Wad River Road Eco Development

Poo-Powered VW Bug Hits British Streets

2010-08-05T17:18:00.001+01:00

POO POWER! GENeco, a waste treatment company in Bristol, UK set out to prove that bio-gas could be a reliable alternative transportation fuel, so they imported special equipment to help process their waste and upgraded a VW Bug to run on methane. The poo-powered Bio-Bug is being hailed as a breakthrough, because the bio-gas it runs on doesn’t affect the performance of the vehicle like previous versions of the fuel.

The new Bio-Bug only needs 70 homes worth of solid waste in order to drive 10,000 miles a year with a fuel efficiency of 5.3 miles per cubic meters of bio-gas. Modified from a conventional 2 litre VW Beetle convertible, the Bio-Bug can run on both conventional fuel and compressed methane gas. It actually needs a bigtof regular gasoline to start up, then switches to bio-gas when it is warmed up, and can switch back to gasoline if it runs out. Previous attempts to run cars off bio-gas have resulted in a degradation of performance because the fuel wasn’t clean enough, but GENeco claims that they have improved the reliability to the point where performance is not affected at all.

GENeco, which is owned by Wessex Water, has a number of facilities around the country processing solid waste. Their facility in Avonmouth has been producing bio-gas which is used to generate electricity for the national grid for many years. About 18 million cubic meters of biogas is produced yearly – and amount which could power 95,400,000 miles of driving per year for a savings of 19,000 tonnes of CO2. The UK company plans on converting its fleet of vehicles to bio-gas after a trial period with the Bio-Bug.

Via Inhabitat

Digging up Dublin: six years, two drills, one big traffic jam

2010-07-12T09:43:00.000+01:00

Traffic chaos could be on its way back to Dublin with the building of the proposed 18km-long Metro North railway, but its project manager claims the multi-billion-euro plan will cause minimal disruption to those living around – and above– the construction. The main contract for the stations and the drilling of the tunnel will be awarded towards the end of 2011 with most of the heavy works beginning in 2012. The target date for completion is 2016. This will be followed by a period of trial runs with passengers anticipated by early 2017.

A great big bore: the route the proposed Metro North will take through Dublin city and it will pass some famous landmarks such as Trinity College and the Spire

The first step in a process that will bring traffic chaos back to Dublin's widest thoroughfare will begin next month with the anticipated granting of a railway order for Metro North, the largest ever civil-engineering project in Ireland.

The project will involve the removal of historic statues, the tearing up of St Stephen's Green and the partial draining of its lake, the demolition of buildings, tunnelling under homes, the revision of bus routes, the spending of billions and the employment of thousands .

Twin boring engines will rattle their way under the surface of the capital, crawling at 15 metres per day for around two years until their epic underground voyage reaches its 11km-long conclusion.

"It's a very significant undertaking. It's 18km long and there wil be a lot of complex work in the city centre," project manager Rob Leech told the Sunday Tribune.

"It compares very well with [a project in] Vancouver which is just opened. It's uncannily similar in terms of length and numbers of stations and they have the same sort of constraints [in the city] that we have here."

While those behind the project are awaiting the final order and permission from the government, things are already underway.

Two tender 'packages' for works have already been released, one in relation to St Stephen's Green and the other for a heritage contractor to take care of statues and monuments.

The enabling works, which will kick in at the beginning of next year, are essentially those carried out to lay the groundwork for the mammoth build – utilities like gas and water pipes, electrical and communication lines, all scattered and winding their way around the underground caverns of the capital, have to be moved to allow for the tunnel.

Soon, work will be carried out on Westmoreland Street and O'Connell Street as well as at Parnell Square and on the Mater Hospital campus.

There will be significant utilities works between Albert College Park and Santry Avenue, over a stretch of about 2.3km, and minor works are required at St Patrick's teacher training college, all along the route of the train line that will bring passengers from the city to Swords in less than half an hour.

Digging on O'Connell Street will be carried out in a piecemeal fashion over 12 to 15 months in order to stick to the ethos of the project: minimal disruption to the public.

"What we have committed to is keeping two lanes of traffic open at all times so that even when there is work going on the lanes will still be there," said Leech. "All access will be kept open to retail outlets and car parks. While there is construction, and it will involve certain disruption, there are key objectives that we have held onto."

The main contract for the stations and the drilling of the tunnel will be awarded towards the end of 2011 with most of the heavy works beginning in 2012. The target date for completion is 2016. This will be followed by a period of trial runs with passengers anticipated by early 2017.

Metro North will feature 17 stations, nine underground and eight at surface level, with a 3km stretch of a six-metre high viaduct at the northern end of the line.

"The [trains] will travel at at least 70kmph but there is nothing to stop them running faster than that," said Leech. He explained that the capacity could rise to as much as one train every two minutes, in line with the London Underground.

The project manager is keen to allay the fears of residents who are concerned about giant mole-like machines boring through the rock beneath their homes. North Dublin residents had similar fears during the construction of the Port Tunnel.

"We have had extensive consultation with the public and home owners and have introduced a property protection scheme," said Leech.

"We can never say never. Tunnelling by its very nature does cause vibration which does cause minor cracking [but] if it is demonstrative of cracking we will pay to have it rectified."

Sunday Tribun

Metro Safe as Key road and rail projects axed

2010-07-06T08:11:00.001+01:00

FORTY major road projects and key rail and Luas projects have been scrapped because there is no money to build them.

Nine new motorway rest areas planned for the M7 (Limerick), M8 (Cork), M9 (Waterford), M3 (Cavan) and N11 (Wexford) have also been mothballed by the Government, an Irish Independent investigation has found. The National Roads Authority (NRA) has run out of money to build the 40 roads, which include bypasses and dual carriageways.

It has been "directed" by the Government not to build the remaining rest areas along motorways, sources revealed.

The axed projects will be confirmed in a government mid-term review of the National Development Plan (NDP), which is expected to be completed within weeks.

The investigation also found:

The Government has almost halved funding for infrastructure between now and 2013, from €39.6bn to €22.9bn.
The NRA will begin just three projects next year, and all are in partnership with the private sector, with monies to be paid back over 30 years.
A series of projects under the NDP also face the axe, including several of the capital's Luas links.
The only projects considered "safe" under the NDP are Metro North, the Atlantic Corridor Road project linking Letterkenny to Waterford, and the underground DART.

Government sources confirmed vulnerable projects included four Metro/Luas schemes -- Metro West, Luas lines from Cherrywood to Bray, Lucan to the city centre and St Stephen's Green to Liffey Junction.

Question marks also hang over the N3 Belturbet bypass in Co Cavan, the N5 Longford bypass, the N22 Tralee bypass and N25 Cork southern ring road junction upgrade.

These are due to go ahead next year "subject to funding being available". Phase two and three of the Western Rail Corridor are also in doubt as the Government undertakes its review of the NDP.

