Volume II - Kildare.ie

Morell River 

Castlewarden 

North 

Slane River 

Palmerstown 

Demesne 

N 

Bishopscourt 

Upper 

L2007 

Castlewarden 

South 

L6021 

Kill East 

Kill River 

Kill West 

to Limerick 

Castlewarden 

Interchange 

Painstown 

River 

Goffs 

Johnstown 

Interchange 

L2005 

Blackhill 

Tobernavoher River 

L2012 

N7 

N7 

to Dublin 

Huttonread 

Blackchurch 

Kill 

Interchange 

KILL 

VILLAGE 

Greenhills 

R445 

Quinsborough 

Kill Hill 

L2011 

Boherphilip 

Kill River 

Hartwell River 

Palmerstown 

JOHNSTOWN 

VILLAGE 

Maudlins 

Interchange 

NAAS 

Kilwarden 

CHAPTER NINE 

Environmental Impact Assessment 

of Preferred Scheme

N7 Naas Road Widening & Interchanges Scheme 

9.0 ENVIRONMENTAL ASSESSMENT OF PREFERRED SCHEME 

The independent consultants to the preliminary stage of the Environmental Impact 

Study also assessed the impacts of the proposed scheme in the context of their 

individual expertise. 

An outline of their findings and conclusions is summarised in this Chapter 9.0, which 

assesses the impacts of the preferred scheme on: 

Human Beings (under the headings Traffic, Socio-Economic Affects, Planning & 

Environmental Impact Statement 105 

June 

2001 

Development, Construction, Traffic Management and Village Streetscapes), Flora 

and Fauna; 

Soil, Water, Air, Climatic Factors and the Landscape; 

Material Assets (under the headings Property, Agriculture, Bloodstock), 

Architecture and Archaeological Heritage and the Cultural Heritage; 

The inter-relationship between the above factors. 

There were no particular difficulties encountered in compiling the information for the 

Environmental Impact Statement. 

The full text of all reports can be found in Volume 4 of this Environmental Impact 

Statement. 

Volume 2

9.1 TRAFFIC 


Following the initial scheme appraisal, PH McCarthy and Partners in association with 

Transportation Planning (International) (TPi) undertook an assessment of the 

preferred scheme against the ‘Do Minimum’ alternative. 

9.1.2 TRIP RATES FOR PREFERRED SCHEME 

Based on the background traffic growth rates detailed in Section 5.2.2, trip rates 

were derived which were used in the SATURN Traffic Model to assess the preferred 

scheme. These are shown in Table 9.1.2.1, starting with the observed 1998 base 

year. 


June 

2001 

Volume 2 

Assessment Year 

1998 (Base) 

2005 (Opening) 

2010 (Intermediate) 

2020 (Design) 

9.1.3 APPRAISAL OF PREFERRED SCHEME B2 

TRIP RATES FOR PREFERRED SCHEME ASSESSMENT 

Total Trips (pcu’s) 

AM Peak PM Peak 

5691 

7641 

8594 

10261 

TABLE 9.1.2.1 

6309 

8437 

9501 

11397 

An evaluation of the preferred scheme compared to the ‘do-minimum’ (DM) was 

made based on the following criteria as used for the assessment of the scheme 

options: 

• capacity and operational effectiveness; 

• access and efficiency of movement; 

• safety; 

• environment and sustainability; 

• overall performance. 

9.1.3.1 Operational Effectiveness 

All main elements of the preferred scheme will have sufficient capacity and 

satisfactory layout to enable the scheme to perform effectively from 2005 to 2020. 

This includes the N7 mainline, the grade separated junction slip road merges and 

diverges, and connecting roundabouts, Monread junction and the local access road


on the south side of the mainline. Congestion is only likely to begin at the N7 

westbound merges in the PM peak in 2020 and to a small degree at the N7 

eastbound merges in the AM peak, due to heavy mainline flow. 

This will provide a significant improvement on the DM. The DM will encounter 

severe operational difficulties from 2005 onwards, particularly at Monread cross- 

roads and the N7 signal junctions at Johnstown and Kill, as well as at the sub- 

standard entry points onto the N7. 

9.1.3.2 Access and Efficiency of Movement 

The preferred scheme B2 will create much better conditions in terms of ease of 

access and movement through the study network, for all travellers and trip purposes. 

Journey times for both local and strategic traffic will reduce on average by between 

one third and two thirds with the preferred scheme in place. An analysis was made 

of modelled journey times through the study network, by peak period and route 

direction, with and without the preferred scheme in place. The results are shown in 

Table 9.1.3.2.A. While B2 will speed up journey times, it will also result in a small 

increase in overall distance travelled, relative to the DM. This distance increase will 

amount to 2% in 2005 and 1% in 2020. 

Average vehicle speeds through the network are predicted to rise considerably with 

scheme B2, compared to the DM. In 2005, the increase will be in the order of 88%, 

while in 2020 it will amount to 147%. Table 9.1.3.2.B compares network travel 

speeds for the scheme B2 and the do-minimum. 

Access to and from the N7 will be improved because of the even spacing of high 

capacity grade separated junctions to serve all settlements equitably and also 

because of the local access road linking together the grade separated junctions. 


June 

2001 


Journey Time Route 

1. M7-Dublin Co. Boundary 

(N7 Mainline) 

1. Naas-Dublin Co. 

Boundary (N7 direct 

route) 


Boundary (via Kill) 


Boundary (via Kill & 

Johnstown) 

9.1.3.3 Safety 



June 

2001 


COMPARISON OF DO-MINIMUM AND PREFERRED SCHEME B2 

DM Preferred 

15 

23 

30 

33 

ROUTE JOURNEY TIMES 

Travel Time (Mins) 

2005 2020 

Scheme B2 

10 

11 

14 

17 

% Difference 

with B2 

-33% 

-52% 

-53% 

-48% 

TABLE 9.1.3.2A 

DM Preferred 


NETWORK TRAVEL SPEED 

23 

40 

49 

52 

Speed (Kph) 

Scheme B2 

11 

13 

21 

19 

AM Peak PM Peak 

% Difference 

with B2 

-52% 

-68% 

-57% 

-63% 

Year DM Scheme B2 DM Scheme B2 

2005 

2020 

31 

19 

Average 23 

63 

52 

TABLE 9.1.3.2.B 

35 

19 

56 24 

63 

49 

54


Most of the serious conflict points, which exist on the DM network, will be removed 

by the preferred scheme. This will resolve the problem of severe casualties arising at 

the existing junctions along the N7, particularly at the uncontrolled at-grade 

crossings. The number of personal injury accidents per year, on the mainline links, 

will be reduced by at least 10% with the preferred scheme and even more scheme 

accident benefits will be achieved at junctions, where an overall reduction of at least 

70% per year can be expected. 

A forecast of link and junction accident numbers was undertaken for opening year 

2005 and design year 2020, with and without the N7 scheme. Link accidents were 

calculated based on COBA10 rates per million vehicle kilometres and the SATURN 

peak hour traffic flows, factored to the level of annual average daily traffic (AADT) 

using 1999 ATC factors. The following COBA10 road type classifications were 

adopted: 

• Do minimum: older dual 2-lane all purpose carriageway (50mph), with accident 


June 

2001 

rate of 0.111 per million vehicle kilometres; and 

• Preferred Scheme B2: modern dual 3-lane carriageway (50mph), with hard strips, 

with accident rate of 0.100 per million vehicle kilometres. 

Junction accident numbers were estimated for the key intersections across the 

scheme network, based on COBA10 junction types and traffic inflow coefficients. 

Peak hour traffic flows were taken from the SATURN model and converted to AADT 

equivalents. 

Predicted link and junction accidents for the DM and preferred scheme B2 are shown 

in Table 9.1.3.3. 


Type of Accidents 

No. of Link Accidents 

No. of Junction Accidents 



June 

2001 



PREDICTED LINK AND JUNCTION ACCIDENTS 

No. of Accidents 

Year Do Minimum Preferred Scheme B2 

2005 

2020 

2005 

2020 

9.1.3.4 Environment & Sustainability 

35.8 

48.9 

28.0 

38.9 

TABLE 9.1.3.3 

Since the N7 scheme is an on-line improvement and the new GSJ’s will be located 

away from the local settlements, intrusion by the scheme will be moderated. Traffic 

intrusion on the LAR will be low, because total vehicle movements through the centre 

of the villages will increase only modestly from the DM. 

Changes in traffic volumes, which will travel through the centres of Johnstown and 

Kill, if the scheme is introduced, are shown in Table 9.1.3.4. The flows indicate the 

total number of vehicle movements that will enter the junction in the centre of each 

village in the DM and DS networks. 

At 2005 and 2010, the flow changes resulting from the scheme cannot be 

considered significant. The changes will amount to increases and decreases of little 

more than one vehicle per minute, in total, spread across three arms of each village 

junction. 

32.7 

44.3 

6.5 

11.1



June 

2001 


TOTAL TRAFFIC FLOWS AT MAIN VILLAGE JUNCTIONS IN JOHNSTOWN AND KILL 

Junction Inflows in Vehicles per Hour 

Johnstown Kill 

Year Network AM Peak PM Peak AM Peak PM Peak 

2005 DM (without scheme) 

DS (with scheme) 

% Change in flow with scheme 







319 

346 

+8% 

319 

352 

+11% 

318 

630 

+98% 

TABLE 9.1.3.4 

345 

299 

-13% 

347 

304 

-12% 

341 

546 

+60% 

586 

579 

-7% 

589 

577 

-2% 

633 

708 

+12% 

700 

595 

-15% 

701 

596 

-15% 

By 2020, there is likely to be a rise in traffic flow through both Johnstown and Kill, 

with the scheme, when compared to the existing network. This increase reflects the 

availability of the LAR in the scheme, as an alternative route to the N7 mainline. As 

mainline flow rises, so mainline merge and diverge manoeuvres will become more 

difficult and local traffic will tend to use the LAR, because of heavy traffic flow on the 

N7. 

The preferred scheme will improve circumstances for pedestrians, cyclists and buses 

compared to the DM. Vulnerable pedestrians and cyclists will benefit from the 

continuous local route, and by dedicated footbridges spanning the N7 at Johnstown 

and Kill. Bus services will potentially be enhanced, because journey times between 

Naas and Dublin will be reduced by between one third and two thirds over the 

scheme’s design life. This reduced travel time will be accompanied by improved 

reliability as junction delays are removed and will hold even with bus services re- 

routed to serve Johnstown and Kill via the LAR to Naas. 

9.1.3.5 Overall Performance 

713 

769 

+8%


Taking all the criteria of the framework together, the appraisal suggests that the 

preferred scheme B2’s overall performance will be strong and represents a 

considerable improvement on existing conditions, and furthermore a significant 

improvement on the do-minimum in future years. 

In summary the impact assessment indicates that the preferred N7 scheme will be 

worthwhile, in transport terms and that its implementation will, therefore, be 

justified. 


June 

2001 


9.2 NOISE & VIBRATION 


The Environmental Services Group of Enterprise Ireland assessed the noise and 

vibration aspects of the scheme. These impacts are primarily traffic related, and the 

traffic flow rates used in the assessment are those predicted for the design year 

2020. The prediction method used was that of HMSO publication “Calculation of 

Road Traffic Noise”, 1988. 

Sound levels are measured with a meter in units called decibels (dB), and noise has 

often been defined as unwanted sound. Environmental noise levels are usually 

assessed in terms of A-weighted decibels, the dB(A). The A-weighting approximates 

to the response to the human ear. Road traffic noise may cause annoyance and the 

parameter most commonly used in Ireland and the UK for the assessment of traffic 

noise is the L10 dB(A) level, i.e. the noise level exceeded for 10% of the relevant time. 

The criterion used in the UK and by local authorities in Ireland is the L10 (18-hour) 

dB(A). This is the mean of the hourly L10 levels in the period 06:00 to 24:00 hours. 

Social surveys in the UK have shown that there is a good correlation of dissatisfaction 

towards traffic noise with the L10 levels. UK legislation has a limit of 68 dB(A)L10 (18- 

hour) for new road schemes before noise abatement at the point of reception is 

required. The criterion where the existing noise level is in excess of this value is an 

increase of 1dB over the do-nothing scenario. A change of 2dB is ‘just perceptible’ 

and an increase of 10dB is generally taken to be a doubling of ‘loudness’. 

9.2.1 EXISTING NOISE ENVIRONMENT 

Traffic noise measurements were made at six locations in June 1998 and one 

location in May 2000 and two locations in 2001. The locations are shown on Figures 

6 - 13 in Volume 3 of this Statement. Noise measurements were made for periods in 

excess of 24 hours at seven locations and the shortened 3-hour method was used at 

two locations. The measurement location was approximately 1 metre in front of the 

façade of the buildings. 


June 

2001 


The following parameters were measured: 

LA01 

LA10 

LA90 

LAeq 



June 

2001 


the sound level equalled or exceeded for 1% of the measurement period, the 

maximum levels; 

the sound level equalled or exceeded for 10% of the measurement period; 

the noise level equalled or exceeded for 90% of the measurement period. 

This level is taken to represent the background noise level; 

the equivalent continuous noise level for the measurement period. 

The L10 (18-hour) dB(A) baseline levels are given in Table 9.2.1 below. 

BASELINE AMBIENT NOISE LEVELS 

Ref * Location Façade/Floor L10 (18-hour) dB(A) 

NV1 Castlewarden, south of N7 Front, ground 66 

NV2 Castlewarden, north of N7 Front, ground 77 

NV3 Kill Village, east Front, ground 61 

NV4 Kill Village, west Front, ground 64 

NV5 Kill, opposite Goffs Front, ground 67 

NV6 Johnstown Village Front, 1 st floor 61 

NV8 Kill, overlooking N7 Rear, 1 st floor 79 

NV7 Johnstown Rear, “1 st floor” 70 

NV7 Johnstown Front, ground 62 

TABLE 9.2.1 

• Reference Locations shown on Figures 6-13 contained in Volume 3 of the Statement.

9.2.2 PREDICTED NOISE ENVIRONMENT 


The road traffic noise level was predicted at 14 locations along the realigned N7 and 

associated local link roads. The HMSO “Calculation of Road Traffic Noise”, 1988, 

(CRTN), may be used to predict noise levels at distances from 4 to 300 metres from 

the carriageway. There are two major parts in the calculation of road traffic noise. 

One part is the calculation of the ‘basic L10 levels’, defined as the noise level at a 

reference point 10 metres from the nearside carriageway. The basic L10 level is 

based on the traffic flow, the traffic speed, % Heavy Commercial Vehicle and the road 

gradient. 

The basic noise level is corrected as appropriate for the effects of distance from the 

road, nature of the ground surface, intervening obstructions, etc. The traffic values 

used are those predicted for the design year 2020 with a 16% heavy commercial 

vehicle (HCV) content. The predicted noise levels are given in Table 9.2.2. 

