at monitoring location, C9, located downstream of the car park at the main drainage discharge point to the Cuckoo Stream Samples were selected for field measurement / laboratory analysis of all or some of the following parameters; ph, Temperature, Dissolved Oxygen, Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Ammonia (as N) and Total Petroleum Hydrocarbons (TPH). Sample locations are presented in Figure Water Quality at Discharge Point to Kealy s Stream The results for the monitoring period 2014 to July 2017 are presented in Table 11-3 and discussed below A detailed evaluation of concentration trends for identified contaminants of potential concern (TPH, Ammonia as N) has been completed Between January and April 2017, three of the four monitoring events completed showed no detection of TPH concentrations above the relevant laboratory limit of detection. Ammonia (as N) concentrations show a general declining tread since a reported peak in September 2014; between January and May 2017, Ammonia (as N) concentrations were either below the relevant acceptable generic acceptance criteria (GAC) (0.14 mg/l as N), or marginally exceeded this value Based on the evaluated data presented below, no significant surface water quality issues have been identified at this monitoring location, downstream of the wider catchment of the Dublin Airport Site and long-term car parks. While occasional exceedances have been reported for analysed parameters, such exceedances are temporary, with no evidence of any sustained upward trends. Atkins 31/01/

201 Table Physicochemical surface water quality results for samples taken by daa (2014- July 2017) at sample location K2 (downstream of the Dublin Airport Site) at the main discharge point to Kealy s Stream). Parameter ph Temp. Dissolved Oxygen BOD COD Ammonia (as N) TPH Unit ph units o C % mg/l mg/l mg/l μg/l 2014 (Sample Date) 23/06/ < /07/ /08/ <1 29/09/ /10/ < /11/ < <1 10/12/ < /01/ < <1 24/02/ <2 < /03/ <2 < <1 21/04/ <1 19/05/ < <1 22/06/ < <1 21/07/ < <1 25/08/ <2 < <1 29/09/ < <1 28/10/ < <1 25/11/ < /12/ < < /01/ < /03/ < /03/ < /04/ < /05/ < /06/ <2 < /07/ < /08/ < /08/ < /09/ < /10/ < /11/ <2 16 <0.01 <1 02/12/ /01/ <2 13 < /02/ < <1 22/03/ <1 19/04/ < <1 17/05/ < June 2017* July 2017* *Analytical data not available due to laboratory error. Atkins 31/01/

202 Water Quality at Discharge Point to Cuckoo Stream Supplementary surface water monitoring was carried out during October and November 2017, at an additional monitoring location downstream of the car park at the discharge point to the Cuckoo Stream, monitoring location C9. Analytical results are presented in Table 11-4 and discussed below Based on the analytical data presented below, no significant surface water quality issues associated with key potential contaminants of concern (TPH, Ammonia as N) have been identified at the discharge point to the Cuckoo Stream. TPH concentrations have not been detected above the relevant limit of detection. Ammonia (as N) concentrations have not been detected above the relevant acceptable generic acceptance criteria (GAC) (0.14 mg/l as N) While the reported DO value is not compliant with the lower statutory limit of 80%, concentrations are marginally below this value and concentration trends will be further evaluated during future monitoring events. Table Physicochemical surface water quality results for samples taken by daa (2017) at sample location C9 (downstream of the Express red car park) at the main discharge point to the Cuckoo Stream). Parameter ph Temp. Dissolved Oxygen BOD COD Ammonia (as N) TPH Unit ph units o C % mg/l mg/l mg/l mg/l μg/l 2017 (Sample Date) 26/10/ < <1 09/11/ <2 10 <0.01 <1 Hydrogeology Aquifer Characteristics & Groundwater Use The GSI provides a methodology for aquifer classification based on resource value (regionally important, locally important and poor) and vulnerability (extreme, high, moderate or low). Resource value refers to the scale and production potential of the aquifer whilst vulnerability refers to the ease with which groundwater may be contaminated by human activities (vulnerability classification primarily based on the permeability and thickness of subsoils) The groundwater vulnerability rating beneath the general vicinity of the Holiday Blue car park is classified as Low by the GSI (2017). This rating indicates that bedrock is likely to be encountered at depths greater than 10m from the ground surface. A minor localised area in the western portion of this car park is classified as having a High vulnerability rating (GSI, 2017). The groundwater vulnerability rating beneath the general vicinity of the Express Red car park and access roads is classified as Low by the GSI (2017), indicating that bedrock is likely to be encountered at a depth of greater than 10m in this vicinity The bedrock aquifer beneath the general vicinity of the Holiday Blue car park is classified in the western portion as LI, a Locally Important aquifer which is generally moderately productive (GSI, 2017), and is classified in the eastern portion as PI, a Poor aquifer which is generally unproductive except for local zones (GSI, 2017). Several faults are identified to be present in the vicinity of this car park (GSI, 2017); these generally trend north south and east west. The bedrock aquifer beneath the general vicinity of the Express Red car park and access roads is classified as LI (GSI, 2017) A search of the GSI groundwater well database was conducted to identify registered wells in the area. 6 no. registered wells were identified within the immediate vicinity of the Holiday Blue car park; the closest well is reported to be located approximately 400m south of this car park with a reported groundwater yield of 48.5m 3 /d (GSI, 2017). GSI records confirm the following uses for these wells; 1 no. unknown, 4 no. industrial and 1 no. domestic. 5 no. registered wells were identified within the immediate vicinity of the Express Red car park; the closest well is reported to Atkins 31/01/