A spokesman for Transport Minister Noel Dempsey last night admitted that "because of the changed economic circumstances, it was now likely that not all of the projects originally identified in Transport 21 will be completed by 2015".

He added: "No projects have been cancelled and Transport 21 continues to provide the strategic framework for capital spending on transport infrastructure into the future."

It is estimated there are 70,000 people employed in big capital projects around the country. There are now concerns that government spending cuts will add to the lengthening dole queues.

The most recent live register figures showed there were more than 450,000 people seeking unemployment benefits -- the highest in three years.

Economic experts argue that good infrastructure is essential to ensure Ireland can create jobs and capitalise when the global economy turns a corner.

This is because Ireland does not have a jobs stimulus package, which is the norm in many European countries.

The Government's own growth forecasts of more than 3.3pc in 2011 and more than 4pc for the following three years are based on capital expenditure of €5.5bn every year until 2014.

But the latest Exchequer figures show that while tax returns are roughly in line with expectations, capital expenditure is already running 25pc, or €600m, below target.

Employers group IBEC described the trend as "worrying". IBEC economist Fergal O'Brien added: "The Government is telling us it is spending money, but we are not seeing it on the ground.

"The capital expenditure programme is our equivalent of a job stimulus.

"It certainly seems like the Government is cutting spending and the big question is what happens when big programmes like the already completed Aviva Stadium finish up. Where will the growth be for the next two years and where will the jobs come from?"

He added that, with tender prices down 30pc, the Government would get good value if it was spending money on capital projects that were needed, like roads, schools and hospitals.

a tricky tightrope, page 25

- Treacy Hogan and Ailish O'Hora

Irish Independen

Emerald Site Visit

2010-05-24T16:34:00.001+01:00

Below are some pictures from a visit to the site in March.

€500m loan for Metro project approved

2010-05-17T10:22:00.003+01:00

THE DUBLIN metro project was given a significant boost yesterday when the European Investment Bank announced it had approved a €500 million loan in principle. The bank’s vice president with responsibility for Ireland, Plutarchos Sakellaris, said yesterday that the project represented a significant contribution to sustainable urban transport for Dublin. It will be a public-private partnership (PPP) project with a provisional completion date of 2016. “It will be the backbone for a future integrated public transport network in the Irish capital,” said Mr Sakellaris. Minister for Transport Noel Dempsey welcomed the decision and said it was an important signal of confidence in a priority public transport project for Dublin. “Metro North is now well on track for delivery in 2016,” he said.

An oral hearing before An Bord Pleanála on the railway order application for Metro North, concluded in March this year. Its decision is expected during the summer. Separately, the Railway Procurement Agency has shortlisted two PPP consortiums under the procurement process.

Metro North was one of the key projects announced as part of Transport 21. The Government has consistently refused to state what budget will be allotted to the metro system on grounds of commercial sensitivity. The announcement was also welcomed by Fine Gael’s spokesman on transport Fergus O’Dowd.

“It needs to be built as soon as possible and on time,” he said. “Now is the cheapest time to get a loan. It is essential to the city of Dublin in terms of infrastructure.”

The EIB’s loans to the 19km Dublin Metro, which will run from Dublin city centre to Fingal via Dublin airport, will amount to 8 per cent of the project’s estimated €6 billion cost.

The project involves the design and construction of a light metro system serving the northern corridor. Seventeen stations will be built and 21 trains will service the line. The project is designed to be the backbone of a future integrated public transport network in the Dublin region. It will interchange with Luas lines, the Dart and suburban rail services.

However, an underground interconnector linking Heuston and Connolly stations with the city centre and St Stephen’s Green will be necessary to make all those connections possible.

Mr Dempsey said the interconnector would be his main priority when appointed as Minister. However, the completion date for the interconnector looks likely to be 2018, a few years behind schedule.

Irish Times

Emerald started on site!

2010-02-22T08:28:00.002Z

After a very long wait, the walls of the emerald housing development are starting to rise. Expected completion date is january 2011. We will be updating the progress of the build right here on wadriver.org, the online home of the Emerald Co-operative.

Metro North hearings put back to March so public can view changes

2010-02-04T09:47:00.003Z

AN BORD Pleanála hearings into Metro North, the proposed underground rail link between St Stephen’s Green and Swords, have been suspended, at least until March.

The suspension is to allow the public and interested parties to review changes to three aspects of the project’s design. The changes cover the Mater hospital, Ballymun and Seatown stops.

The Railway Procurement Agency (RPA) said the changes to the hospital stop will include a second entrance, accessed from Eccles Street, within the proposed national paediatric hospital.

The agency said this enabled it to move emergency ventilation fans, part of the station structure and emergency escape routes a further 20m away from the Mater Private hospital.

Changes to the Ballymun and Seatown stops were more minor in nature, but utilised lands not identified in the original environmental impact assessment.

The changes can be viewed on the RPA website and at its officers and at An Bord Pleanála.

The deadline for submissions on the changes is next Monday.

Detailed plans for the scheme first went on display in September 2008. The inquiry also recently heard that compensation claims which go to arbitration may not be settled before Metro North is operational, currently thought to be 2015 at the earliest.

Irish Times

Emerald @ Innovation Dublin

2009-10-05T11:32:00.002+01:00

The Environmental Fair, nestled in a market style setting within the City Hall, will be a showcase of environmental innovation projects, programmes and ideas.

The Fair earned Ballymun the national title of ‘Green Community of the Year’ in 2008.

Time: 16:00 - 19:00
Date: Thursday October 15th
Venue: City Hall

More information available at www.innovationdublin.ie/index.php/thu/environmental_fair/

New Logo

2009-10-05T11:04:00.004+01:00

The idea behing the logo is to consolidate the existing abstraction of the Scott's Pine and bring Emerald a fresh and vibrant feel as the co-operative embark on the construction period of the project.

Spring Cross Go-Ahead

2009-10-05T10:51:00.004+01:00

Up to 2,000 construction jobs are to be created next year by Real Estate Opportunities (REO), the listed property vehicle majority owned by Treasury Holdings, after objections to its €800m mixed-use development in Ballymun were dropped.

The scheme, known as Spring Cross, is to be developed in phases on a 15-acre site close to Ikea, the M50 and Dublin Airport and REO expects it to support 8,500 direct and indirect jobs when it is completed.

The Railway Procurement Agency and rival developer Brian O'Farrell's Northside shopping centre had initially objected to the granting of planning permission but the appeals have since been dropped.

Treasury Holdings director of development Niall Kavanagh said he expects the development to cost up to €400m to construct and that it will be done in nine or 10 phases with the shopping centre and leisure blocks developed first. Tesco anchors the shopping centre currently on the site.

Construction will start after pre-lets have been agreed but Kavanagh is hopeful of being on site by the end of next year. A metro north station will be built in the basement of the centre, which should ensure strong footfall for retailers based there. REO is in advanced negotiations with a large international cinema operator interested in signing up for the leisure element of the scheme.