9.2.3 VIBRATION 

As a vehicle moves along vibrations are generated in the road and in adjacent 

buildings by the interaction of the wheels and the road surface and by direct acoustic 

transmission through the air. The vehicle movement generates waves in the road, 

which are transmitted through the ground to adjacent buildings. The acoustic 

transmission of waves arises from the size, shape and speed of the vehicle and from 

pressure fluctuations due to engine, exhaust and other noises generated by the 

vehicle. These waves enter a building via the windows, etc. 

The waves transmitted through the air are known to produce movements of windows 

and doors. However, these movements are normally not great enough to cause 

structural damage. The waves may create disturbance by rattling windows and doors 

and the effect will be more noticeable in buildings situated close to roads. It has 

been found that ground vibrations produced by road traffic are unlikely to cause 

perceptible structural vibrations in buildings located near to well-maintained and 

smooth road surfaces. The problem can largely be avoided by maintenance of the 

road surface. 

Ground vibration measurements made 3 metres from the road edge of existing 

primary routes with relatively poor road surfaces have typical maximum peak particle 

velocities as shown in Table 9.2.3: 


June 

2001 




June 

2001 


AMBIENT VIBRATION LEVELS DUE TO PASSING TRUCKS 

Location Peak Particle Velocity, mm/s 

Radial Vertical Transverse 

3 metres from carriageway 0.3 0.9 0.2 

TABLE 9.2.3 

The ground vibration from the operation of the new road would be expected to be 

orders of magnitude less than that required to cause disturbance (about 1 mm/s) or 

structural damage (> 8 mm/s). The vibration will be less than that caused by the 

surfaces of the existing roads. 

9.2.3 RECOMMENDATIONS 

Amelioration measures in the form of walls are recommended at locations NV1, NV3, 

NV4, NV5, NV10, NV11 and NV12. The critical aspect of a barrier is its height above 

the road and distance from the road. The exact specification of barrier type will 

depend on the accommodation works, which will be agreed with each respective 

affected landowner. 

9.2.4 CONCLUSIONS 

The construction and use of the road is principally expected to realign the noise 

emission location. At residences where the realigned road is nearer than the existing 

road the noise will increase, and there will be a decrease in noise levels where the 

realigned road is further away. The traffic on the new local link roads will increase 

the noise levels in Johnstown and Kill. 

Noise levels will increase along the route with the do-nothing situation. Ameliorative 

measures in the form of walls will negate the increases due to the scheme.


June 2001 


PREDICTED NOISE LEVELS 

L10 (18-hour) dB(A) 


Ref * Location Chainage N7 Baseline 2020 Ameliorated Comments 

NV1 Gate Lodge 1800L 78 68 Increase due to scheme negated by replacement wall 

NV2 Johnstown Village East 2010R 69 74 - No significant change due to scheme 

NV2 Front of house (1 storey) Link Road 68 - Increase due to new link road 

NV3 Redbrick House 3380R 67 73 68 Increase due to scheme negated by replacement wall 

NV4 Bungalow 3490R 77 68 Increase due to scheme negated by replacement wall 

NV5 Bungalow 4340R 81 77 Increase due to scheme negated by replacement wall 

NV6 Cottage 4450R 77 No significant change due to scheme 

NV7 2 Storey 4770R 79 82 No significant change due to scheme 

NV7 Front of house (2 storey) 4770R 63 No significant change due to scheme 

NV8 Bungalow 6100R 77 No adverse effect due to scheme 

NV10 Bungalow 6440R 77 76 Slight increase due to scheme negated by barrier 

NV11 Bungalow 6720L 77 81 78 Increase due to scheme negated by replacement wall 

NV12 Farmhouse 7230L 78 74 Increase due to scheme negated by replacement wall 

NV13 Bungalow 7500R 77 No significant change due to scheme 

TABLE 9.2.2 

• Reference Locations shown on Figures 6-13 contained in Volume 3 of the Statement.

9.3 AIR QUALITY 


The Environmental Services Department of Enterprise Ireland was engaged by Kildare 

County Council to undertake a baseline assessment of existing ambient air quality and 

predictions of future concentrations of relevant vehicle related pollutants along or 

adjacent to the proposed N7 Naas Road Widening & Interchanges Scheme. 

The study is concerned with the prediction of potential impacts that the proposed 

development may have on ambient air quality generated from changes in traffic flow, 

and therefore, it focused on those pollutants that are produced by vehicular traffic. 

From an air quality perspective, no other wastes, residues, or heat and radiation is 

expected from the proposed development. 

The principal pollutants emitted by traffic are: 

• Nitrogen Dioxide (NO2) 

• Carbon Monoxide (CO) 

• Fine Particulates (PM10) 

• Volatile Organic Compounds (VOC) 

• Benzene (C6H6) 

9.3.1 AMBIENT AIR QUALITY STANDARDS 

The EU and World Health Organisation (WHO) Air Quality Standards and Guidelines were 

selected to assess the impact of the potential air pollutants generated from the 

proposed scheme. Air Quality Standards can be defined as the maximum permissible 

concentrations of individual pollutants in ambient air that would not pose a hazard to 

human health and the environment. They provide a basis for protecting public health 

from adverse effects of air pollution, and they also provide a basis for eliminating, or 

reducing to a minimum, those contaminants of air that are known or likely to be 

hazardous to human health and well-being. 

9.3.2 BASELINE MONITORING 

A two-month monitoring programme of baseline concentrations of nitrogen dioxide 

(NO2), fine particulates (PM10) and total volatile organic compounds (VOCs) was carried 

out at Johnstown village using continuous methods of sampling and analysis from 

September to November 2000. 


June 2001 



The results of the baseline monitoring are given in Tables 9.3.2.1 to 9.3.2.3. The 

results of the baseline monitoring study at Johnstown Village show that the 

concentrations of the individual pollutants are less than relevant Air Quality Standards 

and Guidelines. Therefore, it is anticipated that pollutant concentrations along the more 

rural locations of the proposed N7 Scheme should also be in compliance with all 

relevant air quality criteria. 


June 2001 


SUMMARY OF NITROGEN DIOXIDE (NO2) BASELINE DATA RECORDED IN JOHNSTOWN VILLAGE 

Averaging Period Concentration mg/m 3 Air Quality Standard Limit Values 

Hourly Mean 

Concentration 

Hourly Maximum 

Concentration 

15.8 

68.8 

200 mg/m 3 not be exceeded more than 18 

times per calendar year 

200 mg/m 3– 98%ile of mean hourly values 

obtained during the period 

200 mg/m 3 not be exceeded more than 18 

times per calendar year 

200 mg/m 3– 98%ile of mean hourly values 


98%ile of Hourly Values 56.4 200 mg/m 3 – 98%ile of mean hourly values 

99.79%ile of Hourly Values 


68.3 200 mg/m 3 not be exceeded more than 18 

TABLE 9.3.2.1 

times per calendar year (99.8%ile)



June 2001 


SUMMARY OF FINE PARTICULATE (PM10) BASELINE DATA RECORDED 

IN JOHNSTOWN VILLAGE 


Daily Mean Concentration 16 

Daily Maximum 

Concentration 

50 mg/m 3 not be exceeded more than 35 times 

per calendar year (~90%ile;Stage I of the 

Directive) 

250 mg/m 3 – 98%ile of daily values obtained 

during the period 

80 mg/m 3 – median of daily values obtained 

during the period 

36.5 50 mg/m 3 not be exceeded more than 35 times 

per calendar year (~90%ile;Stage I of the 

Directive) 

90%ile of Daily Values 22 50 mg/m 3 (Stage I of the Directive) 

98%ile of Daily Values 33 50 mg/m 3 (Stage II of the Directive) 

TABLE 9.3.2.2



June 2001 


SUMMARY OF TOTAL VOLATILE ORGANIC COMPOUND (VOC) BASELINE DATA COLLECTED 

IN JOHNSTOWN VILLAGE 


Hourly Maximum 

Concentration 

Hourly Mean 

Concentration 

2370 _____ 

211 

Daily Mean Concentration 207 3000 mg/m 3 WHO suggested 24 hr guideline 

Daily Maximum 

Concentration 

Average Weekly 

Concentration 

Period Average 

(Background) 

9.3.3 ASSESSMENT OF IMPACTS 

_____ 

value for Dichloromethane 

727 _____ 

192 260 mg/m 3 WHO suggested weekly guideline 

192 

TABLE 9.3.2.3 

value for Toluene 

A combination of computer models known as BREEZE ROADS was used to predict the 

maximum ground level concentrations (GLCs) of the five vehicle related pollutants at 17 

receptors in the immediate vicinity of the scheme, for the opening and design year Do- 

Minimum and Do-Something scenarios. (For the purposes of comparison, Do-Minimum 

represents the situation without the proposed scheme, and Do-Something represents 

the situation with the proposed scheme in place). Predictions of maximum worst-case 

hourly, daily and annual average ground level concentrations of the individual pollutants 

for the opening and design year Do-Minimum and Do-Something scenario were 

undertaken using worst case peak hour traffic flows and speeds, and actual 

meteorological data collected at Casement Aerodrome. 

_____


The maximum predicted hourly, daily, 8-hr average and annual average ground level 

concentrations of NO2, CO, fine particulates (PM10) and VOCs produced for the design 

year Do-Minimum and Do-Something scenarios at each selected receptor location along 

the proposed development are shown in Tables 9.3.3.1. to 9.3.3.4. The receptor 

locations are shown on Figures 6 - 13 in Volume 3 of this EIS. 

MAXIMUM PREDICTED HOURLY AND ANNUAL AVERAGE GLCS (mg/m 3) OF NO2 (INCLUDING BACKGROUND 

OF 17mg/m 3) PRODUCED FOR THE DESIGN YEAR (2020) DO-MINIMUM AND DO-SOMETHING SCENARIOS 


June 2001 


Receptor Do-Minimum 2020 Do-Something 2020 

NO2 

Hourly Annual Average Hourly Annual Average 

AV1 140 20 99 19 

AV2 68 19 56 18 

AV3 120 23 71 20 

AV4 156 20 129 18 

AV5 103 21 91 20 

AV6 103 22 85 20 

AV7 80 21 64 19 

AV8 88 21 71 19 

AV9 114 23 87 20 

AV10 83 21 69 19 

AV11 68 20 55 19 

AV12 67 19 51 18 

AV13 90 22 66 20 

AV14 151 23 91 20 

AV15 66 29 51 18 

AV16 185 22 117 20 

AV17 95 21 73 19 

TABLE 9.3.3.1


MAXIMUM PREDICTED HOURLY AND 8-HR AVERAGE GLCS (mg/m 3 ) OF CO (INCLUDING BACKGROUND OF 

500 mg/m 3 )PRODUCED FOR THE DESIGN YEAR (2020) DO-MINIMUM AND DO-SOMETHING SCENARIOS 


June 2001 



CO 

Hourly 8-hr Average Hourly 8-hr Average 

AV1 1944 1096 1103 692 

AV2 1407 903 907 681 

AV3 1895 1239 1025 722 

AV4 2123 1029 1219 692 

AV5 1493 1151 967 724 

AV6 1567 1120 959 736 

AV7 1651 1130 960 729 

AV8 1781 1064 1028 736 

AV9 2360 1339 1211 843 

AV10 1557 1134 1020 779 

AV11 1352 981 869 707 

AV12 1410 932 841 659 

AV13 1768 1267 977 788 

AV14 2255 1363 1155 825 

AV15 1370 934 838 667 

AV16 2441 1207 1230 768 

AV17 1944 1259 1050 787 

TABLE 9.3.3.2


MAXIMUM PREDICTED DAILY AND ANNUAL AVERAGE GLCS (mg/m 3 ) OF PM10 (INCLUDING BACKGROUND 

OF 16 mg/m 3) PRODUCED FOR THE DESIGN YEAR (2020) DO-MINIMUM AND DO-SOMETHING SCENARIOS 


June 2001 


PM10 


Daily Annual Average Daily Annual Average 

AV1 25 18 23 17 

AV2 22 17 21 17 

AV3 28 20 25 19 

AV4 25 18 25 18 

AV5 25 19 26 19 

AV6 26 19 26 19 

AV7 27 19 26 19 

AV8 25 19 25 18 

AV9 29 20 30 20 

AV10 25 18 26 18 

AV11 23 18 22 18 

AV12 23 18 23 18 

AV13 27 19 27 19 

AV14 30 20 30 20 

AV15 22 17 22 17 

AV16 27 19 27 19 

AV17 26 18 26 18 

TABLE 9.3.3.3


MAXIMUM PREDICTED HOURLY, DAILY & ANNUAL AVERAGE GLCS (mg/m 3 ) OF VOC (EXCLUDING 

BACKGROUND) PRODUCED FOR THE DESIGN YEAR (2020) DO-MINIMUM AND DO-SOMETHING SCENARIOS 


June 2001 



Hourly Daily Annual 

Average 

VOC 

Hourly Daily Annual 

Average 

AV1 155 28 6 55 8 2 

AV2 96 19 3 37 7 1 

AV3 164 42 11 51 12 4 

AV4 163 25 4 66 9 2 

AV5 99 25 7 43 10 3 

AV6 103 28 8 42 11 3 

AV7 112 30 8 42 11 3 

AV8 126 27 7 48 10 3 

AV9 176 38 10 65 15 4 

AV10 117 29 7 48 12 3 

AV11 86 21 4 34 9 2 

AV12 88 19 4 30 7 2 

AV13 123 32 8 43 11 3 

AV14 178 40 11 60 15 4 

AV15 85 19 4 31 7 1 

AV16 197 32 8 66 12 3 

AV17 140 29 6 50 11 2 

TABLE 9.3.3.4 

The results of the air dispersion modelling indicates that a further deterioration in air 

quality along the existing N7 is expected for the Do-Minimum scenario while significant 

improvements in air quality will result for the Do-Something scenario. Worst case 

hourly NO2 and VOC concentrations at a number of sensitive receptors in close 

proximity to the existing N7, particularly for the opening and design year Do-Minimum 

scenarios are higher than what is normally expected for a suburban/rural area.


However, the worst case hourly and daily GLCs of all pollutants at all receptors 

considered comply with existing and future Air Quality criteria. 

The results for the opening and design year Do-Something scenarios indicate that 

despite the predicted increase in traffic volumes for the design year (2020), the 

maximum predicted hourly and daily concentrations are generally less or similar to the 

levels predicted for the opening year (2005). This observation is mainly attributed to 

the improvements in vehicle standards brought about by Directive 98/69/EC which 

impose for example, a maximum of 66, 87 and 97% reduction in CO, NO2 and VOC 

emissions, respectively over petrol driven 91/441/EC complying cars. When the hourly 

and daily concentrations for the opening and design years are averaged over the entire 

year, there is no significant increase in levels over existing background concentrations 

9.3.4 ASSESSMENT CONCLUSIONS 

Since the combined ground level concentrations (existing baseline plus the future 

predicted ground level concentrations) of the various pollutants are less than relevant 

Ambient Air Quality Standards or Guidelines, it is anticipated that the proposed 

improvement to the existing N7 route will not significantly affect future ambient air 

quality in the immediate vicinity of the receptors considered. 