203 be located approximately 700m north of the car park (and 200m east of the access road, with a reported groundwater yield of 300m 3 /d (GSI, 2017). GSI records confirm the following uses for these wells; 4 no. industrial and 1 no. domestic There are no drinking water sources or source protection areas within 2km of either the Holiday Blue or the Express Red car parks according to the GSI (2017). Based on the findings of the desk based study there is also no evidence of any karst features or gravel aquifers beneath the general area of both car parks (GSI, 2017). Groundwater Quality The European Communities Environmental Objectives (Groundwater) Regulations, (S.I. 9 of 2010) came into effect on 27th January The aim of the Regulations is to achieve the environmental objectives established for groundwater by Article 4 (1) (b) of the Water Framework Directive (2000/60/EC). The 2010 Regulations set down groundwater quality standards for nitrate (50mg/L) and active substances in pesticides in Schedule 4 and also establish threshold values for pollutants or indicators of pollutants in Schedule 5. Under these regulations the EPA shall also assign a status of Good or Poor to those bodies of groundwater where available data and knowledge allows According to the WFDI (2017) the groundwater status in the region of both the Holiday Blue and the Express Red car parks (Code: IE_EA-G-005) is Good for the period. A key component of the groundwater classification is the assessment of the impact of pollution on the groundwater body. The groundwater status classification process also takes account of the ecological needs of the relevant rivers, lakes and terrestrial ecosystems that depend on contributions from groundwater. In terms of meeting the Water Framework Directive quality objectives the risk rating of this groundwater body is at risk primarily due to pressures from urban areas (WFDI, 2017). The overall objective for this groundwater body is to Protect the current Good Status. Preparations for the second cycle ( ) River Basin Management Plans are currently underway. According to the EPA the key change will be that this cycle will be led by the local authorities at regional level. The draft second cycle consultation process is due to be completed during Potential Impacts on Water Given the fact that the operational phase of both the Holiday Blue car park and the Express Red car park and associated access roads will be similar in nature, the potential impacts to hydrology and hydrogeology at both car parks and associated access roads have been jointly assessed The surface of the Holiday Blue car park has been designed with a permeable gravel which enables the rainfall run-off from the car park to migrate vertically into the underlying subsurface. Therefore, there is potential for oil / fuel spillages and leakages from vehicles in this car park to result in localised hydrocarbon contamination of the groundwater beneath the car park via rainfall run-off percolation. However, this car park is underlain by low permeability clay; in the unlikely event of a vehicle spillage /leakage of fuel or oil any soils impacts would be very localised, with low potential for vertical migration and associated impacts to groundwater The surface of the Express Red car park comprises impermeable tarmac; hence in the unlikely event of a vehicle spillage /leakage of fuel or oil, there is no such risk to groundwater quality beneath this car park There is also potential that such oil / fuel spillages and leakages could result in hydrocarbon contamination of the receiving surface water bodies (namely the Quinn River/ Santry River, the Cuckoo Stream, and the Mayne River) via storm water discharge from both the Holiday Blue and the Express Red car parks. Attenuation areas and 7 no. state of the art oil-water interceptors have been installed to treat all storm water run-off prior to discharge from the Holiday Blue car park. Storm water drainage from the Express Red car park also passes through an attenuation area and oil-water interceptor prior to discharge. This infrastructure at both car parks will continue to be maintained regularly. Hence this potential risk will not result in an adverse impact on surface water quality in the receiving environment of the car parks. Atkins 31/01/