"Regeneration is where it's at," said Kavanagh, adding that the company was hopeful of attracting people who had spent part of the day at Ikea to the centre.

http://www.springcross.ie/

Sunday Tribune

Emerald Sod Turning!

2009-09-01T10:53:00.001+01:00

from left to right: Chief Architect Derry Solon, Matt Stevens, Architect, Roger Warburton, Conor O'Brien, Dean Scurry, Minister John Gormley, Daphne Sproule, Antoinette Farrelly, Alex Sproule, & Ciaran Murray.

Minister John Gormley T.D, Minister for the Environment, Heritage, and Local Government, announced details of the next generation of low carbon homes in Ireland whilst turning the sod on the Emerald Project in Ballymun during the summer.

The Emerald eco Project is partly funded by Ballymun Regeneration Ltd and comprises of 37 houses and apartments and will be one of the most energy efficient housing developments ever built in Ireland. Some of the main features of the Emerald project will be, negative Co2 usage rating, solar panels and green roofs. This is the first time that most of these innovations will have been used in a project of this size, and certainly the first time that most of these will have

been used in social and co-operative housing.

Emerald will have a co-operative vision amongst its residents and partners (Cluid). The ultimate challenge of living in a groundbreaking eco building such as this is only a part of the way towards a healthier lifestyle. How the residents live and interact within this building as neighbours is the overall challenge.

More information available at
www.irishtimes.com
www.greenparty.ie

www.brl.ie/

www.cluid.ie

Metro rail delay as board seeks new details

2009-07-08T13:01:00.001+01:00

AN BORD Pleanála is now unlikely to make a decision on the Dublin Metro North project until early next year following its request for a raft of further information on the project from its promoters, the Railway Procurement Agency (RPA).

An RPA spokesman has conceded that the board’s request will result in a delay in determining its Railway Order application, but he said the agency would work hard to meet the October 1st deadline for submitting the new information.

Apart from seeking further details about the impact on “sensitive” properties such as the Rotunda and Mater hospitals, the Fitzwilliam Hotel on St Stephen’s Green and Corpus Christi National School in Drumcondra, the board wants to know more about many aspects of the project.

It complains that the RPA’s application for a Railway Order as well as the format of the original environmental impact statement (EIS) “make it very difficult for the public and affected parties to determine specific impacts of the proposed development” on particular properties.

The board’s request, which runs to 32 pages, requires the RPA to submit environmental reports on the likely effects arising from the construction and operation of the proposed metro line for 10 “sensitive receptors”, including specific mitigation measures in each case.

It also notes that the EIS, prepared by consultants, “does not address” the likely adverse environmental impacts from the diversion of utilities – electricity, gas, telecom and sewer lines – along the 18km route between Lissenhall, north of Swords, and St Stephen’s Green.

The board also wants an environmental assessment of the impacts of utility works in Ballymun as well as Parnell Square, O’Connell Bridge and St Stephen’s Green.

“Plans and details of the existing and proposed arrangements of utilities are requested. In addition, clear timeframes for the utilities works must also be included,” the board said. All utilities to be protected or diverted away from excavation areas are to be identified.

Dealing with archaeology, the planning board wants a geophysical survey of the area of St Stephen’s Green (“an important national monument”) that would be affected by metro construction works, with an assessment of the archaeological issues to be resolved.

Noting that the metro depot would be located on the site of Belinstown Castle, near Swords, it seeks a geophysical survey as well as test-trenching – with the results to be submitted to the board along with plans to preserve, record or protect archaeological materials.

The board is also seeking more information about flood risk assessment, park-and-ride sites, the impact of constructing a “cut-and-cover” tunnel through Ballymun, noise and traffic, and electromagnetic interference with sensitive hospital equipment.

Irish Times

RPA selects two bidders for Metro North project

2009-07-03T13:15:00.001+01:00

TWO GROUPS backed by a series of multinationals are set to bid for the right to build and operate a new rail network valued at up to €5 billion.

The State agency charged with developing the Republic’s rail networks announced yesterday that it has chosen two bidders for the Metro North project, the underground rail line which will link Dublin’s city centre with its airport and northern suburb of Swords.

The Rail Procurement Agency (RPA) said that it has asked the Celtic Metro and Metro Express consortiums to put forward their best and final offers to build and manage the project.

The groups each combine multinational building and engineering businesses, rail and public transport operators and financiers (see panel).

Partners in each group have experience of operating rail and tram systems in Europe and elsewhere.

Metro Express partners include AIB, Irish construction group Sisk and locally-based electrical and instrumentation specialist Mercury. Bombardier, whose aerospace division has a manufacturing base near Belfast, is also part of the group.

Celtic’s partners includes Mitsui, which has a long-standing presence in Ireland, and a division of Barclay’s Bank, which has Irish businesses.

The winner of the final bidding round will build and operate the rail line. The RPA will pay the company over 25 years from the date that its starts carrying passengers. This system allows the consortium to recoup its costs and earn a profit.

The cost of building the line has been estimated at between €2 billion and €5 billion. According to recent reports, the recession forced the bidders to lower their costs. The agency said yesterday that it was pleased with the level of competition for the project and added that the final process should deliver value for money to the State while boosting the economy.

According to the RPA, the project will create 4,000 jobs, while Metro Express said in a statement that it could employ between 5,000 and 7,000 people.

The RPA has applied to An Bord Pleanála for an order that will allow the project to go ahead.

The board is not expected to make a decision before September 4th.

If it approves the plan, the RPA will name the successful bidder early next year. The Government then has to approve the decision, and work can then begin on the project.

Celtic Metro and Metro Express saw off competition from two other consortiums, also made up largely of multinationals, to reach the final stage of the competition.

Metro bidders

METRO EXPRESS

John Sisk & Son : Leading Irish construction firm

AIB : Irish bank

Mercury : Irish engineering group which built the Luas electrical systems

Bombardier : Builds trams and locomotives

Macquarie Group : Part of the Australian bank of the same name; owns and runs rail projects around the world

Global Via Infraestructuras (GIV) : Spanish group, already working on M50 upgrade and operator of seven rail networks

Transdev RATP : Combination of London-listed rail and public transport builder and operator Transdev, and Paris Metro operator RATP

FCC : Spanish construction group

Alpine : Austrian-based tunnel-building specialist

CELTIC METRO

Barclay’s Private Equity : Division of British bank Barclay’s

Obrascon Huartes Lain : Spanish construction and engineering group

Mitsui : Japanese engineering and industrial group

Soares da Costa : Portuguese construction and engineering group

Iridium Concesiones de Infraestructuras : Spanish group specialising in road and public transport construction and management

CAF : Spanish builder of trams and trains

MTR : Hong Kong-based rail network operator.

Irish Times

Metro North timetable derailed

2009-06-24T09:05:00.001+01:00

The Railway Procurement Agency (RPA) recently wrote to the four groups that have tendered for the multibillion-euro infrastructure project to inform them that An Bord Pleanála would not be in a position to give a decision on the railway order application until September 4th.

