An Bord Pleanála
Development: Construct, on airport lands, a runway 3110m in length and 75m in width. The permission sought, to include all 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 approx. 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 EIS accompanies the application.
VOLUME 1 – ASSESSMENT
Planning Application
Planning Authority : Fingal County Council
Planning Authority Register Reference : F04A/217429
Type of Application : Permission
Applicant : Dublin Airport Authority Plc.
Planning Authority Decision : Grant subject to conditions
Planning Appeal
Appellants: : 1. Joseph Brady
2. Portmarnock Hotel and Golf Club
3. Forrest Little Golf Club
4. Teresa Kavanagh
5. Board of Management of Portmarnock Community School
6. Management of St. Helen’s Senior National School
7. St.Margaret’s Concerned Resident’s Group
8. Matthew Harley
9. Thomas Murphy
10. Angela Lawton
11. Marie O’ Brien
12. Trevor Sargeant
13. An Taisce
14. Portmarnock Community Assoc.
15. Dublin Airport Authority Plc.
Type of Appeal : 1. 3rd Party v. Decision to Grant
2. 1st Party v. conditions
Observers : 1. Mary Finnerty
2. Dympna Flynn
3. Kieran & Clare Timmins
4. Cllr. Peter Coyle
5. Cllr. Brian Meaney
6. Kenneth Millar
Inspector : Pauline Fitzpatrick
Dates of Site Inspection : 08/08/06 & 04/09/06
REPORT CONTENTS
Volume 1 – Assessment
Pg.
1. Introduction 4
2. Site Location and Description 5
3. Proposed Development 6
4. Technical Reports 19
5. Planning Authority’s Decision 25
6. Grounds of Appeal 27
7. Responses to Grounds of Appeal 28
8. Observations 28
9. Submissions received following EIS Public Notice 25/05/06 29
10. Applicant’s Response to Section 132 Notice 03/08/06 29
11. Oral Hearing Proceedings 29
12. Applicant’s response to Section 132 Notice 09/01/07 30
13. Responses to Section 132 Notice and Revised Public Notices 09/01/07 30
14. Planning History 31
15. Development Plan and Other Policy Document Provisions 31
16. Issues and Assessment 32
17. Conclusions and Recommendation 100
Volume 2 – Consultants’ Reports
1. Report by Jerry Barnes on Transportation Aspects
2. Report by Rupert Thornely Taylor on Noise
Volume 3 – Summary of Documentation
- Summary of Documents Accompanying the Application
- Appeal Submissions
- Responses to Appeal Submissions
- Observations
- Submissions received following EIS Public Notice 25/05/06
- Applicant’s Response to Section 132 Notice 03/08/06
- Responses to Section 132 Notice and Revised Public Notices 09/01/07
- National Policy Documents
- Regional Policy Documents
- Local Policy Documents
- Public Safety Zones Cork, Dublin and Shannon Airports 2003
- Dublin Airport Terminal and Piers Development Study
- Environmental Noise Directive
Volume 4 – Summary of Oral Hearing Proceedings
Appendix - Photographs
1.0 INTRODUCTION
I have read the file, inspected the site and surrounding area on two occasions, considered all written submissions and conducted an Oral Hearing over a period of 12 days.
I have obtained the written views of Mr. Jerry Barnes on issues relating to transport and Mr. Rupert Thornely Taylor on issues relating noise and their reports are in Volume 2. Both Mr. Barnes and Mr. Thornely-Taylor attended the Hearing and questioned witnesses on the issues assigned.
In total this report covers 4 volumes as follows:
Volume 1 – Assessment
Volume 2 – Reports from Mr. Jerry Barnes and Mr. Rupert Thornely Taylor
Volume 3 – Summary of Documentation accompanying the application, submissions by appellants and observers, responses to EIS notices, responses to Section 132 notices and national, regional and local policy documents.
Volume 4 – Summary of oral hearing proceedings
This is Volume 1 and should be read in conjunction with the other three volumes.