204 The foul sewer present in the northern portion of the access road to the car park, is present in a localised portion of the overall area under assessment. Based on the extent of the infrastructure and given that ground conditions in this area comprise low permeability soils, any potential risk of impacts to groundwater quality is negligible and warrants no further consideration During the lifetime of both car parks and associated access roads, surface cover maintenance, drainage maintenance and underground utility maintenance will be carried out as required. These works have the potential to result in the mobilisation of suspended solids from shallow excavations and fuel and lubricating oils from machinery and equipment. The following mitigation measures will be implemented to address any potential surface water or groundwater impacts A separate assessment has been completed in order to assess any potential impacts to identified Natura 2000 sites within the vicinity of the car parks. Refer to the AA Report attached to this planning application. Mitigation Measures No construction works are proposed as part of this planning application; therefore the only mitigation measures required relate to the continued operational use of both car parks. The potential risk to surface water / groundwater quality posed by localised car park and access road maintenance (as required) will be mitigated by the fact that any excavation works will be carried out in localised areas for short durations only, and will generate minor volumes of soils. Furthermore, both car parks are reported to be generally underlain by at least 10m thick subsoils which affords the bedrock aquifer a natural level of protection during these minor excavation works Specifically, with regards to surface and groundwater quality the following mitigation measures will be adhered to at both car parks: - All car park / access road maintenance works will be planned and managed carefully. Strict supervision of contractors during any required maintenance works will be adhered to in order to ensure that all plant and equipment utilised on-site is in good working condition. Any equipment not meeting the required standard will not be permitted for use within the site. This will minimise the risk of surface water and groundwater becoming contaminated through operational maintenance activity. Fuels, lubricants and hydraulic fluids for equipment used on the existing car parks and access roads, as well as any oils, and paints will be carefully handled to avoid spillage, properly secured against unauthorised access or vandalism, and provided with spill containment as per best codes of practice. All re-fuelling will take place well away from all existing waterbodies, primarily the Mayne River to the east of the Holiday Blue car park, and the drain to the North-East of the Express Red car park. Refuelling of site vehicles should be carried out offsite at suitable facilities. Any spillage of fuels, lubricants or hydraulic oils will be immediately contained and the contaminated soil / bedrock / perched water removed from the existing car parks and access roads and properly disposed of in accordance with all relevant waste disposal legislation. There will be no temporary storage of any fuels, oils or chemicals in the vicinity of shallow excavations or adjacent to any drains or ditches. Soils generated on-site during localised maintenance works will be re-used on-site, where possible, or disposed of appropriately in accordance with all relevant waste disposal legislation. In the event that contaminated soil is encountered during any maintenance works, care will be taken to ensure that contaminated materials do not impact the adjacent surface watercourses or groundwater bodies. This will be achieved by implementing site protocols on-site to minimise Atkins 31/01/

205 potential for pollution. Chemical analysis will be carried out to assess whether the contaminated materials presents a risk to human/ environmental receptors and to determine a suitable disposal route, in accordance with all relevant waste disposal legislation. Monitoring Ongoing surface water monitoring will continue to be carried out by daa as part of the routine environmental monitoring programme. Monitoring location C9 will be incorporated into the routine monitoring programme by daa during all future sampling events. Residual Impacts There are no anticipated significant residual impacts on surface water or groundwater given the mitigation measures proposed during the continued operational phase of both car parks No flood risk associated with the continued operation of both car parks has been identified. Interaction with other Environmental Attributes Surface water and groundwater interact with other environmental attributes as follows: - Human health: potential surface water / groundwater contamination could negatively impact human health. However, there are no reported public groundwater supplies within 2km of the car parks. Accordingly, no potential human health impacts associated with surface water / groundwater pathways will occur. Land, Soils and geology: Potential surface water / groundwater contamination could negatively impact soils and bedrock. However, the mitigation measures described above and those relevant in Chapter 10 Land, Soils and Geology will ensure that this will not occur. Biodiversity: Potential impacts on surface water and groundwater quality in the vicinity of both car parks could also impact on the ecological conditions present. However, the mitigation measures described above and those relevant in Chapter 5 - Biodiversity will ensure that this will not occur. Atkins 31/01/

206 12. Cultural Heritage Introduction This chapter describes the Cultural Heritage within, and in the general vicinity of the existing Holiday Blue and the Express Red car parks. It also assesses the potential impact of the continued operation of both these car parks on Cultural Heritage Cultural Heritage as set out in the draft guidance document Guidelines on the Information to be contained in s - Draft (EPA, 2017) is understood to comprise the following elements: Archaeology, Architectural Heritage, and Folklore and History. For the purposes of this assessment folklore and history are not applicable and therefore will not be considered further There are no proposals for development works within either of the two existing car parks and associated access roads. However, an EIAR is required due to the fact that the proposed development constitutes SID rather than any particular concerns regarding potential significant environmental impacts. A more complete description of each car park is presented in Chapter 2 Project Description of the EIAR. Methodology The following scope of works were undertaken to complete the cultural heritage assessment presented in this chapter: - Desk-based study including review of available information from the following sources (consulted 21 st July 2017); o o National Inventory of Architectural Heritage (NIAH) Historic Environment Public Viewer; National Monuments Service - Archaeological Survey of Ireland Public Viewer; and o Fingal Development Plan This assessment has been completed in accordance with the following relevant best practice guidance documents: National Monuments Service (1999) Framework and Principles for the Protection of the Archaeological Heritage Department of Environment, Heritage and Local Government (2004) Architectural Heritage Protection, Guidelines for Planning Authorities, Guidance on Part IV of the Planning and Development Act 2000, International Council on Monuments and Sites (2011) Guidance on Heritage Impact Assessments for Cultural World Heritage Properties. International Council on Monuments and Sites For the purposes of this Cultural Heritage assessment the Holiday Blue car park and the Express Red car park have been assessed separately. Receiving Environment This section provides a description of the receiving environment with respect to Archaeological and Architectural Heritage in the vicinity of the two existing operational car parks and associated access roads. Atkins 31/01/

