7 CONSULTATION. 7.1 Stakeholder Groups. 7.2 Removal or retention of the tracks and sleepers

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1 7 CONSULTATION 7.1 Stakeholder Groups Stakeholder consultation has taken place with the following groups and on the following key issues during the preparation of this feasibility report Stakeholder Meath County Council Cavan County Council CIE Irish Rail Health Service Executive Community Groups Key Issues Removal or retention of the tracks and sleepers Rail line classification and ownership Development, construction and maintenance of the Greenway Replacement of the N52 bridge Decontamination of lands at Gyproc Health Benefits Identification of potential local walking and cycling loops 7.2 Removal or retention of the tracks and sleepers One of the key feasibility issues that was reviewed was the potential lifting of the rail track and sleepers. This issue has a significant bearing on the project in terms of cost and constructability. In terms of cost, the extra construction depth required to build up the level of the route over the rail tracks would prevail over the entire length of the Greenway. This would add significantly to the cost of the project In terms of both cost and constructability the route contains up to 10km of low to high level embankments and retaining the tracks and sleepers would affect the route feasibility in either one of two ways. Either the width of the route would need to be restricted to approximately 1.5m, compared to a recommended width of 2.4m, for a significant portion of the route, or the embankments would need to be widened which would have a potentially significant knock on effect in terms of existing drainage courses and land boundaries It was also confirmed by Irish Rail, that should the rail line be reopened at some point in the future it would be necessary that the existing rail track and sleepers be replaced. Therefore the recommendation, based on the consultation on this matter, is that the tracks and sleepers should be removed. 37

2 7.3 Rail line classification and ownership Given that it is recommended that the line and sleepers be removed and that, in order to ensure the line remains classified as disused and in the freehold ownership of CIE, a derogation would be allowed under the Railway Act to retain the classification of the line as disused. In this context CIE would enter into a license agreement with Meath County Council and Cavan County Council for the two Local Authorities to develop and maintain a Greenway along the rail route for an agreed period of time, thus protecting the route for redevelopment as a functioning rail line at some time in the future. 7.4 Development, construction and maintenance of the Greenway As the planning and roads authority for the respective counties it is recommended that the Greenway achieve planning approval and be constructed and maintained by Meath County Council and Cavan County Council. This process would be carried out under the license agreement with CIE. Both County Councils are prepared to proceed on this basis. 7.5 Replacement of the N52 bridge The N52 rail bridge was removed following a collision in the recent past. The replacement of the bridge is the subject to on-going legal proceedings. In addition Meath County Council have advised that preliminary proposals have been discussed with the NRA to realign the N52 in the vicinity of the bridge and the nearby R162 junction, due west of the rail line In the context of the development of the Greenway the conclusion of the legal proceedings and the realignment of the road would potentially be after the timeline identified for the completion of the Greenway. To allow for this likely scenario an allowance has been made in the costing of the route to construction a pedestrian and cyclist bridge between the two bridge parapets. 38

3 7.6 Decontamination of lands at Gyproc The on site assessment of the rail line identified potential contamination in the vicinity of the Gyproc facility, south of Kingscourt. Irish Rail have confirmed that they have been in detailed consultation with the facility and have a formal process agreed for the decontamination of the relevant lands. This process will be overseen by Irish Rails Environmental Division Irish Rail also noted that a boundary issue is currently being resolved at Gyproc and surveying work is being undertaken to re-established the rail boundary in the vicinity of the Gyproc plant. This boundary issue will be completed by mid-2013 ahead of the construction of the Greenway. 7.7 Health Benefits The health benefits of the Greenway are a specific objective of the project and are addressed in the Health Impact Assessment of the Greenway contained under separate cover. 7.8 Identification of potential local walking and cycling loops The development of local walking and cycling loops that will overlap onto the Greenway is a key aspect of the development of the project. These local loops will provide local amenities for communities to undertake recreational walking and cycling in the environs of the local communities and to maximise the potential use of the Greenway by the local population In order to identify the potential local loops a workshop was held with representatives from the various local communities. Each community was provided with a structured feedback form for the purpose of identifying the route of existing and potential local loops. These loops are summarised below in Figures 7.1 to 7.7 inclusive. Whilst the feasibility, specification and cost of development of these loops is beyond the scope of this study, the identification of potential future routes will allow for these routes to be developed during or after the completion of the Greenway. 39