June 2001 


9.4 SOCIO-ECONOMIC EFFECTS 


Reid & Associates, Chartered Town Planners, Planning & Development Consultants 

examined the significant effects of the proposed scheme on the community in relation 

to Socio Economic aspects, including population and economic activity in the vicinity of 

the proposed scheme. 

9.4.1 THE STUDY AREA 

The Study Area comprises the four district electoral divisions (DEDs) of Kill, Kilteel, 

Oughterard and Rathmore which form part of Naas No. 1 rural district. The principal 

settlements within the area are Kill and Johnstown. Sallins is located in the north west 

corner of the study area. Sallins functions as a service centre of local importance. 

Johnstown is a small settlement, two miles from Naas and seventeen miles from Dublin 

on the southern side of the N7 dual carriageway. Kill, is located south of the N7 some 

four miles from Naas and some fifteen miles from Dublin. Kill is predominantly a 

residential village with a number of service and manufacturing industries providing 

employment locally. Principal among these is the Ambassador Hotel and Goffs 

Bloodstock Sales. 

Sallins, Kill and Johnstown have been identified as secondary growth centres in the 

County Kildare Development Plan. In addition they have been designated as towns of 

special townscape/heritage character. Therefore, while the towns are scheduled for 

expansion the objective is that the character of the town be retained in any new 

development. 

9.4.2 DEMOGRAPHIC CHARACTERISTICS 

9.4.2.1 Population 

Between 1981 and 1996 the population of the study area increased by 27.1 per cent. 

Total population in the study area rose from 3,231 to 4,107 persons over the period. 

The number of cars per household in 1991 was significantly higher in the study area, 

1.3 per household, than at either rural district or county level. Population density in the 

study area in 1991 was 48 persons per square kilometre compared to 72 persons at 

rural district and county levels. 

Population target figures for the year 2006 as projected in the Kildare County 

Development Plan for Kill, Sallins and Johnstown are 3,320, 3,250 and 1,380 persons 


June 2001 



respectively. This rate of growth would be approximately ten times the rate of increase 

at county level. 

9.4.2.2 Employment and Economic Status 

Set in the wider context the study area as a whole can be termed as an urban 

occupational profile. The study area has a higher percentage of persons in the 

clerical/administrative, sales and professional services categories than is present at rural 

district, county and regional levels. 42.1 per cent of the persons engaged in these 

occupational groups were resident in Kill town. 

9.4.3 POSSIBLE EFFECTS OF THE PROPOSAL 

The main aims of road improvement proposals are to offset peripherality thereby 

increasing national industrial competitiveness. The benefits that accrue are national and 

are difficult to evaluate. 

At local level, socio-economic impacts may include severance or loss of passing trade or 

possible impacts on users of social facilities such as schools, health facilities, churches, 

sports and other centres whose hinterlands may be affected. 

There is also a likelihood of increased development pressure along the line of the dual 

carriageway. 

9.4.4 LIKELY EFFECTS OF THE PROPOSAL 

Extensive public consultation and mitigating measures have diminished the likely 

adverse impacts of the proposed road improvement scheme. The socio-economic 

effects of the road improvement scheme were investigated on the following affected 

groups - 


June 2001 


1. Through traffic 

2. Catchment area traffic 

3. Business traffic 

4. Cyclists and pedestrians 

5. Retail, commercial, industrial and other service operators 

6. Community activities 

7. Planning and development

9.4.4.1 Through Traffic 


There will be a minimising of impediments to through traffic, a reduction in travel time 

and enhancement in driver comfort and improvement in travel flow patterns and an 

improvement in overall traffic safety. 

There will be a fall in discretionary expenditure from through traffic which will impact on 

businesses that depend on passing trade. 

9.4.4.2 Catchment Area Traffic 

There will be no significant stopping off or significant diversion of existing roads, and in 

general there will be no significant interference with local traffic flow patterns. 

The provision of three new interchanges will provide significant improvement in traffic 

safety for local catchment traffic and business traffic accessing the existing settlements 

and businesses. 

Since the population density is relatively low there should be no actual or perceived 

community severance. 

In the absence of significant road closures and inconvenient diversions the consumer 

hinterland and business catchment should remain in tact. 

The provision of two pedestrian bridges at the village of Johnstown and Kill should 

improve pedestrian traffic safety. 

9.4.4.3 Business Traffic 

There will be no significatn stopping off or inconvenient diversion of existing roads 

there will be no interference with traditional flow patterns. 

The provision of the three new interchanges will significantely improve traffic safety for 

existing businesses in the settlement areas accessing the national route. 

9.4.4.4 Cyclists and Pedestrians 

In the absence of significant road closures and significant diversions, cyclists and 

pedestrians will not be inconvenienced. 


June 2001 



The provision of two pedestrian bridges at Kill and Johnstown, and pedestrian and 

cyclist facilities along the local link road between Turf Bog Lane and Naas, will result in 

significant improvements in pedestrian safety in accessing the existing settlements. 

Environmental improvements, streetscape improvements and traffic calming within the 

settlements, particularly Kill and Johnstown will result in increased safety for pedestrians 

and cyclists. A direct path will be provided from the pedestrian bridge and along the 

Straffan Road to serve the Kill National School. 

9.4.4.5 Retail, Commercial, Industrial and Service Operators 

Since there will be no significant stopping off or significant diversion of existing roads 

and as the changes proposed will be counterbalanced by significant improvements in 

traffic safety at the proposed new interchanges there will be no significant interference 

with traditional customer/client traffic flow patterns. 

There is direct acquisition of car park area to the Ambassador Hotel to facilitate access 

and local road access to the interchange. There will be increased backtracking to serve 

the Odlums Farm complex. There is land acquisition from a number of other 

businesses/retail properties along the route. 

In general the impact of acquisition may disrupt business but it is considered this 

impact is offset by the improved safety of access. In the case of the Esso petrol stations 

which will lose forecourt area, the metal workshop (James Cocoman’s farmyard) where 

the road improvement line will result in the loss of buildings and the Greenhills Riding 

School which will also lose barn buildings, there may be adverse impact and disruption 

of business operations. Access to the Statoil petrol station which is at present located 

on a dangerous bend will be altered so that the left out will exit onto the slip road for 

the Kill Interchange. This does not involve backtracking and it is considered will not 

significantly impact on the premises. Acquisition of land at Concrete Pipes will result in 

loss of storage area along the frontage. This may have some impact on business 

operations, however, this is somewhat offset by the fact that existing difficulties of 

access will be addressed by the improved access onto the roundabout. 

In the absence of significant road closures and significant diversions the consumer and 

services hinterland for existing businesses should remain intact. The National route 

improvements will benefit local business traffic and existing commercial operators by 

allowing safe access to the National Route Corridor and facilitating increased interurban 

travel speed. 


June 2001 



Streetscape and environmental improvements in the existing settlements of Kill and 

Johnstown will enhance the attractiveness of the towns for business and other uses. 

9.4.4.6 Community Activities 

Since there will be no significant stopping off or significant diversion of exiting roads 

there will be no interference of traditional traffic flow patterns associated with the social 

life of the area and its hinterland. The temporary closure of the Castlewarden Road 

(Ardclough Junction) will affect existing access to the Castle warden Golf Club. There 

are two diversion routes available to traffic and there will, therefore, be no significant 

interference with traditional traffic flow patterns. 

The Kill national school will lose some land but the entrance will be relocated and a 

dedicated set down area provided. The pedestrian bridge and associated path will 

facilitate improved pedestrian access. 

9.4.4.7 Planning and Development 

The proposed road improvement scheme complies with the specific provisions of the 

Kildare County Council Development Plan 1999. 

The likely affects of the road improvements in planning and development matters 

include the following: 

• The location of an interchange at Castlewarden is likely to draw development to 


June 2001 


the vicinity. 

• The increased accessibility of Kill and Johnstown to the Dublin Metropolitan area 

is likely to result in increased development pressure for the accommodation of 

commuters. 

• The land in the vicinity of the proposed interchanges will acquire strategic 

accessibility value and will likely generate pressure for business development. 

• The Board of the NRA confirmed in 1999 that the policy regarding commercial 

facilities on new and improved national roads should remain that such facilities 

are not to be provided on national routes. Rather the road user should leave the 

national network and avail of local facilities in towns and villages. The proposed 

scheme is being developed in accordance with this policy and there is no 

provision in the land acquisition for such facilities nor is there any plan to 

consider or provide them. Consequently the issue of online commercial facilities 

does not arise.


• The streetscape, traffic calming and environmental improvements in Johnstown 


June 2001 


and Kill is likely to make the town more attractive for residential and commercial 

uses and enhance their potential for future growth. 

9.4.5 AVOIDANCE, REMEDIAL AND REDUCTIVE MEASURES 

Mitigation measures aim to avoid the possible loss of stop-over business on existing 

businesses within the towns and village in the corridor of the study area. Traffic 

servicing business categories are the most vulnerable sector of the local economy. 

These include catering, accommodation, public houses and service stations. In the retail 

sector, general grocery stores and newsagents, although much less dependent on 

passing trade could suffer some loss of business. The level of any loss will depend to a 

large extent on the effectiveness of the ameliorative measures adopted. 

The purpose of ameliorative measures is to maintain and improve the commercial 

attractiveness of the existing towns and villages along the route corridor for local 

customers and stop-over traffic. Attractiveness is the function of ease and efficiency in 

entering and egressing a town or village and also the perception that the leaving of the 

dual-carriageway and subsequently joining of it on the outward journey do not involve 

inconvenience. Within the towns and villages the quality of services provided, pricing 

competitiveness, ease of parking and enhanced environmental ambience will contribute 

to the retention of existing business. 

Design measures for the amelioration of business disruption and the attraction of trade 

will include advance notice signage to enable travellers to avail of rest and other 

facilities and access existing business premises with ease. 

The commitment of Kildare County Council not to close existing local roads without 

providing alternative routes in the immediate vicinity will help to maintain local traffic 

patterns and avoid social or commercial disruption. 

The provision of traffic calming and streetscape improvements in the villages of Kill and 

Johnstown will improve the environmental attractiveness of the villages.

9.5 PLANNING AND DEVELOPMENT 


Strategic Planning Alliance examined the planning and development implications of the 

preferred scheme, and the impact on existing permissions granted in the vicinity of the 

proposed improvements. 

9.5.1 CONSISTENCY WITH PUBLISHED PLANS 

The following published plans were examined in relation to the scheme: 

• Sustainable Development, A Strategy for Ireland 

• National Development Plan 2000-2006 

• The Strategic Planning Guidelines for the Greater Dublin Area 

• Kildare County Development Plan, 1999 

• Draft Kill Development Plan, 2000 

• Johnstown Development Plan, 1995 

This examination of national, regional and county development plans indicated that the 

proposed scheme of improvements to the N7, conform to national, regional and county 

transportation policy objectives. 

9.5.2 IMPACT OF SCHEME ON PLANNING AND DEVELOPMENT OF KILDARE 

The proposal consists essentially of two parts. The first involves improving the N7 by 

adding a third lane in each direction, eliminating traffic crossing movements, and 

installing a continuous median from the Kildare / South Dublin County Boundary to Naas 

at Maudlins. The second part involves creating three new interchanges along this route, 

two pedestrian overbridges and a new local road linking Kill, Johnstown and Naas. It is 

this second series of elements, which will have the greatest impact on planning and 

development issues in Kildare. These impacts can be described as follows: 

• The proposal will create two separate systems whereby national traffic will travel on 

the N7 and local travel wishing to travel between Kill, Johnstown and Naas will no 

longer have to use the N7 but rather can use a new local road network travelling 

parallel to the N7. This separation of national and local traffic has obvious 

benefits. It continues the process begun in the early 1960’s of separating national 

traffic from these towns, but this time re-establishes the local link between the three 

towns. 


June 2001 



• Re-establishing this local link will permit residents in each settlement to access the 

facilities (shops, doctors, pubs, churches etc.) of the neighbouring towns while 

remaining on a local road network. It will permit people to cycle or walk between 

settlements in a much safer environment. It will also allow the provision of a local 

bus service between the areas to be considered. 

• This new local road system will result in two-way traffic through the village of 

Johnstown. At present part of the village Main Street is one-way. Consultations with 

local interests have shown that this current arrangement has created an ambience 

within the Village that locals find attractive. Undoubtedly making the Main Street 

two way is a significant impact of this proposal. 

• One of the most significant activities in Johnstown is the very successful Johnstown 

Garden Centre with its ancillary conservatory business. This business generates 

considerable on-street parking in its vicinity and the new proposal will require that 

to be regulated. Planning applications have been lodged to move the entire 

business north of the N7. Transferring this business will create a site suitable for 

redevelopment in the heart of the Village. 

• At present, Johnstown has almost no public facilities and this lack of facilities 

mitigates any proposals to expand the village in size. If however the Garden Centre 

sites and Council sites were available to be redeveloped for local retailing and 

services facilities, then the lands adjoining the Village could be rezoned for 

residential development. A decision in this regard would have to be made in the 

context of the preparation of a Development Plan for Johnstown. 

• The Johnstown Interchange, east of the Village itself, will create development 

pressure on the lands immediately north and south of the interchange. Already, a 

planning application has been lodged to develop on Palmerstown Demesne lands to 

the north. 

• The development of a local link road between the Johnstown Interchange and the 

Village of Kill will create pressure from adjoining landowners to have their lands 

developed. If this is to be resisted it will be necessary to have a strong planning 

policy in the County and Village Development Plans. This policy will seek to protect 

open areas between Villages and channel development into approved settlements. 

• In general, traffic entering or leaving Kill should have the benefit of the two grade 

separated interchanges to safely access the village. There may be some increase in 


June 2001 



local traffic to and from Naas and Johnstown, and accordingly in the Main Street it is 

proposed to have a comprehensive traffic calming scheme. In addition it is 

suggested as a mitigating measure that traffic speeds along the new local road 

network, including Kill Village, be restricted to 30 or 40 mph where appropriate. 

• The school site in Kill is already restricted in size having regard to its needs and will 

now have increased traffic from the N7 on its northern boundary and from the new 

local road and its southern boundary. In addition the new pedestrian footbridge will 

adjoin its western boundary. It is understood that the school authorities are already 

considering moving to a larger site elsewhere in Kill. 

• At present the village of Kill is subject to the movement of vehicle transporters from 

a site on its southern side. This proposal offers the opportunity for this traffic to 

avoid Kill altogether by using the alternative routes to the south and east to gain 

access to the Castlewarden Interchange and thereafter to the N7. This will benefit 

Kill by relieving congestion in the Village, reduce noise and pollution and increase 

road safety. 