This is some six months behind the original estimate and means that the deadline for “best and final offers” from the shortlisted tenderers has been pushed back from December this year to February 2010.

As a result, enabling works will not begin until early next year for the 18km (11 mile) line, which will link St Stephen’s Green and Swords and include Dublin airport, and which will involve underground tunnelling.

Metro North also requires “final Government approval” before any major work begins on the project.

“This approval process is likely to commence in early 2010 once the best and final offer evaluation is complete.”

In April, Stephane Kofman, who heads the specialist investment division of HSBC, told a lunch meeting in Dublin organised by the Ireland-France Chamber of Commerce that the Government would have to underwrite the financing risks associated with the public-private partnership for Metro North if it was to be built.

This is due to the scarcity of finance thanks to the global credit crunch. To date, no figure has been put on the project but estimates of €5 billion to €6 billion have abounded.

HSBC is a partner with Alstom, the French tramway builder, and Siac in bidding for the Metro North contract.

So far, the Government, and in particular Minister for Transport Noel Dempsey, has said it intends to proceed with the Metro North project.

The RPA has said the project will support 6,000 jobs during the five years of construction and will carry 35 million passengers in its first year of service.

But given the severe disruption to the city centre that would result from construction works and the dire state of the exchequer finances, Government approval might become something of a political football next year and the RPA might find itself extending that deadline again.

Irish Times

Dublin must reform or decline, says study

2009-06-16T08:54:00.001+01:00

DUBLIN MUST reform its transport, local government and enterprise agencies if it is to avoid stagnation, urban sprawl and a decade of under-achievement, according to influential Futures Academy.

A new report by the academy, which is based in the faculty of Built Environment at Dublin City University, predicts city regions will become the dominant economic and political forces, competing with each other globally.

Its report, Dublin at a Crossroads – Exploring the future of the Dublin City Region, presents three scenarios for Dublin and its east coast hinterland in the year 2030.

The first scenario envisages a city region of 2.5 million – part of a multi-city “conurbation” of 5.2 million people, stretching from Belfast to Waterford.

The Dublin region would feature a thriving economy, an elected mayor, modern efficient public transport and high technology parks with “cloud centres” – a new form of computing in which the hardware is not contained in the computer, but in a hub accessed via broadband.

The scenario encompasses the reorganisation of local government in 2014; the relocation of Dublin airport to the west of the greater Dublin area in 2017 and a start on building a land link to Britain with a fast rail link to London in 2027. However, the scenario also envisages mounting environmental pressures, social division typified by gated communities, unemployment black spots, frequent riots and social unrest.

The second scenario envisages 2.5 million people living in a cleaner, greener, safer Dublin region – one of two city regions in the east – the other being Belfast.

It has good public transport and quality of life, even though the citizens are less well off than in the early 2000s. Electrified public transport developed between 2010 and 2030 enhances people’s lives. But by 2028 Dublin is in decline as good quality of life is attracting young people to the west.

The third scenario envisages Dublin as a region that has lost its international competitiveness but is still the State’s economic engine. The prolonged recession of the early 2010s has had a damaging effect and the region struggles with unabated urban sprawl, poor public transport, crime, racism and social exclusion.

Taking the best from each scenario, the report makes a number of recommendations to deliver the best Dublin region for 2030.

But it warns that “key uncertainties remain” and must be tackled. These include the lack of recognition of Dublin “as the main engine of growth for the Irish economy”. There is also criticism of Government’s “lack of strategic vision for the city region”. The report argued that uncertainty also arose because of “the inability to tackle crucial decisions” and “prolonged delays in implementation [which] can significantly impede Dublin’s ability to compete on the international scene”.

The report, which was led by Prof John Ratcliffe, also warned of uncertainties in public transport, communications technology, social stability, education, access to water and climate change.

Irish Times

Metro North project questioned - report

2009-06-11T16:35:00.002+01:00

THE CONSTRUCTION of Dublin’s controversial Metro North rail system will not guarantee maximum accessibility to Dublin airport.

Moreover, it will not ensure the airport’s future as a vital travel hub, a new planning report argues.
A Spatial Vision for Dublin was published yesterday at the Stephen’s Green Hibernian Club, by members of the Dublin City Business Association, which commissioned the report, and author Hendrik van der Kamp.
Although Metro North has been touted by the Government as central to Dublin’s economic development, speculation intensified at the beginning of the year that the project would be shelved due to an estimated cost of some €5 billion.

Fine Gael leader Enda Kenny has proposed deferring the project and prioritising smaller, more labour-intensive construction initiatives.

The report uses the example of Schiphol airport in Amsterdam, which it says, like Dublin airport, was for a long time poorly served by public transport, relying almost solely on bus connections to Amsterdam and other cities across the Netherlands.

It found that the deliberate effort to create a working main network railway station in the airport, rather than a mere shuttle rail service to and from the city centre, proved a huge success.

The report also claims that Dublin should not be satisfied with simply connecting the airport with the city centre, as mainline rail access has proven a model of success across Europe.

“It may be of benefit to see Belfast, Dublin and Shannon connected together through a single high-speed railway line, which would link up the three major airports in the country,” Mr van der Kamp. said. “It would provide a . . . fast connection to the west of Ireland, and Galway could be connected to this via the Western Rail Corridor.”

Irish Times

Ministers announce approval of first phase of regeneration

2009-06-10T17:30:00.002+01:00

The Minister for the Environment, Heritage and Local Government, Mr. John Gormley, TD and the Minister for Housing and Local Services, Mr. Michael Finneran, TD announced the approval of the first phase of a planned three-phased regeneration of St. Michael’s Estate.

Exchequer funding for the social housing component of the first phase of the project of €7.8 million is being provided under the Social Housing Investment Programme.

Following the disappointing failure in 2008 of PPP proposals for the regeneration of St. Michael’s Estate, Dublin City Council undertook a comprehensive re-examination of its options for the regeneration of the area. On foot of this, the Council has proposed a three-phased regeneration of the area, which will deliver a high quality, mixed tenure, sustainable community comprising, social, affordable and private housing with supporting commercial and community facilities.

Having regard to the priority which the City Council accorded to the project in terms of its Social Housing Investment Programme, Minister Gormley said that his Department has now approved the Council’s proposal for the building of 32 social units in the estate as part of the first phase which will ultimately comprise 68 social homes and 69 affordable homes and also crèche and community facilities.

The second and third phases will involve the development of commercial and community uses for the site and also private residential development and a village square.

He said - “The Council’s proposed phased incremental approach to the regeneration project will afford the best opportunity for momentum of the regeneration process to be maintained and built upon. Development of this first phase will renew the residential viability of the estate and leave the project best placed to attract commercial interests and private investment and development into the area.”