4 Figure 7.1 Navan Local Trails Boyne Ramparts Riverside Walk: This walk stretches 8km walk from Navan towards Slane along the banks of the River Boyne, parallel with the old canal. This route forms part of the proposed Trim Navan Drogheda Greenway. Navan Points of Pride: Points of Pride is an inter-active looped walking tour of Navan highlighting historical places of interest. It is 4km in distance commencing and finishing at the Solstice Arts Centre. Navan Slí Na Sláinte: The Navan Sli is a 4.8km route which starts at Newbridge in Navan town centre. 40

5 Figure 7.2 Kilberry Village Local Trails Trail Type: Walking and Cycling Routes. Route 1: Heading north will form a loop from Kilberry to Wilkinstown along the R162, and back along the Greenway and R163; approximately length 9.2km. Route 2: Heading to the south along the R162 towards Navan Town and back along the Greenway and R163, approximately length 11.5km. Route 3: Eastwards towards the Boyne Valley including Slane, Newgrange and Knowth & Dowth. R162 R163 R162 41

6 Figure 7.3 Wilkinstown Local Trails Trail Type: Walking and Cycling Route Route: Proposed new 2/3km loop of Wilkinstown Village to take in D stown and an area known locally as Doctors Hill. The route will embrace a proposed heritage trail to include field names, bird feeders, information on local wildlife and the local well. Route can extend southwards to incorporate Kilberry Route 3 and then back to Wilkinstown via Kilberry Route 1. R162 Can extend southward to the R613 42

7 Figure 7.4 Castletown Local Trails Trail Type: Walking and Cycling Route Route 1: From Castletown Village heading northwest along Castletown Court Road, taking the Greenway route and back to Castletown Village along the L3406. Approximately length 3.2km. Route 2: Starting in the access to the Greenway from L3406 heading south along the Greenway and along the lanes at Leggagh back to the original point. R162 Figure 7.5 Nobber Local Trail Trail Type: Walking and Cycling Route Route 1: Proposed new 3.5km loop from Nobber centre, along the Main Street (R162) towards south to L3402 road and back along the Greenway towards the north of the town. R162 43

8 Figure 7.6 Kilmainhamwood Local Trails Trail Type: Walking and Cycling Route Route 1: From Kilmainhamwood Village towards the Whitewood Lough, then around Whitewood Lough and access onto the Greenway. Approximately Length 3.8km. R162 Route 2: From Kilmainhamwood Village towards north along the L6802 Road and accessing the Greenway through the R162 Road Crossing either returning to Kilmianhamwood via the local road at the old station or via Route 1. 44

9 Figure 7.7 Kingscourt Local Trails Dun a Rí Forest Park: There are four walks of approximately 1.5-2km in length all with points of interest and plentiful varied wildlife. Some more unusual highlights of a visit to Dun a Rí are the Ice House, Toba na Splinne Holy Well and Cromwell s Bridge. The ruins of Fleming's Castle can still be seen as well as Sarah's Well. Sarah's Bridge, built in 1801, is the starting point of many of the walks in the park. Kingscourt Local Routes: There are a variety of walking and cycling facilities around Kingscourt town including the new off-road track to the Dun a Rí Forest Park, the Footpath to town along R162, the walks towards Cabra Castle and the lanes towards Corlea. Kingscourt Loop: From Kingscourt town centre southwards along the R162 to Enniskeen lane, down Enniskeen lane to the old graveyard and then access the Greenway. Return to town either by the Carrickleck Road, Carrickmaccross Road or Dun na Ri park. 45

10 8 RECOMMENDED GREENWAY SPECIFICATION 8.1 Route Maps Route maps illustrating the Greenway specification as outlined in this section are presented in Appendix B. These maps complement the maps in Appendix A and cover the equivalent sections of the route as follows: Map No. Route Specification Section 8.1 Navan Town Park to Kilberry: Chainage 0 4km 8.2 Kilberry to Wilkinstown: Chainage 4km 8km 8.3 Wilkinstown to Castletown: Chainage 8km 12km 8.4 Castletown to Nobber: Chainage 12km 16km 8.5 Nobber: Chainage 16km 20km 8.6 Nobber to Kilmainhamwood: Chainage 20km 24km 8.7 Kilmainhamwood to Enniskeen: Chainage 24km 28km 8.8 Enniskeen to Kingscourt: Chainage 28km to 30km 8.2 Greenway Width The width of the Greenway is determined as a function of the uses it must accommodate and their frequency. The preferred width for the Greenway needs to accommodate a range of potential users including; cyclists (both adult and children), cycles with trailers, pedestrians, pedestrians with buggies, mobility impaired and wheelchair users, construction / maintenance / emergency access vehicles The most appropriate mechanism to provide for these mixed uses, without overprovision of width, is to operate the Greenway as a shared space area. In this way adequate provision is made for the passing of different users along the route. The preferred width to accommodate the shared space arrangement, based on the potential frequency of passing along the route, is 3.0m. 46

