N2 Slane Bypass Road Scheme Application for Approval of Proposed Road Development

Transcription

1 N2 Slane Bypass Road Scheme Application for Approval of Proposed Road Development County Meath Compulsory Purchase (Roads No. 1) (N2 Slane Bypass Road Scheme) Order 2009 INSPECTOR S REPORT Promoting Authority: Meath County Council ABP Ref. No. (EIS): ABP Ref. No. (CPO): Observers/Objectors: PL17.HA0026 PL17.KA0015 Details as set out in Appendices II and III Inspector: Michael Walsh PL17.HA0026/KA0015 An Bord Pleanála Page 1 of 124

2 NATURE OF APPLICATIONS This is a report to An Bord Pleanála on applications by Meath County Council for approval under Section 51 of the Roads Act 1993 (as amended by the Planning and Development Acts, 2000 to 2010) of the road development described in the Environmental Impact Statement submitted, and for confirmation under Section 76 of and the Third Schedule to the Housing Act, 1966 of the Compulsory Purchase Order described on the title page. This preparation of an environmental impact statement in respect of this development was undertaken on foot of a direction by An Bord Pleanála. These applications were advertised publicly in the press on the 16 th and 19 th December, 2009 in accordance with the appropriate statutory requirements. Written submissions in relation to the likely effects on the environment of this development, written objections to the Compulsory Purchase Order and written objections to the extinguishment of specified public rights of way were invited to be made to An Bord Pleanála not later than the 17 th February, A full list of those who made submissions and objections is set out in Appendices II and III. The Board issued a request for further information on the 17 th May, This information was submitted on the 30 th July, 2010 and, following consideration of its content, the Board determined that it comprised significant additional information and directed Meath County Council on the 13 th September, 2010 to publish a notice in accordance with Section 51 of the Roads Act 1993, as amended, in one or more newspapers and to send notice of the receipt of this information to certain prescribed bodies. Several submissions and observations were made in response to the publication of the receipt of this information. ORAL HEARING AND INSPECTIONS Oral Hearing: An oral hearing of these applications was held in the Boyne Valley Hotel, Drogheda in accordance with the relevant statutory requirements. This commenced on the 14 th February, 2011 and continued on various dates until the 4 th March, It resumed on the 29 th March, 2011 and continued to its closing on the 1 st April, 2011 (18 sitting days in total). Inspections: Inspections took place on the 15 th December 2010, 26 th January 2011, 8 th, 12 th and 14 th February 2011, 11 th, 14 th, 24 th and 28 th March 2011 and 11 th August STRUCTURE OF REPORT This report includes a description of the proposed development, a general description of the route of the proposed road and its environs, a review of submissions and observations made in writing and at the oral hearing, an assessment of the issues relevant to this case and recommendations on the application for approval and the application for confirmation of the Compulsory Purchase Order. PL17.HA0026/KA0015 An Bord Pleanála Page 2 of 124

3 The assessment incorporates a review of material issues relevant to the proposed development having regard to the Board s obligations to carry out an environmental impact assessment of the project and to the legislative framework governing the Board s deliberations in cases of this type. The cultural heritage and landscape and visual aspects of the proposed development are dealt with in the report of Mairead Kenny, which is included as Appendix I and forms an input to this report. The instruction given by the Board to Mairead Kenny was as follows: 1. Attend the oral hearing, provide assistance to Michael Walsh in its format, timetabling and direction and deal with any such issues as may be determined by the Board and / or the reporting inspector. 2. Ask questions as deemed necessary at the oral hearing. 3. Submit a written report with recommendations to Michael Walsh on the following aspects of the application: Landscape and Visual. Architecture, Archaeology and Cultural Heritage. The report and recommendations shall be compiled having regard to the relevant chapters of the EIS together with its accompanying appendices, further information submitted to the Board in writing or at the oral hearing by any of the parties and consideration of the likely effects on the environment of the proposed road development. Lists of those who made submissions to the Board, those who objected to the Compulsory Purchase Order, appearances at the oral hearing and a list of material presented at the oral hearing are included in appendices to the report. The names of Government departments and agencies and the positions of public representatives are given in this report in accordance with details correct at the time of the commencement of the hearing. The contribution of Mairead Kenny to the preparation of this report is gratefully acknowledged. PL17.HA0026/KA0015 An Bord Pleanála Page 3 of 124

4 CONTENTS 1. PROPOSED DEVELOPMENT Constraints Study Report Route Selection Study Board Directions on Environment Impact Statement Main Components of Development Extent of Interests and Lands for Compulsory Acquisition Statutory Procedures / Reports ENVIRONMENTAL IMPACT STATEMENT Background and General Description Significant Environmental Impacts Further Information GENERAL DESCRIPTION OF ROUTE AND ENVIRONS East Meath Area Slane Village and Surrounds Significant Heritage Features Road Network PUBLIC PARTICIPATION / RESPONSES Written Submissions on Approval Application Objections to Compulsory Purchase Order Preliminary Meeting Oral Hearing Proceedings FRAMEWORK OF CONSIDERATION Role of Board Matters for Consideration Public Participation Transboundary Implications ASSESSMENT OF PROJECT Extent of Development Aims and Objectives of Development Environmental Impact Assessment Outline of Process Adequacy of Environmental Impact Statement Human Environment Noise and Vibration Flora and Fauna Geology and Soils Waters Air and Climate The Landscape 55 PL17.HA0026/KA0015 An Bord Pleanála Page 4 of 124

