Masterplan Review 2017 - Consultation Paper January 2017 www.dublinport.ie/masterplan - Dublin Port
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Masterplan Review 2017 Consultation Paper January 2017 www.dublinport.ie/masterplan
Contents
Foreword 03
Executive Summary 06
Review of the Masterplan’s Rationale and Objectives 09
Review of Forecasts to 2040 22
Review of Infrastructure Development Options 35
Environmental Aspects Review 49
Implementation Review 52
Invitation to Comment 54
01
02
Foreword
Dublin Port Company (DPC) adopted the Masterplan 2012 to 2040 • Economic recovery leading to a return to annual compounding The Masterplan was originally produced in order to provide all of
on 26th January 2012 following an extensive public consultation, growth in port volumes the Port’s stakeholders with a clear view as to how the Port will be
stakeholder engagement and environmental assessment process. • Commencement of the Alexandra Basin Redevelopment developed in the long-term.
(ABR) Project which, in itself, includes about one-third of the
The Masterplan provides a vision as to how Dublin Port could be infrastructure development options originally identified in the Now, five years on, there is more clarity as to how Dublin Port
developed to cater for an anticipated doubling in port volumes Masterplan should be developed in order to meet the objectives set out in the
over the 30 years from 2010 to 2040. It provides strategic guidance Masterplan.
• Recovering control over 11.2 hectares of Port lands making
and direction on land use within Dublin Port recognising that the
them available for redevelopment
optimal use of a scarce land and quayside resource remains an This review is intended to update and refine the infrastructure
important factor against which future development of Dublin Port • Completion of a number of site redevelopments in Dublin Port to development options for Dublin Port and, in doing this, to ensure
must be carefully planned. provide an additional 16.1 hectares of accessible port lands that the Masterplan continues to provide the best solution for the
• Redevelopment of 720m of quay walls future sustainable development of Dublin Port through to 2040.
Since its introduction, the Masterplan has in fact played a • Purchase by DPC of a 44 hectare site adjacent to Dublin Airport
significant role in providing guidance and strategic context on the for the development of a new Dublin Inland Port facility The land areas covered in this review are shown in Drawing 1 and
future of the Port not only to DPC but also to National and Local comprise:
• Publication of the National Ports Policy, March 2013
Government, statutory agencies and planning and development • Port lands on the North Side of the River Liffey
agencies. The Masterplan has informed National Ports Policy, • Publication by the Competition Authority of its report
Competition in the Irish Ports Sector, November 2013 • Port lands on the Poolbeg Peninsula
Transport Policy and guided the Planning and Permitting
Authorities in determining policies and specific proposals • Publication of DPC’s Franchise Policy, May 2014 • Recently acquired lands adjacent to Dublin Airport to be
concerning Dublin Port. developed as Dublin Inland Port
• Publication by NTA of its Transport Strategy for the Greater
Dublin Area, 2016 to 2035 • The road connections linking these three separate land areas
It was recognised that the Masterplan needed to be kept under including the Dublin Port Tunnel and the last mile connection
• Creation of the Dublin Bay Biosphere in June 2015 as a joint
review to ensure that it remains relevant and achieves its central between it and the south port area to be developed as part of
initiative by:
objective of providing a clear vision for the development of the Port the NTA’s Transport Strategy for the Greater Dublin Area 2016-
into the future. –– DPC 2035
–– Dublin City Council
Changes in the demand levels for port infrastructure were –– Fingal County Council A detailed view of the core Port lands north and south of the River
recognised as the key element impacting on the timing of a review –– Dun Laoghaire Rathdown County Council Liffey is shown in Drawing 2.
of the Masterplan. At this juncture in early 2017 it is clear that the
–– Department of Arts, Heritage and the Gaeltacht
level of demand for port infrastructure will likely be greater than
originally anticipated due to a higher than originally envisaged level –– Fáilte Ireland
of growth in cargo volumes for the period to 2040. • Creation of the Poolbeg West Strategic Development Zone,
Since the Masterplan was published in 2012, there has been a May 2016
number of significant developments which support this timely • Publication by Dublin City Council of the Dublin City
review of the Masterplan. These developments include: Development Plan 2016 to 2021
03
04
05
Executive Summary
1. D
ublin Port remains a key facilitator of merchandise trade in
Ireland handling 44% of all port volumes in the country. The
5. It remains imperative that DPC takes a realistic and strategic view
on the provision of additional port capacity. Port infrastructure “DPC believes that the
Port also plays a significant role from a tourism perspective as a projects need to be identified long in advance given the
gateway for visitors to Ireland. The real value of Dublin Port’s lands long permitting and construction lead times. Infrastructure Port can be developed
is the contribution that they make to the national and regional development proposals need to be realistic mindful of the
economy as a piece of strategic infrastructure. principles of proper planning and sustainable development. to cater for anticipated
2. S
ince its introduction in 2012, the DPC Masterplan has played
a significant role in providing guidance and strategic context on
6. D
PC believes that the Port can be developed to cater for
anticipated volumes through to 2040 within the Port’s existing
volumes through to
the future of the Port both to DPC and to a range of external
stakeholders. The Masterplan has informed National Ports Policy
footprint and without significant major infill works. This will require
the maximum utilisation of brownfield sites and adjacent river
2040 within the Port’s
and Transport Policy as well as planning and permitting authorities berthage.
in determining policies and specific proposals concerning Dublin existing footprint and
Port.
7. T
here are eight Strategic Objectives which underpin both the
Masterplan and this Review; without significant major
3. T
he Masterplan provided for a review mechanism linked to • Port functions
changes in the demand for port infrastructure. It is clear now that
• Investment and growth
infill works. This will
the level of demand for port infrastructure will likely be greater
than originally anticipated in the Masterplan. There have also been
some significant developments in national and regional policies
• Integration with the City
• Movement and access
require the maximum
as well as progress with individual projects and initiatives which
make this review in early 2017 timely.
• Environment and heritage
• Recreation and amenity
utilisation of brownfield
4. T
his review is intended to inform the further development of
• Security sites and adjacent river
• Future review
Dublin Port with inputs from all stakeholders so that the vision in
the Masterplan remains the best solution for the future sustainable 8. A
n analysis of progress against each of these areas in Section berthage.”
development of the Port, the City and the Bay in the period to 3 (Tables 3.1 to 3.8) indicates how the Masterplan continues
2040. to guide DPC in achieving the overall objective of servicing
anticipated trade volumes through to 2040 in a manner that
conforms with proper planning and sustainable development.