11 8.2.3 Due to the infrequency of maintenance and emergency access these uses can be accommodated through verges and laybys or hardstand areas. The proposed 3.0m width provides a convenient width for trafficking during construction of the route There will be areas where this proposed 3.0m width will not be achievable. The provision of a reduced width at pinch point locations will not affect the operation and management of the Greenway. From the on-site review the minimum width along the trail is 2.0m. 8.3 Greenway Gradient The design of the Greenway should be such that no slope along the route is greater than 1 in 12 and in general should not be greater than 1 in 20. The use of gradients in excess of 1 in 20 should be limited to locations where direct access or short transitions along the route are required. If there are locations where gradients in this range are required for longer sections, flat sections within the steeper gradients must be provided to break the gradient for mobility impaired and wheelchair users A key benefit of using the disused railway line for the Greenway as a cycling and walking route, is that the rail line was constructed to accommodate a steam powered locomotive and carriages and has therefore been constructed with very few, if any, slopes in excess of the preferred maximum gradients. 8.4 Greenway Path Specification The recommended Greenway specification is based on the assumption that the existing railway tracks and sleepers are taken up by Irish Rail prior to construction. The recommended build-up of the path surface for the trail is based on the recommended finishes from the design guidance documents and on achieving a Greenway trail classification. Based on cost and aesthetic considerations an unbound path surface has been chosen for the Greenway The typical detail for the greenway is shown in Figure 8.1. This is the typical detail on flat sections and on sections with a wide embankment. The finish level of the path surface will be approximately 75mm 100mm higher than the existing level of the railway ballast. A 50mm-75mm of Clause 804 material will be laid on top of the existing railway ballast to form a regulating course. The surface will be formed by a 20mm deep layer of limestone dust In general the width of the railway ballast is a minimum of 2.8m wide. In order to achieve a desirable width of 3m an additional formation will be excavated along the existing edge of the railway ballast, this will be filled with a mixture of existing railway ballast and Cl. 804 material to a minimum depth of 150mm. The lateral restraint for the path surface will be provided by the means of a 500mm 1000mm wide verge. This verge will be formed from a mixture of excavated material and from imported topsoil material It is possible to provide a greening effect and to act as a natural binding system and thus minimising the amount of surface material washed away in a flood event, a very light mixture of topsoil could be spread over the surface of the trail. This has the effect of quickly greening the trail surface and reducing the visual impact of the trail. Photos 8.1 to 8.4 below show an example of where a similar surface finish has been applied and the greening effect achieved and the Greenway has the appearance of a boreen. 47

12 8.4.5 It will be important that the grass growth is maintained on the Greenway. In sections of high use this will occur naturally under the Greenway traffic. In sections of lower use it will be necessary to cut the grass back as and when required in order to maintain low level of growth The typical detail on a narrow embankment is shown in Figure 8.2. This figure also illustrates a timber fence detail which will be required on sections of higher embankments. In order to maximise the width of the Greenway to allow for the fence and / or narrow width the lateral restraint to the side of the path will be formed by a concrete or timber kerb In the sections of cut it be necessary to incorporate linear drainage into the construction. The existing railway generally has open drainage along both sides in the section of cut, however most of these are overgrown and blocked. In most sections of cut the construction detail will be the same as the flat sections but with the existing drainage re-established. Where width is restricted a filter drain provided instead of the open drain. In such cases a stone covering on the drain will allow users to walk on this edge of the path thus maximising the effective width of the Greenway. The typical detail for the sections of cut is shown on Figures 8.3 and

13 Photo 8.1 : Excavating for Path Base Photo 8.2 : Path Base in Place Photo 8.3 : Path Surface Added Photo 8.4 : After approximately 1 Year (Grass effect on top of path surface is optional) 49

14 (optional) (optional)

15 (optional) (optional)