207 12.8. The management and protection of cultural heritage in Ireland is achieved through a framework of international conventions and national laws and policies. This framework was established in accordance with the provisions of the European Convention on the Protection of the Archaeological Heritage (the Valletta Convention) and European Convention on the Protection of Architectural Heritage (Grenada Convention). Cultural heritage can be divided loosely into the archaeological resource covering sites and monuments from the prehistoric period until the postmedieval period and the architectural heritage resource, encompassing standing structures and sites of cultural importance dating from the post-medieval and modern period. In addition, local place names, folklore and traditions are considered part of our cultural heritage. National policy statements, guidelines and advice notes relevant to this assessment include: - National Monuments Act 1930 (and amendments in 1954, 1987, 1994 and 2004); Heritage Act (1995); National Cultural Institutions Act (1997); Architectural Heritage (National Inventory) and National Monuments Act (1999); and, Local Government (Planning and Development) Act (2000) The National Monuments Acts 1930 to 2004, the Heritage Act 1995 and relevant provisions of the National Cultural Institutions Act 1997 are the primary means of ensuring the satisfactory protection of archaeological remains, which are deemed to include all man-made structures, of whatever form or date, except buildings habitually used for ecclesiastical purposes. A National Monument is described as a monument or the remains of a monument, the preservation of which is a matter of national importance by reason of the historical, architectural, traditional, artistic or archaeological interest attaching thereto (Section 2, National Monument Act, 1930). There are a number of mechanisms under the National Monuments Act that are applied to secure the protection of archaeological monuments. These include the Register of Historic Monuments, the Record of Monuments and Places (RMP), formerly the Sites and Monuments Record (SMR), and the placing of Preservation Orders and Temporary Preservation Orders on endangered sites. The administration of national policy in relation to archaeological heritage management is the responsibility of the Department of Arts, Heritage, Regional, Rural and Gaeltacht Affairs (DAHRRGA) The State may acquire or assume guardianship of national monuments by agreement with site owners or under compulsory order. Once the site is in the ownership or guardianship of the State it may not be interfered with, without the written consent of the Minister. Section 12 (1) of the National Monuments (Amendment) Act, 1994 made provision for the establishment and maintenance of a RMP deemed to have cultural heritage potential. The record replaced the earlier SMR and provides a list of monuments and relevant places with accompanying maps. All sites recorded on the RMP receive statutory protection under the National Monuments Act 1994 and any work undertaken at these sites must be done so under licence (Section 12 (3)) Protection of the architectural/built heritage resource is provided through a range of legal and policy instruments. The Heritage Act, (1995) protects all heritage buildings owned by a local authority from damage and destruction. The Architectural Heritage Act, 1999, requires the Minister to establish a survey to identify, record and evaluate the architectural heritage of the country. The function of the National Inventory of Architectural Heritage (NIAH) is to record built heritage structures within the Republic of Ireland and to advise local authorities in relation to structures of interest within their areas. The Local Government (Planning and Development) Act, 2000, requires all Planning Authorities to keep a Record of Protected Structures (RPS) of special architectural, historical, archaeological, artistic, cultural, scientific, social or technical interest. As of the 1 st January 2000, all structures listed for protection in current Development Plans, have become protected structures. Since the introduction of this legislation, planning permission is required for any works to a protected structure that would affect its character The following relevant Objectives in relation to the archaeological and architectural heritage resource are presented in the Fingal Development Plan: - Atkins 31/01/

208 Objective CH02 Favour the preservation in situ or at a minimum preservation by record, of archaeological sites, monuments, features or objects in their settings. In securing such preservation the Council will have regard to the advice and recommendations of the National Monuments Service of the Department of the Arts, Heritage, Regional, Rural and Gaeltacht Affairs. Objective CH03 Protect all archaeological sites and monuments, underwater archaeology, and archaeological objects, which are listed in the Record of Monuments and Places and all sites and features of archaeological and historic interest discovered subsequent to the publication of the Record of Monuments and Places, and to seek their preservation in situ (or at a minimum, preservation by record) through the planning process. Objective CH05 Ensure archaeological remains are identified and fully considered at the very earliest stages of the development process, that schemes are designed to avoid impacting on the archaeological heritage. Objective CH07 Ensure that development within the vicinity of a Recorded Monument or Zone of Archaeological Notification does not seriously detract from the setting of the feature, and is sited and designed appropriately. Objective CH09 Recognise the importance of archaeology or historic landscapes and the connectivity between sites, where it exists, in order to safeguard them from developments that would unduly sever or disrupt the relationship and/or inter-visibility between sites. Objective CH20 Ensure that any development, modification, alteration, or extension affecting a Protected Structure and/or its setting is sensitively sited and designed, is compatible with the special character, and is appropriate in terms of the proposed scale, mass, height, density, layout, materials, impact on architectural or historic features, and junction with the existing Protected Structure. Objective CH21 Seek that the form and structural integrity of the Protected Structure is retained in any redevelopment and that the relationship between the Protected Structure and any complex of adjoining buildings, designed landscape features, or designed views or vistas from or to the structure is conserved. Atkins 31/01/

