Port of Cork SDP Review Report - Final

PortofCorkCompany StrategicDevelopmentPlan Review2010
May2010
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STRATEGIC DEVELOPMENT PLAN 2010 | TABLE OF CONTENTS
Contents
GlossaryofTermsandDocuments 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 Appendices
AppendixA: ConceptualDevelopmentPlans
Introduction TheEmergingPolicyFramework Drivers,ObjectivesandRequirements Stage1SiteAssessment PublicConsultations Stage2SiteAssessment AnalysisandConclusions RecommendationsandImplementation
1 10 13 22 29 34 48 66
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STRATEGIC DEVELOPMENT PLAN 2010 | GLOSSARY OF TERMS
GlossaryofTerms
Accompanied Freight Freight loaded on road going transport which is accompanied by driver duringvoyage. BreakBulksShipmentsofgoodspackedinseparableunits BulkSolidsCargoeswhicharegenerallyshippedinvolumewherethetransportationconveyanceis theonlyexternalcontainersuchasanimalfeed,ore,orgrain. BulkLiquidsThecommercialtransportationofliquidsinlargevolumes Chart Datum (C.D.) The level of water that charted depths displayed on a nautical chart are measuredfrom. COMAH The Control of Major Accidents Hazards Regulation 1999 are the enforcing regulations with respect to any establishment storing or otherwise handling large quantities of industrial chemicalsofahazardousnature. CPOCompulsoryPurchaseOrder. DraftThedraftofashipshullistheverticaldistancebetweenthewaterlineandthebottomofthe hull(keel),withthethicknessofthehullincluded.Draftdeterminestheminimumdepthofwatera shiporboatcansafelynavigate. EIA An Environmental Impact Assessment is a detailed study to determine the type and level of effectsanexistingfacilityishaving,oraproposedprojectwouldhave,onitsnaturalenvironment. EIS An Environmental Impact Statement (EIS) is a document which details the results of an EnvironmentalImpactAssessment FTEFulltimeequivalentisawaytomeasureaworkersinvolvementinaproject.AnFTEvalueof 1.0meansthatthepersonisequivalenttoafulltimeworker. Harbour Mobile Crane Rubber tyred mobile crane used for various lifting and transportation operationsincludingloadingandunloadingofcontainers,bulk,generalandprojectcargoes LeeCFRAMSLeeCatchmentFloodRiskAssessmentandManagement.Study Lo Lo (LiftOn Lift Off) Loading/unloading of unitised cargo (containers), generally by shore ship basedcranes. LPGLiquefiedPetroleumGasisaflammablemixtureofhydrocarbongasesusedasafuelinheating appliancesandvehicles. MafiLowloadedflatbedrollingcargotrailersystem.
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NHANationalHeritageAreaanareaconsideredimportantforthehabitatspresentorwhichholds speciesofplantsandplantswhosehabitatneedsprotection.AproposedNHA(pNHA)isonewhichis publishedonanonstatutorybasis. QuarterRampAngled&foldingsternrampwhichactsasaweathertightdoorofthevesselwhen raised.Thequarterrampwilloftenallowthevesseltoberthalongsidethequaywithouttheneedfor dedicatedharbourfacilities. RamsarAninternationaltreatyfortheconservationandsustainableutilisationofwetlands,which came into force on December 21, 1975. The Ramsar List of Wetlands of International Importance includesapproximately2000sites(knownasRamsarSites) RMG Rail Mounted Gantry cranes are specialised yard container handling machines. An RMG travelsonrailstoliftandstackcontainerswithinthestackingareasofacontainerterminal. RoRo (RollOn RollOff) Loading/unloading by the vessels doors/ramps by a wheeled means of conveyance. RPGRegionalPlanningGuidelinesaimtogiveregionaleffecttotheNationalSpatialStrategyandto guidethedevelopmentplansforeachcounty. RTGARubberTyredGantrycraneisamobilegantrycraneusedforstackingintermodalcontainers withinthestackingareasofacontainerterminal. SAC Special Area of Conservation a strictly protected site designated under the EC Habitats Directive. A candidate SAC (cSAC) is one which is currently under the review by the European Community. Shipto ShoreGantry Crane (SSG) Rigidsteelgantrystructuresusedfor loadingandunloadingof containersfromberthedvessels,usuallyrailmounted. ShortSeaShippingThemovementoffreightmainlyonseawhileremaininginthesamecontinent withoutcrossinganocean. SPASpecialProtectionAreaasiteclassifiedinaccordancewithArticle4oftheECBirdsDirective. Theseareclassifiedforrareandvulnerablebirdsandforregularlyoccurringmigratoryspecies. Stern Ramp Ramp from the stern of a vessel which facilitates loading and unloading operations whenthesterndoorsareopen. TEUThetwentyfootequivalentunitisaunitofcargocapacityoftenusedtodescribethecapacity ofcontainershipsandcontainerterminals. UnaccompaniedFreightThefreighttrailerunitistransportedonboardthevesselunaccompanied bythedriverortractorunit. Unitised Cargo Grouped cargocarriedaboardashipinpallets,containers, wheeled vehicles,and bargesorlighters.
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GlossaryofDocumentsReferredTo
SmarterTravel:ASustainableTransportFutureANewTransportPolicyforIreland20092020 CorkCountyDevelopmentPlan20092015 SouthWestRegionalAuthority:DraftRegionalPlanningGuidelines,20102022,2ndMarch2010 SouthWestRegionalAuthority:RegionalPlanningGuidelines,May2004 CorkAreaStrategicPlan20012020 CorkAreaStrategicPlanStrategyforAdditionalEconomicandPopulationGrowthAnUpdate,01 July2008 COMAHTheControlofMajorAccidentsHazardsRegulations,1999 PortofCorkStrategicDevelopmentPlan(SDP)2002 PortofCorkStrategicDevelopmentPlan(SDP)2002,NonTechnicalSummary,Feb2002 PlanningandDevelopment(StrategicInfrastructure)Act,2006 ForeshoreAct,1933,amended1992 NationalSpatialStrategy20022020 NationalDevelopmentPlan20072013 NationalCompetitivenessCouncilOurCities:DriversofNationalCompetiveness,Forfas,April2009 AssessmentofPortServiceIssuesforEnterprise,Forfas,January2009 StakeholderConsultationIssuesReport,RPSCommunications,March2010 CarrigalineElectoralAreaLocalPlanReviewOutlineStrategy20102020,January2010 MidletonElectoralAreaLocalPlanReviewOutlineStrategy20102020,January2010 LeeCatchmentFloodRiskAssessmentandManagement.Study(LeeCFRAMS)
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STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1
Chapter1 Introduction
Purpose
1.1 ThisreviewofthePortofCorksStrategicDevelopmentPlan(SDP)hasbeenundertakeninthelight of changing planning and transportation policies at National, Regional and Local level and follows therefusalbyAnBordPleanala,in2008,ofaportfacilitydevelopmentatRingaskiddy.TheReview examinesthefuturedevelopmentofthecargohandlingcapacityofthePortofCorkinthecontext ofachievingasustainablebalancebetweentheeconomic,socialandenvironmentalaspectsofPort operationswhileachievinganacceptablereturnoninvestments. ThePortofCorkStrategicDevelopmentPlanwasoriginallypublishedin2002. The review was carriedoutfor PortofCorkby RPSand McCutcheonMulcahy.Assessmentofrail issueswasundertakenbyBooz&Co.
ReviewMethodology
1.2 Thebasicstepsofthereviewprocessareaslistedbelow: 1. 2. 3. 4. 5. 6. 7. ReviewofPortDevelopmentContext, ReviewofPortObjectives,DriversandInfluencingFactors ReviewofSiteSelectionprocess Stage1AssessmentShortlistingoffeasiblesites ConsultationswithStakeholders Stage2AssessmentDetailedassessmentofshortlistedsites WayForward
Thisreviewhasmadereferencetothevariousstudiesthatwereundertakenduringthedraftingof the original Strategic Development Plan (SDP) 2002. However where the results of such studies cannot be considered to be relevant in the light of changed circumstances since 2002, new correspondingstudieswereundertaken.
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IntroductiontothePortofCork
RoleofPortofCork
1.3.1 TheMissionStatementofthePortofCorkCompanyis: To Promote and Develop Cork's Natural Harbour as a World Class Port facilitating the Efficient MovementofGoodsandPeopletoandfromtheMarketplace ThiswillenablethePort: To Deliver to Future Generations a thriving Port Business with Modern and Efficient Systems and Facilities
PortofCorkCompany
1.3.2 GovernmentPolicy istoensurethat infrastructureandportservicesareprovided inthe maritime and port sector to meet changing market demands in an effective, competitive and costefficient manner. TheobjectivesofthePortofCorkreflectfullythemaritimepolicyandstrategiesoftheGovernment. RegionallythePortofCorkisapromoterofandcatalystforeconomicactivityandisakeystrategic componentindevelopingtheoverallcompetitivenessoftheCorkGatewayanditshinterland. As part of its remit the Port of Cork is obliged to fund all of its infrastructure and operational requirementsfromitsownresourcesandthroughpartnershipswiththeprivatesector.Furthermore asacommercialstatecompanyitisobliged,inseekingtoexpanditsfacilities,tofollowallstatutory proceduresunderthePlanningandDevelopmentandForeshoreActs.
PortofCorkFacilities
1.3.3 ThePortofCorkoperatesfromanumberofdifferentlocationsandfacilitieswithintheGreaterCork Harbour Area. There are four distinct public port facilities situated at the City Quays, the Tivoli Industrial and Dock Estate, the Ringaskiddy, Deepwater and Ferry Terminals and the Cobh Cruise Terminal.LocationsareillustratedinFigure1.1.
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Figure1.1PortFacilitiesinCorkHarbour
CityQuays
1.3.3.1 ForcenturiestheCityQuayshavehandled most of the trade of the port and, while much of that traffic has now moved downriver, this area continues to account for a significant amount of its total cargo ranging from cereals, animal feedstuffs, fertilisers and coal to timber, magnesite and salt. In addition, a small number of medium size cruise ships, naval and researchvesselscontinuetocalltotheCity Quays. ThePortofCorkfacilitiesattheCityQuays comprise a large number of individual berthing facilities with a total length of 1276m, a navigational approach draft of 5.2 m and berth drafts up to 8.8m below C.D.
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Tivoli
1.3.3.2 The Port's Lifton Liftoff container traffic doortodoor and feeder is handledattheTivoliContainerTerminal from where at least ten sailings per weekareoperatedtoEuropeanandUK ports. Some trade vehicles are handled atthislocationasistheentireoutputof zinc and lead concentrates from the Lisheen Mine situated in Co. Tipperary. Other traffic handled at Tivoli includes chemicals, LPG, salt and olivine. The navigationalapproachdraftis6.5mand theberthdraftsrangefrom5.0to8.8m belowC.D.
Ringaskiddy
1.3.3.3 With a minimum depth alongside of 13.4 metres at low water, the RingaskiddyDeepwaterTerminal,witha totalberthlengthof485m,handlesfully ladenPanamaxsizevessels(60,000tons deadweight). Most of the Port's considerable trade in animal feedstuffs is discharged here where there are largescale private sector specialist facilities. It is here also that Grimaldi EuroMed Line's weekly rollon rolloff service to and from the, MediterraneanandNorthernEuropeishandledaswellasregularcallsbytheGrimaldiWestAfrica service.Inaddition,theDeepwaterTerminalhandlesotherbulkcargoes,suchasmolasses,cement, steelscrap,timberandprojectcargos. TradevehiclesaredischargedatboththeDeepwaterTerminalandtheadjoiningRingaskiddyFerry Terminal where Brittany Ferries' service to Roscoff and the Fastnetline service to Swansea is accommodated. ThefacilitiesatRingaskiddyaresupportedbyasubstantialandlargelyIDAownedlandbank.
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Cobh
1.3.3.4 The Cobh Cruise Terminal is the only dedicated cruise terminal in Ireland. Situatedwithinafewhundredmetresof the centre of the picturesque town of Cobh, it is capable of accommodating cruiseshipsupto340 metres inoverall length.
OtherPrivatelyOwnedPortFacilities
1.3.3.5 ThereareinadditionanumberofotherprivatelyownedportfacilitieswithinCorkHarbour; WhitegateTheWhitegatefacilitycomprisesanoildeliveryjettyservingIrelandsonlyOilRefinery. Thedeliveryjettycomprisestwoberthswithlengthsof365.8mand106.7m. PassageWestThisisaprivatelyownedberthwithalengthof274.3mlocatedinPassageWest. HawlbowlineIslandHaulbowlineIslandhousestheheadquartersoftheIrishNavyandcomprises ahabourbasinandjetty. RushbrookeThislocationisoperatedbyCorkDockyardLtdasashipandboatrepairfacility. Marino Point This location was formerly an IFI fertilizer plant and has an existing jetty with a lengthof237mandadraftof10m.Thesitehasconsiderablebackuplandavailable.Itisaworking assumptionforthisreviewthatthissitecouldbeacquiredbyPortofCork.
PortOfCorkEconomicandCommercialContext.
1.3.4 ThePortofCorkisoneoftwomajornationalmultimodalportsandisthesecondlargestportinthe Republicinturnoverterms;Turnoverin2007wasapproximately25millionwithapproximatelyten and half million tonnes of freight passing through the Port. There has been a decline in turnover andthroughputin2008and2009becauseoftheeconomicdownturn. TheconceptofcriticalGatewaycentreswhichareintendedtoprovideaccesstotheIrisheconomy, issetoutintheNationalSpatialStrategyThePort(alongwiththeairportandtheUniversity)isone ofthethreepillars supportingtheconceptofthe CorkGateway. UnlessthePort canmaintainits international profile and market share the status of Cork as a Gateway and as a generator of economicactivitywillsuffer. Thecontributionofportdevelopmenttothedrivefornationalcompetitivenessishighlightedinthe April 2009 report of the National Competitiveness Council Our Cities: Drivers of National Competiveness: in light of Irelands geographic location and our dependence on export markets, Irelands commercialseaportsandtheservicestheyprovidearevitaltothecountry'sprosperity.
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inviewofthelongleadtimesforthedeliveryofairandseaportinfrastructureandservices,it iscriticallyimportantthatweplannowtoensurethatourcitiesarewellpositionedtomeetthe longertermneedsofbusinessandcitizensacrosstheisland ThePortofCorkcommissionedtheCentreforPolicyStudies,UniversityCollegeCork,toassessthe contribution made by the Port of Cork to the Irish economy in 2007. The authors, Dr Richard MoloneyandDr.AislingWard,foundthat The Total Contributions of all activities at the Port of Cork for 2007 include expenditure on goodsandservicesof289.7millionand1,796FTEjobs. The Direct Contributions of all activities related to the Port of Cork for 2007 include expenditureonlocallyproducedgoodsandservicesof166.2millionand674FTEjobs. 325,000FTEjobsarerelatedtotradethroughthePort. In2007Goods ReceivedbythePort was worth6,645million, whileGoods Forwarded were worth17,763million.
PortofCorkCustomerBase
1.3.5 PortofCorkhasundertaken extensivesurveys inorderto determinethe geographicspreadof its main customer base. Surveys have been carried out at both Tivoli Container Terminal and RingaskiddyDeepwaterPort. 94%ofalltripsfromTivoliare withintheMunsterRegion 82%ofallfreighttripsfrom Ringaskiddyarewithinthe MunsterRegion TheoriginanddestinationofthePorts currentTivolicontainercustomersis illustratedinFigure1.2. Infutureitisexpectedthatthere willbeanintensificationoftrade withintheexistinghinterlandtogether withsomegeographicalspread. Figure1.2TivoliCustomers
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PortofCorkCorporateandSocialResponsibility
1.3.6 In addition to its primary commercial and economic remit, the Port Company has developed a MarineLeisureandRecreationalStrategy.ThePortworksbothindependentlyandwithotherbodies inadvancingvariousinitiativestodevelopandpromotetheamenityvalueofCorkHarbour. The Port is also endeavouring to foster more positive relationships with harbour communities impacted by Port activities and to mitigate these by improved technology and operational performance. The Port has strengthened its commitment to the overall concept of sustainability, not just in economic terms, but through the development of Environmental Management Systems, Climate ChangeInitiativesandCarbonFootprintmanagement. Becauseofitsvibranteconomichinterland, itsfacilitiesandits geographical locationonthesouth coast, opportunities have been identified whereby more sustainable transport networks and services can be facilitated through the Port of Cork. Such services could include additional direct short sea services to mainland Europe and more coastal shipping services which could make a significantcontributiontooverallnationalandEuropeantransportemissionreductiontargets.
ReviewContext
StrategicDevelopmentPlan2002
1.4.1 ThePortofCorksStrategicDevelopmentPlan2002establishedanumberofobjectivesforhowthe ports infrastructure should develop in the medium term to suit the demands of the market. Its majorconclusionswere: i. Tivolicontainerterminalwouldreachitsannualcapacityof180,000TEUbetween2005and 2010.Anewcontainerterminalwasrecommendedwhichcouldacceptlargervesselsthanat present.ItwasrecommendedthattheOysterBanklocationshouldbethepreferredlocation forthecontainerterminalhowevertheCurlaneBankshouldstillberetainedasanoptionto provideflexibilityforfuturechangesinthemarket. ii. AnadditionalfacilitywouldneedtobeprovidedinordertocaterforCityQuaystrafficwhich wouldhavetobetransferred ifandwhentheCityDocklandsarea wasredeveloped.Some intensificationattheexistingDeepwaterTerminalatRingaskiddywasenvisagedintheshort termtoaccommodateanyinitialrelocation.Relocatedtrafficcouldbeaccommodatedata newfacilityattheADMJettyareaplustherewasapossibilityofrelocationofsomecargoto Tivolipostrelocationofcontaineroperations. iii. IntheeventthattheDeepwaterTerminalhadinsufficientcapacitytocaterforquarterramp vesselsandassociatedstorageanadditionalfacilitywithinthebasinwasidentified. AnontechnicalsummaryoftheplanwaspublishedinFebruary2002.
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ChangedPolicyContext
1.4.2 Thisreviewisalsoundertakeninthecontextofchangedcircumstancessincethepreparationofthe StrategicDevelopmentPlanin2002. i. ii. Therehavebeenaconsiderablenumberofchangesinplanningandtransportationpolicyat National,RegionalandLocallevelwhichmustnowbetakenintoconsideration WhilsttheinterveningyearsbetweenthepublicationoftheSDP2002and2008sawastrong growthinthroughputandturnoverintheport,thevolumeoftradeandrevenueprojections from 2009 will need to be reviewed regularly in the context of the recent global economic downturn
BordPleanalaPlanningDecision2008
1.4.3 In November 2007 an application was made to An Bord Pleanla as required under the Strategic Infrastructure Act for the development of a container terminal and multipurpose RoRo berth at RingaskiddyDeepwaterportandferryterminal. ThisapplicationwasrefusedbytheBoardinJune2008fortworeasons: i. ii. 1.4.4 Thatitwouldresultinmuchoftheportrelatedtraffictraversingthecityroadnetwork,which wouldadverselyimpactonthecarryingcapacityofthestrategicroadnetwork; It would be unable to make use of rail freight carrying facilities in the future and would thereforerepresentaretrogradestepintermsofsustainabletransportplanning. TheplanninginspectordidacknowledgetheneedforthePortofCorktorelocateoperationsfrom theexistingfacilitiesatTivoli:, I fully acknowledge that there is economic and commercial need to move portrelated activities from the Tivoli area, principally due to depth restrictions imposed by the construction of the Jack Lynch Tunnel and width restrictions within the river. The Port of Cork must expand and must be allowedexpandandaccommodatelargervesselsifitistoremaininternationallycompetitive,andto continuetosupporteconomicdevelopmentinthesouthwest, andthereforethisreviewmustaddressthedriversfor relocation whilsthavingdueregardforthe issueswhichwereraisedatthepreviousoralhearingandinthesubsequentinspectorsreport. 1.4.5 An Bord Pleanla in their decision did accept the suitability of the Ringaskiddy location for port relateddevelopmentwithrespecttokeyissuessuchas; i. NoiseIndecidingnottoaccepttheInspectorssecondrecommendedreasonforrefusalthe Board in relation to noise had particular regard to the pattern of industrial and port development in the vicinity and having regard to the mitigation measures proposed consideredthatarefusalforreasonsofnoisedisturbancewasnotjustified. ii. Impact on Boating and Leisure Activities the Board had particular regard to the multipurposeuseofCorkHarbourrangingfromcommercialshippingandindustrialtosmall