• The Development Plan for the village of Kill has proposed that the village be doubled 

in size. The proposed road improvements do not conflict with this objective. 

• The Interchange proposed at Castlewarden can be used by the transporters from Kill, 

but in addition will facilitate truck movements from the landfill site at Arthurstown. 

This will eliminate the need for trucks leaving Arthurstown to travel to Naas 

(Maudlins) and then back to Dublin. 

9.5.3 IMPACT ON EXISTING PLANNING PERMISSIONS 

An analysis of the Planning Register from 1994 to 2000 showed that the majority of 

Planning Permissions granted recently along the route would not be affected by the 

proposed scheme. 

Permissions that may be affected are shown on Figures 6 – 13 contained in Volume 3 of 

this Statement. These permissions are generally associated with the existing villages of 

Kill and Johnstown. The potential impacts of the proposed scheme on these planning 

permissions are described in Table 9.5.1. 


June 2001 



The proposed improvements will affect the access arrangements mainly, however there 

will be an impact to the two Esso stations, which may require the relocation of tanks and 

temporary closure of the stations for a period. 


June 2001 


PLANNING PERMISSIONS AFFECTED BY SCHEME 

1994 – 2000 

No Ref. No. Nature of Development Status Impact 

1. 95/1471 Erect Bus Shelter at Kill Jnct. Granted Will have to be relocated 

2. 1284/99 Replace existing underground storage 

tanks with 4 no. 40,000lt tanks etc at 

Beaufort Service Station, Kill. 

3. 2096/99 Remove existing underground tank 

and install 4 no. 40,000 lt tanks etc at 

Kill Service Station, Kill. 

4. 467/99 3 no. 2-storey office developments at 

Kill. 

5. 96/1838 Erect 120 Bedroom Hotel & site works 

at Kildare Paddocks, Kill. 

6. 96/1610 Retain advertising sign at Greenhills, 

Kill. 

Granted May have implications for location 

of storage tanks and accessibility 

and access arrangements. 

Granted May have implications for location 

of storage tanks and accessibility 

and access arrangements. 

Granted Will affect access arrangements. 


Granted Will have to be relocated. 

7. 95/872 Dwelling & Entrance at Greenhills, Kill Granted Will affect access arrangements. 

8. 97/1152 Retain extension to sales area for sale 

of caravans etc at Kerdiffstown, Sallins 

Granted Will reduce site area and 

commercial space and affect 

business and access may also be 

affected. 

9. 96/840 Extension of Showrooms at Johnstown Granted Will reduce site area and 

10. 300/99 Demolish Store, Extend Showrooms & 

Construct new Showrooms at 

Johnstown. 

11. 95/1157 Dwelling & Puraflo at Kerdiffstown & 

Maudlins, Johnstown. 

12. 97/1167 Construct Trade Effluent Sewer at 

Donnelly Mirrors, Dublin Rd., Naas. 

13. 00/1631 Construct Grade Separated 

Interchange on N7, Business Park, Golf 

Course, Hotel, Residential Dwellings at 

Palmerstown, Naas. 

TABLE 9.5.1 



affected. 

Granted Will reduce site area and 



affected. 


Granted Not affected 

Pending

9.6 PROPERTY 


Lisney, Chartered Surveyors were engaged to assess the impact on property along the 

proposed route. Only the effects of demolition and loss of land are considered, while 

other impacts such as noise and vibration, and visual impact are considered in their 

relevant sections. Agricultural and Bloodstock holdings affected are also considered 

under separate sections of this report. 

The scheme impacts on property in one of the following ways: 

• the acquisition of the entire property or dwelling; 

• the acquisition of part of the property curtilage; 

• the removal or alteration of the existing access. 

9.6.1 DWELLING HOUSES TO BE ACQUIRED 

The scheme will require the acquisition of 14 dwelling houses along the route, two of 

which have been classed as unfit for human habitation. These are identified in Table 

9.6.1. Property owners, whose dwelling houses are to be acquired under the scheme, 

will be appropriately compensated for loss of dwelling and injurious affection. 

9.6.2 CURTILAGE OF PROPERTY TO BE ACQUIRED 

In addition to the above, approximately 30 dwelling houses along the route will be 

affected by acquisition of part of the property curtilage. The amount of landtake varies 

according to dwelling and location. 

In addition to residential properties, 17 business properties along the route will be 

affected by the scheme. 

Two amenity properties are affected by the acquisition of part of the site area as a result 

of the proposed scheme. 

Affected property owners will be appropriately compensated for the loss of land and 

injurious affection. 

9.6.3 ENTRANCES AFFECTED BY PROPOSED SCHEME 

Approximately 24 dwelling houses will require the re-grading, reconstruction or an 

alternative entrance to be provided as a result of the improvements. Suitable entrances 

will be agreed with the individual landowners involved. 


June 2001 


CPO Reference 



June 2001 


DWELLING HOUSES TO BE ACQUIRED 

No. Description of Dwelling House Location 

109 

130 

130 

135 

138 

139 

133 

145 

175 

178 

181 

149 

191 

198 

Unfit House, Johnstown Village 

Palmerstown Gate Lodge 

Unfit House (Palmerstown Secondary Gate Lodge) 

Cottage, North of N7 

House (B&B), North of N7 

House, South of N7 

Cottage, South of N7 

Farm House, North of N7 

House, East of Kill 

House, South of N7 



House, North of N7 

Farm House, South of N7 

TABLE 9.6.1 

Maudlings 

Palmerstown Demesne 

Palmerstown Demesne 

Greenhills 

Greenhills 

Greenhills 

Greenhills 

Kill East 

Kill Hill 

Kill Hill 

Boherphilip 

Blackhill 

Blackhill 

Kilwarden

9.7 AGRICULTURE 


Mr. Ivan Whitten of Teagasc assessed the impact of the preferred scheme on the 

agricultural land holdings along the N7. The assessment was based on field inspections 

and speaking with the affected landowners. 

Landtake areas for providing access roads, landscaping measures, traffic management 

measures or drainage were not known at the time of meeting with the landowners and 

hence will increase the land acquisition for a number of holdings over and above that 

provided in the report. 

9.7.1 IMPACT ON AGRICULTURAL HOLDINGS 

The proposed scheme will impact to varying degrees on 27 agricultural holdings 

adjacent to the existing N7. The farming operations comprise of bloodstock, cattle and 

sheep grazing, winter cereal production, and crop production. The range in land take 

varies from farm to farm, from a maximum of approximately 30 acres to an 

approximate minimum of 0.25 acres. Table 9.7.1 summarises the level of impact for 

each holding. Seven of the holdings will be significantly affected in terms of landtake 

and severance. Detailed information on each holding can be found in the report on the 

‘Impact on Agriculture of N7 Naas Road Widening & Interchanges Scheme’ contained in 

Volume 4 of this Statement. 

9.7.2 ECONOMIC IMPACT OF LAND LOSS 

There will be economic implications as a result of the subdivision of farms and 

severance of part of the holding. The economic impact on the farms from the land loss 

can be measured by reference to the gross margin income figure for respective farm 

enterprises. This can vary a lot between farms and between farming enterprises. Both 

the level of output and the intensity of farm operation have a major affect on the income 

generated from a particular farm. The impact on livestock and tillage premia is not 

measured as it can vary from year to year, and farm to farm. However, farmers can 

adjust the applications to take account of the lower forage and tillage area available. All 

farmers declare their land area for forage and tillage by means of an area aid application 

each year. It is important that they are made aware of the exact area being taken and 

when land take is going to take place so as all relevant changes can be made to update 

and amend the most recent area aid application. 


June 2001 



Where farms are participating in the Rural Environmental Scheme (REPS) they enter into a 

five-year agreement with the Department of Agriculture. Where land is taken away for 

road construction, this land must be deleted from the REPS Plan and is no longer 

available for an annual payment of approximately £118/hectare. Another impact for 

some of the farmers affected by this road scheme and who are participating in REPS is 

the removal of hedgerows. Under the REPS Scheme, this is not permitted - if it occurs, 

severe penalties will occur. 

Appropriate compensation will be required for each farmer for loss of land and injurious 

affection. 


The actual land take involved with this road scheme will have a major effect on farmers 

along the route, as it will impact on the various schemes that farmers are involved in, 

i.e. Livestock Premia, Headage, Area Aid payments for tillage crops, Rural Environmental 

Protection Scheme (REPS), Milk Quotas, Transfer of Eligibility. 

It is important that the land owners affected receive professional agricultural advice and 

guidance, well in advance of any landtake, so that the impact of their specific farming 

businesses can be quantified, and necessary steps to prevent any potential loss arising. 

The main areas of concern would be the attachment of milk quotas and eligible land for 

tillage, as they are presently "fixed" to a particular portion of land. There are specific 

rules governing the movement of both milk quotas and tillage eligibility to alternative 

locations. 

It will be essential that all watercourses and artificial drainage systems within fields be 

retained. Where there is compaction from heavy machinery on previously drained land, 

it is essential that these soils are sub-soiled and re-drained so as to allow these soils 

return to full production. 

Livestock handling facilities, water to fields and farmyards, and the building of 

alternative livestock housing will be essential to ensure that each farm unit functions 

productively and basic animal welfare is adhered to. 

In most cases, all or part of the boundary fence and access points to fields along the 

present N7 road will be removed to facilitate the widening and construction of the new 

N7 road. Where this occurs, a new boundary fence and gateway will be erected, unless 

other arrangements are agreed with the landowner. 


June 2001 


Environmental Impact Statement 


Landowner Farm Activity 

SUMMARY OF IMPACT ON AGRICULTURAL HOLDINGS 

Area of 

Affected 

Holding 

Approximate 

Area 

Acquired 

141 


Main Impacts 

QK Coldstores Ltd. Cattle Grazing 3.8 ha 0.30 Loss of hedging, fence and gateway into field. 

Francis O’Reilly Cattle & Sheep Grazing 6.9 ha 3.23 Loss of boundary fence, cattle-handling facilities. The remaining 

plot will no longer be an agriculturally viable unit. 

Liam Foley Cattle Grazing 5.5 ha 0.309 Loss of boundary fence and entrance. 

Margaret & 

Seamus Lenehan 

Cattle & Sheep Grazing 19.6 ha 6.01 Loss of boundary hedging, fence and entrance. Severance of 

holding. 

Kate Beaumont Horse & Sheep 11.1 ha 2.42 Loss of boundary hedging, trees, fencing and entrance. Removal 

of hayshed, stables, and septic tank. 

Liam & Joan Bradley Grass Production 0.36 ha 0.232 Loss of boundary hedging, wall, fence and entrance. 

Robert J. Goff and Co. 

Ltd. 

Permanent Pasture 37.9 ha 2.95 Loss of boundary hedging and fence. 

Anthony Burke Set-a-side 4.8 ha 0.351 Loss of boundary wall and entrance. 

Ted Walsh Stud Farm 14.8 ha 0.514 Loss of boundary hedging, wall and entrances. 

TABLE 9.7.1




Philip O’Reilly Grass Production, 

Cattle 

& Sheep Grazing 


Area of 

Affected 

Holding 

Approximate 

Area 

Acquired 

142 


Main Impacts 

24.5 ha 4.545 Loss of boundary hedging, fencing and entrances. Removal of 

farmyard and cattle sheds. Severance of lands at Kill East. 

Peter Domican Grazing & Silage 15.4 ha 1.654 Loss of boundary hedging, fencing and entrances. Removal of 

Michael & Mary Corcoran Dairying & Cereal 

Declan & Margaret 

O’Reilly 

Production 

Dermot Gillespie Grazing Dairy Stock 

farmyard. 

83.5 ha 0.541 Loss of boundary hedging, fencing and entrances. 

Grass Farm 7.2 ha 0.391 Loss of boundary trees, wall and entrance. 

& Silage Production 

John Flood Grazing Cattle & 

Carmel Moran 

& Eileen Clarke 

James & Brochan 

Cocoman 

Sheep 

Summer Cattle 

Grazing 

Grazing Cattle & 

Silage Production 

8.4 ha 0.237 Loss of entrance and boundary trees. 

9.2 ha 4.237 Loss of boundary hedging, fencing and entrances. Reduction of 

farm holding, and removal of farmyard. 

4.0 ha 2.132 Loss of boundary hedging, fencing and entrances. 

58.1 ha 7.35 Loss of boundary hedging, wall, fencing and entrances. Severe 

TABLE 9.7.1 

severance of farm holding and removal of farmyard and dairy 

unit.




Gerard Masterson Cereals & Grass 

Production 

John & Isobel Foley Cattle, Sheep & Horse 

Elizabeth Banahan 

& Patrick Conway 

Grazing 

Cattle & Sheep 

Grazing 


Area of 

Affected 

Holding 

Approximate 

Area 

Acquired 

143 


Main Impacts 

17.9 ha 1.02 Loss of boundary hedging, fencing and entrances. Removal of 

farmhouse. 

7.4 ha 0.197 Removal of hedging & trees on Turf Bog Lane. 

22.3 ha 0.104 Loss of Boundary hedging, fencing and entrance. 

Vincent & Mary McIntyre Hay production 2.1 ha 0.276 Loss of boundary hedging, fencing, entrance gate & wall. 

John Behan Cattle Grazing 0.5 ha 0.128 Loss of part of front boundary fence. 

Noel & Mary Behan Cattle Grazing 1.0 ha 0.029 Loss of front boundary fence and access gate. 

Eamonn Bermingham Cattle Grazing 10 ha 0.88 Loss of boundary hedging. 

Kathleen Moynihan Grass Production 10.4 ha 0.849 Loss of boundary hedging and fence. 

Kathleen Fay Cereal & Grass 65.8 ha 12.16 Loss of boundary hedging, fencing and entrance. Severe 

severance of holding. 

Odlum Group Ltd. Cereal Production 347.7 ha 4.94 Loss of boundary walls, fences, hedges and gateways. Loss of 

TABLE 9.7.1 

existing median crossing.

9.8 BLOODSTOCK 


Mr. Ralph Fitzjohn assessed the impact of the preferred scheme on the bloodstock 

operations along the route. 

9.8.1 IMPACT ON BLOODSTOCK OPERATIONS 

The preferred scheme affects 9 bloodstock operations along the route to varying 

degrees. The impact on each operation is discussed below: 

9.8.1.1 Robert J. Goff & Co. Ltd., Bloodstock Sales Complex, Greenhills 

The proposed scheme will infringe on the overflow car park, however this will not 

materially affect the core activities of the company. 

The closure of the underpass to vehicle traffic many affect the inter-flow of vendors, 

customers and grooms, who stay at the Ambassador Hotel and other lodgings in Kill 

village. The new interchange will improve future development of the company lands to 

the west of the complex and access to and from the site. 