209 Holiday Blue car park The subject site and surrounding area is part of a landscape which is rich in historical and archaeological material. The general region has attracted settlement from early times as evidenced by the presence of monuments dating back to the prehistoric period. Continuity of settlement is illustrated by identified monuments ranging from the Bronze Age to Medieval and Post-Medieval periods. There are no recorded archaeological sites within the car park or within 200m of its boundary There are no Protected Structures within the meaning of the Planning and Development Acts situated within the boundaries of the proposed development lands or in the general environs of the proposed development lands. Furthermore, there are no structures located within the existing developed site. Although there are a number of structures located outside the boundaries of the subject lands and within the defined study area, none are considered to be of interest from an Architectural Heritage perspective The known archaeological sites in closest proximity to the car park are summarised in Table 12-1 below. Table Identified RMP sites within vicinity of the Holiday Blue Car Park. Townland RMP No. Classification Location Description Ballystraun DU Enclosure ca. 1.1km east of the existing car park. Ballystraun DU Burnt mound ca. 500m south-east of the existing car park. Harristown DU 014:040 Dwelling Site ca. 250m north of the existing car park. Harristown DU 014:008 Enclosure ca. 400m north of the existing car park. Geophysical survey (Licence no. 08R117) and test excavation (Licence no. 09E0478) undertaken as part of the proposed Metro Link development revealed a sub-rectangular enclosure, consisting, of an enclosure ditch on three sides, branching into a double ditch, with metalled surfaces, pits, and shallower, narrower ditches surviving in its interior. Hollow way (c. 4.2m wide and 0.15m 0.53m deep) identified to the east. May date from the early medieval era, based on the absence of (later) medieval pottery and on the recovery of a fragment of iron slag from a lower fill of the enclosure ditch. This monument was subject to geophysical survey (Licence no. 08R117) and test excavation (Licence no. 09E0479) as part of the proposed Metro Link development. An ovalshaped deposit of dark-black sandy silt with frequent inclusions of heatshattered burnt stones was identified. A possible ditch or field boundary, and possible slot-trench was identified and was filled by black silty charcoal-stained clay. A dwelling is marked at or close to this location on the Down Survey map of c The Civil Survey of 1654 describes the ruins of old walls of stone. Not marked on any edition of the OS 6 map. The site is now occupied by one of the airport runways. Not marked on any edition of the OS 6 map. Circular cropmark, possibly marking the site of a levelled ringfort, identified from aerial photographic Atkins 31/01/

210 Townland RMP No. Classification Location Description cover. The site is now occupied by one of the airport runways. Harristown DU Enclosure ca. 200m south of the existing car park. Shanganhill DU Enclosure ca. 900m south-west of the existing car park. Shanganhill DU Ring-ditch ca. 1000m west of the existing car park. This monument was identified from geophysical survey (Licence no. 09R195) and confirmed by test excavation (Licence no. 10E0459) as part of the proposed Metro development. It is a circular enclosure (30m diam.) characterised by a U- shaped ditch (1.1m-2.2m wide by 0.45m deep). A circular enclosure visible as a crop mark on an aerial photograph. Aerial photograph shows cropmark of a ring-ditch. Within relatively level tillage. No visible remains. St. Margaret s DU Ringfort - unclassified ca. 1100m north-west of the existing car park. Aerial photograph shows cropmark of a curvilinear enclosure defined by a fosse. This is probably a ploughed-out ringfort. Within rough pasture. No visible remains. Dubber DU Castle - unclassified ca. 800m south-west of the existing car park. According to Adams (1881) the castle at Dubber was erected between 1582 and 1611 by Sir Christopher Daniel Bellingham, first Lord Mayor of Dublin in 1665 (Adams 1881, 492). It was described as a 'small castle' with other 'ruined' walls in the Civil survey (1654-6). By 1881 the only remains of the castle was a door-sill. No visible surface trace. Merryfalls DU Field system ca. 700m south-west of the existing car park. A possible field system visible as a crop mark on an aerial photograph together with two circular enclosures A review of the Excavations Database ( revealed that archaeological monitoring of ground works in the Horizon Logistics Park in Harristown was carried out in 2015 and nothing of archaeological significance was uncovered (McIlreavy & Fuller 2015; Licence 15E0388). A second phase of test trenching was carried out at the location of a proposed warehouse/ logistics within this site and nothing of archaeological significance was identified (Whittaker, J. & Lynch, R.; Licence 17E0133). Archaeological test trenching of the enclosure (DU ) identified during geophysics in the lands to the south of the car park identified an enclosing ditch but no diagnostic artefacts were identified (O Donovan 2010; Licence 10E0459) A review of cartographic sources for the study area, including the 1 st edition of the 6-inch OS maps (surveyed 1837) and the 25-inch OS maps (surveyed 1906), was undertaken and no unrecorded potential archaeological or architectural heritage features were noted in the areas now occupied by the car park or in its immediate vicinity There are no National Inventory of Architectural Heritage (NIAH) sites in the immediate vicinity of the car park. Atkins 31/01/