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craft sailing and local angling and considered that the development of port facilities at this areawouldbeacceptableprovidedotherplanningconsiderationsweremetandsatisfactory mitigatorymeasuresfortheleisureandboatingactivitieswereputinplace.
ReviewofPlanningApplication
1.4.6 Following the decision by An Bord Pleanla to refuse the application,, the Port of Cork undertook comprehensive review of the application process and outcome. The aim of this review was to comprehensivelyconsideralloftheissuespertainingtothecurrentandfuturedevelopmentofthe PortofCorkinthecontextoftheAnBordPleanladecisionandtoensurethatfuturePortofCork development proposals were the most appropriate in relation to the key planning, infrastructure; economic;environmental,andsocialcontexts. 1.4.7 A key outcome from the review was that POC should undertake a comprehensive review of the Strategic Development Plan(SDP)2002,particularlyin respectofthe Portsneedsandobjectives, siteselectionandengagementwithStakeholders.
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Chapter2 TheChangedPolicyContext
2.1 The policy context for port development has changed since An Bord Pleanalas decision in 2008. Current economic policy is to promote international competitiveness as a national priority by pursuing economic as well as environmental sustainability. There is also a new transportation policy (Smarter Travel ), which seeks to manage demand rather than continually increase road capacity.TheSmarterTravelpolicyalsoseekstomaketoroadfreighttransportmoresustainable. Regional and local planning, development and transportation policies are being revised to take account of the new national priorities. The County Development Plan and the draft Regional Planning Guidelines now give more explicit support for Ringaskiddy as the preferred location of newportfacilitiestobeaRingaskiddyandalsoprovideforstrategicfreighttransportgrowthtobe accommodated through the targeted upgrade and improved management of the national road network.
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NationalEconomicPolicy
The new national economic policy is reflected in recent reports by Forfs and the National CompetitivenessCouncil(NCC)whichhavefocusedontheneedtoimprovethecompetitivenessof ourmainexportingsectors .TheNCChasidentifiedthesectoralopportunitiesthatcandriveexport growth; the key competitiveness factors affecting them; and the sectorspecific actions which are requiredtoimprovetheircompetitiveness.Inthecaseofthemarinesector,goodinternationalsea accesscoupledwitheffectiveinternalconnectivityisseenasakeyfactorinmitigatingtheimpactof Irelandsperipherallocation.ForfsandtheNCCstatethat: Inviewofthelongleadtimesforthe delivery ofair andseaportinfrastructure andservices, it is criticallyimportantthatweplannowtoensurethatourcitiesarewellpositionedtomeetthelonger termneedsofbusinessandcitizensacrosstheisland.(OurCities...,page9)
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In terms of providing for a longer term framework to underpin national prosperity, Forfs states that:
SmarterTravel:ASustainableTransportFutureANewTransportPolicyforIreland20092020 CorkCountyDevelopmentPlan20092015 SouthWestRegionalAuthority:DraftRegionalPlanningGuidelines,20102022,published2ndMarch2010
DrivingExportGrowth:StatementonSectoralCompetitiveness,December2009,ForfsandNCC;
SharingourFuture:Ireland2020StrategicPolicyRequirementsforEnterpriseDevelopment,ForfsJuly2009
OurCities:DriversofNationalCompetitiveness,April2009,ForfsandNCC
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Irelandneedstoconsiderbettersealinkstothemainmarkets,includingthoseofthefutureinAsia andSouthAmerica,andtoplanthenecessaryinfrastructureforexample,deepseaportfacilities (SharingourFuture...,page117) InadditionForfs statesonpage3 Provision of deeper water facilities: The increasing international shipping trend toward larger vesselshasclearpotentialtoimpactontheabilityofIrishportstocontinuetoofferthecurrentrange and frequency of services unless adequate deeper water facilities are provided. If deeper water facilitiesarenotprovidedinthemediumterm,thiswillleadtoareductioninthenumberofroutes and services to and from ports on the island of Ireland, and an increase in costs because of the reducedcapacity.AnumberofIrishports,includingDublin,dohavethepotentialtoprovidedeeper waterservices.TheproposeddevelopmentbythePortofCorkatRingaskiddyhasthetypeofdeeper waterlevelsthatwillberequiredtoaccommodatelargerships. The proposed development referred to above was the previous scheme developed for the Oyster Bank.
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RegionalPlanningPolicy
2.3 The draft 2010 2022 Regional Planning Guidelines (RPGs) strongly support the development objectivesforthePortofCork.SustainableexpansionofthePortofCorkispromotedinlinewith thetargetedeconomicgrowthoftheregion. TheRPGsindicatethattheissueofthetransportfacilitiesrequiredtoservetheportinthefutureis tobeaddressedbythePortCompanyandtheplanningauthorities.Oncethathasbeenresolved, themostsuitable locationsforfutureportdevelopmentshouldbedesignatedinthedevelopment and local area plans. Unlike the 2004 RPG there is no specific recommendation to promote the expansionofrailfreighttoportfacilities.
SubRegional/LocalPlanningPolicy
2.4 Thereisachangeofemphasisinthe2008Update oftheCorkAreaStrategicPlan(CASP).AnBord Pleanalas concerns regarding the impact of port traffic on the national routes and the lack of potentialforthefuturetransportoffreightbyrailintheRingaskiddyareaarenoted.Howeverthe CASPnolongerrecommendsspecificpoliciestopromoteenhancedrailfreightandconcentratesrail policyonthedevelopmentofoptionsforcommutertraffic. The CASP Update acknowledges that the maintenance of modern port facilities and the need to release port related land in the Docklands and at Tivoli for mixeduse development are both critical to the overall strategy for the sustainable development of the CASP area and to the achievementofthetargetpopulationsfortheCity.Itrecommendsthatthetransportationissues
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raised by the Boards decision be considered carefully by the Planning Authorities, in conjunction withthePortCompany. TheCountyDevelopmentPlanhasalreadybeenreviewedandarevisedplanwasadoptedin2009 . Whileacknowledgingthattherewereissuestobeaddressedinrelationtothetrafficimpactofport relocation,thenewCountyPlanincludesthefollowingspecificobjective: INF41Itisanobjectivetosupporttherelocationofportactivitiesandotherindustryawayfromthe upperharbourontheeasternapproachestothecity.Ringaskiddyremainsthepreferredlocationfor therelocationoftheseactivities.TheCounciliscommittedtoengagewiththePortofCorkandother relevantstakeholdersinordertoaddresstheissuesinrelationtoRingaskiddyand,ifnecessary,give considerationtopossiblealternativelocations. PolicyobjectiveINF41indicatesthattheprimarylocationfornewportfacilitieswillbeRingaskiddy. Thezoning,trafficandinfrastructuralimplicationswillbeaddressedinthenewLocalAreaPlans.
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TransportationPolicy
2.5 Smarter Travel , published in February 2009 sets out the new national transportation policy. As partofthisnewpolicytheDepartmentofTransporthasestablishedanAllIslandFreightForumto consider issues relating to promoting sustainability and enhanced competitiveness in the freight sectorthroughouttheisland. The policy framework will promote better management of the capacity of the national routes by givingprioritytostrategicfreighttrafficandencouragingcarcommuterstousepublictransport.The policyintroducesarangeofinitiativestoenhancethesustainabilityofroadbasedfreightanddoes notassumethatashiftfromroadtorailisaprerequisitetoimprovingthesustainabilityoffreight.
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PolicyAssumptions
2.6 These recent changes in the policy context in relation to port development support the following conclusions: Good international sea access and effective internal freight connectivity are key factors in improvingnationalcompetitivenessandeconomicsustainability; ThedraftRegional Planning Guidelinesstronglysupporttherelocationoffacilitiesfromthe innerharbourandmakenospecificrecommendationtopromoterailfreight; TheCASPUpdatereportrecognisesthatthereleaseofportrelatedlandattheDocklandsand TivoliiscriticaltotheoverallsustainabledevelopmentstrategyfortheCASParea; TheCorkCountyDevelopmentPlan2009identifiesRingaskiddyasthepreferredlocationfor enhancedportactivities;
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The emerging smarter transport policies at national and local level will give priority to freighttrafficonthestrategicroadnetworkandfocusondemandmanagementratherthan onpreservingand/orincreasingroadcapacity; The investment programme for national roads will give priority to the upgrade N28 as it serves a strategic employment area as well as the established car ferry and deep water terminalsatRingaskiddy AlthoughtheR624iscurrentlyaregionalratherthananationalrouteitwillbeprioritisedfor upgradebecauseitservesthemetropolitantownofCobh The policies which will emerge from the All Island Freight Forum are likely to focus on improving the sustainability of road based freight transport rather than promoting an expensiveanduncompetitiveshiftfromroadbasedtransporttorailbasedfreightmovement. The issue of rail connectivity for port development should be addressed by acknowledging that, while rail freight may be appropriate for specific trades, it will not be feasible or competitiveforthemajorityofporttraffic
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Chapter3 Drivers,ObjectivesandRequirements
DriversandInfluencingFactors
KeyDrivers
3.1.1 Asummaryofthekeydriversinfluencingtheprovisionofadditionalcargohandlingfacilitiesatthe PortofCorkare: 1. The existing physical constraints in currently handling some of the larger vessels simultaneously at the existing Tivoli Container Terminal and the critical operational difficultiesassociatedwiththeprojectedfurther increaseincontainervesselsizeand cargo throughput. 2. TheprojectedincreaseintradevolumesbecauseofthesignificanceofthePorttotheCork Gateway, serving a large population base, with many significant customers and its anticipated contribution to an expected national economic recovery and long term competitiveandsustainableeconomy. 3. NationalandRegionalspatialandeconomicstrategytodevelopCorkasaGatewayandthe importanceofreleasingPortlandsatCityQuaysandTivoli;tofacilitatetheprovisionofhigh density, mixed used development, ensuring that the projected population growth for Cork couldbedeliveredinasustainablemanner. 4. 5. 6. Changes in the trends of Port activities, which dictate a different nature of land banks to supportactivities,including: Atrendtoportcentredlogistics,requiringlandbanksadjacenttoportfacilities;and Changing trends in car importation business with less likely requirements in future for as extensiveportbasedstorageasheretofore.
Thesekeydriversareplacedinthecontextof: Thechangedeconomiccircumstancesrelatingtocompetitivenessandfundingprovisionthat nowprevailandthesignificantchallengesarising. Difficultiesinsecuringstatutoryapprovalforanewcontainerterminal. The key role of the Tivoli Industrial and Dock Estate in contributing to both the funding, throughitssaleformixedusedevelopmentandthetiming,ofthedeliveryofnewcontainer terminalfacilitiesdownstream,giventhecurrentstateofthepropertymarket. TheemergingpolicyandplanningframeworkatNational, RegionalandLocallevelsandthe reducedrolewhichrailfreightmayplayasanelementofoverallsustainabletransportpolicy.
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Progressonplannednationalprimaryroadupgradeswhichwillreducetraveltimebetween theurbancentresparticularlyCork/Dublin. The long lead time for the completion of construction and commissioning of Port facilities having regard to the timeframe of the statutory planning approval process and the time requiredfordesignandconstructionofthefacility
AnticipatedIncreaseinVesselSize
3.1.2
There is an increasing trend towards larger vessels both in the bulks and container fleets. For example the proportion of gross tonnage vessels arriving into Ireland that was carried by larger vessels(i.e.vesselssizesof40,000tonnesandover)hasgrownfrom1.4percentto12percentover theperiod1999to2008.TheequivalentsharesforthePortofCorkare3.1percentand8.5percent respectively.
100% 90% 80% 70%
Per Cent Share
60% 50% 40% 30% 20% 10% 0% 1999 2000 2001 2002 0 - 7,999 GT 2003 2004 2005 40,000+ GT 2006 2007 2008
8,000 - 39,999 GT
Figure3.1:ProportionofGrossTonnagebyVesselSizeinAllIrishPorts19992008 (Source:CSO) Thetonnagecapacityofcontainerships,inparticular,hasgrownthefastestofallvesseltypes,andis expected to continue growing faster than other vessel types. Figure 3.2 illustrates the trend towards larger container vessels visiting Irish Ports and Cork in particular over the period1999 to 2008.
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6.50
Average Gross Tonnage (,000 T)
6.00 5.50 5.00 4.50 4.00 3.50 3.00 1998 1999 2000 2001 2002 2003 2004 Ye a r 2005 2006 2007 2008 2009 All Irish ports Cork
Figure3.2:AverageSizeofContainerVesselcallingatIrishPorts19992008(Source:CSO) Themoresignificanttrendfromacommercialanddevelopmentperspectiveisinvesselsupto8,000 tonnesgrosstonnage.ThisillustratesthetrendintheincreaseofLoLovesselsizeservingCorkand otherIrishportsresultinginlessshipsbutmorecargopership.
CurrentPhysicalConstraintsatTivoliContainerTerminal
3.1.3 There are a number of factors affecting the ability of the Tivoli Container Terminal to meet the demands of the container trade in the future. These limitations primarily relate to the physical constraintsonvesselsizeduetothelocationoftheterminalandarekeyfactorsintheneedforthe developmentofnewcontainerhandlingfacilities. Theoverallmaximumcombinedlengthofcontainervesselsthatcanbehandledeffectivelyat onetimeis240 metresandthis canbesignificantlylessinsomecircumstances. Whilethe mix of vessels currently serving the terminal fall within this dimension, there has been a numberofoccasionswhenthishasbeenexceededanddelayshavebeenexperiencedtoone orbothvessels. ThemaintaineddepthintheapproachchanneltoTivoliis6.5metreswhichmeansthatonly vesselswithadraftoflessthan6metrescannavigatewithoutrestriction.Generally,vessels withadraftgreaterthan7metreswillbesubjecttodelays.Depthcanneverbeincreased duetothepresenceoftheJackLynchtunnel. DepthalongsideatTivoliis6.9mCDintheeasternberthand8.8mCDinthewesternberth. Dependingontheheightoftideat lowwater,draftsattheeasternberthcanbelimitedto approximately6.3metres.Thetrendistowardsvesselswithadraftinexcessof7metresand avesselatthisdraftcouldnotlieafloatatallstagesofthetideintheeasternberth. TheturningcircleatTivoliis160metresindiameterwhichallowsvesselsofupto154metres to turn. The turning circle cannot be increased as it is bounded on the north side by the
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quaysideandonthesouthsidebytheMarina.Afurtherlimitationisthatvesselsgreaterthan 135metresinlengthcannotturnwhilethereareothervesselsontheberth. Feedercontainervesselswithdimensionsthatareaffectedbytheaboveconstraintsarecurrentlyin serviceintheIrishtradeandsomenegativeeffectsarealreadybeingexperienced.Thissignificant operationalconstraintrulesoutanyexpansionofnavigationalfacilitiesatTivoli.
Objectives
OverallObjectives
3.2.1 TheoverallgoalsofthePortofCorkinthecontextofthereviewoftheStrategicDevelopmentPlan are: To ensure that the required multimodal Port capacity is in place in good time so as to accommodatetheshort,mediumandlongtermneedsofthePortscustomers. To ensure that the facilities outlined in the review to the Strategic Development Plan are sustainable,modern,efficientandflexible. ToensurethatthePortofCorkCompanyfulfilsitsroleasakeyplayerinthepromotionand developmentofeconomicactivities intheregionandinassistingtheCorkGatewayfulfilits fullpotentialasoutlinedintheNationalSpatialStrategy. To ensure that the Port of Cork Company remains a vibrant commercially successful enterprisewhilefulfillingtheShareholdersmandate. To have due regard to the views of stakeholders and to keep them advised on the developmentneedsofthePortofCork.
ReviewBrief
3.2.2 ThefollowingkeypointsunderpinnedthebriefwhichwasdevelopedforthereviewoftheStrategic DevelopmentPlan. 1. Containers LoadOnLoadOff: Toprovideadedicated containerterminalinCorkHarbour capable of ultimately accommodating up to three vessels up to minimum of 2,000 TEU capacity.Suchafacilitymustbeindependentoftidalconsiderationsandbelinkeddirectlyto themainfreightcorridors.Pendingtheavailabilityofsuchafacilityinthelongerterm,short, mediumandinterimsolutionstothePort'sneedsshouldbedeveloped. 2. Bulk Solids: To provide at either a single or multiple locations the appropriate facilities to meettheneedsofPortcustomers.Thisisanimperative,inanyevent,tofacilitateDocklands redevelopment. 3. BulkLiquids:Toworkwithcustomers,regulatoryandplanningauthoritiesandotherbodies indevisingastrategytofacilitatetherelocationovertimeofComah(Seveso)andotherbulk liquidtradesinordertofacilitatetheredevelopmentofTivoliandDocklands.
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4. 5. GeneralCargo:Toensurethatadequatelaydownfacilitiesareprovidedadjacenttoberthing facilities. Docklands: To allow the port to play a leading role in promoting docklands redevelopment whileprotectingthePort'skeyinterestsandassetsandensuringthatalternativefacilitiesto thoselikelytobelostatCityQuaysareprovided. 6. Marino Point: On the basis that the Port has an objective to secure the Marino Point site alone or in partnership with others for port related activities the review proceeded on the working assumption that the site would be available for consideration as a potential new portfacility. 7. Logistics: To afford the Port the opportunity to explore the development of a maritime clusteronalandbankadjacenttoportfacilitieswhichwouldofferwholesalersandretailers, bothmaritimefocussedorotherwise,theabilitytolocatedistributionactivitiesclosetothe portsitethusmaximisingportcentricbenefits. 8. NewServices:ToexploitthePort'sfacilities,inthecontextoftheCorkGatewaysstrengths, needs and objectives and the Port's location, in the development of new and sustainable shippingservicesoutofCork. 9. Future Proofing: To ensure that the revised Strategic Development Plan has sufficient flexibilitytoadapttochangesinmarketrequirementsortechnologiesduringthelifetimeof theplan The brief excluded consideration of how the Port might meet its objectives in relation to the developmentoftheCruiseLinersector.
SpecificRequirements
3.3 Withreferencetotheaforementioneddriversandobjectivesthefollowingspecificrequirementsof thePortofCorkhavebeenidentified.
AnticipatedVolumeofTrade
3.3.1 The Ports updated Strategic Development Plan for the future will need to ensure that adequate facilitiesareputinplaceingoodtimetomeettheanticipatedneedsofthePort inrelationtothe volumeoftradetobehandledbyportfacilities. PortofCork expectsfuture increasesinthetrafficvolumesassociated withtheLoLo, Liquidbulk, PassengersandRoRosectorswhileacknowledgingthatadipintradevolumeshasoccurredinthe period20082010.
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VesselCharacteristicsandBerthrequirements