06
9. If the infrastructure development options outlined in the 12. It is expected that passenger volumes will continue to grow to 15. T
his review is supported by an accompanying Environmental
Masterplan, as revised in this review, are not brought forward for 2040, both from ferry passenger traffic and cruise vessels. Dublin Report prepared by RPS Consulting Engineers for DPC which
development in a timely fashion to meet anticipated capacity, Port has the potential to become a home port for the cruise is a detailed summary of the assessments carried out for
DPC will need to review additional options to meet that demand. industry although this will require increased hotel capacity in the the Masterplan and describes in some detail the permitting
City to be viable. A growth in cruise visitors from 159,000 in 2016 applications and consents secured since 2012. The Report also
to 610,000 by 2040 is seen as reasonably achievable. details the environmental monitoring and mitigation initiatives
10. A
key question in reviewing the Masterplan is to determine what
undertaken by DPC since 2012 and can be accessed at
will be the long run growth assumption in cargo volumes to 2040.
www.dublinport.ie/masterplan.
The Masterplan originally estimated that annual growth would 13. T
he infrastructure development options identified in the
average 2.5% from 2010 to 2040 leading to a doubling to 60.m Masterplan remain largely valid. However, there are three
gross tonnes by 2040. Experience since 2010 leads DPC to interrelated factors which necessitate some changes to the 16. P
roposals presented by DPC in this review of the Masterplan
believe that volumes will double by 2032 and that by 2040 will options originally envisaged: will significantly reduce the potential environmental impact of the
have grown to 77m tonnes, equating to a revised annual average • DPC’s belief that volumes to 2040 can be met within the next implementation phase of the DPC Masterplan 2012 to 2040.
growth rate of 3.3%. existing footprint of the Port without the need for the eastern These include the redevelopment of brownfield sites within the
infill adjacent to the north Port lands. Port’s existing footprint, the relocation of non-core activities to
Dublin Inland Port and the absence of infill adjacent to the North
11. W
ithin different cargo modes, the following growth profiles are • NTA proposals to improve connectivity between the Dublin Port
Port area or further deepening of the navigation channel to below
expected in the period to 2040: Tunnel and the South Port open up the possibility of significant
-10m CD.
• Ro-Ro is expected to grow most, increasing from 0.7m additional port capacity on the Poolbeg Peninsula.
units to 2.2m units by 2040 with a particular increase in • The acquisition by DPC of 44 hectares of land 14km from the
unaccompanied Ro-Ro and containers which tend to require Port opens up the prospect of large areas of port land currently 17. D
PC is implementing the Masterplan by a series of six five year
more land. used for port related but non-core activities being redeveloped strategic plans, which are detailed in Table 7.1. DPC is also
for core port activities. confident that its financial strength is sufficient to allow future
• Lo-Lo is expected to grow from 0.6m TEU in 2010 to 1.6m
projects required to meet the objectives of the Masterplan to be
TEU by 2040.
financed.
• Bulk liquid is likely to stabilise at about 4.0m tonnes per 14. S
ection 5 of this document outlines revised infrastructure
annum. development options which have evolved from the original
• Bulk solid is likely to increase from 2.1m tonnes to 3.5m tonnes Masterplan proposals. This includes a summary of the original
in 2040. Masterplan proposals in 2012 and the updated perspective from
2017. Revised Masterplan infrastructure development options are
• It is expected that Break Bulk volumes will be negligible in
set out and illustrated in Drawing 6.
Dublin Port by 2040.
07
08
Review of the Masterplan’s
Rationale and Objectives
Introduction Drawing No. / Rev EA
ST
HWM
321010900/MP1/2-Rev6 Ship Key
WA
LL East
(71-1
Point
Lighth
56) ouse
Busine
ss
Apts Park
RO
HWM
AD
Portside Business Centre
The Masterplan was originally prepared in 2011 in the depths of the Environmental enhancements/
(1-70) M
50
- Ro-Ro Ship - Bulk Carrier - Cruise Ship
HWM
boundary softening
7
D
ROA
M
50
138
SEAV
- Lo-Lo Ship - Oil Tanker - Tug/Pilot Boat
IEW 1
RCH
AVEN
130
UE
ROAD
HWM
CHU
EAST
152
131
recession, a time of deep pessimism when it was uncertain whether
118
53
Presbytery
52
162
56
134
57
BOND
164
48
M
50
29
HWM
New dedicated Key
ROAD
138
82
62
SHEL
30
Access bridge
21
43
114
174
MALIE
Y
BARG
R 63 19
112
COUR
T
72
22
ROAD
29
39
ROAD
HWM
20
110
186
64
access/exit road 1
28
63
Area Reference Numbers: To be read in conjunction
188
62
17
35
65
H
FORT
106
67
15
BARG
and how quickly economic recovery might happen.