211 Express Red car park The subject site and surrounding area is part of a landscape which is rich in historical and archaeological material. The general region has attracted settlement from early times as evidenced by the presence of monuments dating back to the prehistoric period. Continuity of settlement is illustrated by identified monuments ranging from the Bronze Age to Medieval and Post-Medieval periods. There are no recorded archaeological sites within the car park or within 400m of its boundary There are no Protected Structures within the meaning of the Planning and Development Acts situated within the boundaries of the proposed development lands or in the general environs of the proposed development lands. Furthermore, there are no structures located within the existing developed site. Although there are a number of structures located outside the boundaries of the subject lands and within the defined study area, none are considered to be of interest from an Architectural Heritage perspective The known archaeological sites in closest proximity to the car park are summarised in Table 12-2 below. Table RMP sites within vicinity of the Express Red Car Park. Townland RMP No. Classification Location Description Toberbunny DU Ritual site - holy well ca. 400m south of the existing car park. This is an unenclosed pool close to Cuckoo Stream, behind Toberbunny Lodge, East of Dublin Airport. It has been incorporated into a golf course. It is said to have been a station well in former times. No longer venerated. Ballystraun DU Enclosure ca. 1.3km west of the existing car park. Geophysical survey (Licence no. 08R117) and test excavation (Licence no. 09E0478) undertaken as part of the proposed Metro Link development revealed a sub-rectangular enclosure, consisting, of an enclosure ditch on three sides, branching into a double ditch, with metalled surfaces, pits, and shallower, narrower ditches surviving in its interior. Hollow way (c. 4.2m wide and 0.15m 0.53m deep) identified to the east. May date from the early medieval era, based on the absence of (later) medieval pottery and on the recovery of a fragment of iron slag from a lower fill of the enclosure ditch Santry DU House - 18 th /19 th century ca. 2km south-west of the existing car park. The medieval manor of Santry was built in The house was a stately mansion of brick, containing many apartments and a valuable collection of historical and scriptural paintings. The demesne covered 140 acres. Sir Charles Compton and William Domville embarked on a transformation of Santry Court in The 130 rooms were redecorated, the gardens and out offices restored, a water supply was laid on to the house from the river and ornamental gas lamps lit the avenue. On 24 th October 1941, the house was destroyed by fire, and was demolished in All that remains of the house are the front steps, and a walled garden. Plaster friezes are located in the rear of the walls of the entrance piers. A Atkins 31/01/

212 Townland RMP No. Classification Location Description polished stone axehead was found in Santry Demesne in 1947, indicating prehistoric activity in the vicinity. Archaeological monitoring of a 20ha commercial development within Santry Demesne led to the identification and excavation of two isolated pits and a probable garden feature. Clonshagh DU House 16 th /17 th century ca. 800m south-east of the existing car park. The present house known as 'Woodlands' was built by the vicar of Santry, the Rev. John Jackson, in the early 18th-century. Prior to 1837, the house was named Clinshogh. Today it is a square, brick, two storey building with a high basement and a pyramidal roof, from the centre of which rises a gazebo. It has four chimney stacks and a five-bay entrance front. The interior is divided by a long-vaulted corridor-hall running from front to back. Craig considers it the most interesting early 18th-century house in Ireland. Baskin DU Field system ca. 500m east of the access road to the existing car park. A possible field system visible as a crop mark on an aerial photograph together with an irregular shaped enclosure in the same field (DU ). Within flat land. Cloghran DU Ritual site - holy well ca. 800m north of the access road to the existing car park. In 1958 the well had dried up and showed only as a hollow in a field where it was marked by a whitethorn bush. The site is no longer venerated. Within a level field of pasture A review of the Excavations Database ( revealed that a licensed geophysical survey followed by archaeological test trenching and monitoring was undertaken within the general area of the Express Red car park in 2007 and nothing of significance was identified (Frazer 2007; Licence 07E0132). This investigation appears to have been undertaken in advance of an extension undertaken in the south end of the northern section of the Express Red car park. Archaeological test trenching was also undertaken in a greenfield area in lands to the north which identified features associated with the post-medieval Cloghran House and its attached farm buildings (Frazer 2009; Licence 09E0093) A review of cartographic sources for the study area, including the 1 st edition 6-inch OS maps (surveyed 1837) and the 25-inch OS maps (surveyed 1906), was undertaken and no unrecorded potential archaeological or architectural heritage features were noted in the areas now occupied by the car park or in the immediate vicinity There are two National Inventory of Architectural Heritage (NIAH) sites located approximately 500m west of the car park boundary and their inventory entries are as follows: - Reg. No : House dated (Regional rating): - Atkins 31/01/