16 8.5 Screening Where the Greenway is proximate to private residences privacy screening may be required. The form and location of screening will be developed with the affected landowner and there are various options available including timber screens or planting. 8.6 Fencing Fencing will be required where the adjacent land is used as grazing for livestock or where there are safety issues such as a steep slopes or where residences are in close proximity to the Greenway and require privacy screening and clear boundary definition As a general rule and in keeping with minimising the impacts of the scheme, it is important not to overprescribe fencing as it can be intrusive on the landscape. A grass verge will adequately line and define the Greenway along with drainage ditches, embankments and cuttings. Where stock control is an issue the fences are usually post and rail and constructed to a minimum height of 1m. At this stage of feasibility an allowance has been made for the provision of 10km of new stock control fencing Along the boundary of Tara Mines and at the Gyproc facility more secure fencing will be required. The fencing at Tara Mines, based on the visual inspection during the site assessments is adequate for security purposes. Allowance has been made at Gyrpoc for a 2.4m high green palisade fence to secure the facility and its tailing ponds from access from the Greenway. This fencing should be back planted to help provide a level of screening for users of the trail Examples of the fencing options are shown in Photo 8.5 to Photo Road Crossings There are a total of 13 road crossing along the length of the Greenway from Navan to Kingscourt. Six of these crossings are on relatively busy roads such as the R162, the other seven are on quiet county roads with very low volumes of traffic. At each of the road crossing the user of the trial will be required to stop before crossing the road. On the busier roads, warning signs on the approaches to the crossing should be provided Each of the road crossing locations also form access points onto the trail, at present gates are in place to control access to the railway. The goal at each of the access points should be to provide free unobstructed access for cyclists and other users and to make the trail accessible for all. Design features such as kissing gates and stiles should be avoided unless absolutely necessary The ideal solution would be to replace the existing gates with bollards with a 1.5m gap between the bollards. An alternative arrangement would be to use a two part gate system as show in Photo 8.10 allowing access to the trail for cyclists and other users but could be locked to prevent access for unauthorised vehicles and opened to allow access for maintenance vehicles. 52

17 Photo 8.5 : Post and Wire Fence (Mayo GWG) Photo 8.6 : Boundary formed by embankment and verge Photo 8.7 : Timber Post and Rail fence at steep fall (Mayo GWG) Photo 8.8 : Timber Post and Rail (Mayo GWG) Photo 8.9 : Green Palisade Fence Photo 8.10 : Gated Access (Railway Walk, Ardee, Co. Louth) 53

18 8.8 Farm Crossings and other Access Crossings There are a significant number of farm crossing points along the length of the trail. Some of these crossing points are used for moving livestock across the railway line and It is recommended to avoid using cattle grids on the main path of the cycle trail. These are difficult for walkers and cyclists to traverse and diminish universal access along the trail. Where farm animals are crossing the trail it will be necessary to close the trail off but this will only be an occasional obstruction and delay of a few minutes only. Photo 8.11 : Example of Cattle Grid on Path (use of these should be avoided) If there a farm crossing is just for machinery it will not be necessary to include for any gates, however a suitable trail finish, such as a concrete pad, will be required at the crossing points. At the crossing points for Tara Mines and Gyproc a crossing procedure will need to be agreed. This will most likely involve the provision of new gates to allow the intermittent local closure of the Greenway when crossing is in operation. 8.9 Trail head/parking locations The exact locations for trailheads and parking locations along the trail will need to be agreed during the detailed design stage. Trailhead locations should include trail map and provision for parking. 54

19 9 PROJECT COSTS AND IMPLEMENTATION PLAN 9.1 Implementation Plan From a technical and planning perspective there are number of key milestones that must be achieved in the development of the Boyne Valley to Lakelands County Greenway. These are as follows: Completion of Feasibility Study Preparation of Planning Documentation Submission of Planning Application Obtaining Planning Preparation of Detailed Design Elements Preparation of Tender and Contract Documents for Construction Contractor Appointment of Construction Contractor Construction of trail Figure 9.1 Summary Implementation Plan 55