Minister Finneran explained that, despite the challenging budgetary situation, the Government’s commitment to social housing is undiminished. “Community is - and always has been - the bedrock of Irish society and its development, encouragement and protection is paramount in the sustainable communities philosophy which is at the heart of this Government’s housing policy.

"Specific priority is assigned to the regeneration of existing local authority estates, where particular emphasis is placed on addressing the issues of social, educational and economic disadvantage experienced in some of our most challenging areas. It is our clear objective to ensure that communities like St. Michael’s Estate are afforded the opportunity to grow and develop in a safe sustainable environment.”

www.buckplanning.ie

Regeneration of housing estate starts

2009-05-27T17:35:00.000+01:00

THE REGENERATION of one of the State’s oldest housing estates got under way in Limerick yesterday when workers moved in to demolish houses in the St Mary’s Park estate.

It is one of four housing estates in Limerick city included in the €3.1 billion regeneration project which, since 2007, has led to the demolition of 250 homes in Moyross, Southill and Weston areas.

The demolition of 1 Columcille Street in St Mary’s Park began at 9am yesterday. Up to 20 houses in the area could be knocked by the end of the year to facilitate the building of new houses in 2010.

Built in 1935, St Mary’s Park is one of the oldest housing estates in the State and is located in a historic part of the city close to King John’s Castle that is known as the “island field”.

The estate comprises in the region of 465 houses and was the State’s first major public housing initiative in Limerick.

The last resident at the property which was demolished yesterday was Geraldine Long, who now lives in Corbally, but was there when workers began the demolition.

“I’m a bit sad because we had lovely neighbours and it was a lovely place to live and we had happy times in the house, so it is sad to see it being knocked,” Ms Long said.

Jason Murphy of the housing department at Limerick City Council said yesterday marked an important step for the regeneration of Limerick.

“This is a milestone for St Mary’s Park in terms of regeneration, but it is a milestone for the city as well, given the community that’s here and the strong community in St Mary’s Park,” Mr Murphy said.

“It’s a big step for the residents and we are delighted we have had huge support from them. We have identified six to eight houses but by the end of the year, we may have 15 houses taken down.”

Mayor of Limerick John Gilligan has welcomed the beginning of the demolition.

It is believed that €725 million is needed for the regeneration of St Mary’s Park.

Irish Times

www.buckplanning

Metro West and Luas extension plan 'delayed indefinitely'

2009-05-24T17:37:00.000+01:00

PLANS to build Dublin's proposed Metro West line and the Luas line from Lucan to the city centre have been delayed indefinitely due to budgetary difficulties.

The government has removed the construction and opening target dates for both projects from its latest progress report for potential developers, stating that these were now "under review".

The report also said the construction start and completion dates for both projects were now subject to the "public consultation, statutory planning process, PPP procurement process and funding availability".

Previous updates had indicated that Metro West would be completed by 2014 while the Lucan Luas line was due to have been finished by 2015.

The revelation comes just weeks after transport minister Noel Dempsey reaffirmed his commitment to building the next two phases of the Western Rail Corridor in advance of next month's local elections.

These phases, which run between Athenry and Claremorris, still have firm target dates, even though many commentators believe they are unlikely to attract significant numbers of passengers; a similar stretch of line between Waterford and Limerick Junction is dubbed the "ghost train" in railway circles.

Mark Gleeson of Rail Users Ireland said the two phases were "a political potato" and that the apparent granting of priority to them over Metro West in particular raised issues about the government's decision-making.

Gleeson said Metro West was an important project for Dublin because it was an orbital route which would connect Metro North, the capital's railway lines and the proposed Luas lines without forcing passengers into the city centre to change services.

"It's worry that people are not taking a clinical view of projects in light of the budgetary issues involved. This decision raises serious questions about whether projects are being prioritised in a fair and transparent manner," he said.

A spokeswoman for the Department of Transport admitted that the target dates for Metro West and the Lucan Luas had been dropped. She claimed, however, that the projects hadn't been delayed and said the Railway Procurement Agency had been told to seek planning permission.

"Once these projects have the necessary planning permission, progress can be made on their delivery as economic circumstances allow," she said. "This will be decided on a case-by-case basis as projects become 'shovel ready'."

She added Metro North was a priority for the minister.

Sunday Tribune

www.buckplanning.ie

Metro key part of Dublin's economic future - Ryan

2009-04-24T17:38:00.000+01:00

MINISTER FOR Communications Eamon Ryan has strongly defended plans to build Metro North, describing the proposed €5 billion project as a key element of Dublin’s economic future.

Mr Ryan told the annual conference of the Irish Planning Institute (IPI) it would be “blind stupidity” not to recognise that the development of a metro and the proposed Dart underground link between Heuston and Docklands were essential for Dublin to compete in the world economy.

“Failing to make that investment, losing our bottle, will leave us with a car-based transport system. So it has to go ahead, even in these difficult times.”

Equally, failing to build an electricity grid to cater for a huge increase in wind energy along the western seaboard would render Ireland insecure. He said it wasn’t technically feasible to put this underground, so “by and large, it will be overhead power lines”.

IPI president Andrew Hind said reform of the “almost crazily fragmented and confused” local government system in Ireland was needed to make the country more competitive.

“We need a planning system that itself is efficient, effective and sustainable and, in turn, will deliver an economy that is more competitive and more sustainable in the future.”

He told the depleted ranks of planners attending the conference – down by 50 per cent since the peak of the boom – that Ireland needed a planning system that stopped bad development but also placed fewer impediments in the way of good development.

Many people saw the current system as “nothing but unnecessary red tape” because it sometimes put at least as many obstacles in the way of development that should be encouraged as it placed in the path of the development that should be refused.

“There will be significant benefits both to users of the planning system and to the rebuilding of our economy if we can remove impediments to sustainable development without compromising our ability to resist development that is inappropriate or unsustainable,” he said.

Referring to the fact that 88 of the 114 local authorities exercise planning functions, Mr Hind said this was “too many” for a population of just over four million. As a result, users of the system found it “almost crazily fragmented and confused”.

“What signal is this giving to those who want to invest in the development of our country,” he asked, saying this needed to be tackled “if we are to present a coherent front” to investors creating sustainable employment and economic growth.

He suggested that the process of making local area plans should be improved.

If this was done, “then it might be possible to allow planning applications that were consistent with them to be approved without the risk of appeal by a third party”.

In order to achieve this, there would need to be an independent assessment by An Bord Pleanála of objections made by the public as well as elements of any plan changed by elected members against official advice, on land rezoning, for example.

Referring to the fact that processing of even an average planning application is subsidised by €1,500, Mr Hind said the cost should be met by the charges paid by applicants, “thereby releasing taxpayers’ money for purposes that are more urgent”.

Dealing with transport, Mr Hind said “we seem to think we get better value for money from lavish road schemes directed almost exclusively at the private car” than by investing in low-cost projects to improve accessibility for those walking or cycling to work.