3.3.2 It is anticipated that container vessels which will seek to use Port of Cork in the future will be of greater length and draft than those currently operating. In planning for the development of port infrastructureitisanticipatedthatcontainervesselscouldhavedraftsupto10mandlengthsupto 200mataminimum. The likely closure of the City quays because of redevelopment in Docklands and Tivoli because of operationalconstraintswillleadtothelossofasignificantlengthofberthingquaywhichiscurrently available.Upto1275mwillbelostatCityQuaysandintheorderof716matTivoli. InconsideringprojectedtradevolumesitisanticipatedthatPortofCorkwillultimatelyrequireup to 3 container berths, 4 bulks/general cargo berths, a single bulk liquids berth and a single RoRo berthinordertomeetanticipatedtradevolumesandcustomerrequirements.
Landbank&BackUpAreas
3.3.3 Appropriate back up areas need to be available adjacent to any new berthing facility. Whilst requirements for the provision of back up areas will vary from trade to trade it is recognized that wherepossiblebackupareas shouldbeprovidedimmediatelybehindoperationalquaysinorderto ensure cargo handling operations are as effective and efficient as possible. This is particularly importantinthehandlingofbreakbulkandprojecttypecargos.
Funding
3.3.4 Although the consideration of the funding of particular developments is beyond the scope of this review of the Strategic Development Plan, the assessment and selection of suitable sites must considerthepotentialcostofdevelopmentsasthiswillbeakeyconstraintintherealizationofthe Port'sgoals. ThesaleandredevelopmentoftheTivoliEstateislikelytoberequiredinordertofundfutureport developments. In the context of changed economic and property outlook the strategy for the realization of value from the Ports assets, in particular the Tivoli estate, must be reviewed. Consideration must also be given to how funds may be available in the short to medium term to facilitateaphaseddevelopmentoffacilities.
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FlexibilityandFutureProofing
3.3.5 Any Strategic Development plan by its nature will be based on projections and assumptions with respect to what may occur over the lifetime of the plan. As such the plan must be sufficiently flexibletobeabletobeadaptedtounforeseenchangeswhichwillinevitablyoccur.Suchchanges could be related to various aspects of the Ports business including economic circumstances, marketplace and customer requirements, port operating practices, advancements in technologies, statutoryrequirementsandthepolicyenvironment. Thechoiceofpreferredsite(s)fordevelopmentwillthereforebeinfluencedbyhowflexiblethesite might be in terms of how it may be developed for a variety of different trades, vessel sizes and associatedrequirements. Although projections have been developed up to 2030 the consideration of the provision of infrastructure must also take into account that such facilities willmost likely be required to be in operation for a much longer life span possibly up to a 40 to 50 year horizon. As such when identifyingthemostsuitabledevelopmentstrategydueconsiderationmustbegiventothepotential forfurtherfutureextensionoffacilities.
COMAH(Seveso)TypeProducts
3.3.6 ItisrecognisedthatfacilitiestohandleSevesotypeliquidbulkproductswillneedtobeprovidedat alternative locations in Cork Harbour if Tivoli and City Docklands are to be redeveloped. Such activitieshaveparticularrequirementswhichareimportantintheselectionofappropriatesites.
CompetitiveOperationalRequirements
3.3.7 Future infrastructuredevelopmentsmustfacilitate coreportserviceswhichare efficientandcost effective.Itisanessentialrequirementthatoptimalportoperationsarecapableofbeingcarriedout albeitwithinthecontextoftheconstraintsatparticularsites. Although fundability and affordability are outside the scope of this review such issues will largely determinehowandwhen individualplanelements willbeimplemented.Accordinglyplansshould beflexibletoaccommodateadaptiontofuturechangesin requirementsandinthe contextofthe degreeoffundingavailable. In the provision port facilities and services the following key operational parameters must be considered SafeandGuaranteedNavigationalAccess MinimumConstraintsonVesselSize Flexibilitytooffer24hourServices,7daysperweekwhererequired. ProximityofStorage/LayDownareastoVesselBerths.
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Modern Plant and Efficient Services to facilitate High Throughput and Speedy Vessel Turnaround. Integrated,EfficientandSustainablePortServices. Direct Access to a Quality Road Network to minimise Travel Time and Distance for Customers. Back up Land Banks, adjacent to port facilities, to accommodate Port Services, Logistics OperatorsandDistribution/Warehousingactivities. FlexibilitytoaccommodateConventionalandSpecialistcargos.
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Chapter4 Stage1SiteAssessment
SiteSelection
CriteriaforSiteSelection
4.1.1 Sitestobeconsideredinthereviewofthestrategicdevelopmentplanwereidentifiedbystudying thegeographyandcoastlinewithinthegreaterCorkHarbourareainconjunctionwithanumberof keycriteriawhichwereidentifiedbyreferencetothemainobjectivesofthePortofCork.Thekey criteriausedwere: Thesitemustprovideaccesstodeepwaterandhavethepotentialtobedeepenedtoatleast 11mCD Thesitemustbeadequatelyshelteredfromseaandweatherconditions The site must be geographically within reasonable distance of existing port locations to ensureeffectivecommunicationsandefficientoperations The site must be geographically suited to continuing to service effectively the main areas associatedwiththePortofCorkscurrentandexistingcustomerbase. Thesitemustbeabletobelinkedtomaintransportationnetworks Thesite mustnotrepresentafundamentalconflict withplanningpolicyorenvironmentally sensitivedesignatedareas
SiteLocations
4.1.2 Considerationwasgiventoanumberofscenariosfortheidentificationofsitesforconsideration. ExistingportlocationsandGreenfieldsiteswithinCorkHarbour Useofexistingportfacilitieselsewhere AGreenfieldsiteonthecoastlineinthevicinityofCorkbutoutsidethegreaterCorkHarbour area Basedonaninitialassessmentofthecriterialistedthefollowingsiteswereidentifiedasworthyof furtherconsideration.TheselocationsareillustratedinFigure4.1. 1. 2. 3. MarinoPoint/FoatyChannel MarinoPointJettyandformerIFIsite CorkDockyard
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4. 5. 6. 7. 8. 9. 10. 11. 12. A Do Nothing scenario would have undermined the industrial and economic fabric of the Cork Gateway. A site outside of Cork Harbour was not deemed viable from an operational, safety, logisticalorfundingperspective. The locations identified are generally similar to those identified by the previousSDP.Thisistobeexpectedas selection criteria are fundamentally similar to those that would have been applied when the previous SDP was prepared. ThepreviousSDPidentifiedDunkettleas a site for consideration in the development of land based port activities. The Dunkettle location has not been included in this review of the SDP due to the significant constraint in relation to navigable depth over the Jack Lynch Tunnel. In addition, it is probablethattheadjoiningTivoliEstate mayneedtoberedevelopedinorderto fund future port developments. Figure4.1:PotentialSiteLocations ADMJetty LandsadjacentRingaskiddyFerryTerminal EastSideofRingaskiddyBasin AdjacentHaulbowlineIsland CuskinnyBay Whitegate/EastChannel CurlaneBank DogsnoseBank Aghada/EastChannel
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PreliminarySiteAssessmentandShortlisting
GeneralApproach
4.2.1 Thesitesselectedintheprevioussectionwereassessedtoallowashortlistingofthosemostlikely tobecapableofmeetingtheneedsofPortofCork.Eachsitewasassessedforitscapabilitytocater for the anticipated ultimate throughput of displaced or relocated trade for the period up to 2030 andbeyondforcontainers(LoLoandRoRo),BulkSolids/GeneralCargo,andBulkLiquids. In order to aid in the completion of assessments, fundamental assumptions were made for each tradeaslistedbelow. VesselLength WaterDepth TurningArea NoBerths QuayLength Other Requirements Container
200mmin 11mCD Min300mdia 3 600m Landsidearea requiredwillbe approx600mx400 2 m(240,000m ). Stackingcontainers upto5high Quaysidecranes SSG
Bulk/GeneralCargo
160m 11mCD Min300mdia 4 700m Landsidearearequired willbeapprox700mlong by200deepto accommodatefuture associatedactivities Harbourmobilecranes Possibilityofbulkflat storesand/orsilosinthe future
BulkLiquids
150m 11mCD Min300m 1 170m Requirementfor approx11acresfor bulkliquidstorage
RoRo
200m 11mCD Min300m 1 250m AccessRampand adjacentparking areas
Table4.1FundamentalAssumptionsforSiteShortlisting
AssessmentCriteria
4.2.2 The identified sites were assessed and scored with reference to a range of criteria which could influenceanyfuturedevelopmentofportfacilities.Themainassessmentcategoriesusedwere; PhysicalSuitability NavigationalSuitability PortOperations RoadTransport RailTransport TerrestrialandMarineEcology EnvironmentalImpacts PlanningIssues Cost
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ReviewofSites
4.2.3 Thesuitabilityofeachsitewasconsideredundereachoftheassessmentcriteriaandthesiteswere awarded an appropriate score based on their overall suitability. This was a high level desk top review using available information sources. At this preliminary stage assessments were generally subjectiveinnature,evaluationsbeingmadeonthejudgementandexperienceofthereviewteam usingexistinginformationsourcesonly. Eachsitewasassessedandrankedinorderofsuitabilitytocontributetotheaccommodationofthe variousmodesoftrade.Resultsoftheassessmentprocess,identifyingthosesiteswhichwouldbe takenforwardforfurtherconsiderationareillustratedinTable4.2.
Containers MarinoPointB AdjRingaskiddyFerry Terminal EastSideRingaskiddy basin DogsnoseBank ADM Whitegate Haulbowline CorkDockyard Curlane MarinoPointA Cuskinny Aghada
BulkSolids ADM AdjRingaskiddyFerry Terminal MarinoPointB EastSideRingaskiddy basin DogsnoseBank Whitegate CorkDockyard Haulbowline Curlane MarinoPointA Cuskinny Aghada
BulkLiquids EastSideRingaskiddy basin MarinoPointB AdjRingaskiddyFerry Terminal ADM DogsnoseBank CorkDockyard MarinoPointA Whitegate Haulbowline Curlane Cuskinny Aghada
Table4.2SummaryResultsofSiteAssessments
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Containers
4.2.4 Thefivesitesmostlikelytobesuitabletofortheaccommodationofcontainertradewereidentified as; MarinoPointB AdjacentRingaskiddyFerryTerminal EastSideRingaskiddyBasin DogsnoseBank ADM The site adjacent to the East Side of Ringaskiddy Basin is the third ranked site, however it is acknowledgedthatalthoughthissiteisverysuitableunderanumberofcriteriaitisfundamentally unsuitable for the accommodation of the ultimate envisaged container traffic due to the very limitedextentofquaythatcouldbeprovided.Thissiteisnotthereforeconsideredfurtherinterms of the provision of facilities for the ultimate projected container trade. The site is however very suitabletocontributetothephasedrelocationofcontainertradeandshouldbeconsideredassuch inthedevelopmentofplansfortherelocationofportactivitiesfromtheCityQuaysandTivoli. TheADMsiteisranked5 forcontainers,howeverlikethesitetotheEastSideofRingaskiddyBasin thislocationalsohasaconstraintthatwilleffectivelyprecludeitfromaccommodatingtheplanned scale of container trade. Unlike the East Side of Ringaskiddy Basin site the full required length of quay can be provided at ADM. However the backup hinterland area which could be used for container handling is limited by the extent of the designated area in Monkstown Creek. For this reasontheADMsite isdeemednottobesuitableforultimatecontaineroperationshoweverlike the East Side of Ringaskiddy Basin site it could potentially play a part in the phased relocation of containeractivities.
th
BulkSolids/GeneralCargo
4.2.5 Thefivemostsuitablesitesforaccommodationofbulks/generalcargowere; ADM AdjacentRingaskiddyFerryTerminal MarinoPointB EastSideRingaskiddyBasin DogsnoseBank
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AspertheconsiderationofcontainersitisacknowledgedthatthesiteadjacenttotheEastSideof Ringaskiddy Basin would not be able to provide the full extent of required quay length for the accommodationofbulks/general cargotrade.Howeverthesitecouldbeveryappropriateforthe accommodation of part of the displaced bulks/general cargo trade due to its location adjacent to available port lands and close proximity to other bulks operations at the Ringaskiddy Deep Water Berth. It is also noted that the full 700 m of required quay could not be provided at ADM on a single berthingfaceduetolimitationsonhowfarthefacilitycanextendintothemainnavigationchannel. Thisisnotconsideredtobeaparticularconstraint,asanyprovisionofbulksfacilitieswouldsensibly start with an extension to the existing deepwater berth (DWB) where approx 180 m would be possiblebeforereachingtheADMsite.Infact,theADMsitehasadistinctadvantageinrespectof theaccommodationofbulksasthistypeofactivityisalreadyextensivelycarriedoutattheadjacent DWBsite.Theextensionofthedeepwaterberthwouldfacilitateefficientintegrationofdisplaced activitiesandoverallflexibilityofbulkhandlingoperations.
BulkLiquids
4.2.6 Thefivemostsuitablesitesforaccommodationofbulkliquidstradeare; EastSideRingaskiddyBasin MarinoPointB AdjacentRingaskiddyFerryTerminal ADM DogsnoseBank Generally the infrastructural requirements for liquid bulks are less extensive than for Bulk solids / GeneralCargoandcontainersandanumberofothersitescouldalsoadequatelyaccommodatethis cargoifrequired. OfthesefivesitesDogsnosebankscoreslowestintermsofthelikelycostofdevelopment,primarily due to the distance from the shore to deep water and the proposal to reclaim an area of the foreshoreforstorageofbulkliquids.Itisnotedhoweverthatthissiteisveryclosetotheexisting Whitegate terminal and considerable cost savings could be made if this existing facility could be utilisedtosomedegreefortheaccommodationofbulkliquids.Atthemomentthisjettyisoperated byConocoPhilipsbutthepossibilityofjointuseofthejettyshouldbeinvestigatedandkeptunder review.TherearealsounderstoodtobedevelopmentlandsinthevicinityofWhitegatewhichcould potentiallybedevelopedforbulkliquidsstoragewhichmightalsohavecostbenefits.
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ShortlistedSites
4.2.7 Itisclearfromtheforegoingthatthereareanumberofsitesthatwouldbeappropriateformore thanonemodeoftrade.Thisisduetothefactthatmanyconsiderationsintheassessmentprocess are common to the requirements for each particular mode of trade. For example the vessel characteristics for each mode are similar and thus requirements in terms of navigation will be common across all sites. Furthermore, the impacts of containers and bulks on ecology and the environment will in many cases be similar particularly in respect of the extent of dredging and reclamationrequiredandagaininthiscasethesamesiteswillfeaturehighlyintheassessmentfor eachmodeoftrade. Thefollowingsitesareconsideredsuitableforfurtherdetailedconsideration. MarinoPointB ADM/DWB AdjacentRingaskiddyFerryTerminal DogsnoseBank EastSideofRingaskiddyBasin Inordertoassistinthefurtherconsiderationandassessmentofthesesitesanumberofconceptual layoutswerepreparedtoillustratepossibleschemesfortheaccommodationofthevarioustrades. These are included in Appendix A. These are not intended to reflect any particular plans for the sites but are to provide some indication of the potential nature and scale of development which mayoccur inthefutureinordertoallowasuitableassessmenttobemade.Insome casesmore thanonesitehasbeencombinedinordertomeettheneeds.
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Chapter5 PublicConsultations
Section 5.1 below comprises of extracts from the Executive Summary of Stakeholder Consultation Issues Report,preparedby RPSCommunicationsfollowingStakeholderEngagementprocessduringthemonthsof December2009March2010. In this section the principal issues identified by RPS Communications which emerged from the Stakeholder EngagementProcessarehighlighted.InSection5.2themannerinwhichtheseissueshavebeenaddressedin thefinalizationoftheStrategicReviewisindicated.
ExtractsfromtheExecutiveSummaryStakeholder ConsultationIssuesReport
5.1 Thestakeholderengagementstrategyinvolvedseveralelements: 1. A Public Open Week, which was held from the 1 to the 5 of February in the Customs House.Publicdisplayswereorganisedandpeoplewereaskedtofillincommentforms.This OpenWeekwasverywellattended. 2. Attendanceatstakeholder/communitygroupmeetings.Intherunuptotheopenweekand inthe weeksthatfollowedthePortof Corkstaffattended16publicmeetingswithvarious community,business,TownCouncils,amenity,leisureandenvironmentgroups. 3. 4. 5. 6. 7. AcouncillorandTDbriefingsessionintheCustomHouse,toinformthemofthereviewofthe SDPandthestakeholderengagementstrategymovingforward. APublicOpenDayinCobh,asrequestedbythecommunitygroupsintheareasoastoallow morepeopleaccesstoinformation. Onetoonemeetingswithstakeholdersasrequested Phonecallswithstakeholders,givingtheminformationandansweringanyquestions StaffbriefingsandDropinsessions
st th
Theeventswereadvertisedinlocalandregionalpapers,onthePortofCorkwebsite,inthePortof Cork NewsletterInDepthandalsoby contacting relevantharbourgroupsandorganisationsand individualstakeholderswhohadshowninterestpreviously. A number of key issues emerged from the discussion and will need to be considered as the SDP Reviewmovesclosertofinalisation.Themainconclusionsinclude: Economic:MoststakeholdersacknowledgedtheeconomicimportanceofthePortofCorkto theCity,CountyandRegion,andstatedclearlythatwhiletheywerenotagainstdevelopment
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thatbroughteconomicgaintothearea,theywouldhavedifficultyifthisdevelopmentwere toaffecttheirresidentialareaandtheirareaofinterestwithintheharbour. Need: Many stakeholders understood the need for the Port to develop but felt that this should be appropriate and considered. The need to accommodate larger container vessels wasalsogenerallyunderstoodbutnotbyallaswastheimplicationsforthePortofpotential Docklandsdevelopmentinthefuture, Tourism, Culture and Heritage: Most stakeholders felt that any port development must coexistinharmonywiththedevelopmentoftheTourismindustry,whichwasalsofelttobe animportantindustrythatwarrantedfurtherinvestmentandthathadsignificantpotential. Environment: It is clear that all stakeholders value the environmental and ecological importance of the area, and hold the scenery and landscape in high esteem and want to maintaintheseforamenityandtourism. Industrial Sites: While not held by all participants, there was a feeling amongst many stakeholders that it would be better for future developments to take place in already industrialisedzones,ratherthanonvirginsites. Harbour Management: Throughout the engagement process stakeholders mentioned the needforamoreintegratedandholisticapproachtoharbourdevelopmentandmanagement that involved all stakeholders, and that the development of the harbour for industry could coexistwithresidentialandamenitydevelopment. Infrastructure and Traffic: All stakeholders agreed that the road network and traffic infrastructureatanyofthesitessuggestedwasnotsatisfactoryandwouldneedupgrading. The fear from stakeholders was that any development would increase the congestion on existingroutes,andtheJackLynchTunnel,andifasitewasintheAghada/Dognoseareait would mean increased traffic through road networks that would be unable to cope. It was suggested that the road infrastructure near many of the sites under consideration is under pressureatthemoment,andthatportdevelopmentshouldonlytakeplaceinthecontextof plannedroadupgrades. Rail:The issueofrailwasimportantinthemindsofmanystakeholders, who wanted more information on it. There was a general consensus that rail could be a good option if economically viable as it would reduce traffic on the roads. However, it was also noted by some participants that it may not be practical. There was also recognition of the need for roadupgradestofacilitatewhateversolutionemerges. LeisureandAmenity:ThoselivingontheCorkharbouranditssurroundsholdtheaccessthat they have to leisure activities and amenities, such as rowing, sailing etc very dear. It is somethingthatbringsentirecommunitiestogether,andduringeventssuchastheOceanto City Race involves people from all over the country and attracts visitors from all over the world.Consequentlytheseactivitiesareofparamountimportancetomanystakeholderswho arefearfulofthembeingdamagedorconstrainedbynewportdevelopments.Theextentof any required reclamation should be minimised. However, stakeholders do generally acknowledgethePortofCorkscontributiontotheseamenityandleisureactivities.