213 Detached three-bay single-storey thatched house, c.1800, on a L-shaped plan with gable-fronted projecting entrance porch. ROOF: Double pitched thatch roof; decorative thatched ridging with two nap rendered chimney stacks; timber barge boards to porch. WALLS: Nap rendered. OPENINGS: Square headed windows with nap rendered reveals; stone cills and upvc casements; round headed door opening. Reg. No 11,349,003: House dated (Regional rating): - Detached three-bay single-storey thatched house, c.1800, with central projecting entrance porch. Single-bay single-storey extension to right side, c ROOF: Double pitched thatched roof with a red brick and a nap rendered chimney stack; concrete tiles to extension also having rendered chimney stack. WALLS: Nap rendered; pebble dashed extension. OPENINGS: Square headed with stone cills; nap rendered reveals and upvc castments and door. Potential Impacts on Cultural Heritage There are no recorded archaeological or architectural heritage sites within either car park or within 200m of their boundaries. The Excavations Database contains a record of pre-development archaeological investigations within a section of the Express Red car park which did not reveal any evidence for the presence of any unrecorded archaeological features or artefacts. A review of cartographic sources indicates that, while the landscape surrounding the area now occupied by the wider airport complex formerly contained a number of large houses and former castles sites, the subject areas are depicted as undeveloped fields until they were developed as car parks in recent decades The continued operation of both existing car parks will have a neutral effect on archaeology or architectural heritage as there are no physical works proposed as part of this planning application and there is no record of any archaeological remains or architectural heritage sites within the boundaries of the existing Holiday Blue & Express Red car parks or their close environs. Mitigation Measures There are no potential impacts on cultural heritage during the continued operation of both the existing Holiday Blue and Express Red car parks. No remedial or reductive measures are, therefore, required. Monitoring No monitoring is required in respect of cultural heritage during the continued operation of both car parks. Interaction with other Environmental Attributes Cultural Heritage interacts with other environmental attributes as follows: - The Landscape: Potential cultural heritage impacts could negatively impact landscape and visual considerations. The impact on The Landscape is addressed in Chapter 6 Landscape and Visual. Atkins 31/01/

214 13. References Atkins, Holiday Blue Car Park Flood Risk Assessment and Express Red (Zones Y and Z) Car Park Flood Risk Assessment. Atkins, Ireland. Bing Maps, Available at: - Consulted on 28 th July Bird Watch Ireland, Birds of conservation concern in Ireland Available at: - Consulted on 28 th July Cambridge Environmental Research Consultants (CERC), ADMS-Roads User Guide Version 4.0 Central Statistics Office (CSO), Census 2016 Summary Results. Available at: - CSO, Dublin. Chartered Institute of Ecology and Environmental Management, Guidelines for Ecological Impact Assessment in the UK and Ireland: Terrestrial, Freshwater and Coastal. Second Edition. Published by CIEEM, Winchester. Department of Environment, Heritage and Local Government (DoEHLG), The Planning System and Flood Risk Management Guidelines for Planning Authorities. DoEHLG, Dublin. Department of Transport, Tourism and Sport (DoTTS), Overview of Tourism Industry. Available at: - daa plc, Record 2016 for Dublin Airport with Almost 28M Passengers. Available at: - daa plc, Air quality data. Available at: - daa plc, Surface water analytical data ( ). Received from daa, Dublin. Economic & Social Research Institute (ESRI). Quarterly Economic Commentary Summer ESRI, Dublin 2. ISBN Environmental Protection Agency (EPA), EPA web mapping tools. Available at: - Consulted 31 st July EPA, Dublin. Environmental Protection Agency (EPA), Guidelines on the Information to be contained in s - Draft. EPA, Dublin. Environmental Protection Agency (EPA), Air Quality Monitoring Report 2015 (& previous annual reports ). EPA, Dublin. Environmental Protection Agency (EPA), Advice Notes for Preparing Environmental Impact Statements Draft. EPA, Dublin. Environmental Protection Agency (EPA), Air Dispersion Modelling From Industrial Installations Guidance Note AG4. EPA, Dublin. Environmental Protection Agency (EPA), Advice Notes on current Practice; in the preparation of Environmental Impact Statement EPA, Dublin 2. ISBN Environmental Protection Agency (EPA), Guidelines on Information to be contained in Environmental Impact Statements, EPA, Dublin 2. ISBN Environmental Resources Management, Limitation and Reduction of CO 2 and Other Greenhouse Gas Emissions in Ireland. European Community (EC), Establishing a framework for Community action in the field of water policy. (Water Framework Directive (2000/60/EC)). The European Parliament and The Council of The European Union, Directive 2000/60/EC. European Environment Agency (EEA), NEC Directive Status Reports Atkins 31/01/