13
18 27 Y
105
with Master Plan Document
72
49
202
16
26
47
74
25 ROAD
R
60 73
MALIE
1
2
58
24
SHEL
Car Import Storage
PROM
71
10 80 125
37
6
8 ENAD
58
2
35
48
81 8
E
11
20
ROAD
19
2
53
48
46
25
RAVE
15
16
1
NSDA
AD
LE 10
46
23
RO
32
14
NEW CUSTOMS
Facility
ND
M 50
36
30
15
BO
M 50
HWM
HOUSE
34
16
ROAD School
4
29
14
28
22
26
2
1
26
15
90
2
HWM
30
PROMENADE
ROAD HWM
1
82
19 Dockland's Innovation
4
Park
32
5
D
1
1
HWM
72
ROA
36
47-79 Silo PROMENADE ROAD
HWM
HWM HWM HWM HWM
16-17
Port
CAL
62
Pump
EDO 5
17 69
CAL 6-7 Station
Pre check-in area (yard)
131
EDO N 19-46
67
ROAD
111
N 15
T
109
The challenges facing Dublin Port to have the capacity to cater
UE
EAS
15
AVOG
13
Tank
1-18
(1-54 1)
42
10 Island (Block
(Block
BOOL
)
Alexandra Place
6)
47
Key
COU 9 Tank
ROA 12
Bulk
EXTENSION
239
RT
D 240
3
2)
237
AD
Centric
Warehouse
Bulk
12)
14
(Block
238
22
RO
(55-1
DRIVE
(Block
ROAD
1
5)
27
79
ND
28 77
21 Apts. 11 Tanks
BO
232 Tanks
1-14 231
3)
229
166)
10
(Block
80 230
2
(113-
'S
HWM
ST Warehouse
HANT
84
7
Seán O'Casey
MERC
Community
Liquid
ROAD
27
1
Centre Apts. 55 Tanks
MA
4)
10 15-48 52 53
167)
18 86
(Block
RY' 9 50
Liquid
(228-
S Tanks
No 2 NTH
6 Church 92
Entrance/check-in booths
Tanks
Environmental enhancements/
RO 5
for future growth in throughput volumes did not appear to be as
25 Court 40
AD
16
17 38
39 Tanks Tanks
2
KILLAN ROAD
37
BOND
23
16 1
NO
RTH 4
2
9-62
TOLKA QUAY ROAD Tank
TOLKA
Apts.4
63 20 QUAY
9
12 7
- 72 18
21
23 ROAD
3
boundary softening
10 Tank
)
ROAD
(63-72
Ro-Ro
8
TOLKA
'S
Tanks
4 QUAY
HANT
5 55 2
8
4
Tank
MERC
11
ROAD
Killan Court 3
Exit booths, Customs,
5 1
12
12 Lo-Lo
13
64 TOLKA
NORTH
Bulk
QUAY ROAD
KILLAN
D
ROA
1
1
54 Warehouse
Bulk
1 43 TOLKA QUAY ROAD
TOLKA QUAY ROAD
immediate then as they do now.
RCH
46 49 9
22
CHU
23
42 48 11
ROAD
Facility
Tanks
32 25
Bulk immigration check
NORTH
39 MERCHANT'S
SQUARE 18
Facility Relocated Tern colonies
38 19
BRANCH
NORTH
Liquid
25
29
ROAD
33
Liquid
TERMINAL ROAD NORTH
34
ROAD
IRVINE
ROAD
5
COTTAGES
3
1
1
3
Liquid
BRANCH
11
EAST
CE
ALEXANDRA
BREAKWATER
ROAD
TERRA
IRVIN 8
E Tank
Tank
7 East Wall Yard
ROAD
HWM
ALEXANDRA ROAD
3
WALL
Tank
Castleforbes Business Park Platform
ALEXANDRA ROAD EXTENSION
7
Environmental enhancements/
ALEXANDRA
SOUTH
EAST
ROAD ALEXANDRA ROAD
SOUTH
SOUTH
Power
Port
ROAD
Tanks
Bulk
Centre
ROAD
Warehouse
HWM
Bulk
ROAD
boundary softening
Industrial Units
Grain Store
BRANCH
BRANCH
Lo-Lo
With rapid growth a reality over the past four years and every
BRANCH
Station
SOUTH
Solid
1
3
2
Bulk
SOUTH
Coal Yard
Solid
165-182
3
SHERIFF
STREET
UPPER
Transit Shed
ROAD
Facility
163
ROAD
Area under construction
Ro-Ro
The Liffy Trust
Centre
North Bank Tanks
BRANCH
Apartments
BREAKWATER
Liquid
Warehouse
Ro-Ro
HWM
TERMINAL ROAD SOUTH
prospect that growth will continue in the years ahead as it had done
5 4
Warehouse 1
Alexander
Terrace Paper Store
Facility Relocated Tern colonies
Tank Castleforbes
Square
HWM
Facility
ROAD
Mh
HWM
Ro-Ro
Castleforbes Square
Lo-Lo
CASTLEFORBES
ROAD
2
LS HWM
9 10 HWM HWM
120m
for decades before the recession, DPC must bring infrastructure
HWM
Berths designed to -15m &
LS
LS
HWM
HWM
WALL
LS
LS
The Point
LS
Facility Berths to accommodate
HWM
MAYOR
STREET
Elevated Ramp
dredged to not less than -11m
EAST
UPPER Freight Terminal
Facility
HWM
Luas Line Area under construction
240m long Ro-Ro ships
Tanks
Area under construction
ES
LS
development projects forward and secure the necessary consents for
HWM
LS HWM
Elevated Ramp
Warehouses
8
Jetty
HWM
HWM
HWM
HWM
HWM
HWM
73
Warehouse
81 82
7
HWM
NORTH WALL Transit Shed
these projects if port capacity is to keep pace with demand.
QUAY
HWM
Berths designed and
89-90
6
HWM
HWM
94
HWM
HWM
NORTH
WALL
HWM
HWM
Cruise Terminal, Tourist Information
QUAY
dredged to -11m
HWM
HWM
HWM
Crane
HWM
HWM
HWM
Rails
HWM
HWM
HWM
Interpretative Centre
HWM
HWM
HWM Elevated Elevated Elevated
Ramp Ramp Ramp
HWM
HWM
HWM
Transit Sheds
Crane Rails
Crane Rail
HWM
HWM
HWM
HWM
HWM
HWM
HWM
SIR Platform
JOHN HWM
ROGERSON'S
Elevated Ramp
QUAY MPs
The infrastructure development options originally proposed in the
Butlers
Court
Ship Turning Area
Campshire
Berths designed and dredged to -11m
House
Butlers Block A
Dredged to
13
Place
QUAY
MP
Possible wildlife observation
Park
House
HWM
MP
Channel Depth
HWM
Tank
STREET
BRITAIN
Masterplan are illustrated in the drawing reproduced here as Figure
HWM
South ber
MP
New bridge over existing platform/ viewing gallery
EAST LINK
Proposed north-south Port Tern colonies
Port View TOLL BOOTH
ths design
1-14
37-51
GREEN YORK
ed to -15
STREET
EAST 15-30 43
ROAD
36 40
m
41
The Waterfront
Apartments 35 60 38 1-4
31 34 52 Hall
BENSON
5-7
cooling water channel
8-19
interconnector bridge
58
to be relocated
PEMBROKE
Factory Ringsend 104
54
20-31
House 44 Alexandra
108-116 55 57
45 Quay HWM
30
MP
31 Technical
MP
32 School
MP
105-106 Fisherman's HWM
Crane Rail
Relocated Tern colonies
MP
Wharf
3.1.