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Phasing:Whilesomestakeholderswelcomedaphasedapproachintheprovisionofnewport infrastructure others saw it as the thin end of the wedge and that the ultimate developmentscenarioiswhatshouldbeassessed. Fishing:Theimportanceofvariousfishinggroundsthroughouttheharbourwerehighlighted andpotentialimpactsonthemshouldbeminimised. StakeholderEngagementProcessandRelationships:TherewasalackoftrustinthePortof Cork Company in the case of a few stakeholders. Some people were sceptical of the engagement process entered into by the Port and felt that the outcome of the Strategic Development Plan Review was already predetermined. Most Stakeholders would welcome furtherengagementastheportsplanswereclarified.
ConsiderationofIssues
5.2 The following responses indicate briefly the manner in which the issues which were raised during the PublicConsultation Processhavebeenconsideredinthe reviewoftheStrategic Development Plan. Economic ThePortofCorkisobligedtoensurethatappropriatefacilitieswillbeavailabletomeettheneedsof its customers and to facilitate the economic and development requirements of the region. This inevitably means that new port facilities will need to be provided downstream of Tivoli at the optimallocationsfollowingbalancedconsiderationofallpotentialimpacts. Despite encouragement from some Stakeholders to consider continuing to operate at existing locations this is not a viable option for the Port as a new container terminal capable of handling larger and deeper drafted vessels is required, City Quays trade will need to be relocated to new facilities to accommodate Docklands regeneration facilitating the long term sustainable economic growthofCorkCityandtheRegion.Further,inaccordancewithGovernmentpolicy,valuewillneed toberealisedfromtheTivoliEstatetocontributetothefundingofnewfacilities. NeedsandObjectivesofthePortofCork InthecontextofthefeedbackreceivedduringtheStakeholderEngagementProcesstheneedsand objectivessetoutbythePorthavebeenreassessed.However,whilefundingandtimingissuesare likelytoremainuncertain,nosignificantamendmentscanbejustifiedatthistime. Tourism,CultureandHeritage The tourism, culture and heritage considerations highlighted by Stakeholders, particularly the unique attractions and characteristics of Cork Harbour, were of particular benefit to the site evaluationprocess. EveryeffortwillbemadetoavoidcompromisingexpectationsandthepotentialofCorkHarbourin thissector.Indeterminingthefinaloutcome,everyeffortwillbemadetoensurethatasmuchas possiblelocalconcernswillbeaddressed.Howeveritisrecognisedthattherearemanycompeting prioritiesandanyfutureplanswillhavetostrikeabalancebetweenthemall.
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Environment Theenvironmentalandecologicalimportanceoftheharbourisappreciatedwidely.Inparticularany impactsonenvironmentaldesignations,scenicroutes,landscapecharacter;amenity,andnoiseand airqualitywillbecarefullyassessedateachlocation. Inidentifyingsitesforpotentialportdevelopmentandallocatingparticularoperationstothosesites theseissueswillbecarefullyconsidered. Every effort will be made, having regard to all considerations, to minimise overall impacts and appropriatemitigationmeasureswillbeputinplaceasnecessary. IndustrialSites The sites under consideration with current port/industrial uses are Ringaskiddy, Marino Point and Whitegate/Aghada.IntheCorkCountyDevelopmentPlanandtheOutlineLocalAreaPlanStrategy Documents (January 2010), these sites are suggested as being suitable for port, industrial, employment or energy hub uses. Potential port activities at these locations would therefore appear, at this stage, to have a more supportive planning framework than the other sites under consideration. From a financial and infrastructure perspective the existing facilities and investments already undertakencouldpossiblymakeinvestmentsattheselocationsmorecosteffective. HarbourManagement WhilelargelyoutsidetheremitofthePortCompanyitself,itshouldbenotedthatthecompanyhas been engaged in joint initiatives with other Stakeholders in Cork Harbour including Cork County Council, Coastal Marine Resources Centre (CMRC), the Cork Harbour Forum and the Harbour Management Focus Group with a view to developing a shared understanding in relation to uses, futuredevelopmentsandmanagementoftheharbouranditsimmediatehinterland. IndependentlythePorthasdevelopedaMarineLeisureandRecreationStrategywhichisnowbeing implemented. ThePort,inthecontextofitsstatutoryremit,itscorporatesocialresponsibilitiesanditsoperational anddevelopmentrequirements,willcontinuetoencourageandparticipateininitiativestoadvance amoreintegratedapproachtothedevelopmentandmanagementofCorkHarbour. InfrastructureandTraffic Existingandplannedinfrastructureandroadnetworks willbesignificant influencingfactors inthe siteselectionprocessandintheimplementationandsequencingofanyStrategicDevelopmentPlan projects. Rail The issue of road upgrades, highlighted under this heading, has been addressed in the InfrastructureandTrafficsectionabove. ThePortCompanycommissionedastudyfromBooz&Company,afirmofconsultantswhohavea particular knowledge of the rail industry nationally and internationally. The study attempted to identifyhowthePortofCorkCompanycouldembracetheconceptofrailfreight.Theoutcometo
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thisstudyandthefeedbackobtainedfromstakeholderswillbeusedinthecomparativeevaluation ofsites. LeisureandAmenity The attractiveness of the Harbour for other uses and activities is well recognised by the Port Companyandwillbesafeguardedtothe greatest extentpossible inthesiteselectionprocessand thedevelopmentofoptions. A phased approach to the provision of facilities together with efforts to reduce the extent of reclamationshouldalsoassistinminimisingimpacts. Phasing Any short or medium term initiatives will not be assessed in isolation from an ultimate potential developmentscenario. There are likely to be significant time intervals however between development phases and the overallstrategywillbereviewed,inanyevent,atregularintervals. Fishing Allsiteassessmentsundertakenwillhavedueregardtotheparticularpointsputforwardbythose withapracticalknowledgeoftheextentoffishingactivitiesinCorkHarbour. Independent expert technicaladvicewill,ofcourse,beconsideredaswell. StakeholderEngagementProcessandRelationships ThepurposeofthestakeholderengagementprocesswastoinformstakeholdersaboutthePort,its needsandthesiteselectionprocess.Itprovidedstakeholderswiththeopportunitytocommenton theneedsandobjectives,thesiteselectionprocessandtoraiseanyissuesandconcernstheymight havewhichcouldinformtheoutcometotheReview. ThePort willstrengthenexistingrelationshipsthroughitsongoing initiativesanditswillingnessfor ongoingengagementwithallstakeholders.
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STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6 V03
Chapter6 Stage2Assessment
Assessmentofthesiteshasbeencarriedoutinordertounderstandthekeyaspectsandtoallowa comparisontobemadebetweenthesites.Theassessmentsarepreliminaryinnatureandfurther more detailed assessment will be required at detailed design stage and to rigorously test any development proposals. General assumptions have been made in respect of likely operational scenariosandprovisionofportequipment.
KeyFeaturesofExistingTrades
6.1 Fundamental to the consideration and assessment of likely development sites and operational conceptlayouts isanunderstandingofthe requirementsassociated withthevarioustrades which willbeaccommodated. ThekeyaspectsofthevariousmaintradesthroughthePortofCorkaresummarisedbelow.
CerealsandAnimalFeed
6.1.1 It is anticipated this trade, likely to be displaced from the City Quays would most logically be accommodated at Ringaskiddy due to synergy with similar activitiesongoingthere. Facilities to accommodate this trade will be limited probably to additional storage with a minimum additional land area requirementinexcessof2acres.
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Fertiliser
6.1.2 Itisanticipatedthataccommodationofthistradeatanewsitemayincludetheconstruction ofablendingfacility.SuchafacilitywouldmostlikelybesubjecttoSevesoRegulations. Anareaofapprox20acresmayberequired.
SmallerVolumeBulkSolids
6.1.3 Smallervolumesofbulksolidstradeareprimarilyassociatedwithcoalandsalt. Atotalstorageandhandlingareaofapprox3acresmightberequiredtoaccommodatethese activities.
BulkLiquids/LPG
6.1.4 OiltradethroughtheTopazfacilityintheCityquaysiscurrentlyindeclineandwillnotneedto beaccommodatedatanyfutureportdevelopment. Other Bulk Liquids primarily comprise crude chemicals, chemical compounds and LPG which arecurrentlyhandledatbothCityQuaysandTivoli. A site of approx 8 acres may be required to accommodate displaced bulk liquids and LPG trade. Afurthersiteofapprox3acresmayberequiredatafuturedevelopmentsitetoaccommodate anticipatedfuturetradeinalternativefuels. BulkliquidsarealsocurrentlyhandledatMarinoPointservicingtheDyneasiteanactivity whichislikelytocontinue.
BreakBulk/GeneralCargo
6.1.5 Anareaofapprox12acresopenstorage is estimatedtoberequiredtoaccommodatebreak bulkandgeneralcargo.Thistypeofactivityideallyrequiresanareaofopenstoragedirectly behindthequayfortemporarystorageandhandling. Break bulk could be accommodated at separate facilities although there are advantages in consolidatingallsuchactivitiesatasinglelocation.
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Containers
6.1.6 The type of terminal operation and container handling equipment cannot bedefinedatthisstage.Thereisneed to maintain flexibility for future operationsandtheassessmentofsites should assume a range of handling equipment from electric RMGs to Diesel RTGs for the ultimate phase. Interimphasesmayinvolvetheuseof reach stackers or straddle carriers. Containerstackingwilllikelybeupto5 high in the ultimate phase. Ultimatelyallcontainertradeshouldbeaccommodatedatadedicatedterminal. DuetothevariousconstraintsatTivoliitisexpectedthatdisplacementofcontainertradewill takeplaceinaphasedmannerpossiblyoveranextendedperiodoftime.
FerryServices/RoRo
6.1.7 The Cork Swansea freight and passenger Ferry Service, which was suspended in 2006, recommencedinMarch2010. BrittanyFerriesservicewillcontinuetooperatefromApriltoNovember. It is anticipated that there may be opportunities for a new mainland Europe service which might include a combination of passengers, containers and the use of Mafi trailers as unaccompaniedRoRofreight.ShouldthishappentherewillbeaneedtoprovideanewRO ROberth. There isatrend,incertainmarkets,to combined RoRo and LoLo vessels in what are known as ConRo vessels. These have particular berthing and landside requirements and any new facilities should be able to cater for such vessels and to cater for either sternorquarterrampvessels.
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TradeVehicles
6.1.8 TradevehicleactivitieswillmostlikelybeaccommodatedatRingaskiddyinthefuturedueto the existingROROfacilitiesand extensivelandbankavailableandthe currentleveloftrade caractivity. Overthecomingyearsthenatureofthecarbusinessislikelytochangesignificantlywithmost vehiclesbeingdeliveredwitharelativelyshortdeliveryperiodfromthefactorybuttospecific customerorder.Thiswillmostlikelymeanthatlandrequirementsforcarstorageinthefuture willbelessthanatpresent.Theprovisionofcommonuserfacilitiesmayalsobeapossibility whichwouldassistinreducingtheamountoflandrequired. 6.1.9 The precise requirements for the accommodation of various trades will only be known at the time whenrelocationoccursandwillbeheavilyinfluencedbycustomerrequirementsandthedisposition andcapacityofexistingportfacilitiesatthattime. .
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ConceptualPlans
6.2 Conceptual scenarios for potential developments at the short listed sites have been prepared in ordertoinformtheassessmentprocess.Thesearenotintendedtoreflectanyparticularplansfor thesitesbutaretoprovidesomeindicationofthepotentialnatureandscaleofdevelopmentwhich mayoccur inthefutureinordertoallowasuitableassessmenttobemade.Insome casesmore thanonesitehasbeencombinedinordertomeettheneedsfortrade.. Thefollowingscenarioshavebeendevelopedforconsideration. IBM0253100E IBM0253101C IBM0253105E IBM0253110D IBM0253115D IBM0253120C IBM0253130B IBM0253135B MarinoPointBulkswithlimitedContainerOperations MarinoPointBulks/Generalcargo MarinoPointContainers ADMandMultipurposeBerthBulks/Generalcargo LandsadjacentRingaskiddyFerryTerminalContainers LandsadjacentRingaskiddyFerryTerminalBulks/Generalcargo DogsnoseBankBulks/Generalcargo DogsnoseBankContainers
PlansillustratingthesescenariosareincludedinAppendixA.Theseplanswerealsousedtoinform stakeholdersduringthepublicconsultationsdiscussedinSection5.
AssessmentofShortListedSites
6.3 Thekeyaspectsoftheassessmentsofthevarioussitesforeachoftheidentifiedassessmentcriteria aresummarizedinthefollowingtables.
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PhysicalSuitability
MarinoPoint
Significantavailableexisting landsthatwouldmeetthe needsofallmodesunder consideration
ADM
Theextentofthesiteis constrainedbythepresenceof adesignatedareain MonkstownCreektothenorth andtheRingaskiddydeepwater basintothesouth Area of land available would not be sufficient to meet all of the Port of Corks bulk and generalcargoneeds Groundconditionscomprisea significantdepthofsoft alluviumdepositsand significantconsolidationcould beexpectedalthoughthis couldbemanagedwithinthe constructionprocessby implementationofground improvementworks Thesiteisadjacenttothe existingRingaskiddybasinand wouldprovideforreadyaccess tothemainnavigationchannel viatheentrancetothe deepwaterbasin Somedredgingwillberequired butwouldnotbeasignificant constraint
AdjacentFerryTerminal
Siteisincloseproximitytothe shoreandwithreclamationwill becontiguouswithexisting Portlands
DognoseBank
Sitewouldbecreatedbyland reclamationintheshallowwater adjacenttothedeepwater channel
Thesiteincludesanexisting jettywhichcouldpotentiallybe usedforsomebulks/container operationsorinaphased developmentscenario Accesstothesitefromthe jettyiscurrentlyrestrictedtoa singleaccessviaduct
There are no significant infrastructural constraints to development
Extensiveareaisavailablefor reclamationandassuchsufficient areacouldbemadeavailablefor allstatedneeds Sitehasgoodpotentialforfuture expansion
Theexistinglandshavebeen reclaimedforsome considerableperiodoftimeand willbesuitablefor developmentofthetypes envisaged
Anyfutureaccessmaybe restrictedbythepresenceof therockescarpmentalongthe western(shoreside)edgeof thesite Potentialforreclamationof landbetweentheexistingjetty andtheescarpment.
Thegroundconditionsonthe existingforeshoregenerally compriseconsiderabledepths ofsoftalluviumdeposits.
Reclamationcanbeexpectedto havesomeeffectonlocal currentsbutisunlikelyto significantlyaffecttheoverall tidalregimeintheharbour Theremaybesomeeffectonthe sedimentationregimeandthis wouldneedtobestudiedshould thisoptionbeconsidered
Considerablenumberof buildingsandotherstructures onthesitearetobecleared Someresidualcontamination maybepresentfromprevious activitieswhichifpresent wouldneedtoberemoved and/orremediated Developmentwouldhaveno significantaffectonthemain channeltidalflow
Thesiteisverysheltered.
Reclamationwithinthelimitsof theexistingtrainingwallwould havelittleornoimpactonthe existinghydraulicregime
Anyextensionofberthing quaysbeyondthetrainingwall couldhavethepotentialto impactonflowsandthiswould needtobeconsideredindetail
Consolidationcanbeexpected underreclamationand operationalloadsanddueto thevaryingdepthofsediment therecouldbesignificant differentialsettlementacross thesite Thesiteiswellshelteredand thereisdirectaccesstothe mainchannel Itisnotanticipatedtherewill besignificantsedimentation issuesassociatedwiththesite andimpactsontheexisting hydraulicregimewillnotbe significant Anydevelopmentatthissite whichincludesreclamation wouldmostlikelyresultinthe lossofRingaskiddypier ultimately.
Easyaccesstothemain navigationchannel Dredgingwouldberequiredto ensureadequatewaterdepth
Somedredgingwillbe necessaryatthequaylineand alsotowardsthewesternside ofthechanneltoprovide adequatedepthforaturning basin
Site is more exposed to wave action from the mouth of the harbour than other sites under consideration and could be subject to some negative effects on harbour operations and ships atberthduringstormevents Asubmarineelectricitypower cableisplannedtobelaidfrom GlangowtoRafeenandtheroute passesthroughtheproposedsite. Suchinfrastructurecouldseverely constrainthedevelopmentofthe site
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PortOperations
MarinoPoint
Thissiteisgenerallygoodin termsofportoperationswith noparticularconstraintsbut notasflexibleinthelonger termasotherpotentialsites. Thedepthofthemain approachnavigationchannelis adequate.Howevertherewill bearequirementforsome dredginginfrontofthejetty andforaturningbasin. Thereshouldbelimitedneed fortugassistance.
ADM
Accesstothedeepwaterbasin willbeimprovedbyremovalof theexistingADMjettystructure
Therearenosignificant constraintstonavigationatthis locationandtherewillbeno significantimpactonother commercialvessels There should be very little requirementfortugassistance
DognoseBank
Navigationtoandfromthissite wouldberelatively straightforwardwithno significantconstraints Themainchanneliswideand suitablydeepatthispointto facilitatemanoeuvringof vesselsandthereshouldbeno particularrequirementsfortug assistance Limitedimpactonother shippingmovements
Tugassistance mayberequired for the largest vessels as per normaloperatingparameters.
Theexistingrockescarpment couldproveaconstraintfor accesstoandfromthejetty andthedistancefromthejetty tothemainsitecouldlimit operationaleffectiveness particularlyinthecaseof containers Thelandareaavailablewould besufficienttocaterfor anticipatedcontainertradebut isunlikelytobeadequateto meettheneedsforallbulks /generalcargotrades
Howeverifcerealsandanimal feedweretobelocatedat Ringaskiddy/ADMthenthe sitecouldpotentiallymeet mostoftheotherPortofCorks bulks/generalcargo requirements Thereisunlikelytobe significantconflictwithother harbourusers
ThereiscurrentlynoPortof Corkactivityatthesiteandso developmentatthislocation wouldnotcontributetoa consolidationofport operations Thedraftintheberthislimited to10m
Asvesselsfrequentlyaccessthe deepwaterbasinatthe momenttheproposed developmentwouldnot significantlyimpactonother vessels Thissiteisadjacenttothe existingdeepwaterberthwith establishedbulksolidsand generalcargohandling operationsanddevelopmentat thislocationwouldcontribute significantlytoconsolidationof theportsbulkstrade Thesiteisunlikelytobe suitablefortheprovisionofthe fulllengthofbulksquay envisagedwithoutareturnon theendofthejettywhich wouldnotbedesirablefroma portoperationsperspective. Hencedevelopmentsata furthersupplementarylocation mayberequired Thereisasignificantconstraint onthebackuplandavailableat theADMsiteandtherewould beinsufficientspaceto accommodateallbulkand generalcargoactivities envisaged. Astheproposeddevelopment isunlikelytoextendmuch beyondthelimitsofthe existingjettythereisunlikelyto beanysignificantadditional impactonleisureorothercraft inthevicinity Vehicleaccesstothissitewould needtobethroughtheexisting deepwaterberthhinterland area
Thissitecouldprovidethe requiredlengthofquayforall modesoftradeunder consideration