Irish Times

www.buckplanning.ie

Private car use in Dublin city rises

2009-04-15T17:39:00.000+01:00

The number of cars in Dublin city rose last year, according to figures from Dublin City Council.

The Canal Cordon Count, which monitors the number of vehicles crossing into the cordon formed by the Royal and Grand canals around the city during peak morning hours, found more private cars came into the city centre in 2008 than the previous year, representing rise of close to 0.4 per cent.

This is despite an increase in the number of buses during the same period.

However, over a 10-year period, the number of cars coming into the city fell. In 1998, more than 71,000 cars crossed the canal cordon, compared to almost 63,976 in 2008.

Cycling was also on the rise, with 8 per cent more people choosing to cycle in the peak morning hours in 2008 than a year earlier. This follows general upward trends in recent years, with a 30 per cent increase over the five year period 2003 to 2008, and a 34 per cent rise over the 10 years to 2008.

Dublin City Council cycling officer, Ciarán Fallon, welcomed the rise in the number of those cycling in the city during morning peak hours.

"We have a lot of work to do to improve cycling conditions in the city but these numbers are encouraging," he said.

"Over a third of commuting journeys into the canal cordon area are less than 5km long. Most people can cover this distance by bike in about 20 minutes. There is great potential to grow walking and cycling numbers in Dublin City in the coming years."

Mr Fallon said the increase in people cycling could be attributed to the reduction in the number of heavy goods vehicles in the city centre.

Since the introduction of a ban on some heavy goods vehicles in the city centre, the number of commercial vehicles crossing the canal cordon during morning peak hours has fallen 54 per cent between 2003 and 2008.

The number of pedestrians crossing into the city centre fell 1 per cent on last year's figures.

Between 2003 and 2008, Dublin Bus accounted for a daily average of 80 per cent of the buses that crossed into the city centre. During that time, the number of buses from the company rose 17 per cent, while independently operated services rose 13 per cent.

In the 12-month period to 2008, 11 per cent more Dublin Bus vehicles were recorded in the city centre, but independent services fell 17 per cent.

Fine Gael Seanad transport spokesman Senator Paschal Donohoe said the Government’s attempts at encouraging public transport use had "clearly failed".

"The city is now grinding to a halt, with further chaos likely if the bus strike goes ahead. Traffic congestion is

strangling the city’s commercial and social life. Congestion is costing Dublin’s businesses at least €650 million a year," he said.

“We need simple and effective steps to get the city moving again in the short term, especially if work on Metro North gets underway."

He called for new bus routes to be opened up in areas with growing populations, the extension of the city's co-ordinated traffic light system and the roll-out of the live information system for Dublin Bus.

He also suggested that the new Dublin transport authority should be fast-tracked to allow for centralised planning and traffic management.

“As a city already suffering from serious congestion, Dublin simply cannot afford for further rises in car use," Mr Donohoe said.

Green Party transport spokesman Ciarán Cuffe said the increase in cyclist numbers was welcome, but said radical reform of bus services and traffic management in Dublin city was needed.

"The next step must be the creation of a network of safe cycle routes all across the city. Many people are afraid to cycle in traffic because of the fear of being struck by a lorry or car. I also want the gardaí to apply more

resources to enforcing the speed limits, as speeding cars are a danger to vulnerable road users," he said.

Mr Cuffe called on Fine Gael to support the proposals for the provision of a bus gate at College Green

Dublin city councillors are due to vote on the plan, will create a public-transport-only route from Dame Street across College Green to Westmoreland Street, with restrictions for traffic coming from D’Olier Street around College Green and into Dame Street.

"Fine Gael cannot call for improvements in public transport while their own councillors oppose the bus gate proposal," he said.

Irish Times

Pyrite shivers Ballymun timbers

2009-04-06T17:42:00.000+01:00

Over 100 houses under construction as part of the regeneration of Ballymun in north Dublin are being tested for the presence of pyrite, a substance that when it reacts with water can expand and cause cracks in walls and floors.

Just last month, Ballymun Regeneration Ltd (BRL) announced its ambitious plans to build 5,000 houses to replace Ballymun Towers and apartment blocks will be delayed by at least two years after its funding was cut from €80m last year to €45m this year.

Mary Murphy, spokeswoman for BRL confirmed builder James Elliot Construction has started tests on 124 houses in Ballymun after suspicions were raised that the houses may be contaminated.

Murphy said the same builder started repair work this month on the newly built recreation centre in Ballymun which was confirmed as being contaminated with pyrite.

In the meantime, Elliot has constructed a temporary recreation centre at the back of the damaged building which is used by close to 1,000 residents every week.

The use of pyrite is currently the subject of a separate multimillion euro damages claim at the High Court. Menolly Homes and other developers are suing the Lagan group claiming around 750 houses it built have been structurally damaged after using pyrite-contaminated infill from a Lagan Group quarry in north Dublin.

Sunday Tribune

Capital’s controversial €5bn metro could be on track by 2015

2009-04-06T17:41:00.000+01:00

DUBLIN’S metro system could be fully operational by 2015 if planning permission for the e5 billion project is granted this year.

A public hearing of An Bord Pleanála yesterday heard that the controversial underground light rail system is the biggest public infrastructural project in the history of the state.

The Railway Procurement Agency (RPA) — overseeing the planning of the metro — said it would create 4,000 jobs during the construction phase, and another 2,000 indirectly. "If approved, it will bring a myriad of benefits to our capital city," said James Connolly SC, for the RPA.

Separately, Transport Minister Noel Dempsey hit out at critics yesterday who suggested the project should not go ahead due to the economic downturn.

Addressing a conference in north Dublin, Mr Dempsey said opponents of the metro had made "ill-informed" and "ignorant" remarks in claiming it required future growth to justify its construction. Mr Dempsey said he would be recommending that the Government approve funding. .

"I can assure you that I’ll be recommending it go ahead if it represents good value for the taxpayer. Every analysis, internal and external, says there is a very strong economic case," said Mr Dempsey.

The minister pointed out that average car journey time between Swords and the city centre was 81 minutes, compared with around 30 minutes by the metro.

Meanwhile, Mr Connolly told the hearing it was hoped construction could begin next year, with completion of the metro by 2015. The 18-km route will run from St Stephen’s Green to Belinstown, 2km north of Swords.

"It will be a fast, reliable regular and efficient transport option for north Dublin," he said, adding that the metro would carry 35 million passengers in its first year and would be staffed by 350. Trains will generally operate from 5am-1am and run at four-minute intervals at peak period, carrying 20,000 passengers in each direction on an hourly basis.

The RPA said the metro would reduce traffic congestion, while creative a positive image of Dublin.

Mr Connolly said a comprehensive traffic management plan would have to be introduced to facilitate work on the construction of the metro. However, the RPA has predicted average peak-hour bus speeds will increase as a result of restrictions on private cars around College Green.