MP 48
HANOVER 117-129 35 E 1A
QUAY RIDG 1 Yacht Club
MP
23 22 ROAD
CAMB
20
HWM
21 103
MP PIGEON
51 14
MP
52
15
HOUSE Crane Rail
THORNCASTLE
102 101
25-56
MP Crane Rail
ROAD
COTTAGES
83 HWM
108 82
57-88
13
12 ls 22 106 29
30
Schoo 105
RINGSEN
Cambridge
D
Square Crane Rail
PARK 64 63
32-35 44
O'Rahilly House
(Flats) 4 ROAD
CAMBR
HWM
36-38
46
8 11 2 E
HWM
Cambridge 3
RIDG 123 45 51
IDGE
Court
South berths designed to -15m
STREET
7 12 1 CAMB
Crane Rail
STREET
1-40 HWM
4 15 1-31 Crane Rail
1-24
137 62
89-112
New quay wall for cruise ships
64
Lo-Lo
17 1
2
PIGEON
1
Canon Mooney Gardens
8
(Flats) 2
1 HOUSE HWM
26 HWM
7
AVENUE
Waterside
Apts 4
ROAD
Bulk 5
6 Cambridge
Freight Yard
Park 1-17 70
Bulk
1-98 7 41-80 71
ry (1-11) 3 Crane Rail
205-242 1
Presbyte Caroline
Old Row
80
dredged to not less than -10.5m
The POOLBEG QUAY
PLA
GE
The Tanks 24
Anchorage
ROPEWALK 11
22 1-46 CE
CAMBRID
Facility
12
Grand
1B-38B
HWM
Canal
HWM
Wharf
1A-38A
PARKV
-18
11
16 18-62
IEW
Whelan House
28 'S LANE 8
(Flats) 26
PLACE
TYRREL 9 25
Solid
14
36
10
Unlike major ports elsewhere in Europe, such as Rotterdam and
26
Solid
35
12 28 29 27
VILLAS 1
23 K'S 2
ROAD
22 PATRIC
ST
HWM
Bus Depot
FITZWIL
20 17
15
18
13 12
HWM
1-21 17 36
LIAM
35
Church 15 7
9
14 Ringsend Park 34 PIGEON
2A
(Cath)
DOCK
15 32 33
HOUSE
37
PO
2
38
Ringsend T
29 VILLAS 32 10 9 ROAD
Lock 28
Camden Bridge STREE
K'S
SOUTH
44
19
45
26 20 PATRIC
ST HWM
24
STREE
RINGSEND 40-77 BRIDGE 29
HWM
CLONLARA
51
BS 16 8 HWM HWM HWM
52
Shelbourne ROAD 12-14 ROAD
HWM
22-39
T
Park Mews 4 10 11 NUE
1A 2
PINE
13A
HWM
27 1 21 9 AVE ARE 13
28 6
13-12
HWM
41 ROAD 2 11
VIEW
SQU
22 11 HWM
HWM
HWM
ROA
HWM
Library
HWM
THE 16 HWM
HWM
HWM
53 55 RINGSEND 24 5
26
3 FAIR 21
D
5
14 7B
4 HWM HWM HWM Vent
HWM
24
ROAD
HWM
7A HWM
9
Barcelona, Dublin does not have a single large expansion project
12
22
8 HWM
12 Tank
1
RA
HWM
NLA HWM
ROAD
1 HWM
HWM
CLO
7
21 PIGEON Tank(Elv)
2 13
ISOLDA
20
19 HOUSE
14
D 16 ROAD
Ringsend Park ROA
17
1
12 HWM
11 KOS
HWM
9
8 LEU
PINE 6 21
SOU Tank
TH Tank Tank Tank Tank
ROAD
BAN
1
AD
20
5
2 K
VE
ROA
Environmental enhancements/
RO
Tks
GRO
Tanks
D
1 1
ROKE
NK
2
1
KENN 5
E ROAD
BA
50
PEMB
6 16 1
ITE
EDY
COU Sports Ground PIGEON Tanks
WH
12 9 15
HOUSE
KYLE-CLARK
under development which can continually provide additional capacity
13 RT 10
ROAD
14 15 16 11
22
47 ROAD
6
Power
5
CYMRIC
Power
20 21 9
Tank
46
11 6 Tks
boundary softening
44
HWM
43
D
10
ROA
3-3A 5
9
2
7
4-4A 4
MEN
18-1
10-11 Tk
BRE
5 19
6
7
1 15-1
Bulk
37
Strasburg 14
22
Terrace
23
Station*
1 D
36
10
2 Tanks
Station*
1-2 ROA Sludge Drying
9
1 Plant
STRA MEN
28
BRE Tank
7
ND
6
10 31
30
E
2
3-4
LAN 29
4
1 S 5
18
in response to growing demand as and when required in the years
SON'
8
St 5
6
SIMP Jose STR
Liquid
EET BREMEN
ph's ROAD
22
1
1
3
NUE
2
Terra
8
Tanks
8
AVE
ce 51
9-10
17
20
1
10
D
55 Tks
ROA
7
Tanks
1
ROAD
19
RE
21
11
St Mary's Tanks
HWM
1
PEMB
MOO
EL 1
KERLO
Terrace
30
23
40
N
CHAP
ROKE
25
SEA
1 3
16
ANKS
23
GUE
SO
34
38
4
4
13
15
ia 15 5 UT
27
Victor ges 17
H
SHELLYB
38
Cotta 5
2
7 BA
35
6
1
NK
18
STRE
1 3 E 28 Tank
PLAC 35-34 33 31 RO
ET
34 9
1
6A-6B
AD
BATH
3
1 ERT 12A
36-37 38
22
11
3
10
ROAD
HERB 7 32 12
1
30
9 Tank
6 11/01/12 DPC Edits and Thematic Mapping JK JK EOR EOR
7-9
2
11 26-27 12
72
ahead.