215 European Union (EU), EU 2030 Climate and Energy Framework, EU. European Union, Directive 2014/52/Eu of The European Parliament and of The Council of 16 April 2014 amending Directive 2011/92/EU on the assessment of the effects of certain public and private projects on the environment European Union. Excavations Database. Available at: - Consulted on 21 st July Fingal County Council (FCC), County Development Plan Fossitt J.A., A Guide to Habitats in Ireland. Published by The Heritage Council, Kilkenny. Framework Convention on Climate Change, Ireland - Report on the in-depth review of the second national communication of Ireland. Framework Convention on Climate Change, Kyoto Protocol to The United Nations Framework Convention on Climate Change. Frazer, W.O., Eastlands Compound, Dublin Airport: Licence 07E0132. Available at: - Frazer, W.O., Old Stockhole Lane, Cloghran: Licence 09E0093 Available at: - Geological Survey of Ireland (GSI), GSI Datasets Public Viewer and Groundwater mapping. Available at: Consulted on 31 st July GSI, Ireland. Geological Survey of Ireland (GSI), Geology of Meath, A Geological Description to accompany the Bedrock Geology 1:100,000 Scale Map Series, Sheet 13, Meath GSI, Dublin. Institute of Environmental Management & Assessment (IEMA) Health in Environmental Impact Assessment a Primer for a Proportionate Approach. IEMA, UK. Institute of Geologists of Ireland (IGI), Guidelines for the Preparation of Soils, Geology and Hydrogeology Chapters of Environmental Impact Statements IGI, Dublin. International Council on Monuments and Sites, Guidance on Heritage Impact Assessments for Cultural World Heritage Properties. International Council on Monuments and Sites. InterVISTAS Consulting Ltd., Dublin Airport Economic Impact Study. Available at: - April-2015.pdf InterVISTAS Consulting Ltd., London, UK. Lundy, M.G., Aughney, T., Montgomery, W.I., & Roche, N., Landscape conservation for Irish bats & species specific roosting characteristics. Bat Conservation Ireland. McIlreavy, D. & Fuller, B., Site B, Horizon Logistics Park, Harristown: Licence 15E0388. Available at: - National Parks & Wildlife Service (NPWS), NPWS Map Viewer. Available at: - Consulted on 31 st July NPWS, Ireland. National Biodiversity Data Centre Mapping, Available at: - Consulted on 28 th July National Inventory of Architectural Heritage (NIAH), Historic Environment Public Viewer Available at: - Consulted on 19 th July National Monuments Service, Archaeological Survey of Ireland Public Viewer. Available at: - Consulted on 19 th July O Donovan, E Silloge, Co. Dublin: Licence 10E0459. Available at: - Ordnance Survey of Ireland (OSI), OSI Geohive Mapviewer. Available at: - Consulted on 21 st July Placenames Database. Available at: - Consulted on 21 st July Smith G. F., O Donoghue P., O Hora K. and Delaney E. (2011). Best Practice Guidance for Habitat Survey and Mapping. Published by The Heritage Council. Statutory Instruments, S.I. No. 272 of European Communities Environmental Objectives (Surface Waters) Regulations Statutory Instruments, S.I. No. 327 of European Communities Environmental Objectives (Surface Waters) (Amendment) Regulations Atkins 31/01/

216 Statutory Instruments, S.I. No. 386 of European Union Environmental Objectives (Surface Waters) (Amendment) Regulations Statutory Instruments, S.I. No. 9 of European Communities Environmental Objectives (Groundwater) Regulations, (S.I. 9 of 2010). Transport Infrastructure Ireland, Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes. TII, Dublin. UK Department for Environment, Food and Rural Affairs, (DEFRA), Part IV of the Environment Act 1995: Local Air Quality Management, LAQM.TG(16). UK Department for Environment, Food and Rural Affairs, (DEFRA). Information available at: - UK Department of Health, (DH), Health Impact Assessment Tools: Simple tools for recording the results of the Health Impact Assessment. Department of Health, London, UK. Water Framework Directive (WFD) Ireland, WFDI Water Maps mapping information. Available at: - Consulted 31 st July WFDI, Whittaker, J. & Lynch, R., Unit D2, Horizon Logistics Park, Merryfalls. Available at: - World Health Organisation (WHO), Health Impact Assessment (HIA) Procedure information available at: - Consulted on 28 th August Atkins 31/01/

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