20 9.1.2 The time period available for the construction of the scheme will also be constrained by the possible starting date. Before construction of the trail can commence planning approval for the scheme must be obtained. If planning approval is obtained for the scheme it can then progress with the detailed design and the preparation of the tender documents for the appointment of a construction contractor The next stage of the project will be obtaining planning permission. The trail goes through the administrative boundary of two planning authorities (Meath County Council and Cavan County Council), as such two separate planning applications may be required. The three issues to be determined is whether an Natura Impact Statement (NIS) is required as part of the Appropriate Assessment, whether a sub-threshold Environmental Impact Statement (EIS) will be required as part of the planning application, and whether the project is lodged as a Local Authority project If the project is lodged as a Local Authority project then the two planning process options are (i) Part 8 application or (ii) submission directly to An Bord Pleanala. If an NIS or sub-threshold EIS is required then the application(s) must be lodged directly with An Bord Pleanala. The Part 8 option has the shortest timeframe, 2-3 months following submission. Submission to An Bord Pleanala will take a minimum of 6 months, and longer if an EIS is required. If the planning authorities or An Bord Pleanala are of the opinion that the project is likely to have a significant effect on the environment, then scheme would require a sub-threshold EIS Based on the findings of the Appropriate Assessment screening and on discussions with Meath County Council it is considered highly unlikely that a Natura Impact Statement or sub-threshold EIS would be required. As the development is on an existing railway track and primarily involves a change in the surface treatment to the existing railway track it is unlikely that the development will have any significant impact on the environment and it is unlikely that an EIS or NIS will be required. Based on consultation with the stakeholders the Part 8 application is the appropriate means of applying for planning permission for this project From a review of other Greenway planning applications there isn t a significant amount of additional engineering data required for a planning application. Preparation of documentation for a planning application would take between 2 and 3 months. From a review of similar trails it is estimated it will take between 3 and 4 months to construct 15 kilometres of the trail and given the lack of constraints to construction it is recommended that the project be completed in one phase as a single construction contract to be procured via open tender A Work Schedule Plan has been prepared for the Greenway based on a Part 8 application that would allow for the trail to be constructed by end of This plan is based on the assumption that the planning application is submitted as a Part 8 application. 56

21 Duration May-13 Jun-13 Jul-13 Aug-13 Sep-13 Oct-13 Nov-13 Dec-13 Jan-14 Feb-14 Mar-14 Apr-14 May-14 Jun-14 Jul-14 Aug-14 Sep-14 Oct-14 Nov-14 Dec Feasibility Study Completed 2. Prepare Documents for Planning App 2-3 months 3. Planning Permission Process 2-3 months 4. Preparation of Detailed Design 3 months 5.Contract Documents and Tender Process 4 months 6. Construction Process 10 months Figure 9.2 Work Schedule Plan 57

22 9.2 Project Cost Estimate A cost estimate for the proposed scheme is set out below based on the following allowances and provisions. The cost estimate will need to reviewed and updated at all stages of the project. The Trail Construction Cost includes for the materials and works associated with the construction of the trail path. It includes for the excavation, path base, path surface, kerbs, verges and fencing. No allowance has been included for the removal of rail track or sleepers. The cost for Wayfinding includes for all the supply and installation of all the waymarking items. The cost for Trail Furniture refers to the cost of gates, fencing, bollards, seating, mapboards etc. The cost for Health and Safety primarily includes the fencing along Gyproc. The cost for Accommodation Works includes for some small improvements at the old railway stations and for some accommodation works at these locations. The cost for Accommodation Works includes also includes for improvements at trailhead and parking locations at the main settlements along the route. The cost for Accommodation Works includes a figure for a replacement bridge at the N52 The cost for Traffic Management measures include for the road crossing points. The cost for Design Fees include for planning, detailed design & tender stage, construction stage and handover stage. 58

23 GREENWAY ROUTE FROM NAVAN TO KINGSCOURT CONSTRUCTION COSTINGS COST 01 TRIAL CONSTRUCTION 859, WAYMARKING AND SIGNAGE 15, FURNITURE 339, ACCOMMODATION WORKS 305, HEALTH AND SAFETY MEASURES 84, TRAFFIC MANAGEMENT 60, PRELIMINAIRES (10%) 166, CONTINGENCIES (5%) 91, CONSTRUCTION COST TOTAL (exc VAT) 1,920, DESIGN FEES (8%) 153, TOTAL (Exc. VAT) 2,074, TOTAL (inc VAT) 2,368,