13
28-29
STRE
11
E 53
26
25
42
ET
HWM
LAN
5
49
18
6
74
ACK
43-44
16
IRISHT
17-1
48
BARR
Purpose of revision
9
Rev Rev. Date Drawn Checkd Rev'd Apprv'd
45 54
22
OWN
9
36
Legend
18
21
82
27
19
ROAD
13 60 Tank
86
33 50
35
Clanna Gael Fontenoy
Church GAA Club
37
(C of I)
1
Lo-Lo (Lift On-Lift Off)
3
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* Not part of DPC's Estate of 260 Hectares Jacobs No. 321010900
Client no. MP2011_2040
Drawing number Rev
321010900/MP1/2 6
19/01/2012 11:34:56, Produced by: J.Kelleher, Dublin Port Company, This drawing is not to be used in whole or part other than for the intended
OSi Data: (Licence No. EN0001612 © Ordnance Survey Ireland/Government of Ireland) purpose and project as defined on this drawing. Refer to the contract for full
terms and conditions.
Figure 3.1: Original Masterplan infrastructure development options
09Review of the Masterplan’s
Rationale and Objectives (continued)
The Masterplan infrastructure development options must, therefore, The purpose of the Masterplan Strategic Objectives underpinning the Masterplan
be consistent with national and local planning frameworks and & the Review
The original rationale for the Masterplan comprised five elements and
with a range of national policies. Port development projects must
all remain valid in this review: The Masterplan was originally prepared to meet key strategic
be formulated in line with the principles of proper planning and
• Growth – The Masterplan shows how Dublin Port can be objectives in eight areas:
sustainable development.
developed in future years to cater for foreseeable growth. • Port functions
One consequence of this is that DPC should focus primarily within • Land use – The Masterplan critically examines existing land use in • Investment and growth
the existing footprint of the Port and should maximise the utilisation of Dublin Port to determine how it can be optimised for mercantile • Integration with the City
brownfield sites before considering greenfield projects which inevitably trade purposes.
• Movement and access
involve infill and possibly development on an undeveloped and • Investment decisions – From the perspective of DPC, its
typically environmentally sensitive shoreline. DPC believes that the • Environment and heritage
shareholder and its financiers, the Masterplan provides a coherent
Port can be developed to cater for volumes through to 2040 within basis for large investments in expensive port infrastructure. • Recreation and amenity
the Port’s existing footprint. • Policies – Although non-statutory, the Masterplan provides a • Security
framework for the implementation of a range of EU, national and • Future review
This review of the rationale and objectives of the Masterplan and the local policies which frame developments in Dublin Port.
subsequent review of infrastructure development options in Section 5 The tables below identify the progress made to date in each of these
are centred around this core concept. • Customer certainty – The Masterplan provides customers and
users of Dublin Port with some certainty about future port capacity eight areas. They also summarise initiatives envisaged from 2017
and about developments in the Port which may impact their onwards. These initiatives are explained in greater detail in Section 5.
businesses.
The Masterplan addresses key issues around the future development
of the Port by examining land utilisation at Dublin Port in the context
of developments in merchandise trade and key sectors of the
economy. The Masterplan retains the core objective of outlining how
the Port will facilitate handling an appropriately assessed level of
tonnage by 2040.
10Table 3.1: Progress on strategic objectives - Port Functions
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Ensure the safe operation and sustainable development of the Port • ABR Project: • Completion of the ABR Project.
and its approach waters and provide appropriate infrastructure, –– Planning permission secured from An Bord Pleanála under • Completion of other projects derived from the infrastructure
facilities, services, accommodation for ships, goods, and Strategic Infrastructure legislation (8th July 2015). development options described in Section 5, including:
passengers to meet future demand.
–– Foreshore consent from the Department of the Environment –– Removal of port-related but non-core activities from Dublin Port
• Optimise the use of the lands on the Port Estate through (12th May 2016). (as envisaged in the Franchise Policy) to provide additional land
rationalising the distribution and location of specific areas of for the transit storage of cargo.
–– Dumping at Sea licence from EPA (14th September 2016).
activity such as Ro-Ro, Lo-Lo, Ferry Services, Cruise Ships, Liquid
–– IED licence from EPA (29th November 2016). –– Development of a Unified Ferry Terminal to rationalise the
/ Bulk Goods and storage areas with necessary reconfigurations of
existing three separate terminals and, in doing this, to maximise
service facilities as required. • Planning permission received from DCC for ten other significant
the use of Port lands.
• Recover lands that are not being used for critical port activity and port-related developments.
–– Development of the Port’s container terminals to maximise their
re-use for such activity. • Programme of recovery of Port lands: 11.2 hectares.
throughput capacities.
• Develop quaysides adjacent to deep water to their maximum in • Port lands redeveloped for the transit storage of cargo: 16.1
–– Development of necessary projects on the Poolbeg Peninsula
accordance with environmental / licensing requirements. hectares.
to increase the Port’s Ro-Ro and Lo-Lo capacity utilising Port-
• Use new and developing technology to increase throughput to its • Quay walls redeveloped: 720 metres. owned lands for port-related purposes.
maximum. • Land acquired for external port logistics zone: 44.1 hectares.
• Identify configurations for extending berthage and storage that
mitigate impact on adjacent environmentally sensitive / designated
areas.
• Provide adequate water depth to accommodate larger / deeper
draught vessels in accordance with environmental / licensing
requirements.
11Review of the Masterplan’s
Rationale and Objectives (continued)
Table 3.2: Progress on strategic objectives - Investment and Growth
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Utilise the Masterplan as a framework for investment and growth • €100m 20 year loan facility secured from EIB. • Development of partnerships to co-finance projects to support the
based on the Port’s projected demand forecasts. • €23m TEN-T grant secured for ABR Project. development of Dublin’s cruise tourism sector.
• Maximise throughput by means of structured charges for land • €50m medium-term debt facility agreed with a retail bank. • Restructuring of port charges, particularly for unitised cargo, to
usage and cargo storage. encourage competition and higher utilisation of Port lands.
• Franchise Policy published, May 2014.
• Restructuring of container terminal franchise agreements to
• New stevedoring licences issued.
remove anomalies which discourage the maximisation of the
efficiency of land utilisation.
• Development of co-operation agreements with other ports to offer
alternative facilities to operations in Dublin Port which are inherently
inefficient in terms of land utilisation.
12Table 3.3: Progress on strategic objectives – Integration with the City
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Achieve closer integration with the City and people of Dublin • Soft Values Strategic Framework approved by DPC Board, • Completion of the Opening Up Port Centre project which includes:
through a commitment to respect soft values associated with the September 2012. –– Public access to a new maritime garden at Port Centre.
location, operation and impact of the Port • Completion of the Diving Bell project on Sir John Rogerson’s Quay –– Commissioning of new works of art to be located in the new
• Promote movement linkages in the form of pedestrian and cycle to create a new and significant industrial heritage attraction in the maritime garden.
routes City’s public realm.