Potentialforfutureextensionif required
Therecouldbesomeimpacton shiploading/unloadingduring stormevents.
Adjacentlandswouldnotbe sufficienttosupportallofthe bulksfacilitiesenvisagedbythe PortofCorkandassucha furtherlocationwouldbe requiredtomeetallbulktrade requirements.Assuchthere willbearequirementto provideadditionalberthing elsewhere Developmentatthissitewould provideconsolidationofPort activitiesandoffersflexibility advantages.
Thesiteisinalocationusedby leisurecraftandany developmentwouldresultina lossofsailinggrounds
Noconstraintonlengthofquay orsizeofsite(subjectto sufficientreclamation)
Thissitehasgoodpotentialfor thephasingofdevelopments
Siteisveryremotefromall otherexistingportlocations andwouldnotcontributeto consolidationofportactivities
Thissiteallowsforeaseof egresstothemainroads networkwithoutimpacting significantlyonexistingport operations Reclamationandconstruction ofquayswouldlikelyhave someimpactonleisurecraft sailinggrounds
MoreFlexiblesiteintermsof futureproofingport requirements.
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RoadandRailTransport
MarinoPoint
Thesiteisaccessedbythe RegionalRoadR624whichhas capacityandpooralignment issues BelvellyBridge,aheritage structure,isamajorconstraint intermsofrouteupgrade.
ADM
Thissitewouldaccessdirectly ontotheN28NationalRoad Network Some sections of the N28 alreadyexceedcapacityatpeak times. However the AM peak hourissignificantlyhigherthan theoffpeakperiod Fromthissitetraffictravelling to/fromtheN25Southbound to/fromtheN71(WestCork), N22(Kerry),N27(Kinsale,City Centre),Carrigalinewillnot havetousetheDunkettle Interchange Traffictravellingto/fromtheN8 andN25Eastboundwillstilluse theDunkettleInterchange
Thissitewouldaccessdirectly ontotheN28NationalRoad Network Some sections of the N28 alreadyexceedcapacityatpeak times. However the AM peak hourissignificantlyhigherthan theoffpeakperiod Fromthissitetraffictravelling to/fromtheN25Southbound to/fromtheN71(WestCork), N22(Kerry),N27(Kinsale,City Centre),Carrigalinewillnot havetousetheDunkettle Interchange Traffictravellingto/fromtheN8 andN25Eastboundwillstilluse theDunkettleInterchange
DognoseBank
Alltrafficassociatedwithaport developmentatthislocation wouldusetheRegionalRoute R630 TheR630isabusyroadand sectionsoftheroadalready exceedcapacitywithoutany additionalportrelatedtraffic Anysuchadditionalport relatedtrafficwouldhaveto routeviaanumberofvillages andresidentialareassuchas Aghada,Rostellan,Saleen,and Ballinacurra TheR630isnotadesignated NationalRouteandanew offlineroadalignmentwouldbe likelytoberequired Alltrafficfromaport developmentatthislocation wouldhavetoaccesstheN25 attheLakeviewRoundabout. Thisjunctioniscurrently congestedatpeakperiods Therewillbesignificant additionaltrafficontheN25
Thepresentvolumeoftraffic alreadyexceedsthecurrent capacityoftheroad
Thisroadisnotadesignated NationalRouteanditwould mostlikelyneedtobe upgradedtoaccommodateany significantporttraffic Therearecurrentlyplansby CorkCountyCounciltoupgrade approx.3kmoftheroadtodual carriageway,howeverat presentthereisnofundingfor thisscheme Theproposedupgrade commencesapproximately 0.8kmsouthoftheN25/R624 Interchangeanddoesnot extendasfarasMarinoPoint Site Thecurrentproposalsdonot factorinthepossibilityofport relocationtoMarinoPointand theproposalsmayneedtobe upgradedtoaccommodateany additionalporttraffic Amajorportdevelopmentat thissitewouldgiveriseto significantadditionaltrafficon theN25andtraffictravellingto theN8andN25southbound wouldstillneedtousethe DunkettleInterchange Thesiteisadjacenttoarailline andthepotentialtherefore existsforrailconnectivityinthe future.Thereisanexisting disusedrailwaylineatMarino Point
Thereareproposalspublished bytheNRAtoupgradethe NationalPrimaryrouteN28toa dualcarriageway.Thisupgrade schemeisreadyforCPOandis awaitingfundingcommitments. Roadupgradeproposalsforthis sitearemoreadvancedthanfor othersitesunderconsideration
Thereareproposalspublished bytheNRAtoupgradethe NationalPrimaryrouteN28toa dualcarriageway.Thisupgrade schemeisreadyforCPOandis awaitingfundingcommitments. Roadupgradeproposalsforthis sitearemoreadvancedthanfor othersitesunderconsideration
Therearenoexistingordisused railwaylinesinthevicinityof thissiteandassuchthesiteis notsuitableforrailconnection.
Therearenoexistingordisused railwaylinesinthevicinityof thissiteandassuchthesiteis notsuitableforrailconnection
Traffic travelling to the N8 and N25 Southbound would still have to use the Dunkettle Interchange
The use of this location would give rise to an additional mileage of approx. 80 km per roundtrip
Therearenoexistingordisused railway lines in the vicinity of this site and as such the site is notsuitableforrailconnection
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Ecology
MarinoPoint
Thissiteissituateddirectly southoftheGreatIsland ChannelcSAC,pNHAanda sectionoftheCorkHarbour SPA
ADM
TheMonkstownCreek sectionofCorkHarbourSPA andMonkstownCreekpNHA aresituatedimmediately adjacenttothewestofthe ADMsite
ThenearestsectionofCork HarbourSPAisMonkstown Creek(alsoapNHA)situated approximately600mtothe westofthesite
DognoseBank
TheWhitegateBaysectionof CorkHarbourSPAand WhitegateBaypNHAlie approximately500mtothe eastofthesite.The equivalentsectionofCork HarbourRAMSARsiteis approximately500mfromthe site Disturbancetobirdsand directlossoffeedinghabitat forbirdsoutsidetheSPAare likelytobethetwokey(non marine)ecologicalimpacts Disturbance(whilsta possibility)isnotconsidered highlylikely
General
TerrestrialEcology
Disturbancetobirdsinthe adjacentsectionofCork HarbourSPAislikelytobe thekey(nonmarine) ecologicalimpact Containersproducethe highestoveralllevelsofnoise andthehighestlevelsof 'impulsive'noisecomparedto bulkorbulkliquidsandasa resultdisturbancetobirdsis morelikelyfromcontainer operationsthanforother trades
Disturbancetobirdsinthe adjacentsectionofCork HarbourSPAislikelytobe thekey(nonmarine) ecologicalimpact Potentialfordisturbanceof birdswithinCorkHarbour SPAisconsideredhigh.The extentofdevelopmentmay belimitedandassuchthefull potentialofthesitemaynot beachieved
Disturbancetobirdsisless likelywithbulksoperations, butisstillapossibility Mostofthebirdsusingthis partoftheSPAaremigratory, hencetherewillbelittle opportunityforthemto habituatetonoise Overallforthissitethe potentialfordisturbanceof birdswithinCorkHarbour SPAisconsideredlowto moderate Dredgingworkswillbe requiredatthissitewhich mightresultinthe degradationofsomehabitat whichcouldpossiblytake severalyearstorecover
Mostofthebirdsusingthis partoftheSPAaremigratory andhencetherewillbelittle opportunityforthemto habituatetonoise
Disturbancetobirdsinthe adjacentsectionofCork HarbourSPAislikelytobe thekey(nonmarine) ecologicalimpact Containersproducethe highestoveralllevelsofnoise andthehighestlevelsof 'impulsive'noisecomparedto bulkorbulkliquids.Container operationsatthissitewould besomedistanceawayfrom theSPA(600m)butwitha directunbrokenlineofsight acrosswaterwhichwillallow noisetotravel Potentialfordisturbanceof birdswithinCorkHarbour SPAisconsideredlowto moderate Mostofthebirdsusingthis partoftheSPAaremigratory andhencetherewillbelittle opportunityforthemto habituatetonoise
Lossoffeedinghabitatfor (sea)birdsmayalsobean issue
Mostofthereclamation associatedwiththissiteison intertidalareaswhichareless productiveforfisheriesthan reclamationareasassociated withothersites Thisisalreadyanactive shippingareaandassuch impactsonfishingwillbe minimal
MarineEcology
Dredgingwhichwouldbe requiredatthissitewill straddlethemainmigratory channelforfisherieswhich willmaketimingofdredging activitiescritical
Themarinehabitatinareas ofpotentialreclamationand dredgingismoderatetohigh qualityfishnurseryandfish feedinggroundandisagood pottingandnettingareafor commercialfishing Possibledevelopmentscould ultimatelyentailupto912 halossofgrounds.
This location has a high quality fisheries habitat. It is a flatfish nursery and adult and juvenile feeding area for arangeofspeciesandisalso important for shrimp, crab andlobsterpotting Anydevelopmentinvolving reclamationislikelytoresult inalossofsignificantareasof theseabedhabitat
Therewouldbelimitedscope formitigationindesigning fishfriendlyfeaturesintothe rockarmoursurroundsofthe reclaimedareas
Reclamationandthe constructionofanaccess causewaycouldpossibly constituteabarriertolocal fishmovementandmigration
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Environmental
Noise
MarinoPoint
Therearepotentiallyalarge numberofpropertiesthat maybenegativelyimpacted bynoiseemissionsfromthe site
ADM
Theexistingportactivitiesin theareaatthedeepwater berthestablishaportrelated noisecharacterforthearea
Thereislimitedscopeto reducepotentialnoise emissionstosensitive receptorstothenorthin BlackpointandWhitepoint
DognoseBank
Thesiteisrelativelyisolated andwellremovedfromnoise sensitivereceptors.Thereisa muchlowerdensityof residentialpropertieslocated inproximitytothesite, comparedwiththeothersites Theexistinglandusein surroundingareacomprises largelyofindustrialfacilities (OilTerminalandOil Refinery).Shipping operationsassociatedwith theOilTerminaladdsto industrialnoisecharacter. Thesitewouldappeartobe theleastconstrainedwith regardtoproximitytonoise sensitivereceptorsandwould alsoappeartohavethe lowestdensityofnoise sensitivereceptorsinthe surroundingarea
Thereislimitedscopeto screenfrompotentialnoise emissionstothewestand southduetotheopennature oftheareacrossingtheriver
Thesiteislessconstrained withregardtoproximityto sensitivereceptorsthan MarinoPointasitisslightly moreremovedfromsensitive receptors
There may be potential to screen noisefromsourceson site to the sensitive receptors tothesouthinRingaskiddy
Noise
Thereisapotentialatthis locationfornegativenoise impactsifcontainerhandling operationsarerequiredtobe undertakenduringnight time,Particularlydueto potentiallyimpulsivenoise associatedwithcontainer handlingoperations Dependentonthetypeof cargobeinghandled,itislikely thatnoiseemission characteristicsofbulksolids operationswouldbeless intrusivethanforcontainer operations. Bulkliquidsoperationswould beexpectedtogeneratethe leastlevelofactivitywith regardtonoiseemissions sourcesandwouldbe expectedtobecapableof accommodatingthegreatest levelofflexibilitywithregard toattenuationofnoiseat source. Retentionoftheescarpment willprovidesomescreening betweenthemainsiteand PassageWest
Thereislimitedscopeto reducepotentialnoise emissionstoareastothe northofthesitebutthere wouldbegreaterpotentialto screennoiseemissionfrom thesitetowardsRingaskiddy
Theremaybepotentialfor negativenoiseimpactsifbulk cargohandlingoperationsare requiredtobeundertaken extensivelyduringnighttime
Theexistingportactivitiesin theareaatthedeepwater berthestablishaportrelated noisecharactertothearea. TheCorkSwanseaFerry Servicerecommencedservice duringMarch2010atthe adjacentFerryBerth,which furtheraddstothePortnoise characterofthearea Theremaybeapotentialfor negativenoiseimpactsatthis locationifcontainerhandling operationsarerequiredtobe undertakenduringnighttime
Anypotentiallyimpulsive noiseassociatedwithbulk cargohandlingoperations maynegativelyimpactupon propertiesinsurrounding areas
Impulsivenoiseassociated withcontainerhandling operationsmaybelikelyto negativelyimpactproperties insurroundingareas
Lessconstrainedwithregard toproximitytosensitive receptorsthanMarinoPoint
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LandscapeandVisual
MarinoPoint
Themainsiteisreasonably wellscreenedbythe escarpmentandthereis limitedpotentialforvisual impactonscenicroutes
ADM
Thepresenceofexisting adjacentindustrialbuildings andinfrastructureatthissite willprovideabackdroptoany proposeddevelopmentswhen viewedfromthenorth, northeastandnorthwest.This surroundinginfrastructure providesaprecedentinthe landscapefordevelopmentof anindustrialnature Howevernewcraneswill constituteprominentvertical elementsinthelandscape
Landmustbereclaimedfrom theseatofacilitatethe ultimatedevelopmentatthis location.Thisalonewillalter thecoastline,andimpacton theexistingvisualresource especiallyatlocationsacross theharbourtothenorthand west
DognoseBank
Thissiteisproposedwithin theopenharbourandisnot withinadesignatedscenic landscape.Theimmediate coastallandscapetothe southeastishowever classifiedasscenic
Thepresenceofcranesonthe quaysidecouldhaveahigh visualimpact.ShiptoShore Gantrycranesarelikelyto haveagreatervisualimpact thanHarbourmobilecranes forthehandlingofgeneral cargo Therewillbeahighpotential forvisualimpactson propertiesonhigherslopesat PassageWestregardlessof thetypeofdevelopment undertaken Withinthemainsitethe densityofstackedcontainers willpotentiallyhavea consolidatedandcumulative impactwhenviewedfrom PassageWest.
Viewsfromthesurrounding ScenicRouteswillbesporadic, beingoffsetoccasionallyby existinglandscapefeatures andpresenceofsimilar facilitiestothoseproposed Developmentatthislocation willincludereclamationwhich willalterthecoastline, howeverthevisualimpactis limitedgiventhepresenceof anexistingjetty
Forbulksactivitiesthemore sporadicnatureofthe structures/storageonsitewill potentiallysoftentheoverall impact,especiallyfromthe west
TheSiteishighlysuitablefor liquidbulktypedevelopment
Surroundinginfrastructure includingtheexistingferry terminalandlargeindustrial buildingstothewestand southwestprovidesa precedentinthelandscapefor developmentofan industrial/portand commercialnature Viewsfromthesurrounding ScenicRouteswillbesporadic. ThosefromtheR630willbe offsetentirelybythe separationdistancebetween theroadandthesite Withinthevillageof Ringaskiddyandnorthwestat MonkstownandatCobh,the topographyofthelandscape risessteadily.Accordingly thereishighpotentialfor visualimpactsondwellings occupyinghigherslopes Forcontainerdevelopmentat thissitetheproposeddensity ofcontainerswillpotentially haveaconsolidatedand cumulativeimpactwhen viewedsporadicallyfrom Ringaskiddytothesouth,and fromcoastallocationstothe northandwestespecially Largequaysidecontainer craneswillconstitutenew, prominentverticalelements inthelandscape Forabulksdevelopmentthe moresporadicnatureofthe structuresonsitewill potentiallysoftentheoverall impactfromsurrounding vantagepoints
Anydevelopmentinvolving thereclamationoflandsfrom theseawillconstituteahighly visibledevelopmentfrom surroundingcoastal landscapesregardlessof proposedmitigationmeasures
LandscapeandVisual
Existingdevelopmentinthe areadoeshoweverincludean OilRefineryandPowerPlant, creatingaprecedentfor industrialoperationsinthe landscape Viewsfromthesurrounding ScenicRouteswillbesporadic
Theproposeddensityof containersonthesitewill potentiallyhavea consolidatedandcumulative impactwhenviewedfrom RingaskiddyandCrosshaven, andfromcoastallocationsto thenorthandwestespecially Largecranesassociatedwith loadingandunloading containerswillconstitutenew, prominentverticalelements inthelandscape The more sporadic nature of the structures and storage associated with bulks trade could potentially soften the overall impact from surroundingvantagepoints
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AirQuality&COMAH(Seveso)Activities
MarinoPoint
Airqualityisunlikelytobea significantissueatthissite giventherelativelylarge distance(800m)tosensitive receptors
ADM
Airqualityisunlikelytobea significantissueatthissite giventherelativelylarge distancetoreceptors
Airqualityisunlikelytobea significantissueatthissite giventherelativelylarge distancetoreceptors.Good practiceinportoperationswill assistinminimizingimpacts
DognoseBank
Airqualityisunlikelytobea significantissueatthissite giventherelativelylarge distancetoreceptors.Good practiceinportoperationswill assistinminimisingimpacts
AirQuality
SevesoActivities
FortheBulkcargooption, inadequatehandlingand/or unsuitablewindconditions cangenerateanddeposit dustatlocalreceptorsand causenuisance.The Containersoptionwillnot generatesignificantdust Thissiteislikelytobesuitable forSevesoactivitieswith goodseparationto populationcentres.Thissite hasgoodpotentialto accommodatetherelocation ofseveralSevesoactivities; howevertheriskofdomino effectswillneedtobe considered
Goodpracticeinport operationswillassistin minimizingimpacts
Atthissitetheproximityto theN28couldpotentially resultinSevesoactivitiesnot meetingtheHSAsguidelines dependingonthefinal locationofanysuchactivities anddetaileddesign considerations
Therecouldbepotential problemswith accommodatingSeveso activitiesatthislocation basedonassessmentof IndividualRiskandgiventhe proximityoftheFerry TerminalandN28roadway.
Thislocationisrelatively remoteandrelativelyfew peoplewouldbeexposedto riskfromanypotentialSeveso activities
Basedontheirguidance documentitislikelythatHSA wouldadviseagainstSeveso development
TheriskpresentedbySeveso activityshouldbeacceptable althoughdominoeffectswith theexistingrefinerywould needtobeconsidered
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Planning
MarinoPoint
Developmentatthissiteis consistentwithbroadplanning policyobjectives
ADM
Developmentatthissiteis broadlyconsistentwith regionalplanningpolicy.
Developmentatthissiteis broadlyconsistentwith regionalplanningpolicy.
Dognose
Developmentatthissiteis broadlyconsistentwith planningpolicyobjectives, particularlyinrelationtobulk liquids.TheMidletonOutline Strategyidentifiesthepotential oftheareafortheenergy industry Possibleimpactonthetriangle formedbythehistoricharbour forts,Spike,Camdenand Carlislewhichareofsignificant conservationvalue
MarinoHouseandthe perimeterescarpmentof MarinoPointwouldhavetobe protected.Landreclamation ontheforeshoreadjoiningthe curtilageofMarinoHouse wouldhaveimpactsonthis protectedstructure Siteisupstreamofapotential tidalbarrieridentifiedasa longtermpossibilityinLee CFRAMStudy
Development would also be consistent with CDP and local planningpolicyobjectives
Development would also be consistent with CDP and local planningpolicyobjectives
TheCarrigalineOutlineStrategy statesthattheCouncilis committedtotherelocationof portfacilitiestoRingaskiddy andidentifiestheupgradeof N28ascriticalparticularlyto increasecapacityforfreight vehiclesmakingjourneystoand fromtheport. Aportfacilityatthislocation mayhavelessimpacton tourismandrecreationthana similardevelopmentatthe easternsideofRingaskiddy Basinasitwouldnotbeas visiblefromCobhandwould notinterferewithexisting racingmarks
TheCarrigalineOutlineStrategy statesthattheCouncilis committedtotherelocationof portfacilitiestoRingaskiddy andidentifiestheupgradeof N28ascriticalparticularlyto increasecapacityforfreight vehiclesmakingjourneystoand fromtheport. Thereispotentialforimpacton recreationalsailingatthis locationasaresultoftheloss ofsomesailingmarks. Developmentmayalsoresultin thelossoftheuseof RingaskiddyPier
Potentialimpactsonsailingand otherleisureactivities
Thissitewouldoffergood degreeofflexibilityintermsof layoutandphasingwhich wouldallowdevelopment proposalstorespondtothe potentialfluctuationsin economicgrowthoftheRegion
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Cost
Preliminarybudgetcostestimatesfortheconceptualdevelopmentshavebeencalculatedonthebasis that Port of Cork would fund the construction of quay infrastructure, and the preparation and surfacing of container and general bulks storage areas. It is assumed that all other developments associatedwithindividualtradeswillbefundedbythirdparties. Theestimatedcostsoftheconceptualplansaresummarizedbelow. IBM0253100EMarino Point Bulks with limited Containeroperations IBM0253 101C Marino Point Bulks/General Cargo IBM0253105EMarinoPointContainers IBM0253 110D ADM and Multipurpose Berth Bulks/GeneralCargo Phase1 IBM0253 115D Lands adjacent Ringaskiddy ferry terminalContainers Phase2 Phase3 Phase4 IBM0253 120C Lands adjacent Ringaskiddy Ferry TerminalBulks/GeneralCargo IBM0253 130B Dogsnose Bank Bulks/General Cargo IBM0253135BDogsnoseBankcontainers
1 2 3 1
EstimatedCosts() Infrastructure Plant and Total Equipment 71.4M