5 Material Assets Cultural Heritage Implications for World Heritage Site Summary (Environmental Impact Assessment) Achievement of Objectives of Development Compliance with Meath County Development Plan Development in Context of Alternatives Alternatives Relevant to Slane Bypass Road Design Standard Alternatives Alternative Routes Western Corridor Alternative Routes Eastern Corridor (Bridge Location) Bridge Height and Design Alternative Routes Eastern Corridor (Remainder of Route) Alternatives without Bypass Construction Forms of Heavy Goods Vehicle Ban Analysis of Traffic Movements through Slane Implementation of Ban Likely Outcome in Slane Likely Outcome on Wider Network OBJECTIONS TO COMPULSORY PURCHASE ORDER CONCLUSIONS AND RECOMMENDATION Objectives of Development Environmental Impact Alternatives Conclusions Recommendation (Application for Approval for Road) Recommendation (Application for Confirmation of CPO) 113 APPENDICES 114 I Report of Mairead Kenny on Cultural Heritage and Landscape and Visual Impacts II - List of Outstanding Objectors to Compulsory Purchase Order III- List of Persons/Bodies having made Submissions / Observations on EIS IV- Appearances at Oral Hearing V - Schedule of Written Material submitted at Hearing VI Summary of Proceedings of Oral Hearing PL17.HA0026/KA0015 An Bord Pleanála Page 5 of 124

6 1. PROPOSED DEVELOPMENT 1.1. Constraints Study Report 2002 Background Several studies and plans are referred to, including the National Roads Needs Study 1998, the National Development Plan and the Meath County Development Plan 2001, with particular reference to the objective in the Development Plan to construct a bypass around Slane. Previous studies are referred to. A feasibility report prepared in 1985 recommended a skew bridge not including a bypass of the village. A further feasibility study in 1990 deemed that the 1985 scheme would not address the problems of the steep gradients. It identified three possible bypass routes, two to the west and one to the east, and concluded that the eastern route would be most suitable on grounds of limited visual impact on the village, minimisation of land severance and cost. Short-term safety measures were implemented following a report in The existing road network is described with particular reference to the steep gradients on the approach to the bridge, the poor safety record of this section of the N2 road and problems at the N2/N51 intersection in the village. Identification of Constraints For the purposes of this study, a Route Study Area was identified, comprising a broad curving band of about 1.25 kilometres in width which crosses the N2 road north and south of the village. The constraints were identified under headings which included land ownership, hydrology, utilities, cultural heritage, traffic, physical features, ecology, landscape and local issues. The section on cultural heritage describes the archaeological and historical background and lists cultural heritage constraints. Particular reference is made to the proximity of the Boyne Valley Archaeological Park, containing the three passage tombs, and also to significant site groupings. Significant geological constraints include the valley of the River Boyne, difficult ground conditions in the floodplain, disused quarries/gravel pits and the performance of different bedrock types. Sites covered by natural conservation designations within and adjacent to the study area along with other areas of potential ecological interest are described. Preference for the avoidance of natural heritage areas is expressed while accepting the necessity of crossing the river. Constraints identified in relation to landscape, visual impacts and aesthetics include the Boyne Valley, Slane Village centre, Slane Castle Demesne, listed views, public amenity areas and existing trees and woodlands. The area to the west of the N2 encompassing the village was found to contain significant areas of landscape and amenity but that to the east of the village was not found to have the same interrelationship of views and heritage present in the western corridor. Conclusions Particular points made are that the bypass complies with the National Development Plan and the Meath County Development Plan 2001, that no objection was received to the decision to look solely to the east for potential routes, that it should be possible to avoid important known cultural heritage constraints, that restrictions on bridge embankment construction would impact on the determination of the bridge location and that the bridge design should take potential habitat impacts into account. PL17.HA0026/KA0015 An Bord Pleanála Page 6 of 124