9.8.1.2 Graeme & Margaret Beere, Roseborough, Maudlings 

This property comprises of 42 acres, 30 of which are used for the horses. There are 9 

sport horses, 2 mares, 2 yearlings and 2 foals on the property. There are 12 stables and 

ancillary buildings and all the paddocks are stud fenced. The proposed scheme will 

impact on the front boundary fence of the property, and will require the removal of 

some trees. The proposals will not materially affect the horse operation provided 

suitable screen planting and fencing are provided prior to the works commencing. 

9.8.1.3 Kate Beaumont, Greenhills 

This property is currently used for the making and training of sport horses. It is also an 

important centre for jumping and cross-country shows, Senior and Junior, Pony clubs 

etc. The proposed scheme will make the stable yard at the north of the property with its 

ancillary facilities unusable and will have to be replaced. There are approximately 60 

acres in the property and it is considered that the relocation of the affected yard and car 

park would be possible. The development also impinges on the current hard core car 

park facility. Suitable screening will be required to mitigate the affects of road lighting 

and noise, and a new access will have to be provided. 


June 2001 



9.8.1.4 Meath Thoroughbred Breeders Ltd., Palmerstown Demesne 

This property has been a major stud and racing stable and is still used for this purpose, 

although it has changed ownership. The proposed scheme will impact on the south of 

the property, reducing the area of land used during the winter months to canter and 

gallop the horses in training. The main gallops to the north of the property are too wet 

for winter use. The reduction of land available will not affect the use of this area for 

cantering purposes but would affect the use for gallops as the turns may well be too 

tight. There would be no other adverse impact provided that suitable fencing and 

screen planting take place. 

9.8.1.5 Declan & Margaret O’Reilly, Killeen House, Kill East 

This property is currently used for pedigree Aberdeen Angus cattle and 2 Hunters. 

There are 20 acres divided into six paddocks suitably fenced and eight stables with barn 

and other facilities. The proposed development would not materially impact on the 

current use of the property provided suitable screening and fencing are provided. 

Traffic noise and lighting would not be a detrimental factor. 

9.8.1.6 Ted Walsh/Helen Walsh, Greenhills 

The proposed scheme will have a significant impact on this operation. The road will 

pass too close to the main stable yard where the horses are stabled for this yard to be 

suitable for racehorses in training. Moving the yard and ancillary buildings and facilities 

would be the preferred option. 

9.8.1.7 John & Isabel Foley, Clareville Paddocks, Kilwarden. 

This property has seven stables and ancillary buildings situated to the north of the 

property. There are 2 brood Mares and followers on the lands, which are all stud 

fenced. The proposed scheme will pass very close to the stable yard and may well affect 

the suitability of the yard for Thoroughbred Mares and followers due to traffic noise. 

This would be remedied by suitable planting. 

9.8.1.8 James & Trudie Barrett, Kill, Co. Kildare 

This very small property carries 2 to 3 sport horses. The proposed scheme will have an 

impact and would make it difficult to keep horses on the property for a period. 


June 2001 


9.8.1.9 Naas Race Course PLC 


The proposed roundabout at the Fishery Lane Junction on the Monread Road will require 

the acquisition of land at the start of the 6 furlong straight course at Naas Racecourse. 

The existing space available behind the stalls is already restricted for the safe loading of 

the stalls. Further restrictions would make the space available, dangerous for horses, 

jockeys and handlers. 


June 2001 


9.9 LANDSCAPE 


MosArt, Landscape and Architectural Design Consultants assessed the impact upon 

Landscape of the preferred scheme. 

The scheme was divided into a number of sections in order to facilitate estimation of 

impact upon landscape. Four scheme sections (numbered 1 to 4 in sequence from west 

to east) were chosen, the extremities of which coincide with either the location of 

proposed structures/interchanges/access roads/existing roads which connect with the 

N7 or townland boundaries. The scheme sections are illustrated in Figure 9.9.1. 

9.9.1 SUMMARY OF IMPACT ON SCHEME SECTIONS 

9.9.1.1 Scheme Section 1 

Those features which are most likely to result in an adverse impact upon Landscape in 

scheme section 1 include widening the N7 at Roseborough House, development of new 

road structures in the vicinity of the entrance to Kerdiffstown House, the pedestrian 

over-bridge as well as a link road connecting to the main street in Johnstown Village. 

Given the immediate context of the existing N7 as well as the trumpet interchange at 

Maudlins, however, the summary impact is deemed to be moderate. 


The most critical impacts in Scheme Section 2 are likely to be at Palmerstown Demesne 

as well as for private residences and businesses located on both sides of the N7 and 

east of the proposed Interchange. Given the impact upon local residences coupled with 

loss of such features as mature trees and a gate lodge and wall, the summary impact of 

Scheme Section 2 is deemed to be major. 


The most significant adverse impact upon landscape of Scheme Section 3 is created by 

the interchange and associated link and slip roads, which carve through relatively 

unspoilt farmland. In contrast to the other scheme sections, part of the existing N7 will 

have to be realigned northwards, exacerbating the adverse impact at this location. The 

summary impact of Scheme Section 3 is deemed to be major. 


June 2001 




Scheme Section 4, in comparison to Scheme Sections 2 and 3, comprises less roads, 

encroaches upon fewer private houses and gardens and will likely require the removal of 

fewer trees and hedgerows. An adverse impact will arise, however, due to the 

imposition of new structures in what is otherwise a relatively uncluttered landscape. 

The summary impact, therefore, is deemed to be moderate. 

A summary of the estimate impact of the proposed scheme prior to implementing 

mitigation measures is provided in Table 9.9.1 below. 


June 2001 


SUMMARY OF IMPACT OF PREFERRED SCHEME 

BEFORE MITIGATION MEASURES 

Scheme Section Estimated Impact upon Landscape 

1 

2 

3 

4 

TABLE 9.9.1 

9.9.2 RECOMMENDATIONS TO MITIGATE VISUAL IMPACT 

Moderate 

Major 

Major 

Moderate 

Specific recommendations to mitigate visual impact of the preferred scheme were 

prepared. A detailed description of the proposed landscaping measures can be found 

in Volume 4 of this Environmental Impact Statement. 

Areas of land, additional to that required for the roadworks were identified for 

landscaping purposes in areas of moderate visual sensitivity and areas of high visual 

sensitivity. These areas have been included in the scheme and are illustrated on Figures 

PR01 to PR08, contained in Volume 3 of this Statement.


Two distinct recommendations regarding planting were identified depending on the 

level of screening required: 

• Woodland – consisting of broadleaf and coniferous trees, in mixed groups, and 

including the following: Acer, Alnus, Betula, Carpinus, Fraxinus, Fagus, Larix, Poplus, 

Prunus, Pinus, Quercus, Sorbus. 

• Ornamental planting – including shrub species ranging from groundcover to high 

planting. Typically the planting will play both functional as well as aesthetic roles. 


With the recommendations for landscaping as outlined above successfully implemented, 

the estimated impact of the preferred scheme would be significantly reduced. (Table 

9.9.2) 


June 2001 


SUMMARY OF IMPACT OF PREFERRED SCHEME 

FOLLOWING MITIGATION MEASURES 

Scheme Section Estimated Impact upon Landscape 

1 

2 

3 

4 

TABLE 9.9.2 

Minor 

Moderate 

Moderate 

Minor

9.10 FLORA AND FAUNA 


Dr. John Feehan assessed the impact the preferred scheme would have on the natural 

heritage of the area. 

9.10.1 WOODLAND 

The preferred scheme will impact considerably on the only substantial area of woodland 

within the study corridor, that at Palmerstown Stud. 

A total of some 150 trees will be removed in the course of the construction. Most of 

these are of introduced species, and most are younger specimens, predominantly 

sycamore, horse chestnut and beech, along with ash, smaller numbers of hawthorn and 

elder and a very small number of planted oak. 

The most significant loss will be the loss of the small number of mature beech, horse 

chestnut and a few individuals of other species, which remain in the wood from the 

estate plantings, perhaps thirty trees in all, the most important group being that on the 

ringbank structure in the wood north-east of the lodge and along the old rides through 

the wood just inside the wall which separates it from the main road. 

The loss of these trees is primarily a loss of a potential aesthetic/amenity value rather 

than an ecological loss. The fringe of well-developed eucalyptus is a recent addition, 

having been planted to act as a screen about the time the original dual-carriageway was 

laid out, from which time the general deterioration of the wood began. The current 

woodland structure is the result of invasion of a once carefully managed demesne wood 

by aggressive and free-seeding woody species, especially ash and sycamore, often 

producing a dense and impenetrable understory which was not controlled by grazing or 

other forms of management until the recent attempts to recover something of the 

original character of the wood. Much of the woodland floor is dominated by ivy or 

snowberry, and there is an impoverished ground flora. 

As a result of these different factors, the wood is of little ecological value. The 

construction of the new road however offers much scope both to ameliorate the loss of 

aesthetic or amenity value, which the removal of the fringe of existing wood here 

represents, and to considerably enhance the ecological quality of the general area. The 

landscape evaluation prepared by MosArt indicates the areas that will become available 

for planting with trees. In the areas considered for more natural treatment, woody 


June 2001 



species represented in Palmerstown Wood should feature prominently, along with other 

native and naturalised species characteristic of the area. It is recommended a plan for 

the ecological enhancement of these areas should be drawn up jointly, perhaps by the 

Department of Environmental Resource Management in association with Mosart and the 

local authority. 

A number of mature trees will also be lost in the grounds of Roseboro House. This is a 

significant loss in amenity terms, but is not of great significance in terms of the loss to 

flora and fauna. 

9.10.2 HEDGEROWS 

There will be disruption of hedgerows and hedgerow trees as a result of the preferred 

scheme. All hedgerows that will be affected are new or relatively modern hawthorn 

hedges, with the usual accompanying species. The planting of new hedgerows 

bounding the new road network, incorporating the traditional native species, will 

adequately compensate for any loss in flora/fauna and in visual/amenity terms. 

9.10.3 GRASSLAND 

There is one small area of grassland of high conservation value along the route, between 

the Concrete Pipes premises and the Giant Football Structure at the Maudlins 

intersection. The scheme impacts only slightly on the verge of this area and the impact 

is not considered significant. 

9.10.4 INDIVIDUAL TREES AND GROUPS OF TREES 

The impact on the beech trees at the entrance to Johnstown has been minimised by the 

introduction of a curve on the local link road. There may be some loss however, and 

amelioration should be considered from an early stage. 

9.10.5 FAUNA 

In relation to animal life in Palmerstown Wood, it is noteworthy that there appears to be 

little recent activity in the vicinity of the badger sett described in the earlier report. The 

small rookery inside the wall with the main road is likely to move to other suitable trees 

in the wood or elsewhere in the vicinity. 


June 2001 


9.10.6 CONCLUSIONS AND RECOMMENDATIONS 


The losses incurred by the preferred scheme are relatively modest. However, while the 

scheme will have a low negative impact on the natural diversity and cultural heritage of 

the area, every tree and every length of hedgerow removed does represent a loss, both 

in terms of the loss of species of flora and the habitat it provides for fauna. This loss 

can be compensated however by incorporating a replacement planting programme in 

the development. Where fences and other new boundaries are being constructed, some 

attempt should be made to match the character and composition of the hedgerows. 

In the areas considered for more natural treatment, woody species represented in 

Palmerstown Wood should feature prominently, along with other native and naturalised 

species characteristic of the area. This offers the opportunity to increase the natural 

diversity and provide habitat for wildlife in this area of generally low natural value. 


June 2001 


9.11 ARCHAEOLOGY 


Valerie J. Keeley Ltd., Archaeological Consultancy, followed their initial assessment of 

the Route Corridor and alternative schemes with a detailed assessment of the preferred 

scheme. The assessment was divided into two phases. Firstly, a paper survey was 

carried out, identifying all recorded sites in close proximity to the preferred scheme. 

This was followed up with a field inspection of the entire length of the route, and of 

those sites identified in close proximity to it. Four archaeological sites were discovered 

from the paper survey and twelve archaeological sites were discovered from field 

walking. 

9.11.1 SITES OF ARCHAEOLOGICAL INTEREST WIHTIN AND IN PROXIMITY TO PREFERRED 


June 2001 


SCHEME 

Sixteen sites within 130m of the preferred scheme were identified. These are listed on 

Table 9.11.1 and shown on Figures 14 – 21 contained in Volume 3 of this Statement. 

The proposed scheme impacts directly on eleven Sites, numbered 6 to 16. Sites 

numbered 1 to 5 while adjacent to the scheme are not directly affected. 

The alignment of the preferred scheme has avoided the known major archaeological 

remains that survive in the area. These sites did not exist in isolation however, but were 

part of the interactive archaeological landscape that reached beyond the specific 

boundaries of the key sites. Archaeological recommendations are provided for those 

potential sites and the environs of potential sites that will be impacted by the route. 

9.11.2 SPECIFIC RECOMMENDATIONS 

Archaeological investigation is recommended at Sites 6, 10, 11,12, 13, 14 which will be 

directly impacted upon by the preferred route construction. The initial investigation will 

determine the nature, extent and significance of the site. Some of the identified sites 

are without clearly defined indicators, and the investigation will determine if full 

excavation is required. Full archaeological excavation is recommended where initial 

investigations have yielded evidence of archaeologically significant material or 

structures. 

Intensive archaeological monitoring is recommended in the area in proximity to the 

zone of archaeological potential at the eastern end of Kill (Site 3), and in the vicinity of 

the Church and graveyard at Johnstown (Site 1).


An architectural and photographic survey should be carried out at Sites 7, 8, 9, 15 and 

16, prior to the preferred scheme construction, by an architectural historian. 

9.11.3 RECOMMENDATIONS DURING CONSTRUCTION 

1) Archaeological Monitoring is recommended during earthworks along the entire 


June 2001 


length of the scheme and any associated roadworks, with the provision for full 

excavation of any archaeologically significant material uncovered at this time. 

2) Archaeological Monitoring as defined above is recommended during any 

testing and probing along the route prior to or during construction. 

3) The Archaeologist/s should be retained for the duration of the relevant 

earthworks topsoil stripping, grading and other soil disturbance where 

archeological material may be uncovered. 

4) The timescale for the construction phase should be made available to the 

archaeologist, with information of where and when soil stripping will take 

place. 

5) It is essential that sufficient notice be given to the archaeologist in advance of 

the construction phase. Adequate time must be given to allow the 

archaeologist to plan the work and to apply for the necessary Monitoring 

License (Minimum of Four weeks). 

6) In the event of archaeological features or material being uncovered during the 

construction phase, it is crucial that the machine work cease in this immediate 

area to allow the archaeologist to inspect any such material. Once established 

that archaeologically significant material is present, the Department of Arts, 

Culture, the Gaeltacht and the Islands and the National Museum of Ireland 

must be informed. Full archaeological excavation and recording of such would 

be recommended. 

7) It is also recommended that the core of an archaeological team be on standby 

to deal with any such rescue excavation. This would be complemented in the 

event of full excavation.


8) Secure site offices and facilities should be provided on or near those sites 


June 2001 


where excavation is required. 