24 10 BUSINESS CASE 10.1 Introduction The Boyne Valley to Lakeland County Greenway will provide a number of benefits to the area. The overall length of Greenway and the gentle gradients make it an ideal one-day cycle activity. The potential loops along the route will provide amenities for local communities and will provide other users with interesting short diversions that will enrich the overall experience. The Greenway also provides the opportunity for shorter distance walking routes. Whether the route is walked or cycled in part or full the Greenway has the potential to provide the following benefits to the local communities: Passive Recreation Health Benefits Social Interactions Tourism Economy The Greenway will provide a quality off-road corridor for passive recreation that will be attractive for people for the local towns and communities and the surrounding counties. The increase in recreation within the local population will have direct improvements of the health and mental well-being of the communities. The Greenway will provide the perfect opportunity for local people to form walking groups and hold cycling and walking related events. The Greenway will add to the attractiveness of the area for domestic and international tourism. The route is long enough that it can form a one-day activity or a half-day activity. Whilst using the Greenway people will spend money on food/ drink / bike rental /accommodation etc. This will be a direct spend in the local economy that may not occur without the Greenway being in place At present the heritage value of the railway is neglected with some of the old platforms and stations in a state of disrepair. As part of the Greenway it is recommended that portions of the track be retained and that the some works be undertaken to improve the old platforms and other rail features along the route A study carried out by Sustrans 1 in the UK indicates that the provision of local walking and cycling routes can derive a benefit to cost ratio of 20:1 compared to traditional ratios of 3:1 for road schemes. As much as half of the net present value of a scheme can be attributed to savings in health services including savings made due to a reduction in the number of deaths from coronary heart disease, stroke and colon cancer, all of which are major causes of mortality that can be countered by physical activity. 1 Economic Appraisal of Local Walking and Cycling Routes Sustrans

25 10.2 Data Sources Information from the Great Western Greenway - Economic Impact Study Report (GWG-EISR), Failte Ireland and from Census 2011 has been used in estimating the potential level of users and the average stay. Information from the GWG EISR, from The European Cycle Route Network EuroVelo 2 and from trail users surveys in the USA were used in estimating the quantum of spend by different user groups The GWG-EISR sets out the level of recorded activity along the GWG. The information within the GWG-EISR is based on information from a survey counter on the route and questionnaire surveys. Depending on the origin of users, they were classified as local, domestic or overseas users. Local was defined as people being from the Mayo area, domestic were from other parts of Ireland and overseas were people from other countries (including Northern Ireland). provides a summary of the data from the GWG EISR. USERS No. of Visits % No. of Persons 3 Average Stay (Days) Average Spend ( /day) Total Direct Spend ( ) Local Users 34, % 34,400 n/a , Domestic Users 29, % 14, ,541, Overseas Visitors 16, % 8, ,758, Total 80, % 57,200 7,239, Table 10-1 : Summary of Annual Users on the Great Western Greenway (source GWG-EISR) The GWG-EISR concluded that the GWG contributed to a 7.2 m in direct expenditure in the local economy over a full year. Of which 3.2m, was considered to be attributable to Domestic and Overseas visitor who considered the Greenway to be an important factor in their decision to visit the area Estimated Number of Users The level of local, domestic and overseas visitors to the BVLCG has been estimating using population data and Fáilte Ireland s data on domestic tourism and overseas visitors. Local users can be considered to be people from around Meath, Louth, Cavan, Monaghan and north county Dublin undertaking day or part day trips to the Greenway and do not stay overnight. 2 The European Cycle Route Network EuroVelo Challenges and opportunities for sustainable tourism. European Parliament, Directorate General for Internal Policies, Policy Department B: Structural and Cohesion policies, Transport and Tourism. 3 The GWG-EISR estimated that that during their stay Domestic and Overseas visitors make an average of 2 no. visits to the Greenway 61

26 In order to estimate the number of potential Local Users the population a defined catchment area of the BVLCG has been compared to the population within the similar catchment area for the Mayo GWG. A catchment area of approximately 20 km has been used to calculate the populations. This catchment area has been extended to include the towns of Drogheda and Ashbourne, which are approximately 22km and 24km away from the BVLCG. These numbers are presented below within Table One could say that given the better roads infrastructure in the east of country that the catchment area around the BVLCG should be larger than the GWG, particularly along the M3/N3 route corridor, with large populations such as Blanchardstown less than 30 minutes drive from Navan. However in order to provide a robust assessment the catchment areas have been kept at approximately the same size. Population: Population Catchment Area Expressed as ratio to GWG local population GWG Mayo (area influence 20km) 49,000 BVLC Greenway (area influence 20km 4 ) 231, Table 10-2: Population Catchment In Boyne Valley To Lakelands County Greenway Compare To GWG 4 Catchment area also includes Drogheda and Ashbourne. 62

