An Bord Pleanála
Energy performance of terminal 2
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- Landscape and visual impact
Energy performance of terminal 2Mr. Dix was a director of ARUP and a mechanical engineer. He was a member of group advising UK Government on the introduction of EU energy Performance of Buildings Directive. He was also the chair of group providing guidance on compliance with the legislative aspects of Energy and Carbon emissions in buildings. (exhibit AS- 30/04/07) He explained how the issues of energy use and mitigation of co2 levels arising from T2 were addressed. They addressed, the baseline energy demand of the terminal, potential energy conservation measures, co2 emissions as a result of energy use of T2, and potential renewable energy sources. Their baseline calculation estimated co2 emissions to be in the region of 17,500 tonnes / year. This arose form combination of use of electricity and gas for heating. It maintained fresh comfortable conditions. This baseline allowed 6% lower than the regulations would provide. The significant portion of energy use was heating and cooling. Achieving comfortable levels usually required treating fresh air before it got to the building to 12 degrees at high levels. This system introduced fresh air at 18 degrees (normal air temperature in Ireland) at lower levels. For energy conservation they reduced the numbers of fans by using natural air exhaust, through use of natural daylight and control of high efficiency artificial lighting, using variable water pumping systems, high efficiency boilers, and effective automatic building control systems. These reduced the energy consumption by a further 17% down to 14,500. There was further scope for improvement the amount of energy use from electricity was about half of gas, while co2 from electricity was three times as much as 3 times as much was generated during production of electricity. Ireland’s carbon intensity was about 40% higher than UK. In the case of power stations only 35% went to the consumer. By producing energy on site the waste heat could be used on site. This way the carbon emission at the site would be reduced to 12,560. They had also looked at potential for using renewables firstly they considered biomass. Combined heat and power they were not very good. Furthermore there was a shortage of such fuel in Dublin region, and there was no reliable pellet supplier. Secondly they had considered ground sourced heat. This firstly used electricity, to power the heat pumps. Secondly the ground conditions not appropriate as clay over limestone was impervious and not efficient. They had considered solar heating for hot water, but they were already producing heat from the combined heat and power plant. Ireland was yet to fully implement the Building Energy Use Directive. They had therefore tested the building against UK implementation. Having used the UK model they found that the T2 building would be 32% below the notional building and therefore well within Irish targets.
The landscape assessment of the EIS assessed the likely significant effects of the proposed T2 on the receiving landscape and visual environment. The assessment included review of the plans, sections and elevations of the proposed scheme, aerial photography, various publications and reports, together with visits to the site and environs of the proposed development. The assessment had also regard to the EPA Guidelines on the information to be contained in EIS. Eighteen photomontages were prepared containing views which represented typical range of views towards the proposed facility and seek to illustrate the physical and visual nature of the proposed development in its setting. He described the existing landscape as visually open and relatively flat, where the area outside the airport lands retained a rural and agricultural quality. By contrast the lands within airport were characterised by buildings related to airport operations and associated facilities, and incoming and outgoing flights. The airport determined the character of the landscape of its surrounds. Following a brief history of the development of the airport from early 1940’s he described the main characteristics of the proposed development. the check-in hall, arrivals and departures area would be housed within a single structure of contemporary styling. The roof would be of strongly curving metal profile with extended overhanging canopies. While having a central concrete core and plinth detail the external walls of the building were predominantly a mix of opaque and translucent glazing accentuating the overall contemporary approach. The roof of the check-in hall rose from 12 m at its eastern end to 28m at its centre. The roof level over the arrivals/departures area rose to 34m falling slightly down to 30mat the airside overhang above pier E. The submission further described the other buildings pier E, central plant building, also referring to MSCP. As the existing environment comprised a robust and highly developed environment the proposed development had limited potential for adverse impact. In effect it represented further expansion of an already major airport facility and as such consistent with the existing and emerging trends of such a facility. The construction would give rise to visual impact through loss of trees and plantings, ground and landscape disturbance, and necessitate removal of some roadside planting. These will be locally significant. The proposed development necessitated removal of Corballis House. They noted the house retained none of its original landscape or visual setting and was fully subsumed into the general fabric of the airport facilities. As a historical structure its removal would give rise to a significant visual impact. As with construction stage potential impact form post-construction or operational stage would be primarily limited to more immediate airport related areas. The proposed facility will be visible as a new structure within the existing expanse of built development at Dublin Airport. From the external areas, the proposed development would be most readily perceived from areas immediately south of the airport including the South Parallel Road, the associated link road to Collinstown Cross and from limited number of residential properties immediately south of link road. In views from such areas the proposed terminal building would be a primary visual feature and its contemporary styling will be of particular visual interest. It would have a positive impact on the views. Going through photomontages submitted with the EIS, he concluded that the proposed development would have a limited and generally positive impact on views form outside of airport lands. The proposed development would dominate the central landscape and its strong architectural presentation would define the ongoing landscape and visual character for Dublin Airport While the proposed development would increase the sense of illumination at the airport, the illumination would be primarily internalised within the terminal and avoided extensive light-spill to the night sky. The existing environment was already highly illuminated and as such no further impact would arise. The submission referred to a number of mitigation measures during construction stage, including fencing and hoarding, and during operation stage to include provision of a high quality setting for the landmark building, creation of a sense of arrival at the entrance to a modern airport complex, provision of woodland planting to frame the approach, and choice of high quality finish and detailed design for lasting quality. The landscape master plan provided for landscaped lawns on either side of the approach road, to include semi-mature tree planting, and punctuated by narrow bands of sandstone that run consistently across the whole of the entrance corridor. Woodland belts defined and framed the lawns. A series of stepped pools led to the eastern elevation of the proposed terminal. Shallow pools incorporating cascading water and water bodies would be illuminated. A space would be provided for setting of flags of nations in the form of a ‘park of nations’, relocated from its present location. The proposed development would have a significant residual positive impact in defining the progress of the airport and marking a distinctive step forward in the treatment of building development at the airport. 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