–– Installation of an old crane adjacent to Port Centre.
• Enhance the general aesthetics / visual impact of the Port around • Support for the Dublin Ships art installation on the Scherzer Bridge
–– Large illuminated corten steel wall feature along East Wall Road.
the interface with the City on North Wall Quay, January to December 2015.
–– Softened boundary from Alexandra Road to Sheriff Street.
• Continuation of the company’s long established CSR programme
to support local communities in the three areas of education, sport • Completion of the Port Heritage Trail as shown in Drawing 3.
and community events. • Port Perspectives visual arts project, 2017.
• Starboard Home music commissioning and concerts in the • Drama in the Docks theatre based project, 2018.
National Concert Hall as part of the Ireland 2016 centenary • Expansion of Riverfest to create an annual Tall Ships regatta in
programme. Dublin, co-ordinated with other ports (such as Belfast, Liverpool
• Development of Riverfest as an annual event on the river over the and Glasgow) as a joint initiative between Dublin Port and Dublin
June Bank Holiday weekend to attract large numbers of people City Council.
towards the Port: • Creation of new areas of public realm on the Poolbeg Peninsula
–– 2013 - 36,000 including the possible opening of access to the Great South Wall
–– 2014 - 58,000 eastwards from Pigeon House Harbour.
–– 2015 - 45,000
–– 2016 - 96,000
• Commencement of projects to improve the boundary between
Dublin Port and the City, notably the Opening Up Port Centre
project along East Wall Road and the commencement of the
project to create a pedestrian and cycle greenway on the northern
perimeter of the Port overlooking the Tolka Estuary.
1314
Table 3.4: Progress on strategic objectives – Movement and access
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Provide for a public transport route to serve passengers and those • Planning permission secured (DCC 3084/16) for a project to • Completion of the project to redevelop the Port’s internal road,
working within the Port to improve the modal transport split. redevelop the Port’s internal road network including: cycle and pedestrian network as shown in Drawing 4.
• Develop a transport plan for the Port Estate in conjunction with the –– Increasing the capacity of the Port’s road network to cater for • Provision of cycle lockers at Port Centre (as part of the Opening
National Transport Authority and Dublin City Council. projected volumes to 2040 Up Port Centre project) to facilitate workers in the Port to use
• Promote non-motorised sustainable transport modes, including –– Building of a new 4 km long pedestrian and cycle greenway on public transport.
cycling and walking. the northern perimeter of the Port overlooking the Tolka Estuary. • Development of an innovative and environmentally friendly (e.g.
• Maximise the use of rail transport for goods to and from the Port. –– A pedestrian and cycle cable-stayed bridge across Promenade electric or hydrogen fuelled) bus operation to service the Port
Road. estate, including passenger ferry terminals, and to link the Port to
• Promote the provision of future transport infrastructure that
Dublin City’s public transport networks.
facilitates shipping and related Port activities. –– Dedicated cycle ways throughout the Port to facilitate safe and
sustainable transport options. • Development of a partnership with Dublin City Council and the
• Enhance existing infrastructure to provide dedicated access / exit
Irish Nautical Trust to re-establish a Liffey ferry service using Ferry
routes to Port facilities.
Number 11 (the last remaining ferry).
• Closing of port access along East Wall Road and the opening of a
new access at Sherriff Street to service Port Centre and the river
berths where cruise ships will berth.
• Co-ordination with Dublin City Council to complete the Point
Roundabout Scheme to improve the public road network at the
junction between the Tom Clarke Bridge, East Wall Road and
North Wall Quay.
• Co-ordination with NTA and DCC to complete the project to
develop the road link connecting from the southern end of the
Dublin Port Tunnel to the South Port area to serve the South Port
and adjoining development areas.
1516
Table 3.5: Progress on strategic objectives – Environment and heritage
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Ensure a development framework that is compatible with the • Annual Sustainability Report first published in respect of the year • Development of a Time Ball installation on Britain Quay as an
adjoining areas with particular regard for areas in Dublin Bay 2013. industrial heritage project complementary to the Diving Bell.
which are designated under the Habitats Directive and the Birds • Founding member of Dublin Bay Biosphere along with local • Erection of an old crane on North Bank Quay as an industrial
Directive. This development framework will also take account of authorities, NPWS and Fáilte Ireland heritage project.
the recommendations and mitigation measures arising from the
• Partnership with BirdWatch Ireland to establish the Dublin Bay • Continuation of the Dublin Bay Birds Project into 2017 and
SEA, AA and other relevant plans for the protection of natural
Birds Project, 2014 to 2016. beyond.
resources, including the protection of water resources, designated
and non-designated sites, aquatic ecology and protection against • Preparation of a Tern Colony Management Plan as part of which • Refurbishment of the Kittiwake Lightship for use as a mobile
flood risk. two floating tern nesting platforms were deployed, one in the Tolka exhibition / entertainment venue on the River Liffey.
Estuary and one in the River Liffey. • Redevelopment of buildings on the Odlums site for industrial
• Integrate new development with the built and natural landscapes
of the surrounding area. • Development of the Diving Bell installation on Sir John Rogerson’s heritage or port interpretative purposes.
Quay, 2015. • Development of a Natural Capital policy to provide a framework for
• Promote sustainable design in the natural and built environment.
projects and initiatives which improve the natural environment and
• Secure the preservation of all Protected Structures within the Port
increase biodiversity in and around Dublin Port.
Estate.
• Linking of the range of industrial heritage projects to create the
• To promote in the development of future port facilities the
Port Heritage trail illustrated in Drawing 3.
principles of Universal Design to make environments inherently
accessible for those with and without disabilities.
• A promotion of excellence and focus on good quality in design
where possible.
17Review of the Masterplan’s
Rationale and Objectives (continued)
Table 3.6: Progress on strategic objectives – Recreation and amenity
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Promote Dublin Port for recreation and amenity by highlighting • Planning permission secured for a major development of Dublin • Creation of large new areas (circa three hectares) of public realm
walks and cycle routes offering facilities for bird watching Port’s internal transport networks including the provision of a 4 km on the Poolbeg Peninsula.
and viewing wildlife as well as views of the bay and the wider pedestrian and cycle greenway overlooking the Tolka Estuary. • Contribution to the opening up of Pigeon House Harbour to
environment as well as the activity within the Port. • New Seafarers’ Centre opened on Alexandra Road in an old provide permeability from the Poolbeg Peninsula to the River Liffey.