27 It is clear from these figures that there is a far greater population living closer to the BVLCG than the GWG, and it would be reasonable to expect that the local users would be four times the level on the GWG For Domestic Users Fáilte Ireland s numbers on domestic tourism to the Regions has been used. The GWG is based in the Western Region and the BVLCG is based in the Midlands-East region. Fáilte Ireland s data on domestic tourism indicates that in the 2011 there were a total 4,436,000 domestic holiday trips made in Ireland. Of these 15% visited the Western Region and 11% visited the East and Midlands Region. This equates to a total of 665,400 domestic holiday trips to the Western Region and 487,960 to the East and Midlands Region The GWG-EISR estimates that there were 14,800 domestic visitors to the GWG in This means that approximately 2% of the domestic visitors to the Western Region visit the GWG. If a similar percentage of domestic visitors to the East and Midlands Region visit the BVLCG, then it would have a total of 9,700 domestic visitors in a year The terms of holiday nights the same data indicates that in 2011, 17% of the overall domestic holiday nights was spent in the Western Region and 9% in the Midlands and East Region. This implies that domestic tourists that visit the Western Region stay longer than those that visit the Midlands and East Region. In 2011 domestic visitors average length of stay in the Western Region was approximately 1.5 times longer than the average stay in the Midlands and East Region. The research from the GWG- EISR indicated that average length of stay for a domestic visitors was 4.8 days, therefore it is estimated that the average length of stay for a domestic visitor to the BVLCG would be 3.2 days For the Overseas Users, the figures from Fáilte Ireland Overseas Visitors to Counties in 2011 indicate that 273,000 overseas tourists visited county Mayo in The GWG-EISR estimated that there were a total of 8,000 overseas visitors to the GWG in Therefore approximately 3% of the overseas tourists who visited Mayo used the GWG. The BVLCG is primarily located within county Meath, however it is also very close to the counties of Louth and Monaghan and a small portion of it is in the Co. Cavan. It is assumed that the potential overseas catchment consists of all of the overseas visitors to Co. Meath and 20% of the overseas visitors to Cavan, Louth and Monaghan The total number of overseas visitors to these combined areas is approximately 181,000 in If a similar proportion visits the BVLCG as the visit the GWG in Mayo then the number of overseas visitors to the BVLCG will be 5,400 in a year. It has been assumed that overseas visitors to the area will spend the same number of days as those to the GWG in Mayo. The estimated overall visitors to the BVLCG is summarised in below. Given the high population numbers in the areas surrounding the Boyne Valley to Lakelands County Greenway the number of local users is much higher than GWG, however the number of domestic and overseas visitors using the BVLCG is estimated to be lower than the GWG. USERS No. of Visitors Average Stay (Days) Local Users 137,600 n/a Domestic Users 9, Overseas Visitors 5, Total 152,700 Table 10-3: Estimated Visitors to the Boyne Valley to Lakelands County Greenway 63

28 10.4 Estimated Spend Similar to the estimated numbers of visitors, the calculation of the Direct Expenditure has been divided into the three user types; local users, domestic users and overseas users. The Direct Expenditure has been calculated by the Number of Local/Domestic/Overseas Visitors, by Average daily spend per person/visit and by Average length of Stay Local Users spend. The GWG-EISR indicated that the average daily spend by Local Users was 27. The EISR acknowledges that this is based on a small sample size; 33 local users were included within the sample set. Other studies in Europe have indicated that the average daily spend for a leisure cyclist in an off-road cycleway is 16 a day. A review of user surveys from trails in the USA indicates that the daily spends in the region of 10 a day. From a review of these numbers, the average daily spend by a Local User could be between / day. For the purposes of this assessment the midpoint of this range, 18.50/day has been used Local Users are estimated to make 137,000 visits to the Greenway across the full year, spending an average of on each visit. This gives a projected expenditure in the local area of nearly 2.5 m. Number of local visitors: 137,000 Average daily spend: Total Direct Spend: 2,534, Domestic Users spend. The average daily spend used to calculate the direct expenditure of domestic users has been obtained from GWG Economic Impact Report. It is assumed that the daily spend for a domestic user is a day resulting in an overall estimated annual spend of approximately 1.5m Number of domestic visits: 9,700 Average daily spend: Average length of stay: 3.2 Total Direct Spend: 1,547, In the GWG-EISR, approximately 70% of the domestic users sampled stated that the GWG was an important factor in their decision to visit the local area. Assuming the similar percentage for the BVLCG would mean that approximately 1.1m would be attributable to domestic users who felt that the Greenway was an important factor in visiting the region Overseas Users spend. The average daily spend and the average length of stay used to calculate the direct expenditure of overseas users has been obtained from GWG Economic Impact Report. Below is the projected estimate for the level of direct spend by Overseas Visitors that use the Greenway in a full year. Number of overseas visits: 5,400 Average daily spend: Average length of stay: 6.8 Total Direct Spend: 1,861,704 64