9) Fencing of any such areas would be necessary during the excavation. 

10) Adequate funds to cover the excavation, post excavation work and any testing 

and conservation work required should also be made available. 

11) No site offices, depots, or storage facilities should be placed on or near any of 

the selected sites or areas of archaeological potential. 

12) Machinery traffic during construction must be restricted so as to avoid any of 

the selected sites, or their environs. 

13) Access roads or haul roads during construction should no encroach on any of 

the selected sites or areas of archaeological potential, or their environs. 

14) Smaller machines should be utilised at any of the sites deemed as sensitive 

where the archaeology has not been fully resolved. This information would be 

available on the basis of the results of the above recommendations prior to 

construction. 

15) Spoil should not be dumped on any of the selected sites or their environs. 

16) Access to the identified archaeological sites should be retained. 

17) Borrow pits should not be located on or in proximity to any of the selected 

sites and their environs.



June 2001 


SITES OF ARCHAEOLOGICAL INTEREST 

IN PROXIMITY TO PREFERRED SCHEME 

Site No. Location Feature Recommendation 

1 Palmerstown Church & Graveyard Intensive Monitoring 

2 Kill West Earthwork No specific Amelioration 

Measures 

3 Kill East, Kill West, Killhill Town/borough Intensive Monitoring 

4 Kill Hill Enclosure/Hillfort No Specific Amelioration 

Measures 

5 Naas Standing Stone, possible No Specific Amelioration 

Measures 

6 Palmerstown Demesne Possible Earthwork Investigative Excavation 

7 Palmerstown Demesne Stone Bridge Architectural & Photographic 

Survey prior to Construction 

8 Palmerstown Demesne Demesne Wall Architectural Survey prior to 

Construction 

9 Palmerstown Demesne Bridge Architectural Survey prior to 

Construction 

10 Greenhills Possible Earthworks Investigative Excavation 

11 Palmerstown Possible Earthwork/Moated 

Sites 

Investigative Excavation 

12 Killhill Possible Earthwork Investigative Excavation 

13 Blackhill Fulachta fiadh Investigative Excavation 

14 Blackchurch Possible Church Site Investigative Excavation 

15 Blackchurch Bridge Architectural Survey prior to 

Construction 

16 Blackchurch Bridge Architectural Survey prior to 

TABLE 9.11.1 

Construction

9.12 ARCHITECTURAL, CULTURAL AND HERITAGE ASPECTS 


Mr. Niall Meagher, Architect and Planning Consultant examined the impact of the 

preferred scheme on the existing architecture, culture and heritage of the area. 

9.12.1 IMPACT OF PREFERRED SCHEME 

The proposed scheme impacts on 12 features noted for their architectural, cultural or 

heritage significance. Table 9.12.1 gives a description of each item and the level of 

impact posed by the proposed scheme. The locations of these sites are illustrated on 

Figures 14 – 21 contained in Volume 3 of this Statement. 

Six of the sites affected will require replacement entrances and gates. Replacement 

entrances and gates should be designed to reflect the architectural quality of the 

existing. 

The John Devoy Monument will have to be relocated, as the local link road directly 

impacts on the monument in its present location. 

Three houses of vernacular interest will be removed by the scheme. Any replacement 

housing should reflect the vernacular character of the area. 

Blackchurch Bridge, a humpback stone bridge with twin arches and cutwaters on both 

sides will be affected by the Castlewarden Interchange. This bridge should be 

architecturally recorded prior to construction of the scheme. 

A series of mitigation measures are recommended, to reduce the negative impact of the 

scheme on the architecture, culture and heritage of the area. These mitigation 

measures are detailed in Chapter 11. 


June 2001 




June 2001 


IMPACT OF PREFERRED SCHEME ON 

ARCHITECTURAL, HERITAGE AND CULTURAL FEATURES 

Ref. No. Feature Impact 

Site 1 Roseborough House The entrance gates and front boundary fence is 

affected by the widening of the roadway. 

Site 2 Kerdiffstown House The entrance gates will be removed by the proposed 

scheme. 

Site 3 Palmerstown Demesne The main entrance, gate lodge, and front boundary 

Site 4 Palmerstown – Secondary Entrance 

and Gate Lodge 

wall will be removed by the scheme. 

The Johnstown Interchange will require the removal of 

the secondary entrance and gate lodge. 

Site 5 Greenhills House The frontage environs, including boundary and 

entrance will be removed by the proposed scheme. 

Site 6 John Devoy Monument The local link road will require the removal of the John 

Devoy Monument. 

Site 7 Period House, Kill East The entrance and front boundary wall of the former 

rectory will have to be removed. 

Site 8 Farmhouse, Kill East This vernacular building and outhouses will have to be 

Site 9 Farmhouse and Buildings, 

Boherphilip 

demolished. 

This cluster of farm buildings with comtemporary 

farmhouse of distinct vernacular character will have to 

be demolished. 

Site 10 Kilwarden House, Kilwarden This comtemporary farmhouse with its vernacular 

cluster of stables and barns will have to be 

demolished. 

Site 11 Blackchurch Bridge This 18 th/19 th century bridge will be significantly 

affected by the Castlewarden Interchange. 

Site 12 Milestone No. 13 Milestone number 13, will be affected by the proposed 

Johnstown Interchange. 

TABLE 9.12.1

9.13 GEOTECHNICAL ASPECTS 


Dr. Eric Farrell, Geotechnical Engineer, was engaged to assess the geotechnical aspects 

of the preferred scheme relevant to the EIS. The report is based on a desk study of 

available geotechnical information, on site visits, on the preliminary ground 

investigation carried out in 1993 and on the findings of a more detailed investigation 

carried out in 2000. 

The existing ground conditions comprise glacial deposits over bedrock with local areas 

of soft recent deposits and peats. These soft ground areas, which are from 1m to about 

3m depth, are more prevalent in the Johnstown area than possibly elsewhere. The glacial 

deposits comprise variable deposits of sands, gravels and sandy gravely clays and silts. 

The water table would be expected to be close to ground level on the low sections of the 

undulating topography. 


The geotechnical aspects relevant to the EIS are the stability of the sides of cut slopes, 

the possibility of ground movements away from cut sections affecting buildings, the 

possibility of special construction methods being required for embankment construction 

on soft ground, the suitability of excavated material for use in embankment 

construction, and the possible effects of road drainage on water levels surrounding the 

road. Other aspects of significance include the cost and environmental implications in 

relation to the amount of soil or rock that have to be disposed off site and the extra 

amount of soil, over and above that available on site, that has to be brought on the site 

to build up embankments. 

9.13.1.1 Stability of Cut Slopes 

The depth of cut of the proposed works is relatively shallow apart from the section east 

of Kill Village between about Ch 48+40 and Ch 58+10 on the N7 where the mainline is 

in cut to a depth of about 6m. The normal 2 horizontal to 1 vertical side slopes would 

be suitable for the cut sections. There may be local ingress of water in low sections 

which could cause instability of side slopes during construction, however this instability 

can be expected to be overcome by the normal procedure of using fin drains. There is 

some risk that rock can be encountered in the deep cutting, however on the basis of the 

information available to date it should be possible to remove the rock by ripping, thus 

avoiding the need to for blasting. 


June 2001 


9.13.1.2 Ground Movements 


Given the nature of the glacial deposits, the ground movements away from the cut 

sections of the dual-carriageway would not be significant. 

9.13.1.3 Embankment Construction 

The embankments on the proposed scheme are relatively low apart from the approach 

embankments to some overbridges. The settlement of these embankments when 

founded on the glacial soils would be within acceptable limits, however it may be 

necessary to excavate local areas of soft organic deposits. There may be local areas 

where it would be prudent to construct the embankment in two stages with an interval 

between the two stages to allow for consolidation of the ground. Apart from the need 

for local excavation/replacement, no special geotechnical measures are considered 

necessary. 

9.13.1.4 Suitability of Excavated Material 

The laboratory tests indicate that a significant proportion of the material would be in the 

marginal range between acceptable and unacceptable for embankment fill. 

Consequently the amount of material available for reuse will significantly depend on the 

work practices of the contractor and on the weather conditions for these low plasticity 

soils. It will also be very dependent on the design adopted, and in particular on the 

lower limits of acceptability for embankments. These aspects are, however, normal 

considerations in the design of roadworks on these soils. 

9.13.1.5 Effects on Water Levels 

Given the shallow depth of cut, the extent of ground water outside the road should not 

be significant. However it is difficult to predict the actual extent given the variability of 

the ground conditions. It is recommended that local wells should be monitored and if 

affected, these could be deepened or augmented by public water supply. The risk would 

be greater for wells adjacent to the deepest cut. There may also be some temporary 

groundwater lowering during the construction of some of the bridge foundations. 

9.13.1.6 Structures 

Overbridges are required for the Johnstown, Kill and Castlewarden Interchanges and 

Pedestrian bridges are also proposed for Johnstown Village and Kill Village. The 

strength/density of the glacial deposits is variable but appears to be generally 

stiff/medium dense, with local soft zones. Also there are local areas of organic soils 

that can extend to 2 to 3m at some sites. It may be necessary to found some of the 

structures on piles. 


June 2001 


9.14 DRAINAGE 


John B. Barry and Partners Ltd., Consulting Engineers, carried out a Hydraulic Impact 

Study to determine the impact of the increased run-off from the proposed road on the 

receiving waters. This involved calculating the capacity of the river channel and 

structures and comparing to the estimated flow generated in the catchment for both the 

existing and proposed conditions. A Low Cost Remedial Measures Study was also 

carried out to determine the most appropriate measures to mitigate against the existing 

flooding problem that occurs in the catchment. An addendum to the Hydraulic Impact 

study was prepared once the road alignment and proposed drainage system confirmed. 

9.14.1 EXISTING FLOODING HISTORY 

Flooding presently occurs on the river system at Johnstown, Kill and the lower reaches of 

the Morell and Painstown catchment. From survey work and photographs taken as part 

of the Hydraulic Impact Study, it is clear than the bridges and river channels are blocked 

and overgrown in many locations, leading to constrictions to flow, attenuation and 

localised flooding. However, in order to accurately assess options for flood alleviation, a 

Hydraulic Model of the existing system is required. 


As there are no reliable gauging stations or other flow recorders on the river within the 

study area, the river flows were estimated using appropriate methodology from the 

“Flood Studies Report” (FSR). The storm water drainage for the proposed scheme was 

designed using the DOER programme, and is based on a storm return period of one in 

five years. 

From a review of the 1999 County Development Plan, the existing and future urban 

development areas were established. Assuming that the surface water from the urban 

areas is discharged into the nearest N7 outfall, the stormwater runoff coming from the 

urban areas was added to the N7 runoff flows to give the combined total surface water 

runoff. 

An examination of the river flows and the surface water runoff from the N7 and urban 

areas, revealed the following: 

• Surface water runoff from the N7/Urban areas is a fraction of the flood flows in the 

rivers. 


June 2001 



• The time interval to peak flow is completely different: 3 to 7 hours for the rural 

catchment versus 16 to 35 minutes for urban areas. 

This means that the runoff from the N7 and Urban Areas will have peaked and 

dissipated long before the flood flows from the rural catchment reach their maximum 

levels. Since the peak flows will occur at different times the effects of either are not 

cumulative, and were therefore assessed independently. 

In order to determine whether the increase in surface water run-off as a result of the 

improvement scheme would result in flooding, the capacity of the river channels and 

bridges was determined. The river channels were surveyed and photographed at key 

locations and relevant channel cross sections were established. All bridges downstream 

of the N7 roadway were identified. 

It was determined that while the peak flow does increase as a result of the proposals, 

neither the existing or proposed N7 roadway causes flooding in the downstream 

reaches. However, the combination of the N7 and the existing and proposed urban 

areas, have a considerable impact on the magnitude of surface water runoff. Table 

9.14.1 presents both the maximum flows for the existing and proposed N7 road and 

urban areas and the channel/bridge capacities. 

River 


June 2001 


FLOW FROM N7 & URBAN AREAS VS CAPACITY OF SYSTEM 

Existing N7 

& Urban 

Peak Flow Including 

Base Flow (m3/s) 

Proposed N7 

& Urban 

Min. Bridge Capacity 

(m 3/s) 

Min. River Channel 

Capacity (m 3/s) 

Slane 0.89 0.99 13.4 10.4 

Kill 2.65 4.11 8.7 4.7 

Painstown 

Kill 

Slane 

4.24 6.25 12.2 6.3 

Hartwell 0.69 0.77 - - 

Morell & 

Hartwell 

5.21 8.05 11.9 4.6 

TABLE 9.14.1 

The capacity of the existing system is generally adequate with the exception of a 

localised area on the Morell River between the Canal Aquaduct and the Morell Bridge


Upper. This flooding would be further exacerbated by the proposed scheme, and flood 

attenuation measures are therefore required for these discharges. John Barry and 

Partners Ltd. also examined the effects of enlarging the existing culverts on the N7 and 

to develop measures to ensure that this does not exacerbate the downstream flooding 

problem. 


The surface water runoff volumes from the proposed road should be limited to that of a 

Greenfield site. This will result in reduction in runoff from the current situation and 

bring some relief to the hydraulics of the system. This can be achieved by the 

installation of larger drainage pipes, less steep gradients, French drains, stormwater 

tanks, or on-line and off-line storage ponds. 

All future urban developments should incorporate flood attenuation measures that limit 

stormwater runoff from the site to that of the pre-developed site. 

Maintenance should be carried out on all river channels and bridges to remove all debris 

and blockages. Vegetation should also be cut back in areas where the growth pattern 

could lead to pronounced restrictions in flow, e.g. overhanging branches, dense 

entanglements of briars. 

The installation of water level recorders and rain gauges is considered essential for 

monitoring of the water levels, so that a comparison of current and future water levels 

can be made. 

A Hydraulic model of the river system is currently being carried out in order to assess 

quantitatively the benefits to be obtained from the implementation of flood prevention 

measures for the area, and to design effective and optimum combinations of these 

measures. 

The existing culverts on the N7 should be enlarged so that they have a capacity of 1 in 

100 years flood, however it is recommended to temporarily throttle flows through the 

new mainline culverts at existing levels until the flood alleviation scheme is 

implemented. It is felt that this option is preferable to alternative methods on the basis 

that it is more cost effective, uses less land and more importantly will not compromise 

the possible options for the flood alleviation scheme. 


June 2001 


9.15 AQUATIC ECOLOGY OF RECEIVING WATERS 


Bord na Móna Environmental Limited were engaged to assess the quality of the existing 

receiving water courses, and the likely impact the road run-off from the proposed 

scheme will have on the watercourses, consisting of the Rivers Morell, Hartwell, Kill, 

Painestown and Slane. 