2.0 SITE LOCATION AND DESCRIPTION
The site, which has a stated area of 261 hectares, constitutes the northern portion of the existing Dublin Airport site in addition to lands to the north and west of same. The area currently within the airport perimeter incorporates runway 11/29 and ancillary facilities. The lands to the north of the runway separating same from the Forrest Little Road are in agricultural use with the roadside boundary delineated by post and wire fencing. The lands to the west of the airport perimeter within the appeal site are largely in agricultural use with a derelict two storey dwelling and associated outbuildings noted thereon. The site also incorporates sections of roads which currently bound the existing airfield including a section of Regional Road 108 (Naul Road) from Forrest Great to Huntstown, part of Dunbro Lane and sections of the Forrest Little Road between Forrest Great and the old N1.
The lands to the north and in the immediate vicinity of the proposed runway are in a variety of uses with extensive tracts to the north used for agriculture and horticulture. There are a number of one off houses in the area. The Forrest Little Golf Club bounds the site with the area between its boundary and the Forrest Little Road currently used as a viewing area. There are also two halting sites on the Forrest Little Road to the north-west, one which is within the site boundary. There are a number of dwellings to the west of the proposed runway at Cloghran.
There are a number of dwellings and the Boot Inn immediately to the south of the appeal site along Regional Road 108 at Huntstown. In addition the wall of the Forrest Tavern and a number of milestones are on the section of the road intersected by the site. There are a number of one off houses, farms and businesses, including a motor repair outlet and market garden along Dunbro Lane which is to the south-west of the development site connecting the R.108 to the Kingstown Cross Roads. This area will be effectively sandwiched between the existing southern parallel runway and the proposed northern parallel runway.
St. Margaret’s village is located c.1.2km to the south west of the western end of the proposed runway with Newtown cottages approx. 1.7 km away in the same direction. The general area around St. Margaret’s is characterised by one off housing with a notable ribbon of dwellings along Kilreesk Lane(cul-de-sac) which is to the north of the village. The southern most part of Swords encompassing the Ridgewood residential scheme is located c. 850 metres north of the site boundary. Portmarnock is located approx. 6.8 km. east of the site.
The overall airport area is framed by a high capacity road network - the M1 motorway is to the east, the M50 to the south, and upgraded N2 to the west. Access to the airport complex is located at the eastern site boundary via the Swords road, which links with a major motorway junction on the M1.
Dublin City Centre is c. 10km to the south.
3.0 PROPOSED DEVELOPMENT
The application, accompanied by an Environmental Impact Statement, was lodged with the planning authority on the 10/12/04 with further information received 05/08/05 following a request for further information dated 10/02/05 and clarification of further information received 03/03/06 following a request for same dated 29/09/05.
Note: Objections to the proposed development received by the planning authority have been forwarded to the Board and are on file for its information. The issues raised are comparable to those raised in the grounds of appeal as detailed in section 5 below.
The application and details provided in the EIS, further information and clarification of further information can be summarised as follows:
3.1 Description of Development
Construction of new runway located to the north and parallel to the existing main runway. The new runway would replace the existing short north runway (11/29) which is to be demolished. It would be designated as 10L/28R with the existing main runway designated as 10R/28L. The existing cross wind runway 16/34 is to be retained. The runway would be located on a development area of 261 hectares wholly owned by the DAA. 95 hectares are located outside the existing airfield to the west, 13.5 outside to the north and 20.5 outside to the east.
3.1.1 Runway Specifications
The runway would have a paved length of 3,110m. It would be 60 metres wide with 7.5 m. wide shoulders on either side. Construction of the shoulders may be phased dependant on demand and operational considerations. The ‘runway strip’ which must be kept secure and clear of obstacles extends 150m. either side of the runway centre line. A 250m long runway end safety area (RESA) would be provided at both ends of the runway which must also be kept clear of obstacles for safety and operational reasons. The runway would extend in a westerly direction from a location adjacent to the existing maintenance hangars onto land presently outside the operational area of the airport crossing the existing Huntstown to Forrest Little Road/Naul Road.