3 3
5.3M
76.7M
56.6M 63.1M 69.5M 27.4M 13.3M 21.9M 40.4M 78.3M

3
32.3M 15.9M 13.4M 5.0M 8.6M 9.6M 11.9M

2
56.6M 95.4M 85.4M 40.8M 18.3M 30.5M 50.0M 90.2M
83.6M 136.0M
9.1M 29.9M
92.7M 165.9M
Includesmultipurposeberth(includingaccessramp) Includesaccessramp Costsdonotincludeforrailconnection.Railconnectioncostsapprox11M
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Chapter7 AnalysisandConclusions
Introduction
7.1 Thischapterconsiderstheresultsoftheassessmentsoftheshortlistedsitesanddrawsconclusions astothemostappropriatewayinwhichthePortofCorkmightdevelopinfrastructuretomeetits statedneedsandobjectives. ConsiderationisgiventotheachievementofthegoalsofPortofCorktomeetanticipatedlongterm trade forecasts and also to how development may be phased in the short to medium term in a logicalandcosteffectivemanner.Futureproofingandflexibilityarealsosignificantconsiderations. Risksassociatedwithfuturedevelopmentarealsoidentifiedandrecommendationsmadeastohow thesemightbeapproachedintheimplementationphase.
LongTermPlans
Containers
7.2.1 Afundamentalrequirementintermsofthelongtermaccommodationofcontainertrafficisthatall containertrafficishandledatadedicatedfacilityandthattheterminalinsofaraspossiblehasthe facilitytosupport24houroperations. Thekeyissuesarisingfromthecomparativetechnicalassessmentsoftheindividualsitesaresetout inTable7.1. Followinganindepthconsiderationoftheshortlistedsitesitisconcludedthatportlandsadjacent toRingaskiddyFerryTerminalwillbethemostsuitablelocationforthedevelopmentofacontainer terminal in the Port of Cork. The more advanced stage of roads schemes to this location are a considerableadvantageandwillprovidethebestopportunityformovementofgoodstoandfrom the port with least impact on the greater roads network. The site also offers a good degree of flexibility intermsof layoutandphasing which wouldallowdevelopmentproposalstorespondto potentialfluctuationsineconomicgrowth. DevelopmentatthissitewouldbeconsistentwithemergingRegionalPlanningpolicy;theobjectives oftheCASPUpdate;CorkCountyDevelopmentPlan2009andLocalPlanningpolicyobjectives.
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LandsAdjacenttoRingaskiddyFerry Terminal
Existingroadsareovercapacityatpeak periods HoweverNRAproposalsarewell advancedforanewN28NationalRoadto thislocation.
MarinoPoint
Existingroadinfrastructureisnot capableofaccommodatingthe anticipatedlevelofvehicletrafficand roadsareovercapacity.Thereare proposalsbyCorkCountyCouncilto upgradetheexistingRegionalroute R624,howevertheseproposalsbeginat DogsLodgeanddonottieinwiththe NationalRoadNetworkandtheydonot extendasfarastheMarinoPointsite. Plansforroadimprovementsarenotas welladvancedasthosefortheN28to Ringaskiddy. TheexistingrailconnectiontoMarino pointcouldonlybeconsideredan advantagetocontaineroperationsin veryparticularcircumstances. Negativenighttimenoiseimpactat PassageWest.Thenumberofsensitive receptorslikelytobeimpactedwillbe greaterthanfortheproposalsat Ringaskiddy.Thereisnoopportunityfor screeningofnoisetoPassageWest.
DogsnoseBank
Additionalmileageofapprox.80kmper roundtrip.ExistingRegionalrouteR630 infrastructureisnotcapableof accommodatingtheanticipatedlevelof vehicletrafficCurrentroadimprovement proposalsrelateonlytotrafficmanagement andcalmingandarenotappropriatefor accommodatingadditionalsignificantport traffic.Ofthethreelocationsconsidered thisisattheearlieststageofdevelopment intermsofpotentialroadimprovements.
Thereisnorailconnectionatthislocation
Thereisnorailconnectionatthislocation
Negativenighttimenoiseimpactonsome sensitivereceptors.Thenumberof receptorsaffectedwillbelessthanat MarinoPointbutmorethanatDogsnose Bank.Limitedscopetoreducenoise emissionstoBlackPoint/Whitepoint. Greaterpotentialtoscreentowards Ringaskiddy Containerstoragewouldbeimmediately adjacentanddirectlyaccessiblefrom quaysideleadingtoefficientport operations.Goodpotentialforthe phasingofcontaineroperations Therearepotentialsynergiesbetween LoLoandRoRooperationsatthislocation.
Thereisunlikelytobesignificantnoise impactfromcontaineroperationsatthis location
Acontainerstorageyardcannotbe locatedimmediatelyadjacenttothe quayarealeadingtooperational inefficiency. Limitedimpactonleisureandsailing
Lossofsailinggroundsandracingmarks. Ringaskiddypierwouldbelostinlatter stagesofdevelopment.
Associatedlandsarecurrentlyinthe ownershipofPortofCorkorareonstate ownedforeshore
Developmentatthissiteisconsistent withbroadplanningpolicyobjectives. MarinoHouseandtheperimeter escarpmentofMarinoPointwouldhave tobeprotected Thissiteisinprivateownership.
Containerstoragewouldbeimmediately adjacentanddirectlyaccessiblefrom quaysideleadingtoefficientport operations. Adegreeofprominencewillbe unavoidable.Developmentwillbe extremelyprominentwiththecraneshighly visibleoverawidearea. Locationusedbyleisurecraftandany developmentwouldresultinalossof sailinggrounds.
Developmentatthissiteisbroadly consistentwithregionalplanningpolicy. Developmentwouldalsobeconsistent withCDPandlocalplanningpolicy objectives.TheCarrigalineOutline StrategystatesthattheCouncilis committedtotherelocationofport facilitiestoRingaskiddy Developmentatthissitewouldcontribute toconsolidationofPortactivities.There isthepossibilityoffurtherexpansionin thefutureandflexibilityforphased implementationanddeeperdrafted vessels.
Considerablereclamationonstateowned foreshoreandassociatedimpactonhigh qualityfisherieshabitat. Physical constraints including planned submarine electricity cable and degree of exposureinstormconditions.
Developmentatthissiteisbroadly consistentwithplanningpolicyobjectives.
Table7.1:KeyIssuesAssociatedwithAccommodationofContainertrade
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An additional benefit of the Ringaskiddy site is the availability of back up lands for industrial and logisticsactivitiesandportservicesinthesurroundingindustrialzones. Whilst Ringaskiddy is considered the most appropriate of those under review it must be acknowledgedthattherearestillissueswhichneedtoberesolvedinorderthatacontainerterminal canbesuitablyaccommodatedatthislocation.Themainissuesare; Development of the new N28 will be required to accommodate the full level of operations envisaged Suitablenoisereductionmeasuresshouldbeundertakenwherepossibletominimiseimpact onnoisesensitivereceptors.Considerationwillneedtobegivenastothelevelofnighttime activity possible on the site. There is limited scope to screen noise in White Point / Black Point,howeverthenumberofreceptorslikelytobeaffectedislessthanatMarinoPoint. MeasuresshouldbeputinplacetomitigatethelossofRingaskiddyPierandsailinggrounds PotentialvisualimpactparticularlyfromBlackPoint/WhitePoint Measures put in place to enhance the sustainability of road freight in line with recommendations from the All Island Freight Forum, established by the Department of Transport. Figure 7.1 shows an indicative arrangement for a container facility at this location. A final arrangement will be subject to detailed design and choice of container handling philosophy/equipment. Howevertheoverall costfordevelopment wouldlikelybe intheorderof 110Minclusiveofoperatingequipment.
Figure7.1:IndicativecontainerterminaladjacenttoRingaskiddyFerryTerminal
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Bulk/Generalcargo
7.2.2 TheassessmentandconsiderationoftheindividualsitesforBulk/Generalcargoisundertakeninthe contextthatthelandsadjacenttoRingaskiddyFerryTerminalhavebeenidentifiedasmostsuitable forthedevelopmentofacontainerterminal.ThekeyissuesaresetoutinTable7.2. Itis concludedthatBulk/GeneralCargowouldbestbelocatedattheDeep WaterBerthandADM locationinRingaskiddy.ThissiteisalreadyestablishedasaBulk/Generalcargoterminalandoffers theopportunityfor consolidationof Bulk/General cargoactivities. Inadditionthemoreadvanced roadsschemestothislocationwillprovidethebestopportunityformovementofgoodstoandfrom theportwithleastimpactonthegreaterroadsnetwork. Developmentatthissitewouldbeconsistentwithemergingregionalplanningpolicy;theobjectives oftheCASPUpdate;CorkCountyDevelopmentPlan2009andlocalplanningpolicyobjectives. Although the DWB/ADM location (in combination with a MultiPurpose Berth) may be capable of providingthefulllengthofBulk/Generalcargoquayrequired(subjecttoanyconstraintsattheSPA) there will not be sufficient backup land available to accommodate all storage and associated activities. An additional location will therefore be required in order to accommodate all Bulk/Generalcargorequirements. AssuchitisconcludedthatMarinoPointshouldalsobeconsideredasasupplementallocationfor theaccommodationofselectedbulkstrades.Thissitehastheadvantageofanexistingjettywhich wouldhaveadvantagesinanyphasedrelocationofactivities.Therearehoweverchallengesatthis locationinrelationtoprovisionofadequateroadsinfrastructuretocaterforadditionalportrelated traffic. The site has the potential for rail connectivity which is costly but which may be advantageousfornichebulkcargoes.
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LandsAdjacentto RingaskiddyFerry Terminal