This assessment is phase one of a three phase monitoring programme: 

• Phase I Baseline Studies and Identification of Potential Impacts and 

• Phase II Construction 


June 2001 


Appropriate Mitigating Measures 

Investigation period April-October 2000 

Investigation period unknown 

• Phase III Post Construction 

Investigation period April-October 

The establishment of an accurate baseline allows the inputs of the proposed 

development to be predicted and appropriate mitigation measures proposed. 

Confirmation of the success of these mitigation measures will subsequently be obtained 

from Phase II and III of the monitoring programme 

9.15.1 EXISTING QUALITY OF PROPOSED RECEIVING WATERS 

Eleven sampling stations in all were identified for the purpose of monitoring, locations 

of which are given in Table 9.15.1. The baseline surface water sampling events were 

conducted on a monthly basis between April 2000 and October 2000. The study 

comprised of both field and laboratory assays, incorporating chemical, biological and 

microbiological analysis. 

The results of the baseline monitoring suggest that the water quality of the receiving 

streams is quite good, however, the streams are subject to quality variations, and therefore 

transient deleterious conditions may be experienced. These quality fluctuations result in a 

reduced amenity value and abstraction potential. 

The confluence point (SW-11) of the Morell, Hartwell, Kill, Painestown and Slane Rivers 

(SW-9 & SW10) appear to be subject to the least variation in quality. Significant quality 

variations were observed at SW-6 (Kill River) and may be associated with a non-continuous 

input from the adjacent Kill village; i.e. storm water drainage. The extracted surface waters


consistently of lowest quality were those from the Painestown River (SW-7 and SW-8). 

These monitoring locations are situated in agricultural lands and adjacent to various retail 

facilities. 

The variable water quality as demonstrated by the chemical analysis results was also 

demonstrated by a general reduction in the biological related Q Rating from the initiation 

to the cessation of the monitoring. The Q Rating is a Pollution Rating Index that has been 

developed to measure the response of certain key macroinvertebrate species or groups to 

pollution. The rating system recognises five macroinvertebrate groups ranging from A to E 

(i.e. most sensitive to most tolerant) and relates their relative abundance, from a standard 

two minute sample, to a quality rating known as a Q Index ranging from 5 to 1 (i.e. 

pristine, unpolluted to gross polluted). 

The determined Q Ratings values ranged from Q2 to Q4, and the rating values noted in 

October 2000 were reduced in comparison to the previous rating values obtained in April 

2000. At surface monitoring stations SW4 (Hartwell River), SW5 (Kill River), SW6 (Kill River) 

and SW7 (Painestown River) the values were consistently lower exhibiting Q rating values 

ranging from Q2 - Q3. Table 9.15.2 gives results of the Q ratings at the monitoring 

stations. 

In a previous ecological study (1999), an organism which is listed in Annex II of the EEC 

Directive ‘On the Conservation of Natural Habitats of Wild Flora and Fauna’ (92/43/EEC), 

the White Clawed Crayfish (Austropotamobius pallipes) was observed downstream of SW-4. 

Therefore, it is imperative to utilise ‘best practice’ in terms of mitigation measures for 

highway run-off, both in the construction and operational phases, in order to maintain the 

habitat for this organism of community (EC) interest. This should take the form of an 

interceptor coupled system such as a lined filter drain conveying to the interceptor. 

9.15.2 IMPACT OF PROPOSED SCHEME 

The potential surface water contaminants associated with run-off from the improved 

roadway include solids, hydrocarbons, metals, salts, nutrients and bacteria. The 

contaminants outlined may already be associated with the Naas Dual Carriageway in its 

current state but the pollution potential of the run-off from the N7 route may be 

accentuated due to the greater surface area of the upgraded highway and greater 

volumes of traffic. Also, the upgrading process itself is likely to be an additional source of 

contaminants, which would be incorporated into the run-off from the N7. Monitoring 

events will be conducted during this period to assess the impacts of the N7 upgrade during 

the construction phase. 


June 2001 




June 2001 


LOCATION OF SURFACE WATER SAMPLING POINTS 

Sample Point Location 

SW-1 

(adjacent to Johnstown Garden Centre) 

Sample from Morell River taken approximately 20m 

upstream of dual carriageway (CONTROL 1) 

SW-2 Sample taken from Morell River approximately 20m 

SW-3 

(Tobenavoner bridge adjacent 

to Palmerstown Demesne) 

downgradient of dual carriageway 

Sample from Hartwell River taken approximately 20m 


SW-4 Sample taken from Hartwell River approximately 20m 

SW-5 

(adjacent to Kill traffic lights) 


Sample from Kill River taken approximately 20m 


SW-6 Sample taken from Kill River approximately 20m 

SW-7 

(adjacent to Statoil petrol station) 


Sample from Painstown River taken approximately 

20m upstream of dual carriageway (CONTROL 4) 

SW-8 Sample taken from Painstown River approximately 

SW-9 

(Dunbauin bridge ) 

20m downgradient of dual carriageway 

Sample from Slane River taken approximately 20m 


SW-10 Sample taken from Slane River approximately 20m 

SW-11 

(old Morell bridge upstream of abattoir) 

TABLE 9.15.1 


Sample downstream of the confluence of Morell, 

Hartwell, Kill, Painstown and Slane Rivers



June 2001 


RESULTS OF BIOLOGICAL ASSESSMENT (Q RATING) AT THE 

SURFACE WATER MONITORING STATIONS 

Q Rating 

Sample Station April August 

SW-1 3-4 3 

SW-2 3 – 4 2 – 3 

SW-3 3 – 4 3 

SW-4 4 3 

SW-5 3 2 

SW-6 3 – 4 2 

SW-7 3 2 – 3 

SW-8 2 – 3 2 – 3 

SW-9 4 3 

SW-10 3 – 4 3 – 4 

SW-11 3 - 4 3 - 4 


TABLE 9.15.2 

It is concluded that the application of all established paved area run-off control technology 

in the proposed design will successfully ameliorate any inputs and maintain or even 

improve the existing surface water quality in the area. 

The results of this study provides a baseline or reference point for assessing the 

construction and post construction inputs of the proposed scheme.

9.16 TRAFFIC ROUTE LIGHTING 


Kevin Cleary & Associates Ltd., Consulting Engineers were engaged to consider the 

public traffic route lighting requirements for the scheme, and the impacts the proposals 

would have on the surrounding environment. 

9.16.1 PROPOSALS FOR SCHEME 

It is proposed to provide full traffic route lighting along the entire length of the scheme, 

lighting the N7 dual carriageway and all four interchanges. The lighting installation will 

include all the roundabouts at these interchanges, the roads linking the roundabouts, 

the full length of the dual carriageway access ramps, and less important roads to a 

distance of approximately 140 metres from the roundabouts. 

Existing lighting at the Maudlins Interchange will be retained where possible, and 

supplemented with additional new lighting where necessary. 

9.16.2 IMPACT OF PROPOSED TRAFFIC LIGHTING 

The proposed lighting installation will impact to some extent on the environment. 

9.16.2.1 Visual Impact by Day 

The recommended scheme, consisting of lighting columns of 14 metres, 12 metres, 10 

metres and 8 metres in height throughout the project, will intrude somewhat on the 

vista of the roads. This effect will be minimised by the use of well-designed slim 

folded steel columns and compact high-pressure sodium lanterns. Also all public 

lighting circuit cables will be placed underground. 

9.16.2.2 Impact by Night 

Because much of the proposed new roads and interchanges pass through largely 

undeveloped rural areas, special measures are recommended to minimise the impact of 

the lighting installation on the night-time environment. Light pollution will be 

minimised by using closely focussed high-pressure sodium lanterns, which will limit 

light spillage beyond the road boundary. 


June 2001 




It is proposed to provide public lighting on the entirety of the planned road project 

because: 

(a) The new road system will carry increased traffic volumes travelling at higher 


June 2001 


speeds than at present, much of it after dark. 

(b) On all of the non-dual carriageway new roads there will be mixed traffic after 

dark consisting of motor vehicles, cyclists, and pedestrians. 

(c) Public lighting on busy traffic routes significantly reduces the incidence of night 

traffic accidents. 

(d) Public lighting improves driver comfort and reduces fatigue. 

(e) On roads with cycle and pedestrian usage, security and the perception of security 

by the users is increased. 

(f) At a capital cost typically about 2% of the overall cost of each sector being lit, 

public lighting represents good value for public money. 

The proposed public lighting on the N7 Naas Road Widening & Interchanges Scheme is 

an installation which will have significant benefits for road users, whether drivers, 

cyclists, or pedestrians. 

There will be some negative impacts on the day and night visual environment, but 

appropriate measures will be taken to minimise these.

9.17 BRIDGES AND STRUCTURES 


Halcrow Barry Ltd., Consulting Engineers, were engaged to consider the design of the 

proposed bridges and structures that form part of the preferred scheme. 

The scheme will require the construction of the following structures: 

• 3 new interchange overbridges 

• 2 new footbridges 

• 4 new river culverts on-line (mainline) 

• 5 new river culverts off-line (minor roads) 

• Modification of existing underpass 

9.17.1 INTERCHANGE OVERBRIDGES 

The interchange overbridges have skew angles up to 30 o and are designed as integral 

bridges. Because the proposed bridges will be constructed over live carriageways and 

disruption to traffic is to be minimized, only design options incorporating prefabricated 

elements were considered. 

The three interchange overbridges are: 

• Johnstown Interchange overbridge, located at Ch 27+20 

• Kill Interchange overbridge, located at Ch 55+10. 

• Castlewarden Interchange overbridge, located at Ch 73+25. 

Details of these bridges are given in Table 9.17.1 below. 


June 2001 




June 2001 


INTERCHANGE OVERBRIDGES 

Bridge Class of Road C/way Median Footway Parapet Total Width 

Johnstown 

Interchange 

Bridge 

Kill 

Interchange 

Bridge 

Castlewarden 

Interchange 

Bridge 

Dual c/way 

Link Road 

Single c/way 

Link Road 

Single c/way 

Link Road 

9.17.1.1 Options Considered 

15m (incl. 

median) 

2.0m 2 x 2.0m 2 x 0.5m 20.0m 

7.5m - 2 x 2.0m 2 x 0.5m 12.5m 

7.5m - 2 x 2.0m 2 x 0.5m 12.5m 

TABLE 9.17.1 

Three structural options were considered for each bridge: 

Option A 2 span continuous plate girder with composite concrete deck, supported 

by reinforced concrete abutment and pier walls. The abutment walls are 

located in the upper half region of the embankment side slopes, ensuring 

an open appearance of the bridge on approach. 

Option B 4 span continuous steel beams with composite concrete deck supported 

by reinforced concrete abutments located at the top of the embankment, 

and by pier walls in the central median and the carriageway verges. 

Abutments are in the form of bank seats founded on granular fill 

material. 

Option C 4 span continuous precast concrete Y beam deck with a composite insitu 

concrete slab, supported by reinforced concrete abutments located at the 

top of the embankment, and by piers in the central median and at the 

carriageway verges. Abutments are in the form of bank seats founded on 

granular fill material.

9.17.1.2 Recommendation 

The design options were compared based on the criteria of: 

• Buildability with minimum road user delay costs; 

• Economic evaluation; 

• Aesthetic evaluation; 


From aesthetic and whole life cost evaluations Option A has significant advantages over 

the other two options considered. Both Options A and B have significant advantages in 

buildability over a live carriageway than Option C, and would result in substantially less 

traffic disruption to road users during construction. 

Option A, the 2 span continuous steel beam bridge with composite desk slab is 

recommended as the optimum structural design in terms of economics, aesthetics and 

buildability. (Figures 9.17.1 and 9.17.2) 

9.17.3 FOOTBRIDGES 

The footbridges are designed as simply supported span bridges. Again, because the 

proposed bridges will be constructed over live carriageways and disruption to traffic is 

to be minimised, only design options incorporating prefabricated elements were 

considered. 

There are two footbridges proposed for the scheme: 

• Johnstown footbridge, located at Ch 16+80. 

• Kill footbridge, located at Ch 46+70. 

Details of these bridges are given in Table 9.17.2. 


Three structural options were considered for each bridge: 

Option A A warren truss with a reinforced concrete deck slab. 

Option B Steel through girder with a reinforced concrete deck slab. 


June 2001 



Option C Steel box girder acting compositely with a reinforced concrete slab and 


June 2001 


with a pedestrian parapet mounted on the edge cope. 

DETAILS OF FOOTBRIDGES 

Bridge Class of Road C/way Cope Footway Parapet 

Johnstown 

Footbridge 

Kill 

Footbridge 


Height 

Total Width 

N/A N/A N/A 2.0m 1.15m 3.0m 

N/A N/A N/A 2.0m 1.15m 3.0m 

TABLE 9.17.2 


• Buildability with minimum road user delay costs; 



Option B, the through girder bridge with composite deck slab is recommended as the 

optimum structural design in terms of aesthetics and buildability for the footbridges. 

The through girder’s simplistic lines carry through the main span on to the approach 

ramps giving the impression of a continuous structure. (Figures 9.17.3 and 9.17.4) 

9.17.4 UNDERBRIDGES 

It is proposed to adapt the existing Goff’s private underpass for pedestrian use only 

under the scheme. The underpass will have to be extended by over 17m as a result of 

the widening of the dual-carriageway to 3-lanes. In order to determine if 

strengthening is required, a structural assessment of the existing concrete structure was 

carried out. 

The structural assessment revealed that the underpass walls and base do not have the 

capacity to withstand factored loading criteria of BD21/97 and BD30/87 in either the 

current or proposed loading conditions. To carry the proposed load, the structure will 

either have to be strengthened by externally bonding steel or carbon fibre plates, lining


the entire structure or strengthening the substructure and reducing the span of the 

deck. 


Three structural options were considered for the underpass extension and 

strengthening: 

Option A This option considers strengthening by the construction of a reinforced 


June 2001 


concrete trough within the underpass, which will have full height walls 

and will be independent of the existing structure. The installation of new 

bearings to support the existing deck slab shortens its span sufficiently 

to produce a 40T assessment, hence removing the need to strengthen the 

slab. 

Option B This option considers strengthening by the construction of a reinforced 

concrete trough within the underpass, which will have 2.5m high walls 

and will be independent of the existing structure. The deck will be 

strengthened by bonding either steel or carbon fibre external 

reinforcement to the soffit. The walls will then be brought up to full 

height in concrete. 

Option C This option considers strengthening by the construction of a concrete 


arch within the existing structure. It proposes strengthening the base of 

the structure first by constructing a reinforced concrete base, on which 

the formwork of the arch is supported. The void between the structure 

and the form is then filled with foamed concrete. 


• Buildability within the constraints of the existing cross section; 



Option C, the infilled and precast segmental arch is recommended based on lower 

construction and maintenance costs.

9.17.5 MAINLINE CULVERTS 


For the culverts under the mainline, only design options incorporating prefabricated 

elements were considered in order to minimise disruption to traffic and consequent 

user-delay costs. All the mainline culverts will be constructed on a similar line as the 

existing river channel and culverts. 