The taxi layout has been designed to facilitate a circulatory flow of aircraft on the ground. The parallel taxiway would be located to achieve a distance of 190-200m between the centreline of the runway and the centreline of the taxiway. This distance would allow simultaneous use of both the runway and taxiway by future New Large Aircraft (NLA) such as the Airbus 380. Two taxiways would be provided to link the parallel taxiway to the end of the runway. A total of 4 rapid exit taxiways will also be provided to facilitate quick exit from the runway by landing craft. Construction of 2 of the said taxiways may be phased dependant on demand and operational considerations. All new taxiways would be 25m wide with 2.5 m shoulders. The taxiway strip required to be kept clear of obstacles would extend 57.5 metres either side of the taxiway centreline.
At each end of the runway, an approach lighting system would extend beyond the perimeter security fence. Approach lighting masts would generally increase in height away from the runway ends with maximum height expected to be approx. 14m.
Various individual and groups of trees would need to either felled or reduced in height to meet obstacle clearance requirements at the ends and sides of the runway.
3.1.2 Runway Operation
There are longer take off runs (and to a lesser extent landing distances) available on the new runway compared with the existing runway.
Parallel runways allow for the operation of the airport in different ways. The proposed northern parallel runway can be operated independently of the southern runway. 5 operational scenarios are considered:
Option 1b – Mixed Mode (equal use of each runway for take off and landing)
Scenario 2b – Segregated Mode (new runway 28R used for majority of take offs)
Scenario 3b – Segregated Mode (existing runway 28L used for majority of take offs)
Scenario 4b – Mixed Mode (peak only on new runway)
Scenario 5b – Mixed Mode (peak only on existing runway)
While originally seeking to operate the runway system in mixed mode, the applicant by way of further information, put forward a further option – 7B. In this scenario when winds are westerly Runway 28L will be preferred for arriving aircraft. Either Runway 28L or 28R will be used for departing aircraft as determined by Air Traffic Control (ATC). When winds are easterly, either Runway 10L or 10R as determined by ATC will be preferred for arriving aircraft. Runway 10R will be preferred for departing aircraft. (see Figures 16.1 and 16.2 of EIS Addendum).
3.1.3 Road Alterations
A length of the Forrest Little Road adjacent to the eastern end of the new runway would fall within the runway strip and would be moved to a more northerly alignment. As the Huntstown to Forrest Little Road would be cut by the new runway at a location immediately to the north of Huntstown a new road linking Huntstown to the St. Margaret’s By-Pass to the west is to be provided. This will run to the south of the new runway. Both the new and realigned roads will be accommodated on lands within the ownership of the airport and would consist of 7.3m wide carriageways.
3.1.4 Construction
It is expected that the scheme would be constructed over a period of approx. 3 years.
Two separate areas have been identified as construction site compounds. Compound 1 would be located outside the permanent works area, along the southern boundary of the Western Zone. This would service the western and central zone. It would be accessed from the M50 via the South Parallel Road and St. Margaret’s Bypass. Compound 2 would be located at the eastern end of the site at the junction of the Castlemoate Road and Forrest Little Road and would service construction in the eastern zone. It would be accessed from the west using St. Margaret’s Bypass and the Northern Diversion and Forrest Little Roads. The deliveries to the site have been estimated at 46,000 vehicular movements for the duration
3.1.5 Other Issues
· Relocation of engine testing area
· 2.44m. security fence to be provided around the perimeter with crash gates at appropriate points.
· Travellers’ halting site is to be relocated.
· Derelict house and associated farm buildings at Barberstown to be demolished.
· Relocation of the Forrest Tavern Monument
· Road to be provided around the perimeter of the new runway for maintenance, security and emergency vehicles.
3.2 Need for Runway
The following documents which accompany the planning application and the further information are summarised for the Board’s information in Section 1 of Volume 3