7 1.2. Route Selection Study 2005 Introduction and Need for Project This report is stated to be the culmination of a detailed examination of the study area and constraints, determination of route corridors, consultations and an analysis of relevant factors. The existing N2 road corridor is described, with particular reference to safety factors at Slane Bridge, and the primary objectives of the scheme are listed. The need for the project is elaborated with reference to national and local plans, accidents and functions of the project. Alternative Routes The Do Minimum option is described initially with regard to the shortcomings of the existing N2 road through the village, the limited scope to improve its alignment and its consequent elimination from further consideration. Referring to the Constraints Study Report, it was noted that routes to the west of the village were not considered viable. Four main corridors, with some variations at the ends, were then identified in the study area fixed by the village to the west and the World Heritage Site to the east. These are described and cross the river in three locations, one close to the crossing point now proposed, one further east and one significantly closer to Slane. The crossing points of the N51 road are fairly close to that now proposed with the exception of one option passing closer by the village. Public Consultation The public consultation programme is described with regard to contacts with interest groups, public meetings, media publicity and circulation of a questionnaire. From the small sample of questionnaires returned (57) 81% supported a bypass and 54% expressed a preference for the route option furthest from the village. Traffic and Road Standards Traffic growth factors and existing traffic conditions are discussed, with particular regard to the effects of the opening of the Drogheda Bypass in 2003 and the N33 Ardee Link Road and also to the impending opening of the M2 Motorway. The option of a connection to the N51 from the bypass was also recommended, which would have additional safety benefits. Forecasts of traffic were made with regard to local traffic generation potential and non-local traffic growth. The maximum projected flow on the bypass in 2036 (13,045) indicated the need for a standard single carriageway with a design speed of 100 kph, maximum gradients of 6% and climbing lanes on steep sections. A detailed comparison of the various route options is set out. Bridge Assessment The report includes a bridge feasibility report. The locations are compared under several headings with particular regard to the river environs, the visual impact and geotechnical issues. Key design aspects concern the bridge underside, the relative visibility of the soffits and piers from ground level and the presence of the bridge on the skyline and in longer views. Different design options were considered including girder bridges, arch bridges and other non-girder bridges. A height of about 10 metres above ground level is indicated. Further design options relate to the number of spans, cross section, materials and finishes. The different route options are compared and it is indicated that the bridge would have a clear span across the river and would span the disused canal and towpath on the southern side. The comparison indicated that the PL17.HA0026/KA0015 An Bord Pleanála Page 7 of 124

8 difference between the options is marginal with Option B1 (close to the actual proposal) being preferred. Overall Assessment / Recommendations The different routes are discussed with reference to relevant factors and the likely impacts on the environment of the various route options. The route options are then discussed. Route A is advantageous in terms of safety, traffic impact, ecology and planning terms. It is also the preferred choice of those who returned questionnaires. It would however have the most severe impact on the farming community and have severe visual effects because it is closest to the World Heritage Site. The routes of the B route group are considered among the most favourable in planning terms and impact on ecology and would have the least overall visual impact. They are also preferred in terms of archaeology, including the World Heritage Site. The C routes, due to their proximity to the village, are less attractive in terms of archaeology and cultural heritage. They also have less than desirable horizontal radii and a high ecological impact and would be at the high end of cost estimates. Route D would pass very close to the Ledwidge Cottage and would be less favourable in terms of cultural heritage and ecology. Route E is a combination of Routes A and B/B1. It would be favourable in terms of planning and ecology but not in terms of agriculture. It shares the same drawbacks in relation to visual and archaeological impacts as Route A because of its proximity to the World Heritage Site. The second public consultation process is described and, on foot of the route options study, it was considered that Route B1-B-B2 with a link to the N51 is, on balance, the preferred route. A number of detailed recommendations are made on this basis Board Directions on Environmental Impact Statement 17.ED2050. Direction to Meath County Council by an Bord Pleanála on 4 th October, 2005 to prepare an environmental impact statement in respect of the N2 Slane Bypass on the basis of the following reasons and considerations: Having regard to section 50 of the Roads Act, 1993 and to the Roads Regulations, 1994 the preparation of an environmental impact statement is a mandatory requirement for the proposed road development consisting of the construction of the bridge over the River Boyne. It is considered that having regard to the cumulative impact of the proposed road with that of the bridge, to the extent and degree to which the road and bridge are essentially parts of the same project, to the environmental sensitivity of the route of the proposed road, and to the report of the person appointed by the Board to report on the matter, the proposed road development would be likely to have significant effects on the environment. 17.HD0016. Direction to Meath County Council by an Bord Pleanála on 2 nd December, 2009 to prepare an environmental impact statement in respect of the N2 Slane Bypass. PL17.HA0026/KA0015 An Bord Pleanála Page 8 of 124