• Develop landmark attractions such as a Port Heritage Centre. refurbished canteen building to provide appropriate facilities for
• Maximise public access to the waterfront and enhance the public the Mission to Seafarers and Stella Maris to provide services to
realm by landscaping and by high cleanliness standards. seafarers.
• Promotion and support of river-based leisure and sporting activities
including long established events (such as sailing and rowing galas
and the Liffey Swim) and ad hoc regattas attracting leisure boats
into the River Liffey.
• Installation of 220m of publicly accessible pontoon ramps for
leisure craft on North Wall Quay.
18Table 3.7: Progress on strategic objectives – Security
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Ensure that key areas of the Port retain good security provision in • Initial discussions with the Office of Public Works and with An • Co-ordination with State bodies to design border requirements
accordance with ISPS requirements. Garda Síochána regarding the need for enhanced State facilities in post Brexit which minimally impact on the efficient use of port
Dublin Port. lands and on ferry operations.
• Development of a single project to meet the requirements of a
variety of State agencies in respect of Dublin Port’s status as
a Border Inspection Post, for immigration control and for State
security purposes.
• Delivery of this project as part of the development of a new Unified
Ferry Terminal.
19Review of the Masterplan’s
Rationale and Objectives (continued)
Table 3.8: Progress on strategic objectives – Future review
Masterplan objectives Relevant initiatives since 2012 Initiatives envisaged from 2017 onwards
• Identify a strategy for future review of the Masterplan against • First review process initiated January 2017. • Second review planned for between seven and ten years hence
underlying assumptions and performance of the Port business and (2022 to 2027).
also assess how the Masterplan is achieving its objectives and • Development of key performance indicators in conjunction with
targets. IMDO and EU initiatives (such as Portopia) to facilitate the long-
term planning and operation of port infrastructure.
20The Masterplan and the future Since its publication the Masterplan has been cited in a number The Masterplan was prepared following the adoption of the National
development of Dublin Port of important national, regional and local policy documents, as well Spatial Strategy (2002) and the Regional Planning Guidelines
as being referenced by statutory agencies with relevant powers (2010) and was informed by the key principles underpinning both
DPC believes that there is a sufficient range of infrastructure
impacting on the Port’s operations. These key references include: documents. These strategies are currently being reviewed through
development options to allow Dublin Port to cater for anticipated
the National Planning Framework (NPF) and the Regional, Spatial
growth for the lifespan of the Masterplan to 2040 and to do so largely
1. National Ports Policy 2013 (Department of Transport) – this and Economic Strategy (RSES) of the Eastern and Midlands Regional
within the Port’s existing footprint. These options were outlined in the
important statement of National Policy underpinning the development Assembly. The NPF will be the successor to the National Spatial
Masterplan and are revised and updated as part of this current review
and operation of Ireland’s Ports references the Dublin Port Masterplan Strategy, 2002. Its planning horizon to 2040 coincides exactly with
document.
and specifically states: that of Dublin Port’s Masterplan 2012 to 2040. Likewise, the RSES
for the Dublin and Midlands Region will be the successor of the
The infrastructure development options continue to be based on The Government endorses the core principles underpinning existing Regional Planning Guidelines for each of the three Regional
achieving development outcomes within the Port which do not involve the company’s Masterplan and the continued commercial Authorities in the former Eastern and Midland Region. The NPF and
the prospect of further infill of Dublin Bay. It remains the intention of development of Dublin Port Company is a key strategic the RSES will be finalised in parallel during 2017.
DPC to continue to develop Dublin Port within its current footprint to objective of National Ports Policy. (Page 24)
the maximum extent possible before any major infill works might be
Separately, Dublin City Council will be finalising a draft Planning
undertaken. Specifically, DPC no longer believes that the capacity
2. Dublin City Development Plan 2016 – 2022 – the recently Scheme for the Poolbeg West SDZ during 2017. Half of the lands of
of the previously mooted 21 hectares infill Dublin Gateway project is
adopted City Development Plan makes a number of specific the SDZ are owned by DPC.
needed to cater for the volumes projected up to 2040.
references to the Dublin Port Masterplan, noting that it is the Policy of
Dublin City Council; As has been the case with other national and regional strategies, the
If the infrastructure development options outlined in the Masterplan,
Masterplan will work to inform the development of the NPF, the RSES
as revised in this review, are not brought forward for development in To support and recognise the important national and regional and the Poolbeg West SDZ Planning Scheme as they are brought to
a timely fashion to meet anticipated capacity, DPC will need to review role of Dublin Port in the economic life of the city and the region conclusion during 2017.
additional options to meet that demand. This is something that will be and to facilitate port activities and development having regard to
assessed in each subsequent review of the Masterplan in the context the Dublin Port Masterplan 2012 – 2040. The Dublin Port Masterplan 2012 -2040 has also informed statutory
of the experience of developing planned initiatives outlined to date, (Policy SC 9 on Page 46) authorities in the context of specific development applications,
given future national policy objectives and the Port’s assessment
To recognise that Dublin Port is a key economic resource, including Dublin City Council, An Bord Pleanála, the Environmental
of the viability of future projects from a permitting, financial and
including for cruise tourism and to have regard to the policies Protection Agency and the Department of Housing, Community and
development perspective.
and objectives of the Dublin Port Masterplan. Local Government.
Planning and environmental policy context (Policy CEE 23 (iii) on Page 83)
The Masterplan has also been cited by the European Investment
The Masterplan is a non-statutory plan which sets out to identify, Bank and by the European Commission in their positive assessment
firstly, how Dublin Port might be developed to cater for a foreseeable 3. Article 4 (c) of SI 279 of 2016, which establishes Poolbeg of requests by DPC for financial support for the ABR Project.
growth in port volumes over the period to 2040 and, secondly, how West as a Strategic Development Zone, specifically states that
the Port can be better integrated with Dublin City and the natural one of the factors taken into account in the consideration of the
environment of Dublin Bay. designation of the development zone was the Dublin Port Masterplan
2012 – 2040.