There are five new mainline culverts required: 

• Morell River Culvert, CH 18+10 

• Hartwell River Culvert, CH 25+50 

• Kill River Culvert, CH 44+80 

• Painstown River Culvert, CH 60+20 

• Slane River Culvert, CH 75+70 

Three options were considered to replace the existing culverts: 

Option A Twin precast concrete box culvert 

Option B Twin corrugated steel arch culverts 

Option C Twin precast concrete large diamter pipes 



• Buildability within the constraints of the existing cross section; 



From aesthetic and whole life cost evaluations, Option B has significant advantages over 

the other two options considered, and is recommended as the optimum structural 

design solution. 


June 2001 


9.17.6 MINOR ROAD CULVERTS 


There are 7 new culverts required to be constructed under the proposed minor roads. 

These are: 

• Tobernavoher river culvert, located at CH 18+00 (Sallins Road Link) 

• Hartwell river culvert, located at CH 15+70 (Johnstown Link Road) 

• Hartwell tributary culvert, located at CH 14+60 (Johnstown Link Road) 

• Outfall 3 culvert, located at CH 16+40 (Goffs Link Road) 

• Painstown river culvert, located at CH 11+20 (Blackhill Link Road) 

• Slane river culvert, located at CH 12+00 (Castlewarden Interchange, Northbound 

On-Ramp) 

• Slane river culvert, located at CH 11+60 (Castlewarden Road tie-in) 

Three options were considered: 

Option A Precast concrete box culvert 

Option B Corrugated steel culvert 

Option C Precast concrete large diameter pipe 



• Buildability; 



From aesthetic and whole life cost evaluations, Option B has advantages over the other 

two options considered, and is recommended as the optimum structural design 

solution. 


June 2001 


9.18 CONSTRUCTION 


The construction time for the scheme is estimated to be between two and a half to three 

years. During this time, residents and businesses that currently live on, near, or travel 

through this section of the N7 will inevitably be subject to some disruption resulting 

from construction activities. 

9.18.1 IMPACT ON TRAFFIC DURING CONSTRUCTION 

Disruption to traffic will be inevitable in light of the ‘on-line’ nature of the project. Due 

to the heavy volumes of traffic currently using the N7, it will be necessary to provide two 

lanes for traffic in both directions on the mainline throughout the construction period. 

The sequencing of work will be arranged to limit the disruption in terms of through 

traffic and maintaining access to land and property. The interchanges and their 

associated side roads should be constructed before the mainline works, so that traffic 

can be diverted to the new roads when the mainline upgrading is being carried out. 

The mainline widening will be carried out in sections using a partial or full contraflow 

system to accommodate traffic. 

The installation of the bridge beams may require a temporary, short duration total 

closure of the N7. This will be scheduled at a time to ensure minimum disruption. 

Traffic diversions will where possible take the form of temporary roads linking either 

existing road around the site of the works, thereby eliminating the need for road 

closures. Periods of traffic restrictions and road closures, should they arise, will be 

minimised as far as is practicable. 

9.18.2 ACCESS FOR CONSTRUCTION TRAFFIC 

The building of either carriageway first should present no access or egress difficulties 

for construction vehicles. In most instances, construction traffic will be able to use the 

existing hard shoulders as a means of entering and exiting the site. Local strengthening 

and widening of hard shoulders may be necessary and these works will have to be 

completed before the associated mainline upgrading begins. 


June 2001 


9.18.3 NOISE, VIBRATION AND DUST EMISSIONS 


It is anticipated that rock will be encountered in some areas of the development and 

accordingly bridge foundation works and drainage works may cause some noise 

pollution during the operation of rock-breaking machinery. These activities however 

are usually of short duration. 

Dust emissions and noise pollution are dependent on meteorological conditions, the 

type of construction plant used, distance from the source of nuisance and the source of 

the raw material being imported. People living within 300m of the proposed site will be 

subjected to varying degrees of nuisance, inversely proportional to the distance from 

the proposed scheme. 

Vibration due to piling for bridge structures etc. will be controlled where necessary. 

Ground vibration from construction works would not be expected to cause undue 

disturbance or structural damage. 

In order to mitigate against the impact of noise pollution from construction plant, the 

works specification will specify hours outside which certain noise levels may not 

operate. The specification for the works will further require the contractor to take 

adequate measures to limit dust. 


June 2001 


9.19 TRAFFIC MANAGEMENT 


Due to the on-line nature of the proposed scheme, and the high traffic volumes, the 

implementation of the works will cause problems to people and businesses that 

currently live on, near, or travel through this section of the N7. In order to construct the 

works safely whilst minimising disruption and maximising accessibility, Kildare County 

Council appointed Consultants Halcrow Barry to prepare a traffic management proposal 

for the scheme. 

Halcrow Barry investigated possible methods of construction of the proposed scheme, 

the phasing of the works and traffic management systems in order to identify additional 

areas of land that would be required for the construction of the works. 

9.19.1 PHASING OF THE WORKS 

In order to allow the works to be constructed safely whilst minimising disruption, the 

works must be carried out in a carefully orchestrated sequence. For the majority of the 

upgrading, there is a significant difference between the existing and proposed 

alignments, so it will be necessary to operate a full contraflow system, where all the 

traffic on both carriageways travels past the works area on one side of the carriageway 

only. Figure 9.19.1 shows typical cross sections for full contraflow. 

The works should be split into the four mainline sections identified as: 

• Section 1 – Chainage 700 to Chainage 2000 




The sections should be completed consecutively in the following sequence: 

• Section 4 

• Section 3 

• Section 2 

• Section 1 


June 2001 



The interchanges and their associated side roads should be constructed before the 

mainline works, so that traffic can be diverted to the new roads when the mainline 

upgrading is being carried out. 

9.19.2 ADDITIONAL LAND 

Based on the method of construction and the traffic management proposed, additional 

land is required in the following sections: 

• Section 4: to provide a temporary access road to a number of properties. 

• Section 3: to provide mainline diversion routes and a temporary access road to a 

property. 

• Section 1: to allow the temporary widening of the eastbound on slip road at 

Maudlins Interchange. 

Areas of land required for traffic management purposes are identified in Figures PR01 to 

PR08 inclusive, contained in Volume 3 of this Statement. 


Although other traffic management solutions may be possible, those proposed allow the 

works to be constructed safely whilst minimising disruption, maximising accessibility 

and maintaining two lanes of traffic in each direction on the N7. 


June 2001 


9.20 VILLAGE STREETSCAPES 


Anthony M. O’ Neill, a multidisciplinary private practise consulting in Architecture, 

Landscape Architecture and Planning examined the proposed scheme in relation to the 

impact it will have on the existing streetscapes of Kill and Johnstown. The purpose of 

their study was to outline the necessary works required for upgrading the road space 

and adjacent pedestrian areas in the centre of the existing villages, as a result of the 

new traffic flow pattern which will result in a different set of priorities for traffic 

movement within the villages. 

9.20.1 EXISTING CHARACTER 

Prior to the construction of the N7 dual-carriageway, both Kill and Johnstown villages 

shared the same road that formed their main streets, extended their connection to Naas 

and Dublin and also formed a route for national traffic. The construction of the dual- 

carriageway isolated the villages so that they have become separate urban centres and 

divorced them from their previous connection. This situation has been reinforced 

through their individual connection to the N7. 

There have been positive outcomes through the introduction of the N7, such as the 

removal of national traffic from the village centres and reduction of ribbon development 

so that the villages have remained intact as distinct urban entities. Though the 

character of the villages has been preserved, the pressure of recent external 

development is placing severe demand on the future character of these two centres. 

The isolation between the villages has meant that local and community issues would 

seem to be different for each village, however, both villages share the most significant 

impact arising from connection to the N7, this is the hazardous traffic junctions that 

allow the communities to connect with the surrounding towns. 

The original village clusters present very small settlements with little development 

beyond the scope of the T-junctions. It is only with recent residential development 

where the villages have gained any scale and this has occurred for the most part away 

from the T-junctions. Johnstown has the more established streetscape of an older 

village while Kill presents a newer development pattern of small estates bordering the 

main street and lands to the rear of the village. Both villages have developed the full 

extent of the main street. 


June 2001 



Given the lack of concentrated new development along the main streets for either 

village, the general public space facilities are rather basic. Footways are often limited in 

length and do not extend for the full stretch of the main street. In many cases footways 

are only on one side of the carriageway while on-street car parking has not been laid 

out in an orderly fashion. With respect to the T-junctions, pedestrian space is limited 

due to vehicular loading being given prominence and in the case of Johnstown there is 

no footway extending from the junction to new housing to the hinterland of the village. 

Though cycle ways are not a usual feature in Irish villages, there is a notable volume of 

cyclists associated with the school at Kill and they share the same carriageway with 

vehicles. 


The proposed new traffic flow pattern developed in conjunction with the widening of the 

existing N7 will result in a different set of priorities for traffic movement within the 

villages. This will impact on road lanes, kerbs, junctions along the main streets (i.e. 

existing connections to the National Primary Route N7 will be removed), and require 

mitigation through design recommendations that will enhance the village character. 

Proposals for linking to the N7 interchanges rely on extending the village main streets. 

This approach reinforces the existing resource of the main street while reducing impact 

on the existing land uses. Though connection relies on acquisition of some developed 

lands located at the termini of the existing main streets, the scale of both the proposed 

works and location of the connections are in sympathy with the growth patterns of the 

villages. The linkage points leading to the interchanges are at the least desirable growth 

points for the villages. As such, proposed works do not develop a new emphasis within 

the village or re-orientate the village to new nodes. Thus the developing character for 

the villages is retained. Impacts relating to the village streetscapes are minimal as 

proposals seek to introduce a range of improvements that are not out of scale with the 

main streets. 

The most significant change will be the increase of through traffic on the main street. 

The indirect impact will be the consolidation of the main street as a route rather than as 

a short street to the N7 junction. This may increase the demand for the main streets to 

serve the commercial need of the community. Commercial operations relying on N7 

connection will be re-orientated to the main street because this will be the only direct 

vehicular access. This may put pressure on these facilities to address the main street 

rather than the N7. 


June 2001 




Improvements rather than alterations to the existing road structure are recommended, 

and the proposals seek to address the clear definition between the vehicular 

environment and the adjacent uses. These adjacent uses include, pedestrian footways, 

on-street car parking and cycleways and treatment and the transition between the link 

roads and main streets. The major focus will be on the need to accommodate the traffic 

calming elements and associated pedestrian/cycle requirements. The recommendations 

summarised in Table 9.20.1 are illustrated on Figures 9.20.01 to 9.20.13 contained in 

Volume 3, with full details outlined in Volume 4 of this Statement. 


If the existing main streets were not altered to address increased levels of traffic 

associated with the proposed scheme, there would still be the need to control traffic 

movement resulting from the expansion of the residential areas. Regardless of the 

proposals, the growth of the villages will increase the hazards associated with the N7 

connections and require modification to traffic control. The improvements arising from 

the N7 proposals imply that village connection must be reconsidered so that linkage is 

with interchanges. Connection to the interchanges will increase through-traffic along 

the main streets for each village. If this impact is not addressed, the main streets will 

not function properly as the defined public space serving the communities. 


June 2001 




June 2001 


RECOMMENDATIONS FOR VILLAGE STREETSCAPES 

Recommendation Description 

Gateway entry points Two ‘gateways’ at each entry to the villages is proposed, in a staged format 

Narrowing of the 

carriageways through the 

village main street 

where traffic calming and an entry feature are combined into a gateway. These 

pillars will present the name of the village and define the separation between 

the villages. Their role is to work in conjunction with the traffic calming 

measures while asserting a clear sense of individually between the villages. 

It is recommended to narrow the existing carriageway to 6m. This will achieve 

more space between pedestrians/ cyclists and vehicles, ensuring clear lane 

placement, allow for on-street parking, and contribute to lower speeds 

through the villages. 

T-junction treatment Mini roundabouts are recommended at the main T-junction in each village, 

because they can hand the potential loading without the need for traffic lights 

while also forming part of the traffic calming approach. 

On-street car parking On-street car parking, incorporating parallel layout design parameters to 

ensure safe traffic movement and least impact on traffic flow. 

Footways It is recommended not to alter the existing character of the pedestrian space in 

many of the areas and as such, match with existing surfaces. The treatment of 

the footways will be influenced by the re-alignment of kerbs for narrowing the 

carriageway and provision of adjacent cycleways. 

Cycle Facilities The link roads will incorporate the provision of a cycle way and this must be 

integrated into the streetscape of both villages. Where space is not available 

within the village limits, the facility will share the carriageway space. 

Traffic Calming Traffic calming measures to control traffic speeds will be incorporated into the 

design. 

Pedestrian bridges Two locations have been selected within both villages for the provision of a 

pedestrian bridge to cross the N7. The placement has been at the existing 

road junctions with the N7 where connection is to a road on the opposite side. 

This approach has maintained existing desire lines and established pedestrian 

routes. Both bridge structures are also designed to facilitate use of national 

bus routes with bus stops located on the N7. 

Street furniture Bollards will be used where on-street parking needs to be controlled near 

junctions. Street lighting woul employ a matching standard design to the 

bollards, so that there is a consistency of design finish. 

TABLE 9.20.1

9.21 CLIMATE 


It is considered that generally the proposed improvements to the N7 route will have no 

significant effect on the climate. There may be localised changes in ‘microclimate’ 

where new raised embankments give shelter from prevailing winds or where the removal 

of trees and hedgerows may reduce existing localised shelter. 

Some changes may occur during construction when light coloured exposed soil surfaces 

reflect the suns radiation causing slight increase in temperatures locally. The early 

replacement of vegetation will overcome this effect. 

The effect on the micro-climate that may occur as a result of the loss of hedgerows and 

the construction of embankments of the N7 Improvement scheme is considered 

negligible and would require no mitigation measures. 


June 2001 


9.22 INTER-RELATIONSHIPS 


The design team with the assistance of the specialist environmental consultants, each 

one expert on their chosen environmental field, worked together to identify the 

preferred scheme for the N7 Naas Road improvement and assess the impact of the 

preferred scheme on the environment. 

In order to establish a working relationship between the relevant specialist 

environmental consultants, the design team of the Kildare National Roads Design Office, 

having previously established a working relationship with each specialist environmental 

consultant, brought together all the specialist environmental consultants at a meeting 

on the 27 th March 2000. 

Subsequent to this meeting, the appropriate grouping of specilialist environmental 

consultants met to discuss issues which were relevant to that environmental grouping. 

Table 9.22.1 shows where the inter-relationships between the various environmental 

factors were taken into consideration when compiling the EIS. 

While all the environmental factors are inter-related to some extent, the significant 

interaction and inter-dependencies are considered under each topic in their relevant 

section within the EIS, giving proposed mitigation measures where appropriate. 


June 2001

Volume II - Kildare.ie

Create successful ePaper yourself

Delete template?

Save as template?