Several statues on O’Connell Street, including those of Daniel O’Connell and Jim Larkin, will be temporarily removed to the National Museum, while 20% of space in St Stephen’s Green will also be required for storage work which will result in the temporary removal of the Fusiliers’ Arch.

A temporary bridge will also be built over the River Liffey between Eden Quay and Burgh Quay, while 150 bus routes will be altered.

Addressing the fears of residents, Mr Connolly said the RPA was satisfied that the tunnel (at a general depth of 20 metres) will be sufficiently deep that its construction should not adversely affect any buildings directly overhead. However, he said the RPA had introduced a fast-track protection scheme for property owners along the route providing compensation of up to e30,000.

Mr Connolly said it was not releasing any estimate about its projected cost for commercial reasons.

The hearing is expected to last around eight weeks.

Irish Examiner

Turning the corner in social housing design

2009-03-09T17:26:00.000Z

YORK STREET flats were the last real slums in Dublin to survive into the 21st century, and probably provided a setting for films that needed an authentic "tenement" backdrop. But now they've been replaced by a superb social housing scheme that would put even the most "exclusive" private sector apartments to shame.

"The old flats were really appalling," says architect Seán Harrington, whose firm designed the replacement housing.

A Georgian terrace, rebuilt in 1949, the block contained 99 apartments, 45 of which faced northwards onto the street and the rest faced south, looking out over bleak concrete yards with washing lines.

Harrington is a committed architect who is passionate about housing. His "learning curve" in this area was a competition, sponsored by Dublin City Council, for an affordable housing scheme on Holles Street; a complex public-private partnership (PPP) project, it is only now nearing completion six long years later.

"When we came on the scene in York Street, the city council had already decided to demolish the flats," he recalls. "We said we wanted to meet the remaining residents to find out what their needs, wants and worries were, and to introduce them to the design process, instead of just getting what they would be given.

"We had some experience of this in Ballymun and also in the UK and, although it can be difficult, it can also be very rewarding. As architects, it's great to meet the people you're housing because it focuses you in a way and makes you do a good job. So we ended up having 10 meetings in Aungier Street community centre."

By then, less than 60 of the York Street flats were occupied and the city council had agreed to sell a third of the site to the Royal College of Surgeons in Ireland, whose main teaching building is directly opposite.

The flats were also plagued by "quite serious crime, health and safety issues", according to Seán Harrington.

The brief was to provide 66 new homes on a relatively tight site, and the residents made it clear that they wanted a variety of apartments, duplex units and townhouses.

"Right at the beginning, they also said the things we wanted to hear about building 'eco-homes' with waste control and even a composter," he says.

Architecturally, the new building turns the corner at York Street and Mercer Street, heralding its presence with a flourish; previously, there was only a blank gable here. It is arranged around a Scandinavian-style courtyard, divided into useful compartments - including a sedum-roofed and timber-clad recycling centre.

Rainwater is harvested in large stainless steel drums, from which it can be drawn to water a variety of shrubs, vegetables and fruit trees. There's also a seating area, which conceals the basement carpark vents, a playspace for kids and a portico formed by a pair of salvaged Georgian doorcases, set back-to-back. The apartments, all dual-aspect, are arranged in a U-shaped block around the courtyard, with five cores of lifts and staircases serving just two apartments per floor.

To the rear, where the back yards used to be, there is a range of three-storey mews buildings - separated from each other to let the sun come through.

The footprint of the apartment and mews pavilions is quite shallow, at just 11 metres (compared to 13 or 14 metres for most private apartments). Spatially, they are very generous, with 85sq m (915sq ft) for two-bed apartments and nearly 110sq m (1,184sq ft) for three-bedroom duplexes - well ahead of minimum standards.

With the city council's backing, Seán Harrington Architects extended the environmental agenda to include very high levels of insulation (using sheep's wool, incidentally) as well as glazed shutters on balconies, so that they can become winter gardens, and solar thermal panels on the roof, to supplement gas boilers.

"We just thought that all of this was best practice, even though it was way in excess of Building Regulations at the time," Harrington says. "As a result, each home in the scheme will have a BER (Building Energy Rating) of A3 or B1, which is still higher than what's required by the latest Building Regulations."

As if that wasn't enough, all of the timber joists in the old flats were salvaged and re-used in the timber-frame construction of the new mews housing as well as "green" cement from Ecocem for the concrete casting.

Even MDF was shunned in favour of plywood and chipboard for the kitchen units and wardrobes.

There are no PVC drainpipes either; stainless steel was used instead. Lime mortar, rather than cement, was used to point the brickwork, which is "stacked" on the street elevations to show that it is merely a cladding material. And every balcony has been supplied with a built-in planter - another Scandinavian touch (project architect Jim Roche lived in Finland for a while).

On both street frontages, steel bands delineate the extent of each apartment while the projecting bay windows all have side windows in different colours to give a sense of individuality. "But street elevations in a sensitive location like this need to be polite and have certain uniformity," Harrington says.

Echoing the Georgian idiom, a railed dry moat on York Street "keeps people away from the windows", with short bridges leading to entrances.

Granite gate piers were carved to provide children's seats and the architects have even designed a 10-panel art work in baked enamel illustrating the area's history.

On Mercer Street, the balconies are diagonally arranged so that residents enjoying the afternoon sun will always just have the sky over their heads.

The balustrades are also solid, rather than glazed, to provide a greater degree of privacy - and also to conceal bikes and toys that would otherwise be visible. In the seven-storey corner tower, rendered in cobalt blue, the balconies are "stacked like drawers" to reinforce its verticality.

Solar panels are integrated into the design, as is a south-facing roof garden from which there are great views; pity about the incessant noise from the Mercer Hotel's air-handling units opposite.

Extract vents from the plant rooms read like Georgian chimneys - a device also used by Grafton Architects on their great new building for the Department of Finance on Merrion Row. It is also possible to see right through the apartment block on York Street to the garden, or rather "outdoor room", in the courtyard.

The completed scheme, with its lavishly furnished showflats (all with lots of storage space), contrasts with the grim blocks of flats on the west side of Mercer Street, built by Dublin Corporation in the 1970s - none of which addresses the street; they're almost crying out for demolition and replacement.

Built by McNamara for €16 million (including fees), the York Street housing may be the swansong of a particular form of procurement and seems unlikely to be replicated elsewhere.

The critical thing now is that it gets good estate management, most effectively involving its justifiably delighted residents.

The Irish Times

Looks Great

2009-03-09T13:49:00.001Z

Hi Conor this looks great thanks.

Regards Anto

Wad River Blog is Online!

2009-03-09T11:49:00.000Z

This blog was set up by the emerald housing co-operative as a forum of communication for ideas on sustainable living in Ballymun. We invite everyone to contribute to the blog with information such as local news, project updates and also anything you stumble upon that might be of interest to the future sustainable community that will be living at Wad river road!

it is very simple to add posts and comments so don;t be shy in adding content!