In doing this, the Masterplan takes account of and in turn plays a key
role in informing national, regional and local planning frameworks. It is 4. National Transport Authority Rail Review 2016 - comments
also important that the Masterplan, when subject to periodic review, that the principle of moving freight by rail aligns with National Ports
takes account of changes in relevant policies impacting on ports, Policy, the Dublin Port Masterplan and the emerging National Low
transport and connectivity, land use, and sustainable planning and Carbon Roadmap. (Paragraph 3.4, page 24)
development.
21Review of Forecasts to 2040
Introduction
Dublin is a gateway port for the national economy. It is located at the
On the other hand, if projects are not planned in advance of economic
growth, capacity delivery will be too late to cater for demand and “Cargo volumes through
there will be inevitable negative economic consequences for the
centre of the largest concentration of population. By comparison with
most other east coast ports, Dublin Port has relatively deep water
country. Dublin Port are directly
capable of handling the size of ships needed to efficiently service the
needs of the Irish economy.
The key question in reviewing the Masterplan is to review the long-run
growth assumption to 2040.
related to economic
Cargo volumes through Dublin Port are directly related to economic
activity which, in turn, is strongly driven by population. Just as the
The original assumption was that volumes would grow from 28.9m activity which, in turn,
gross tonnes1 in 2010 to 60.0m gross tonnes by 2040. This is
National Planning Framework is being prepared to cater for an
increase in population of one million, for 0.5m additional homes and
equivalent to an average annual growth rate of 2.5% over 30 years. is strongly driven by
The question to be answered now is whether the 2.5% assumption
for a working population of 2.2m, all by 2040, so also Dublin Port
must plan to provide the port infrastructure which such levels of
should be revised or not. population.”
growth will require.
Cargo volume forecasts
Historical trends over long periods and the belief that the underlying
drivers of economic activity will grow in the years to 2040, suggest The defining characteristic of Dublin Port is that volumes grow
that the only safe assumption for DPC to plan on is that the demand inexorably year on year.
for port infrastructure will increase exponentially in the years to 2040
as it has over many decades up to 2010. Figure 4.1 below shows that the average annual growth in the 30
years from 1950 to 1980 was 3.2%. In the following 30 years to
Within this assumption, there is an important safety valve. Port 2010, growth accelerated to 4.7%.
development projects take a long time to deliver. It can take up to
five years to get the necessary consents and a further five years to The Masterplan originally assumed average annual growth of 2.5%
build a major port project. If, over a decade, the assumptions of future each year from 2010 to 2040 resulting in a doubling to 60.0m gross
growth turn out to be over optimistic, the construction phase of major tonnes by 2010.
projects can be deferred.
We now believe it more likely that volumes will double by 2032 and
that, by 2040, will have grown to 77m gross tonnes. This would be
the outcome of an annual average growth rate to 3.3%.
1 Five year rolling average
22Table 4.1: Summary of Dublin Port’s past and projected future growth
Starting volume Ending volume
30 year time period Average annual growth rate Gross tonnes (five year rolling averages)
1950 to 1980 3.2% 2.9m 7.3m
1980 to 2010 4.7% 7.3m 28.9m
2010 to 2040 (original) 2.5% 28.9m 60.0m
2010 to 2040 (revised) 3.3% 28.9m 77.2m
An average annual growth rate of 3.3% is unremarkable by comparison to the rates seen in the 30 years to 1980 and in the following 30 years
to 2040.
The figure of 3.3% is the result of the actual growth rates from 2010 to 2016 (as shown in Table 4.2) and of relatively modest projections
thereafter to 2040 (as summarised in Table 4.3).
Table 4.2: Year on year growth rates from 2010 to 2016 Table 4.3: Year on year growth rates projected from 2017 to 2040
Year on year growth rate Year on year growth rate
2010 6.1% 2017 to 2019 5.0%
2011 -0.1% 2020 to 2029 4.0%
2012 -0.3% 2030 to 2040 3.0%
2013 3.0%
2014 7.0%
2015 6.4%
2016 6.3%
23Review of Forecasts to 2040 (continued)
Figure 4.1 below puts the projected growth rates from 2017 to 2040
into context by showing the trend in Dublin Port’s volumes over the
Following the economic collapse in 2008, volumes reached a floor of
26.5m gross tonnes in 2010. However, growth resumed in 2013 and “The most remarkable
30 years from 1980 to 2010 and, subsequently, from 2010 to 2016. the record year of 2007 was equalled in 2014 with subsequent record
The most remarkable feature over this period is the long sustained years in both 2015 (32.3m gross tonnes) and 2016 (34.9m gross feature over this period
period of growth post the dock labour restructuring of 1992 when, for tonnes).
a period of 15 years, each and every year was a record year peaking
at 30.9m gross tonnes in 2007. Against this background, the original 2.5% projection in the
is the long sustained
Masterplan appears now to be too conservative and should be
revised. period of growth
40.0m
post the dock labour
34.9m restructuring of 1992
35.0m
30.9m when, for a period of 15
30.0m
years, each and every
25.0m
26.5m
year was a record year
20.0m
peaking at 30.9m gross
15.0m
tonnes in 2007.”
10.0m
7.9m
5.0m
6.7m
0.0m
8 8 8 8 9 9 9 9 0 0 00 0 0 1 01 1
0
2
4
6
8
0
2
4
6
8
0
2
4
6
8
0
2
4
6
8
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Figure 4.1: Trend in Dublin Port volumes, 1980 to 2016
24Figure 4.2 below compares the actual trend in port volumes since Over a long planning period, the effect of a relatively small change in
2010 by comparison with the original trajectory projected in the the growth rate assumed (from 2.5% to 3.3%) is large in terms of the
Masterplan. capacity required.
Whereas the actual trend undershot the Masterplan trajectory in the Based on the evidence of recent years (2013 to 2016) it appears
early years of the Masterplan to 2013, growth has accelerated since more likely than not that annual growth will remain higher than 2.5% in
then and the gap between actual and projected has begun to close. future years.
34.0m
33.0m
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31.0m
30.0m
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28.0m
27.0m
26.0m
25.0m
2010 2011 2012 2013 2014 2015 2016
Actual Original Masterplan
Figure 4.2: Actual and projected gross tonnes, 2010 to 2016 (five year rolling averages)
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