9 1.4 Main Components of Development Description of the Scheme The scheme is stated to be approximately 3.5 kilometres long and will cross the River Boyne on a new bridge at a location approximately 1.1 kilometres to the east of the existing N2 Slane Bridge. It is stated to include from south to north the following elements: N2 South Roundabout to form a junction at the southern end of the scheme to connect to the existing N2 at Johnstown; An overbridge where the new N2 road will pass under the Rossnaree road at Fennor including slight vertical realignment of that local road; A major 200 metre long bridge crossing of the River Boyne; A Roundabout junction at the N51 at Cashel, approximately 1.2 kilometres east of the existing N2/N51 junction in the centre of Slane Village, with realignment of the existing N51 over a length of 700 metres; N2 North Roundabout to form a junction at the northern extent of the scheme to connect to the existing N2 at Slane; Various accommodation works for affected landowners and other ancillary works. The development includes the acquisition and demolition of four private dwellings. General Route The general route and layout of the scheme is described. It is indicated that from the southern end of the scheme the existing terrain generally falls from a high level of about 75 metres OD (ordnance datum) down to a low point of approximately 12 metres OD at the River Boyne crossing point over a distance of 1.5 kilometres. North of the river the terrain climbs more steeply at an average gradient of 5% over a length of about 400 metres towards the N51 junction. The final 700 metre long section north of the N51 crossing climbs more gently to the northern end of the scheme. A pedestrian and cyclist link to Slane along the N51 is proposed, as is a pedestrian and cyclist link to Crewbane. A number of improvements are proposed along the N51 from the new junction into the village of Slane. It is pointed out that direct access on to national roads is not desirable and that farm accesses to severed or affected lands will where possible have alternative access provided from other non-national roads. Road Type and Design Standard The N2 mainline route is classified as a Type 2 dual carriageway and its cross section comprises the following: 1 x 1.5 metre wide central reserve with wire rope traffic separation barrier; 2 x 7.0 metre carriageways, with two traffic lanes in each direction; 2 x 0.5 metre hard strips; 2 x 3.0 metre grass verges (including hard strips), with widening to provide adequate stopping sight distance; Paved width: 16.5 metres; Overall width to back of verges: 21.5 metres. It is not proposed as part of the development to provide a dedicated pedestrian and cyclist facility on this road, but an additional verge width of 2.5 metres has been incorporated into the land-take to allow for such a possible eventuality. PL17.HA0026/KA0015 An Bord Pleanála Page 9 of 124

10 Earthworks Estimates of the quantities of earth works are a total of 300,000 cubic metres of cut and 147,000 cubic metres of fill, leaving a surplus of 153,000 cubic metres. Most of the excavated material would be suitable for use as either general or structural fill and there will be no requirement to import general fill material to the site. River Boyne Crossing The overall length of the River Boyne Bridge crossing would be approximately 200 metres. Within this the flood channel is up to a width of approximately 120 metres and the main river channel is approximately 50 metres wide. While the Design and Build process allows for some variation, the contract will stipulate the minimum 200 metre length of the bridge and the general 3-span form with limitations on deviation in the two pier locations. The foundations for the piers will be set at a minimum of 10 metres from the edge of the river channel. The preliminary design has identified an indicative road level on the bridge deck of 30m OD (approximately 18m above the valley floor) at mid-span over the centre of the river channel. On the southern side of the river the bridge would span over the Boyne canal and towpath, which form part of the Boyne navigation, and a vertical clearance over the canal of over 10 metres would allow for future canal navigation. Drainage and Lighting The road drainage system will ultimately discharge to the River Boyne and details of this system are included, along with the location of ponds and swales and their storage volumes. Diversions of existing watercourses and design of culverts are described and it is indicated that road lighting would be provided at each of the roundabouts using columns no higher than 14 metres and high pressure sodium lanterns. 1.5 Extent of Interests and Lands for Compulsory Acquisition The County Meath Compulsory Purchase (Roads No. 1) (N2 Slane Bypass Road Scheme) Order, 2009 lists the lands, rights of way, easements and other rights which are proposed to be acquired for the purposes of enabling this road scheme to be constructed. Part I of the schedule lists parcels of land to be permanently acquired and a total of 104 parcels are listed. Four of these comprise or include houses and three of these are inhabited houses with one being an uninhabited gate lodge. The houses to be acquired are all situated close to the N51 road east of Slane. Part II of the schedule lists parcels of land to be temporarily acquired and a total of 35 parcels are included in this list. Part III of the schedule lists public and private rights of way, easements and other rights to be permanently extinguished. There are six portions of roads or lanes included in this list. Two of them relate to all rights existing over portions of the N2 Road, two relate to all rights existing over portions of the N51 road, one relates to all rights existing over a section of laneway partly traversing the townland of Cullen and one relates to all rights existing over a section of private right of way partly traversing the townland of Fennor. Part IV of the schedule lists public and private rights of way, easements and other rights to be temporarily extinguished. There are four items in this list and these effectively are all rights existing over part of the canal traversing the townland of Fennor, a section of the towpath in the same location, a section of the River Boyne in the same location and a section of private right of way partly traversing the townland of Cashel. PL17.HA0026/KA0015 An Bord Pleanála Page 10 of 124

11 1.6 Statutory Procedures / Reports Notices of the proposal to construct this road project under Section 51 of the Roads Act, 1993, as amended by the Planning and Development Acts, 2000 to 2010, were published in the press on the 16 th and 19 th December, Prescribed bodies were also notified. These notices invited the making of written submissions in relation to the likely effects on the environment of the proposed development to An Bord Pleanála no later than the 17 th February, Notices of the compulsory acquisition of the land needed for the project and of the extinguishment of public rights of way were likewise published on the 16 h December, These notices provided for the making of objections to An Bord Pleanála no later than the 17 th February, The Manager s order authorising the acquisition by compulsory purchase of the lands in question, the extinguishment of public rights of way and the making of an application to An Bord Pleanála for approval of the project was made on the 14 th December, This was done on foot of certification by Mrs. Wendy Bagnall, Senior Executive Planner, Mr. Seamus Mac Gearailt, Director, Roughan & O Donovan, Consulting Engineers and Mr. Nicholas Whyatt, Senior Engineer, National Roads Design Office. PL17.HA0026/KA0015 An Bord Pleanála Page 11 of 124