Existingroadsareover capacityatpeakperiods Howeverproposalsarewell advancedforanewN28 NationalRoadtothislocation.
MarinoPoint
DogsnoseBank
ADM/DWB
Existingroadinfrastructureis notcapableofaccommodating theanticipatedlevelofvehicle trafficalthoughleveloftraffic willbelowerthanfor containers.Thereare proposalstoupgradethe existingR624.Plansforroad improvementsarenotaswell advancedasthosefortheN28 toRingaskiddy.
Additionalmileageofapprox. 80kmperroundtrip.Existing roadinfrastructureisnot capableofaccommodatingthe anticipatedlevelofvehicle traffic.Currentroad improvementproposalsare notappropriatefor accommodatingadditionalport traffic.Attheearlieststageof developmentintermsofroad improvements Thereisnorailconnectionat thislocation Suitableforthe accommodationofSeveso activities. Thereisunlikelytobe significantnoiseimpactfrom containeroperationsatthis location
Thereisnorailconnectionat thislocation Basedontheirguidance documentitislikelythatHSA wouldadviseagainstSeveso development. Potentialnegativenighttime noiseimpactatRingaskiddy. Potentialtoscreentowards Ringaskiddy
Existing rail connection only likely to be an advantage for particularnichecargoes. Suitableforthe accommodationofSeveso activities. Significantbulk/generalcargo operationscouldhavenegative nighttimenoiseimpactat PassageWest.Thereisno opportunityforscreeningof noisetoPassageWest. Significantimpacton designatedsitesunlikelywith appropriatemitigation measures
Existingroadinfrastructureis notcapableof accommodatingthe anticipatedlevelofvehicle traffic.Howeverproposals arewelladvancedforanew N28NationalRoadtothis location.Intheshortterm additionaltrafficmaybeable tobeaccommodatedonthe existingroadnetwork outsideoftheAMpeak period Thereisnorailconnectionat thislocation TheproximityoftheN28to theADMsitecould potentiallyresultinSeveso activitiesnotmeetingthe HSAsguidelines Somepotentialnegative nighttimenoiseimpactat PfizerandN28.
Significantimpactondesignated sitesunlikelywithappropriate mitigationmeasures
Significantimpacton designatedsitesunlikelywith appropriatemitigation measures
Developmentatthissiteis broadlyconsistentwithregional planningpolicy.Development wouldalsobeconsistentwith CDPandlocalplanningpolicy objectives.TheCarrigaline OutlineStrategystatesthatthe Counciliscommittedtothe relocationofportfacilitiesto Ringaskiddy.Thesitewould contributetoconsolidationof Portactivities. Thislocationhasbeenidentified asthepreferredlocationfor containeractivities.
Developmentatthissiteis consistentwithbroadplanning policyobjectives.Marino Houseandtheperimeter escarpmentofMarinoPoint wouldhavetobeprotected
Physicalconstraintsincluding plannedsubmarineelectricity cableanddegreeofexposure instormconditions.
Immediatelyadjacentto CorkHarbourSPA (MonkstownCreeksection) Potentialfordisturbanceof whichmaylimittheextentof developmentpossible. Developmentatthissiteis broadlyconsistentwith regionalplanningpolicy. Developmentwouldalsobe consistentwithCDPand localplanningpolicy objectives.TheCarrigaline OutlineStrategystatesthat theCounciliscommittedto therelocationofport facilitiestoRingaskiddy Establishedbulksoperations atthislocation.Thesite wouldcontributeto consolidationofPort activities. ExistingADMJettyand ForeshoreinPortownership
Siteinprivateownership currently
Considerablereclamationand associatedimpactonhigh qualityfisherieshabitat.
Developmentatthissiteis broadlyconsistentwith planningpolicyobjectives.
Table7.2:KeyIssuesassociatedwithaccommodationofbulk/generalcargotrade
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AnindicativearrangementforaBulk/GeneralcargofacilityattheDWB/ADMisshowninFigure7.2. Afinalarrangementwillbesubjecttotheprecisenatureofactivitiestobeundertakenanddetailed design.Costsarelikelytobeintheorderof50M55Minclusiveofoperatingequipment.
Figure7.2:IndicativeBulk/GeneralcargoArrangementatDWB/ADM
BulkLiquids
7.2.3 The accommodation of Bulk Liquids will be very much influenced by the type and quantity of materialtobehandledandwill generallyneedtobe consideredonacaseby casebasis.Thekey issuesaresetoutinTable7.3. ConsideringtheaboveitisconcludedthatBulkLiquidsincludingLPGcouldbestbeaccommodated at either Marino Point or the Dogsnose/Whitegate area where similar facilities have been developed.Bothofthesesitesareunlikelytohavesignificantissuesinrelationtotherelocationof Sevesoactivities,subjecttodetailedassessment. Giventhepresenceofanexistingjetty,currentBulkLiquidshandlingactivitiesandlargelandbank availableMarinoPointwouldbetheprimarylocationfortheaccommodationofBulksLiquids.Such activities could be carried out in association with Bulk Solid / Break Bulk / General cargo trade withoutsignificantissuesarising. Given the likely scale of development and associated costs required to provide a new liquids delivery facility at the Dogsnose Bank location it is concluded that Port of Cork should keep the situation at the Whitegate terminal under review. Opportunities may emerge for a shared use agreementwhichwouldnegateconsiderableinfrastructuredevelopmentcosts.
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RingaskiddyArea
Bulkliquidsarecurrentlyhandledatthe DeepwaterberthinRingaskiddyalthough thesedonotincludehazardouscargoes. Basedontheirguidancedocumentitis likelythatHSAwouldadviseagainst Sevesodevelopmentadjacenttotheferry terminal.TheproximityoftheN28tothe ADMsitecouldpotentiallyresultin SevesoactivitiesnotmeetingtheHSAs guidelines
MarinoPoint
Existingbulkliquidsoperationsdelivering productstotheDyneasitewhichislikelyto bemaintained. SuitablefortheaccommodationofSeveso activities.
DogsnoseBank/Aghada
Theexistingoildeliveryandstorage activitiesinthisgeneralareameanthere wouldunlikelytobeanymajorissueswith accommodationofbulkliquids. SuitablefortheaccommodationofSeveso activities.
Existingjettycouldbeusedforhandling additionalbulkliquids.
Nonoiseissues
Landavailableforbulkliquidstorage wouldbeverylimitedifcontainersand bulkstradewerelocatedatthissite. Trafficvolumesassociatedwithbulk liquidswillbemuchlowerthanthosefor eithercontainersorbulks.
Bulkliquidsactivitiesarelikelytohave muchlessnoiseimpactatPassageWest thaneithercontainerorbulkshandling operations. Sufficientlandavailable
Theexistingoildeliveryfacilitiesat Whitegateareprivatelyownedand operated.Newjettyfacilitieswouldlikely toberequiredtoaccommodatebulk liquidsatthislocation. Nonoiseissues
Thenumberofvehiclemovements associatedwithbulkliquidswillbemuch lowerthanthoseforeithercontainersor bulks.
Newlandwouldneedtobeby reclamationbutbulkliquidsstoragemay beprovidedfromanexistinglandbankat thislocation. Trafficvolumesassociatedwithbulk liquidswillbemuchlowerthanthosefor eithercontainersorbulks.
Table7.3KeyIssuesassociatedwithaccommodationofBulkLiquidsTrade
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PhasedImplementation
7.3 Whilst the preceding section has identified the most suitable locations for the ultimate accommodationofvarioustrades,considerationmustalsobegivenastohowthePortmaymove towardstheseobjectivesintheshortandmediumterminalogicalandcosteffectivemanner.The overallStrategicDevelopmentPlanhasbeenpreparedonthebasisofplanningforlongtermtraffic projections (2030) and beyond. However much can change in the intervening period and as such theplanmustprovideforflexibility,futureproofingandadaptabilityintheshorttomediumterm. The timing of the Ports ongoing development is uncertain and as such this consideration of the phased implementation of plans is based on an assessment of how the Port might react to key milestones/eventswhichmightoccur. The consideration, assessment and choice of sites have been based on the likely scale of development which might be anticipated in the long term. However as development will likely occurinaphasedmanner,individualelements/phaseswillneedtobefurtherassessedatthetime ofimplementationforarangeofissuessuchas; FreightandInfrastructurerequirements Statusofroadupgradesandtrafficgeneration/management Visual,noiseandotherenvironmentalconsiderations CostandFunding PrevailingPolicyandPlanningFramework.
NewRoRoService(ShortTerm)
7.3.1 Port of Cork anticipates opportunities for the accommodation of new services including from mainland Europe. It is envisaged that such services could comprise a combination of passengers, containersandunaccompaniedfreightvehicles.Such serviceswould requiretheuseofanaccess ramp.Anewberthwouldberequiredinordertoavoidschedulingconflictswithexistingpassenger ferryservices. There are significant synergies between this type of operation and the current Ferry Terminal operationsatRingaskiddyanditisconcludedthatthemostsuitablelocationforanewRoRo/multi purpose berth is at the east side of Ringaskiddy basin, close to the existing ferry terminal. This location has significant backup lands available and would consolidate RoRo activities. Such a berth,beingadjacenttosubstantialportlands,couldalsopotentiallycontributetothehandlingof quarterrampvesselsthuspotentiallyreleasingcapacityattheDeepwaterBerth. An indicative layout of such a facility is illustrated in Figure 7.3. The cost of developing the infrastructureforsuchaschemewouldbeintheorderof27Mincludingaccessramp.
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Figure7.3:IndicativeRoRo/MultiPurposeBerth
DemandtofacilitatelargerContainervessels(ShortTerm)
7.3.2 Thistrendtowardslargercontainervesselsisalreadyevident.Itisnecessarythereforetoprovidea suitableberthwhichhassufficientquaylengthandwaterdepthandwithaccesstosufficientback up lands for the handling and storage of containers. Ideally backup land should be immediately adjacenttothequayareainordertoavoidshuntingoperations Given that the lands adjacent to the Ringaskiddy Ferry Terminal have been identified as the most suitable location for long term container operations it is considered that any short term accommodationoflarger containervesselswouldbebestbecarriedoutatthislocation.Thiswill avoidanyunnecessarydevelopmentcosts. Subject to scheduling it is considered that in the short term container vessels could be accommodated at the new RoRo/MultiPurpose Berth proposed adjacent to Ringaskiddy Ferry Terminal(Ref:S7.3.1).Considerablecostsavingscouldbemadeifsuchafacilitywassharedinthe shortterm.Additionalfacilitiesfortheaccommodationofcontainertradewouldbelimitedtothe preparation of a container storage yard and the provision of container handling equipment. The additionalcostofprovidingsuchfacilitieswouldbeintheorderof14M,includingaharbourmobile crane. Eventually as demand increased, container operations could be developed as proposed in section 7.2.1 by the construction of new container berths with the multipurpose berth solely accommodatingothermodes. Figure7.4illustratesapossiblelayout.
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Figure7.4:AccommodationofFirstPhaseContainersatRoRo/MultiPurposeBerth
RelocationofBulk/GeneralCargoTradesfromCityQuays(Medium Term)
7.3.3 Relocation of trades from the City Quays will be influenced by the timing of Cork Docklands developments and the construction of the associated proposed cross river bridges. Given the current economic climate there is uncertainty as to when this might occur. However it can be anticipatedthatnotallactivitieswillrelocateatthesametimeandassuchsomeconsiderationcan be given as to how the accommodation of displaced trades may be phased at Bulk/General cargo facilitiesatRingaskiddyandMarinoPoint. Any new Bulk/General cargo facilities at Ringaskiddy will include an extension to the Deep Water Berth and the construction of new quays and associated hinterland at the location of the existing ADMjetty.AnewsingleberthwilllikelybeadequatetoaccommodatedisplacedCereals/feedstuffs if an additional multipurpose berth has already been provided adjacent to Ringaskiddy Ferry terminal(Ref:S7.3.2).Thisadditionalberthwouldmostsensiblybeprovidedasa180mextension totheDWBwhichcouldbeconsideredafirstphaseinthedevelopmentofadditionalbulkhandling facilitiesatRingaskiddy.SuchanextensiontotheDeepwaterBerthwouldinvolveacapitalcostin theregionof10M12M. Further provision of Bulk/General Cargo facilities would involve the construction of quays and reclamation on the ADM jetty foreshore within the constraints of the site and in phases to suit demand/need.ApossiblearrangementisillustratedinFigure7.2.Thecostofprovidingadditional quaysandreclamationasshownwouldbeintheorderof38M40Mexcludingportequipment.
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At Marino Point accommodation of Bulk/General cargo trade could be accommodated in a first phasebytheuseofthe existingjetty. This couldofferavery low costfirstphasealthoughanew access viaduct may need to be constructed. Further phases could comprise extensions to the existingjettyasdemandrequires.
RelocationofBulkLiquidsfromTivoli(MediumTerm)
7.3.4 Relocation of Bulk Liquids could most appropriately be accommodated in a phased manner at MarinoPoint.The existingjettyatthislocationiscurrentlyusedfortheoffloadingofbulkliquids andcouldbeusedinasimilarmannerfordisplacedBulkLiquids. Shouldthejettybeusedforotherbulkorgeneralcargoesthenabulksberthcouldbeprovidedas an extension to the existing jetty at minimal infrastructure cost (in the order of 1.8M 2M excludingpipework)asillustratedinFigure7.5.
Figure7.5:PossibleBulkLiquidsBerthatMarinoPoint
RelocationofContainerOperationsfromTivoli(MediumTerm)
7.3.5 RelocationofcontaineractivitiesfromTivoliwillbeinfluencedbyanumberoffactorsincluding; OperationalimplicationsofnavigationalandphysicalconstraintsatTivoli RealizationofvaluefromtheTivoliestatetofundportprojects Customerdemand
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Again the timing of any movement of activities is unknown but the provision offurther container facilitiesat Ringaskiddy couldbephasedonaberthbyberthphasedbasisasillustratedinFigures 7.6to7.9andaslistedbelow; 1. Multi purpose berth for container and RORO services (Ref: S10.4.1 & S10.4.2)(Figure7.6) 2. 3. Construct 7.8) 4. Fourth berth with associated reclamation.(Figure7.9) third berth with associated reclamation (Figure Constructsecondberth(Figure7.7)
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Conclusions
7.4 Followingthedetailedsiteselection,shortlistingandsiteappraisalprocessthefollowing conclusionsaremadewithrespecttothestrategicdevelopmentofPortofCork;
MainInfrastructureDevelopment
7.4.1 The primary location for the relocation of port activities from the upper harbour should be Ringaskiddy. This location is already associated with considerable port activity and port related development would be consistent with CDP and emerging Local and Regional Planning and Transportation policy objectives. Consolidation will have considerable benefits in terms of port operationsandtherelocationofbothcontainersandbulkstothislocationwillminimisetheneedto relyonmorethanonemajorroadupgradescheme.Flexibilityandfutureproofingopportunitiesare presentedwiththisapproach. 7.4.1.1 7.4.1.2 7.4.1.3 7.4.1.4 AnewdedicatedcontainerterminalwouldbestbelocatedonportlandsadjacenttotheRingaskiddy FerryTerminal. BulksoperationsshouldprimarilybelocatedattheDeepwaterberthandADMlocations There will be a requirement for a supplementary site for Bulk/General cargo which should be locatedatMarinoPoint. TheMarinoPointsiteisbestsuitedtotheaccommodationofBulkLiquidstrade.
7.4.2 7.4.2.1 Initially facilities for deeper drafted container vessels and new RORO services could be accommodatedataMultipurposeBerthadjacenttoRingaskiddyFerryTerminal Dependingonthetypeoftradetobeaccommodatedphasingoftherelocationofbulkstradeshould commencewitheither; o o 7.4.2.2 AnextensiontoRingaskiddyDeepwaterBerth,or TheuseoftheexistingMarinoPointjettywithassociated access improvementsthroughthe escarpment. Furtherphasesoftheaccommodationofbulksshouldcompriseeither; o o 7.4.2.3 7.4.2.4 thedevelopmentofanewquayandbackuplandontheADMJettysite,or ExtensionoftheexistingMarinoPointJetty
TransferofcontainertradefromTivolishouldbephasedbythetimedprovisionofadditionalberths andbackupareasadjacenttoRingaskiddyFerryTerminal Accommodationofdisplacedbulkliquidsshouldbephasedbyeither; o TheuseoftheexistingMarinoPointJetty,or
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o Theprovisionofadedicated liquidsberthasanextensiontotheMarino PointJetty(ifbulks operationsarealsopresent)
EvaluationofRecommendedStrategy
7.4.3 Thestrategyoutlinedinthisreviewisdesignedtobestmeetthecommercialandoperationalneeds ofthePortanditscustomers;tobestcontributetothecompetitivenessandeconomicdemandsof theRegionandtheCountry;andtofacilitatethesustainablepopulationgrowthoftheRegion A flexible strategy, regularly reviewed, comprising of short, medium and longer term objectives, which has regard to financial considerations and which has a supportive planning framework is deemed to be the most viable approach. It is the Ports judgement that the final outcome tothe ReviewoftheStrategicDevelopmentPlanmeetstheseobjectives. The Strategic Development Plan review process, incorporating extensive public consultation, has identified a range of factors influencing the identification of the preferred sites for future development.Thesefactorsandtheimpactoftheproposaltolocatenewportactivitiesinfutureat RingaskiddyandMarinoPointarediscussedbelow. Thefollowingparagraphsdescribehowtherecommendedstrategymeetstheparticularneedsand objectivesoftheport,addressestheissuesraisedinthepublicconsultationprocessandmeetskey regionalrequirements. NeedsandObjectivesofthePortofCork TheoutlinedStrategyisdesignedtobestmeettheneedsofthePortintheunitisedsector(LoLo and RoRo), Bulk Solid, Bulk Liquids and General Cargo sectors in a feasible, phased and practical manner.HowtheaboveproposalswillmeetthePortofCorksstatedneedsisillustratedinTable7.4
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LandsAdjacent Ringaskiddy FerryTerminal DeepWater Berth Extension
Containers600mquay BulkSolids700mquay LiquidBulks170mBerth RoRo250mBerth AccommodationSevesoactivities SingleContainerterminalforlargervessels AccommodatemainlandEuropeService PhasedrelocationfromCityQuays PhasedrelocationfromTivoli
ADM
Marino Point
PHASING
Table7.4:MeetingthePortofCorksNeeds Tourism,CultureandHeritage BylocatingnewportactivitiesatRingaskiddyandMarinoPointnoportdevelopmentstothesouth andtheeastofCobhhavebeenproposed. TheareaidentifiedbytourisminterestsasthemostscenicinCorkHarbourandwhichisthemost sensitivefromatourism,cultureandheritageperspectiveisnotproposedforfutureportfacilities. Anyimpactsatproposedportlocationswillbeconsideredindetailatdesign/environmentalimpact statementstageofanyprojectandmitigatedwherefeasibleandappropriate. Environment The locations chosen for new port developments do not involve any expansion into areas with specialSPA,SACorpNHAenvironmentaldesignations.Atdesignstageanypotentialimpactonsuch areaswillbeassessedindetailandanymitigationorcompensationmeasureswillbeconsideredat thattime. AtanylocationinCorkHarbourtheissueofnoiseislikelytogiverisetoconcerns.Thesiteselection process,undertakenaspartofthisreview,involvedcomparativenoisemodellingbutatdesignstage there will be a detailed assessment of potential noise impacts and mitigation, abatement or managementmeasuresproposedasnecessary. Adherence to best practice guidelines, ongoing technical improvements and the ports own Environmental Management System should minimise air and dust emissions at the proposed developmentlocations. Intermsofsceneryandlandscapeimpacttheselectedlocationsarelikelytohavetheleastoverall impact.Againatdesignstageandfollowingdetailedassessmentseffortswillbemadetominimise impactswherefeasibletodoso. IndustrialSites Thetwopreferredsites,RingaskiddyandMarinoPointareeitherzonedforindustryandportuses and/orhaveexistingindustrialandportactivitiesadjacent.
NEEDS
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HarbourManagement ItwouldbeanambitionofthePorttoadvanceanyprojectarisingfromthestrategyoutlinedinthe contextofanintegratedapproachtooveralldevelopmentinCorkHarbour. TheoutcomeoftheStrategic DevelopmentPlan Review willbecommunicatedanddiscussed with allStakeholders.Anyindividualprojectwillbeadvancedinfullconsultationwithresidents,amenity groupsandotherstakeholderspriortoanapplicationforstatutoryapproval. InfrastructureandTraffic InfrastructureandTrafficwerekeyissuesintheformulationoftheproposeddevelopmentstrategy. UpgradeproposalsinroadinfrastructureattheprimarysiteRingaskiddyhavebeenpreparedbythe NationalRoadAuthorityandbyCorkCountyCouncil whichwouldservethesupplementarysiteat Marino Point. Improvements to key interchanges on the strategic road network are also being advanced. Detailedtrafficassessmentswillbeundertakenatprojectdesignstage. Rail ThepotentialportdevelopmentidentifiedforMarinoPointcouldbeconnectedtotherailnetwork at some point should a demand emerge that is commercially viable, which adds to the competitiveness of the Port, which serves the needs of the region and meets customer requirements. ItisproposedtocommunicatethefindingsoftherecentlycommissionedRailStudyandtodetailto interestedpartiesthesignificanceofthestudyinthesiteselectionprocess. LeisureandAmenity The chosen strategy seeks to respect the overall Leisure and Amenity value of the Harbour. The extent of reclamation proposed for the previous Oyster Bank Scheme has been considerably reduced. Reclamation will only become necessary for the latter stages of development. Also the existingPiercanremainoperationalforaconsiderablylongerperiodbeforerelocationtotheeast. Engagementwillcontinuewithallstakeholderstoassesshowanyconcernscanbeallayedthrough mitigationandcommunitygaininitiatives. Phasing Aphasedapproachtothedeliveryofportinfrastructureistheonlyfeasibleapproachopentothe port at this time. The sequencing of individual projects will be dependent on several factors includingongoingassessmentofneedsandavailabilityoffinance.Aphasedapproachalsooffersthe opportunityforcontinuousreview,monitoringofimpactsandassessmentsovertime. Fishing The outlined strategy avoids port developments at sites which would have the most impact on fishinggroundsandthemarineecologygenerally. StakeholderEngagementProcessandRelationships Theportproposestocommunicatetheoutlinestrategytostakeholdersoverthenextfewmonths andtoelaborateindetailonthesiteselectionprocess.
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Itisalsoproposedtohaveongoingengagementpriortoandduringthedevelopmentofprojects. PlanningPolicy The preferred locations of Ringaskiddy and Marino Point are consistent with the policy of developingCorkasanationalGateway.Theprovisionofbetterandmorecompetitiveportfacilities in the Lower Harbour and the redevelopment of the City Docklands and Tivoli sites are both requiredtosupporttheCorkGateway. ThedraftRegionalPlanningGuidelinessupportthedevelopmentobjectivesforthePortofCorkand note that sustainable expansion of the Port is in line with the targeted economic growth for the Region. The 2009 Cork County Development Plan identifies Ringaskiddy as the preferred site for the relocation of upper harbour activities. The outline strategies for the Carrigaline and Midleton Electoral Areas, which were published as part of the review of the Local Area Plans, indicate that landswillbezonedfornewportactivitiesatRingaskiddyandMarinoPoint. EconomicPolicy National economic policy seeks to improve the competitiveness of our main exporting sectors. Effectiveimplementationofthesepolicieswillrequireportfacilitieswhichcanaccommodatelarger and deeper drafted vessels and have low operating costs and which thus have the capacity to supportsubstantialeconomicgrowth. The preferred site was assessed as the most viable in terms of meeting the commercial and operationalneedsofthePortinacompetitiveenvironment. FacilitatingSustainablePopulationGrowth The relocation of port activities from Tivoli and the City Docklands has been identified as being necessarytoachievethelevelofpopulationgrowthtargetedforCorkCity.Theredevelopmentof former port areas will ensure more efficient use of land within the city. The colocation of residential, employment and community / retail facilities within mixeduse developments will reducetheneedforcarcommuting. CorkCityCouncilandtheCASPreviewhaveidentifiedthesignificantoverallbenefitsandgainsthat wouldariseifanadditionalpopulationofover20,000wasaccommodatedatSouthDocklandsand Tivolionthelandsvacatedbyportrelocation. RoadSustainability A number of initiatives are proposed at the national level to enhance the sustainability of road freighttransport;includingpriorityfreightroutes;keylogisticscentres;andmoresustainablefreight vehicles. The emerging transportation policy will achieve better management of the capacity of nationalroutesandgiveprioritytostrategicfreighttraffic. The Port of Cork will engage at a national level with the All Island Freight Forum in the implementationofmeasurestoimprovethesustainabilityofportrelatedroadbasedfreight.
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Risk
7.4.4 ItisimportantinreviewingtheStrategicDevelopmentplantogiveconsiderationtoriskswhichmay impact on implementation. Table 7.5 lists the main risks that have been identified and proposes howthesemightbeapproachedintheimplementationoftheplan.
Risk N28upgrade Capacityofexistingroadsforinterim developments R624upgrade Environmentalimpacts Noiseimpact LimitonADMsiteduetoimpacton MonkstownCreekSPA CapacityofexistingMarinoJettyfor proposeduses OwnershipofMarioPoint CompliancewithPlanningPolicy Approach PortofCorkshouldcontinuetoadvocatetheimportanceofthenewN28to Ringaskiddy Detailedtrafficassessmentandimplementationofmitigationmeasureswhere possible PortofCorkshouldseektoinfluencetheupgradingoftheR624toMarinoPoint withCorkCountyCouncilandtheNationalRoadsAuthority. RigoroustestingofproposalsbyEIAandimplementationofappropriate mitigationmeasures Detailednoiseassessmentofindividualschemes Useofmodernequipmentandmethodsofworkingtoreducenoisegeneration inportoperations Screeningwhereappropriate Considerationofworkinghours Detailedconsiderationoftypeofoperationsandpotentialimpact Carryoutloadassessmentanddevelopproposalsaccordinglyincluding strengtheningifrequired Seektoacquiresite ConsiderationofalternativesifMarinopointisnotavailable PortofCorkshouldcontinuetoengageinthedevelopmentofPlanningand TransportPolicyatalllevelstostrengthenpolicyinsupportoftheobjectivesof theStrategicDevelopmentPlan Ongoingengagementwithallstakeholdersthroughouttheimplementation phase Ongoingconsiderationoffundingoptions ConsiderationoftiminginrespectofreleaseofTivolilands. AdvanceTivoliRedevelopmentScheme
PublicObjection Funding
Table7.5:MainRisksinImplementation
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Chapter8 Recommendations
Summary
8.1 ArisingfromthisrootandbranchReviewofits2002StrategicPlan,thePortofCorkhasrestatedits commitment to ensure that Cork remains a world class port with a sustainable and economically viable future, to support and serve the economic competitiveness and sustainability needs of the CorkGateway,itsregionaleconomyandhinterland. ThisreviewhasplayedakeyroleinidentifyingandevaluatingthePortsobjectivesandthefacilities and operational requirements which are necessary to deliver them, in a sustainable and balanced way,havingdueregardtotheneedsofthePortofCork,itscustomers,theregionaleconomyand theCorkHarbourcommunities. ThisReviewhasestablishedthatby2030thePortofCorkisexpectedtobehandlingtradevolumes intheorderof380,000TEUunitizedcargo,30,850RoRounits,1.8milliontonnesbulkcargoand7 milliontonnesbulkliquids.Accordinglyadvanceplanningandprovisionofnewharbourfacilitiesis essentialforthePortofCorktooperatecompetitivelyandisfundamentaltosupportingthefuture growthoftheRegionaleconomy. This Review of the Port of Cork Strategic Plan recommends that in order for the Port of Cork to deliveronitsroletosupportandcontributetothecompetitivenessoftheregionaleconomyandto deliveron itscommitmenttoits customers,the PortofCorkwillhavetoprovideadditionalport infrastructuretoallowtheporttomeetanticipateddemandandtoaddresskeyissueswithregard toexistingportinfrastructure.Theseadditionalportinfrastructuresinclude; AnewcontainerterminallocatedonlandsadjacenttoRingaskiddyFerryTerminal.. Bulk,BreakBulkandGeneralCargofacilitieslocatedattheDeepWaterBerth/ADMJettysite inRingaskiddy. AdditionalBulk/GeneralCargofacilitiesatMarinoPoint. AMultiPurposeRoRoberthadjacenttotheRingaskiddyContainerTerminal BulkLiquidshandlingandstoragefacilitiesatMarinoPoint.
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Figure8.1:ProposedPortInfrastructureatRingaskiddy
8.2
TheprecisetimingofthePortsongoingdevelopmentisuncertainparticularlyhavingregardtothe currenttrendsintheavailabilityoffundingorthePortsabilitytoraisethelevelofrequiredfunds fromitsownassetsandthereforeconsiderationmustalsobegivenastohowthePortmaymove towardstheplannedinfrastructuredevelopmentsintheshortandmediumterminanaffordable, logicalandcosteffectivemanner. TheStrategicDevelopmentPlanmustbeflexibleandbeabletobeadaptedintheshorttomedium termstoreacttodriversandchangingcircumstances. The following phased developments have been identified. The order of implementation will be dictatedbydemandandcustomer/traderequirements.
Containers
8.2.1 Developmentof MultipurposeBerthadjacenttoRingaskiddyContainerTerminalto cater forlargercontainervessels. Linear development of quays and reclamation adjacent to lands at Ringaskiddy Ferry Terminal.
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Bulk/GeneralCargo
8.2.2 ExtensionoftheexistingRingaskiddyDeepWaterBerth UseoftheexistingMarinoPointJettyandadjacentlands withappropriateimprovements tojettyaccess DevelopmentofquaysandbackupareaattheADMJettysiteonalinearphasedbasisas demanddictates Extension of the existing Marino Point Jetty and associated land side developments as demanddictates
BulkLiquids
8.2.3 UseoftheexistingMarinoPointJettyandadjacentlands withappropriateimprovements tojettyaccess Development of dedicated bulk liquids berth at Marino Point as demand and other uses dictate.
RoRo
8.2.4 Installation of access ramp at the MultiPurpose berth adjacent to Ringaskiddy Ferry Terminal
SDPReviewActionList
8.3 Thefollowingkeyinitiativesandactionshavebeenidentifiedasnecessarytoensurethesatisfactory implementationoftheabovementionedinfrastructuraldevelopmentstomeetthePortofCorks statedneedsandobjectives. ThePortofCorkshouldcontinuetoengageinthedevelopmentofPlanningandTransportPolicyat all levelsofnationalandlocal governmenttostrengthenpolicyinsupportoftheobjectivesofthe 2010StrategicDevelopmentPlan. 8.3.2 8.3.3 Any proposals for development under the 2010 Strategic Development Plan should be rigorously testedinrelationtopotentialenvironmentalimpactspriortofinalisingdetailedproposals. The contribution which the Whitegate Jetty might make as a potential location for further bulk liquidsactivitiesshouldbekeptunderreview.
8.3.1
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8.3.4 The Port of Cork should continue to seek to raise the profile of the required road upgrades to potential locations of the additional port facilities including in particular the N28 upgrade to RingaskiddyandupgradeoftheR624linkroadfromMarinoPointtotheN25. 8.3.5 8.3.6 The Port of Cork should keep under review opportunities for the use of the Marino Point site to accommodaterailaccessandmovementbyRailofappropriatenichetrades. ThetimingoftheImplementationofthevariouselementsoftheStrategicDevelopmentPlanshould be kept under review having regard to the various drivers influencing the need to provide new facilitiesandtheabilitytofundthem. 8.3.7 ThePortofCorkshouldcontinuetoactivelyengagewithStakeholdersfollowingthepublicationof thisReviewandduringtheplanningandimplementationstagesoftheStrategicDevelopmentPlan 2010proposals. 8.3.8 TheStrategicDevelopmentPlanshouldbeperiodicallyreviewedtypicallyevery5yearstoassessthe influence of any changed circumstances, policy or legislation. The plan should be updated as requiredtoensureitaccuratelyreflectsthecurrentsituation. 8.3.9 ThePortofCorkshouldseektoensurethattheprinciplesofsustainabledevelopmentareadopted atallstageswhenprogressingindividualproposalsundertheStrategicDevelopmentPlan,including havingdueregardtosustainabletransportshortseaandcoastalshipping,ascomplimentarytorail freight., 8.3.10 8.3.11 8.3.12 The Port of Cork should seek to ensure the use of modern technology in order to minimize the environmentalimpactofportoperations,particularlyinrelationtonoiseandairquality. ThePortofCorkshouldundertakeaseparatestandalonestudytoidentifythefacilitiesandservices likelytoberequiredtomeettherequirementsoftheCruiseSectorinthemediumandlongerterm. The Port should continue to advance proposals for the redevelopment of the Tivoli estate in line with Regional and Local Development Plans and Objectives and as a means of funding individual projectstoprovidetherequiredadditionalcargohandlingfacilitiesthathavebeenidentified. 8.3.13 8.3.14 The Port should regularly review its Capital Funding programme and explore opportunities for partnershipswiththeprivatesector. The Port should continue to monitor the trend to port centred logistics and pursue initiatives utilisingadjacentlandbankstoservecustomerneeds.
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STRATEGIC DEVELOPMENT PLAN 2010 | APPENDICES
AppendixA ConceptualDevelopmentPlans
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Port of Cork SDP Review Report - Final