Brakes are on and plans are on hold, but Treasury says it's in it for long haul

2009-03-08T17:44:00.000Z

TREASURY HOLDINGS: Even in a recession and with the commercial property market in the doldrums, Treasury Holdings is building two major office schemes in Dublin – with not a single tenant yet lined up

TWENTY YEARS after it was conceived as a project and following three competitions for the tender to build it, the National Conference Centre (NCC) is well under way at Spencer Dock, on a pivotal Liffeyside site controlled by developers Treasury Holdings – and it looks as if the massive building will be completed on schedule by September 2010.

Richard Barrett and Johnny Ronan, who own Treasury and its multiplicity of subsidiaries and who control two publicly quoted companies – Real Estate Opportunities (REO) and China Real Estate Opportunities (CREO) – are old hands at the property game and show no signs of cashing in their chips at this stage; they’re in it for the long haul.

Even at a time of recession and with the commercial property market in the doldrums, they are building two major office schemes – one called Montevetro in the Grand Canal Dock, funded by a 50 per cent pre-sale to a Quinlan Private syndicate, and the other at Central Park, Leopardstown, in partnership with David Arnold and Derek Quinlan. This bullish behaviour is remarkable when

not a single tenant has yet been lined up for either scheme, which will deliver 18,600sq m and 16,700sq m of office space respectively.

As a result, it is likely that No 1 Central Park will be built only to “shell and core” until tenants are found, by offering rental levels 50 per cent lower than in the city.

However, plans for two major golf resorts in the Dublin area are “on hold” – at Milverton, Skerries, where there is full planning permission for a 300-bedroom “green” hotel, 50 houses and two Arnold Palmer-designed golf courses, and Roundwood Park, Co Wicklow (bought for €17 million in 2005) where a similar scheme is being planned.

“We’re bullish by nature but, in this market, we would be absolutely mad to press the button [on either scheme] unless we had pre-takers committed,” said John Bruder, Treasury’s managing director for Ireland. Its experience with the Ritz Carlton Hotel in Enniskerry, which cut rates since it opened in October 2007, has been salutary.

Other major plans are being delayed for one reason or another.

The huge Ballymun town centre, with 60,000 sq metres of retail space at its core, is under appeal to An Bord Pleanála.

One of the appellants is N1 Property Holdings, owner of Northside shopping centre; it is controlled by Brian O’Farrell, who ironically is a partner in the Milverton scheme.

O’Farrell, who is planning to replace Northside with a much larger shopping centre, fell out with Barrett and Ronan over his acquisition of the property, in which REO had a 21 per cent stake. After a case came before the High Court, O’Farrell paid a total of €100 million to buy out AIB Investment Managers and REO, which received nearly €30 million.

Last month, Treasury initiated a High Court action against docklands entrepreneur and impresario Harry Crosbie, seeking to compel him to pay his alleged €3 million share of a €19 million bill relating to the development of Spencer Dock, in which he has a stake. Crosbie counterclaims that Treasury owes him €70 million.

Meanwhile, progress on Ballymun has been slow.

Nine years ago, Treasury paid Sisk Properties €8 million for its 500–year lease on the eight-acre town centre site. It then claimed that it was entitled to acquire Dublin City Council’s freehold title and a further six acres for €25 million. The council held out though and was paid nearly €60 million.

Treasury’s much-revised scheme for Stillorgan shopping centre, which Barrett and Ronan bought in 1996, will not proceed for at least two years, although a local area plan was adopted in late 2007. This plan also covers two other Treasury properties (Blake’s and Stillorgan Leisureplex), which brought its holding in the area to more than 13 acres.

In Sligo, full planning permission for another long- delayed shopping centre was granted last December, but construction cannot get under way until the borough council completes a compulsory purchase order for parts of the site.

“We have sufficient tenant interest that it could start very quick, by the end of this year,” according to John Bruder.

He also said that a planning application for the proposed container port at Bremore in north Co Dublin, would probably be made in the first quarter of 2010. An environmental impact statement is currently being prepared, including reference to the sensitive archaeology of the area, although he believes that this could be “worked around”.

The new deepwater port, a joint venture between REO and Drogheda Port with Hong Kong maritime conglomerate Hutchison Whampoa lined up to develop the master plan, could ultimately replace Dublin Port if the Government was to decide that it should be relocated; one of Bremore’s selling points is its close proximity to the M1 motorway.

It was Treasury’s Chinese connections that led to the acquisition of Battersea power station in London.

Based in Shanghai since 2003, Richard Barrett heard at a dinner party that Hong Kong property tycoons George and Victor Hwang were willing to sell the 38-acre site – and the deal was finally done in November 2006 for £400 million. This equated to almost €600 million at the time – an enormous sum, reflecting the fact that it was close to the peak of the property boom. REO was the vehicle used to acquire the old power station with its iconic table-leg chimneys, availing of a £185 million “debt facility” from HBOS; the bank later lent £110 million to buy adjoining properties.

Uruguay-born “starchitect” Rafael Violy was commissioned to draw up the master plan, unveiled last June, which included a transparent tower 300 metres high. This element of the huge ecologically branded scheme generated strong opposition, even from London mayor Boris Johnson, mainly because of its impact on views of Westminster.

The controversial tower has now been dropped and Violy is recasting his master plan with a view to REO making a planning application later this year.

However, Battersea power station has been the subject of

so many unrealised plans by different developers over the past 20 years that it seems as if some sort of jinx hangs over it.

In the meantime, REO has been revaluing its property portfolio, which was reportedly worth €2.4 billion at the end of 2007. Six months later, net asset values had fallen by 7 per cent and they are bound to have taken another tumble since then.

As company chairman Ray Horney said, REO could not have “remained immune” to the downturn. Neither, it seems, will CREO.

The prospect that China would have immunity to a global economic recession has evaporated, with up to 40 million workers in danger of losing their jobs as the country’s extraordinary export-led boom fizzles out and hundreds of factories close down due to the worldwide drop in demand for their products.

Series concluded.

Irish Times

Retail and leisure centre gets go-ahead under Ballymun regeneration scheme

2008-12-20T17:45:00.000Z

THE PROPOSED €800 million development of a retail complex in Ballymun Town Centre has been granted full planning permission by Dublin City Council.

The development, part of the Ballymun regeneration programme, will comprise more than 60,000sq m of retail space, 28,000sq m of office space and 11,000sq m of leisure facilities. It will include an 11-screen cinema, a bowling alley, a family entertainment centre and a child drop-in centre, according to developers Treasury Holdings.

The company yesterday said the Spring Cross development would generate 2,000 jobs during construction, due to begin in 2009, and a further 8,500 jobs on completion in 2012.

Niall Kavanagh, director of development at Treasury Holdings Ireland, said: “We recognise how important the regeneration of Ballymun is to Dublin city and are delighted with today’s announcement as it means we can now move forward with the project.”

The development is based on a sustainable open street scheme conducive to community and a positive retail experience, he added.

Irish Times