12 2. ENVIRONMENTAL IMPACT STATEMENT This is a brief summary of the contents of the Environmental Impact Statement. It is based substantially on the Non-Technical Summary but includes some elaboration of particular points and a review of significant effects and proposed mitigation measures. 2.1 Background and General Description Introduction The stated purpose of the proposed bypass is to overcome major safety problems on the N2 route passing through Slane village. It is required to overcome the inadequacies of the existing road network through provision of a local bypass of the village of Slane. A number of policy documents are referred to. It is stated that the N2/A5 corridor is indicated in the National Spatial Strategy as the key link between the East Coast region and the linked gateways of Derry and Letterkenny. The National Development Plan ( ) emphasises the importance of a transport infrastructure being crucial to the promotion of national competitiveness and sustainable development and states that further improvements on the N2 route, in cooperation with the Northern Ireland authorities, is an objective of that Plan. Improvements already carried out to various sections of the M2/N2 road are listed and these are to varying standards. Two schemes at planning stage are listed, these being from Ashbourne to Ardee and Clontibret to the border, both of which are subject to constraints studies. Reference is made to a funding package by the Irish Government to contribute towards the A5 Western Transport Corridor through Northern Ireland. It is noted that the N2 remains the formally designated route between Dublin and Derry. Referring to local planning policy, it is noted that Infrastructure Objective 15 of the Meath County Development Plan ( ) states to support major road improvements and proposed national road schemes by reserving the corridors of any such proposed route free of development, which would interfere with the provision of such proposals. This plan identifies the Slane Bypass incorporating a new bridge over the River Boyne under this objective. The Slane Local Area Plan acknowledges an N2 bypass comprising approximately 5 kilometres of single carriageway road proposed to run to the east of Slane in order to relieve traffic volumes. Reference is also made to the Regional Planning Guidelines for the Greater Dublin Area and the Slane Bypass is identified in an update report of Background to the Development The existing road network in the area is described and the need for the scheme is detailed with reference to the very poor safety record of the N2 road at Slane, the delays arising from the one-way traffic system across Slane Bridge, increases in traffic flows since the opening of the M2 Finglas to Ashbourne Road Scheme in 2006 and further projected traffic growth. It is submitted that it is in the best interest of the population of Slane village and of all N2 road users for traffic to be diverted from the village and that this proposal is to provide the appropriate road infrastructure for Slane village, whose historical character and community infrastructure is threatened by continuous flows of heavy traffic. PL17.HA0026/KA0015 An Bord Pleanála Page 12 of 124

13 The primary objectives of the N2 Slane Bypass are: (a) To improve traffic safety by removing through traffic from the existing route through Slane Village and over Slane Bridge. (b) To improve the environment of Slane Village by removing a significant portion of north/south through traffic. (c) To obtain an improved level of service suitable for a national primary route. (d) To achieve the objectives of various national and regional policies for the national road network. (e) To achieve an objective of the Meath County Development Plan Description of the Scheme The main components are set out in Section 1.4 above. Outline of Alternatives Considered Various alternative route options are discussed. It is pointed out that on-line widening of the existing bridge was rejected on the basis of the likely extent of destruction of properties, the steep gradient involved and the continued use of the village by excessive volumes of through traffic. Potential routes to the west of the village were reviewed during the constraints study, but were considered not to be viable having regard to cultural heritage constraints at Slane Castle, the Hill of Slane and Slane village. Four route corridors were developed for routes to the east of the village. These were considered on the basis of archaeology and cultural heritage, landscape and visual impact, ecology and agricultural land use. This led to the selection of the preferred route in June 2005 (Route B1/B/B2). A proposal to upgrade the bypass to a dual carriageway / motorway standard was considered but a further review in mid determined that a reduced Type 2 dual carriageway would be provided. Options for the Slane Bypass/N51 junction are discussed and it is explained that a roundabout would provide adequate capacity, limit earthworks, reduce landtake and be less expensive than a grade separated junction. Bridge height options are set out with a summary of results for four height options varying from 12 metres to 35 metres over the river. It is concluded that the optimum balance point between earthwork costs and bridge cost is achieved with the second lowest option, likewise in the balance between the visibility of the bridge and the depth of the cuttings on the approach roads. Traffic Impacts An analysis of traffic impacts suggests that a Type 2 dual carriageway would be the correct standard of road for the forecast volumes, that there would be significant journey time savings arising from use of the bypass and that there would be a very significant reduction in truck traffic through Slane. Construction traffic is estimated with regard to its overall volume, routing and traffic management. Any negative impact would be of short duration and an environmental operating plan would be put in place by the contractor during the construction phase of the scheme. 2.2 Significant Environmental Impacts Human Beings It is pointed out that the construction phase would require traffic management that would give rise to community severance to various degrees, though the contract would seek to minimise traffic disruption. In the operational phase the resident community would experience reduced travel times and safer driving conditions and PL17.HA0026/KA0015 An Bord Pleanála Page 13 of 124