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PortofCorkCompany StrategicDevelopmentPlan Review2010

STRATEGIC DEVELOPMENT PLAN 2010 | TABLE OF CONTENTS

Introduction TheEmergingPolicyFramework Drivers,ObjectivesandRequirements Stage1SiteAssessment PublicConsultations Stage2SiteAssessment AnalysisandConclusions RecommendationsandImplementation

STRATEGIC DEVELOPMENT PLAN 2010 | GLOSSARY OF TERMS

STRATEGIC DEVELOPMENT PLAN 2010 | GLOSSARY OF TERMS

STRATEGIC DEVELOPMENT PLAN 2010 | GLOSSARY OF TERMS

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 1

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 2

SmarterTravel:ASustainableTransportFutureANewTransportPolicyforIreland20092020 CorkCountyDevelopmentPlan20092015 SouthWestRegionalAuthority:DraftRegionalPlanningGuidelines,20102022,published2ndMarch2010

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 2

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 2

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 2

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

Per Cent Share

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

Average Gross Tonnage (,000 T)

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 3

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 4

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 5

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 5

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 5

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 5

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 5

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6 V03

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6 V03

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6 V03

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6

Thesiteincludesanexisting jettywhichcouldpotentiallybe usedforsomebulks/container operationsorinaphased developmentscenario Accesstothesitefromthe jettyiscurrentlyrestrictedtoa singleaccessviaduct

There are no significant infrastructural constraints to development

Extensiveareaisavailablefor reclamationandassuchsufficient areacouldbemadeavailablefor allstatedneeds Sitehasgoodpotentialforfuture expansion

Theexistinglandshavebeen reclaimedforsome considerableperiodoftimeand willbesuitablefor developmentofthetypes envisaged

Anyfutureaccessmaybe restrictedbythepresenceof therockescarpmentalongthe western(shoreside)edgeof thesite Potentialforreclamationof landbetweentheexistingjetty andtheescarpment.

Thegroundconditionsonthe existingforeshoregenerally compriseconsiderabledepths ofsoftalluviumdeposits.

Reclamationcanbeexpectedto havesomeeffectonlocal currentsbutisunlikelyto significantlyaffecttheoverall tidalregimeintheharbour Theremaybesomeeffectonthe sedimentationregimeandthis wouldneedtobestudiedshould thisoptionbeconsidered

Reclamationwithinthelimitsof theexistingtrainingwallwould havelittleornoimpactonthe existinghydraulicregime

Anyextensionofberthing quaysbeyondthetrainingwall couldhavethepotentialto impactonflowsandthiswould needtobeconsideredindetail

Easyaccesstothemain navigationchannel Dredgingwouldberequiredto ensureadequatewaterdepth

Somedredgingwillbe necessaryatthequaylineand alsotowardsthewesternside ofthechanneltoprovide adequatedepthforaturning basin

STRATEGIC DEVELOPMENT PLAN 2010 | CHAPTER 6

Tugassistance mayberequired for the largest vessels as per normaloperatingparameters.

ThereiscurrentlynoPortof Corkactivityatthesiteandso developmentatthislocation wouldnotcontributetoa consolidationofport operations Thedraftintheberthislimited to10m