29 In the GWG-EISR, approximately 45% of the overseas users sampled stated that the GWG was an important factor in their decision to visit the local area. Assuming the similar percentage for the BVLCG would mean that approximately 0.8m would be attributable to overseas users who felt that the Greenway was an important factor in visiting the region Summary of Estimated Users and Spend A summary of the estimated users and spend on the Boyne Valley to Lakelands County Greenway is shown in Table 10-4 : Summary of Estimated Users and Spend below. It can be seen that the vast majority of visitors to the BVLCG will be from local users, i.e. people who visit for a day or part-day from Meath, Louth, Monaghan, Cavan and north county Dublin. This is to be expected given the significant number of people living within less than 30 minutes drive of the Greenway In overall terms, it is estimated that the annual spend associated with visitors to the Greenway would be approximately 5.9 million. Over 40% of this spend would be associated with people from the surrounding areas making day or part-day trips to the Greenway. USERS No. of Visitors % Average Stay (Days) Average Spend ( /day) Total Direct Spend (,000 ) per year Local Users 137,000 90% n/a ,500 Domestic Users 9,700 6% ,500 Overseas Visitors 5,400 4% ,900 Total 152, % 5,900 Table 10-4 : Summary of Estimated Users and Spend 65

30 11 CONCLUSION The Boyne Valley to Lakelands County Greenway provides an excellent opportunity to create a high quality recreational walking and cycling route and to deliver a major tourist and leisure amenity at very low cost. The 30 km route would extend from the historic Boyne Valley in Navan to Kingscourt, in the Lakelands County of Cavan The trail will facilitate access for people with varying levels of physical ability and the trail length allows for short or one day activities for walkers and cyclists alike. The gentle gradients and traffic free environment will provide an ideal environment for young families and leisure cyclists and walkers. The Greenway will serve as a major amenity for the local and regional population and as a tourist attraction that can form part of the national cycle and walking trails network. Key Conclusions State Landowner: CIE is the landowner of the full route of proposed Greenway, and have agreed to enter into a license agreement with Meath and Cavan County Councils to develop the Greenway. Simple Construction: The existing railway ballast will provide the formation layer, facilitating simple and fast construction of the Greenway. Low Cost : The railway ballast, intact emabankments, cuts and structures means that a signficant amount of the construction material and structures are already in place, ensuring that the construction cost is low. Large Catchment Population: There are over 230,000 people within only 20km of the Greenway. Locally Accessible: There is easy access to the trail from the regional parks and town centres of Navan and Kingscourt and from the other towns, villages and local attractions along the route. Regionally Linked: The Greenway connects the historic Boyne Valley to the Lakelands County of Cavan. Nationally Connected: The Greenway route has direct connections to the existing Táin Trail cycling route and can be directly connected to corridors 1 and 13 of the National Cycle Network and to the Northern Ireland cycle network. Gaeltacht Area: The Greenway passes through Baile Ghib Gaeltacht area, providing the opportunity to both increase awareness of and support the development of the Gaeltacht. Beautiful and Attractive Landscape: The Greenway will take users through unspoilt and changing landscapes, from the plains around Navan into drumlin country speckled with lakes. Increased Physical Activity: The provision of a quality walking and cylcing infrastructure will encorage a physically active culture of walking and cycling in the towns and villages along the route. Increased Economic Activity: It is estimated that the Greenway will accomodate approximately 150,000 local, domestic and overseas users per year, who will spend close to 6m in the local ecomony. Enthusiastic and Supportive Local Communities: The local communities along the route are actively supportive of the Greenway and developing local linkages and opportunites. 66