14 the removal of HGV traffic from the existing bridge would greatly improve safety. The residents of houses along the existing N2 would enjoy considerably lower traffic flows, though there would be a potential increase in traffic levels along part of the N51. The proposed bypass would enhance the economic potential of Slane and communities along the N2 and, while there would be an initial loss of business in the short term, this loss should generally recover in the medium to long term. The scheme would be beneficial in employment terms during the construction phase. The Natural Environment It is pointed out that the length and height of the bridge would ensure that the impact of the proposed scheme on the ecology of the Boyne Valley would be negligible and that the impact arising from the removal of hedgerows would be mitigated by additional planting. Extensive mitigation measures would be provided for various species of fauna where necessary. The River Boyne is an important salmonid river and the scheme has been designed so that there will be no in-stream works at this location. Suitable control measures are to be put in place to prevent accidental contamination of watercourses during the construction and operation of the bypass and particular care will be taken during the construction phase in proximity to the river and canal. In the case of noise and vibration, a conservative approach has been adopted based on a worst-case scenario for potential long-term traffic flows and noise predictions have been provided for two scenarios: the use of hot road asphalt and the use of low noise surfacing which reduces noise levels. Noise bunds or barriers would be provided where required to reduce traffic noise to acceptable levels in accordance with the relevant guidelines. These would be to the northeast of the N51 roundabout and at the northern tie-in. In relation to air quality, the road scheme would redirect traffic away from Slane Village to less densely populated areas and this would benefit the majority of the local population without exposing others to significant levels of emissions. The removal of traffic, especially trucks, away from the very steep hills, sharp bends and traffic signals in Slane would lead to a reduction in air pollution by enabling more efficient engine performance. The construction phase impact on air quality would be limited through application of a dust minimisation plan. It is anticipated that the impact of this project on climate would be negligible in the national context and no significant micro-climatic effects are expected as a result of the scheme. It is stated that the most significant drainage feature within the study area is the River Boyne and it is estimated to drain a catchment of 2,682 square kilometres. Other features are the Mooretown Stream and man-made drains to the north and south of the Boyne. The proposed bypass crosses over 10 distinct geological formations and two have been classified as locally important karstified aquifers. The vulnerability ratings for lengths of the road have been assessed. In relation to wells, 11 were identified within a 1,000 metre buffer zone from the proposed bypass alignment and four were identified within a 500 metre buffer zone. Construction phase and operational phase impacts for water systems are described together with mitigation measures for temporary excavations, water supply wells, suspended solids, contamination risk by hydrocarbons and contamination risk by dangerous substances. The residual impacts of the bypass are some localised permanent lowering of the watertable in some sections of the road scheme and a very small permanent loss of natural catchment and PL17.HA0026/KA0015 An Bord Pleanála Page 14 of 124

15 sub-catchment areas. It is not expected that there will be impacts for water supply wells. In relation to bedrock geology, it is pointed out that no County Geological Sites have been identified within the proposed land-take for the road scheme. The earthworks quantities give a surplus of 153,000 cubic metres. Borehole information and preliminary excavation trials have indicated that the uppermost weathered rock is amenable to mechanical excavation by breaking but it is also likely that several zones of rock in major cuttings will require drilling and blasting to free up the stronger and more competent rock materials for removal. The side slopes have been assumed to be two horizontal to one vertical for preliminary design purposes, but these details are subject to further ground investigation. Mitigation measures are described and it is estimated that the development will have no environmental impact on the soils and geology of the area. Landscape and Visual Analysis The receiving environment is stated to pose major challenges and design constraints to achieve an acceptable intervention in the landscape. The town of Slane is a heritage town with a distinctive urban form, historic buildings and a major castle and demesne. The wider landscape is judged as being of very high value and the River Boyne Valley is deemed as being of exceptional value. Coupled with the numerous historic monuments and the World Heritage Site of Brú na Bóinne, which enjoy relatively unspoilt views over the route corridor, this is stated to be a very sensitive environment. The proposed route alignment seeks to hide the road within cuttings and topographic adjustments in the landscape, coupled with extensive roadside planting which would mitigate much of the landscape and visual impact of the road. The assessment indicates that the more long-term and comprehensive change will occur where junctions and associated infrastructure are accommodated. The biggest challenge for the design is accommodating a new bridge over the River Boyne. The preferred design seeks to balance the immediate local impact from within the Boyne valley, where a taller larger span bridge might appear more appropriate, against the impact on the wider landscape, where such a longer or taller structure would have more visual impact even at a distance. The actual bridge profile is simple and understated. Key views have been examined and the assessment illustrates that most of the longer distance views, while experiencing impacts at medium to high level of significance, have a net neutral visual impact; in effect the degree of change within the general wide view experienced is acceptable, does not alter the quality of the view and may add an interesting and logical feature to it. It is accepted that views closer to the new bridge would experience generally adverse change. In general the road corridor is mitigated through topographical features and soft landscape and most impacts on residential amenity can be mitigated through screening and planting. It is submitted that, subject to detailed design of mitigation requirements and refinement of the bridge design, the current proposals are an acceptable interpretation of the need for a bypass of Slane and will protect the wider landscape context. Material Assets In relation to agricultural use, the impacts will be limited to the farms directly traversed by the route. This would apply to 16 farms through severance or reducing the area of the respective farms. The impact would be major on one farm and moderate on eight. The scheme would involve the acquisition of three currently used PL17.HA0026/KA0015 An Bord Pleanála Page 15 of 124

16 dwellings, one unoccupied dwelling and parts of the curtilages of other properties. The removal of traffic from Slane would enhance its economic potential together with that of other communities along the N2 road, though there would be some loss of business for local services from passing traffic. It is not considered that there would be significant impacts on natural resources, utilities or transport networks. Architectural, Archaeological and Cultural Heritage The physical landscape of the area is stated to be extremely rich with considerable evidence of human settlement, almost certainly related to the River Boyne and its tributaries. The nearest point on the proposed route is located approximately 574 metres to the west of the buffer zone of Brú na Bóinne, a UNESCO World Heritage Site which covers an area of 3,300 hectares and whose archaeology spans a period of 7,000 years. It is suggested that some townland boundaries have been longestablished and may date back to the Anglo-Norman period. The archaeological assessment identified 44 archaeological and cultural heritage constraints within 500 metres of the route. Of the 10 sites that would be impacted by the road the impact is considered potentially significant for three sites, moderate for two, slight for two and none for the remaining site. A further two areas of undetermined archaeological potential would also be impacted. In relation to the World Heritage Site, the introduction of a new infrastructural feature into the landscape would impact on the continuity of the valley, on views along the river from that Site and on views of that Site from Slane and its environs. While it is felt that there would be no direct impact on the World Heritage Site as currently bounded, the proximity of significant development to it may have consequences for its status and possibly have implications for any application to extend it to the west. A selective assessment was carried out of the potential visual impact of the proposed road on sites. The results indicated that there would be a high and adverse effect on two sites, including Slane Mill and the Boyne Navigation, a high and neutral impact on five sites, a medium and neutral impact for Knowth, a low and neutral impact for Newgrange and no perceivable impact on views from the Brú na Bóinne Visitor Centre or Dowth. It is noted that the bypass would have a positive impact in rerouting heavy traffic away from Slane bridge and Slane village. The architectural heritage assessment identified 21 sites within the study area. The proposed development would have a negative impact on two sites and features a gate and a lodge. It would have an indirect negative effect on five sites and features and the proposed scheme would have an indirect positive impact on an architectural heritage site, namely Slane village. Inter-relationships Inter-relationships and interactions are displayed in a table and those that are significant are described. Mitigation Measures The principle measures proposed are preconstruction surveys relating to species, extensive landscape planting of the route, noise bunds or barriers at two locations, limitation of construction transport to national roads, provision of pollution control measures and implementation of appropriate traffic management measures during the construction period. PL17.HA0026/KA0015 An Bord Pleanála Page 16 of 124

17 2.3 Further Information A submission of further information was made in response to a request from the Board. This included further maps, montages and other illustrations. I would refer briefly to some of the items of information contained in this submission. Measures to Upgrade Road to Type 1 Dual Carriageway or Motorway This would require a higher design speed of 120 km/h, larger horizontal radii, changes to the vertical alignment and replacement of roundabouts with grade separated interchanges. In summary the following measures would be required: Widening of the road pavement by 5.1 metres. Horizontal realignment at Cullen Hill. Vertical realignment on the approaches to the Boyne Bridge. Increase in the cutting depth at Cullen Hill. Replacement of the three roundabouts with grade separated junctions. Vertical realignment of the bypass at the N51 junction. Horizontal realignment of the northern and southern terminals of the scheme. Western Route Option In response to the request from the Board to examine a western route option, four possible options were initially selected and, from a preliminary examination of likely impacts, it was decided to select Option 4, which was the longest option. A detailed study of potential impacts was submitted and the overall conclusion was that the eastern option is preferable in terms of economic benefits, visual impact, terrestrial ecology, archaeology and architectural and cultural heritage. There would be no significant differences in terms of impact on agriculture and aquatic ecology and the overall conclusion is that the eastern route is clearly identified as the preferred option for the N2 Slane Bypass. Noise Levels in the vicinity of the World Heritage Site Noise measurements were made at three locations within the World Heritage Site and buffer zone and the conclusion of the assessment was that the magnitude of the impact would be negligible at Knowth and Newgrange in future design years but would be perceptible at the edge of the buffer zone. Other Matters Further material included in this submission includes an archaeological synthesis report and illustrations of the bridge design and photomontages showing the effects of various bridge heights from selected viewpoints. Some revisions have been made to the conclusions in relation to the visual impact of the bridge in views from some of the selected viewpoints. PL17.HA0026/KA0015 An Bord Pleanála Page 17 of 124

18 3. GENERAL DESCRIPTION OF ROUTE AND ENVIRONS 3.1 East Meath Area Much of the East Meath area comprises reasonably level land of good agricultural quality. The River Boyne flows through this area generally from west to east and is a very significant physical feature in it. It has a substantial flow of water and was developed for navigation purposes in the past, though the Boyne navigation is now disused. Its course is irregular and it has several loops and bends, with wide floodplains in some locations. In the vicinity of Slane much of the surrounding land is at a level of approximately 70 metres OD (Ordnance Datum) and there are steep slopes down to the river. Upstream from Slane the river is effectively in a type of gorge with very sharp escarpments on either side. This area is fairly densely settled and the pattern of settlement, along with the traditional road network, has been influenced by the river. The main settlements are located on the river and include Drogheda, Slane and Navan. These and other settlements in the area have expanded significantly in recent decades. The traditional road system, leaving aside recently constructed major road projects, is orientated to crossing points at Drogheda, Slane and Navan. These roads have been improved progressively in the past and many sections have good alignments, though there are also some unrealigned sections. The land to the south of Slane is generally level but to the north there are some areas of higher land and areas having an upland character. 3.2 Slane Village and Surrounds Slane Village is located north of the crossing point at Slane bridge, which is an old structure and a feature of significant architectural interest. The village is set back from the river on its northern side and is significantly elevated above the river valley and floodplain. It has a formal layout and is focussed on a central crossroads. It has regular streets branching out from the crossroads and four landmark Georgian buildings at the corners. It has many other buildings of architectural interest and many protected structures. There are two churches (Church of Ireland and Catholic), both quite old and both of architectural interest. It also has a significant amount of newer residential development, mainly to the north of the N51 road, which runs through Slane from east to west. Some of the development to the east of the village centre is on elevated ground and quite prominent in some views. There are also significant commercial uses, including a factory to the north of the village, an industrial estate between the village and the river and a quarry some distance to the west of the village. The course of the main N2 road through the village has been influenced by the steep slopes on either side of the river. The road from the village centre down to the bridge, Mill Hill, drops very steeply and there are sharp turns at either end of the bridge. There is a corresponding rise on the south side of the river though this is less steep. There is a cluster of buildings of significant architectural interest in the vicinity of Jebb s Mill close to the bridge and on the north side of the river. The N2 road rises to the north from the crossroads in the centre of the village but further out this road levels off and has a good alignment beyond the village limits. Some ribbon development has taken place along the roads in the immediately PL17.HA0026/KA0015 An Bord Pleanála Page 18 of 124

19 adjoining area, including the N51 to the east, the N2 to the south and the Rossnaree road, a minor road running alongside the southern bank of the Boyne. Radical safety measures have been introduced on the bridge and on the road down to the bridge from the village centre. These mainly comprise a traffic signal controlled one-way traffic flow system across the bridge and a dual approach system for traffic coming from the village, such that cars and light vehicles are allowed to proceed in advance of heavy vehicles. Other safety measures include traffic lights at the central crossroads, a 30 km/h speed limit in the village, a high friction surface near the junction and variable message signs on the bridge approaches. The route of the proposed bypass skirts the village of Slane to the east and runs primarily through agricultural land. It cuts into the side of Cullen Hill in a location where it swings to the east from its southern tie-in point. The route drops steadily from the south into the river valley and crosses the river at a point where the valley is relatively narrow. It then rises on the far side to the intersection with the N51 road. It crosses that road some distance to the east of the village and there is a certain amount of dispersed residential development in this area, including some houses proposed to be acquired. The route continues to the north from this intersection, skirting Norris Hill to the east and on a more level course. The land on and in the vicinity of the route for the most part comprises agricultural land in productive use, generally divided into large fields. 3.3 Significant Heritage Features The Boyne Valley area in general has a very rich archaeological and architectural heritage and this is described in more detail in the report of Mairead Kenny. Slane Village, as described above, has a significant architectural heritage, including the bridge, the adjoining mill complex and canal features. The Hill of Slane occupies a dominating position above the village and is an important ecclesiastical site. Slane Castle is a dominating feature set on high ground upstream of the village and overlooking a large sloping field. It is a building of 18 th century date and is associated with a demesne and planted property. It has survived quite well, notwithstanding a serious fire in The castle and associated buildings comprise a building complex of significant architectural interest. The grounds between the castle and the village are extensively wooded. Upstream of the demesne there are further demesne lands, including the house and demesne at Beauparc on the south side of the river and Stackallen on the north side. Other items of interest in the vicinity include Fennor Castle and the Ledwidge cottage. The Brú na Bóinne monument complex includes the monuments at Newgrange, Knowth and Dowth and these form the core of the Brú na Bóinne World Heritage Site. This site has defined boundaries and is adjoined by a buffer zone. The named monuments are located north of the River Boyne on elevated ground where that river swings to the south, thereby skirting the Site. The monument closest to Slane is Knowth, located in a commanding position overlooking the Boyne valley upstream towards Slane. The area in which the monuments are located is served by a network of minor roads but public access is through a visitor centre on the south side of the river, which has road access from a road running from McGruder s Cross to Donore. The primary land use in this area is agricultural and, while there is a dispersed pattern PL17.HA0026/KA0015 An Bord Pleanála Page 19 of 124