A PROMINENT Irish developer has expressed concern over the influence which the National Roads Authority (NRA) has had on the State’s planning appeals board in a number of strategic decisions.
Cork developer Michael O’Flynn said: “It seems to me that the NRA believes that it is in some extraordinary position of power and influence, far above all other agencies as regards its contribution to the appeals process.”
Mr O’Flynn was speaking on the sixth day of a Bord Pleanála oral hearing concerning a €400 million development of 1,200 houses at Dunkettle outside Cork city which his company, O’Flynn Construction, proposes to build.
The NRA told the hearing last week that planning permission should be refused for the project as it would lead to even further traffic congestion at the Jack Lynch/Dunkettle interchange.
Mr O’Flynn said this was one of the rare occasions on which he had given evidence in an oral hearing. But he had felt compelled to do so on this occasion.
He pointed to a continuing failure on behalf of “certain Government agencies” to invest in Cork and in particular to ensure that the infrastructure of the region was adequate to support economic development.
“And now, not only is the NRA not investing in Cork but it is objecting to and frustrating the ongoing development of Cork and the implementation of the CASP (Cork Area Strategic Plan) strategy, our development and the Dunkettle Park and Ride being the most recent examples.”
Mr O’Flynn said he found it amazing that, not only had the NRA appointed three sets of consultants to overturn a decision taken by another public authority, but they had also flagged in a recent public prequalification tender document the possibility of objecting to no less than 18 planning applications which might affect the Dunkettle interchange.
“The logic of their position suggests that the NRA proposes to object to developments of any scale north and east of the Dunkettle Interchange . . . The board must consider if it will permit one agency to prevent the implementation of the vital policies underpinning the social and economic development of Cork.”
Earlier, the secretary of Glounthaune Community Association, Louise Oppermann, told the hearing of their concerns about the negative impact the development would have on the area in terms of traffic, residential amenity and on the character and setting of Dunkettle House, a protected structure.“We believe that, in the context of current economic and market realities, a fundamental reconsideration of approach is required in relation to the development of major housing schemes, particularly those of the ‘Celtic Tiger hangover’ type currently under appeal.”
Irish Times
www.buckplanning.ie
Showing posts with label NRA. Show all posts
Showing posts with label NRA. Show all posts
Tuesday, 16 March 2010
Thursday, 4 March 2010
NRA wants plan for 1,200 homes to be rejected
THE National Roads Authority (NRA) believes planning permission should be refused for 1,210 houses on the outskirts of Cork City because it would lead to even further traffic congestion at the Jack Lynch Tunnel/Dunkettle interchange.
Dermot Flanagan, for the NRA, said one of the main reasons an Bord Pleanála refused the Port of Cork permission for a new container terminal at Ringaskiddy was because the extra traffic it would generate would have had a major impact on the already overloaded interchange.
Mr Flanagan said that traffic generated by O’Flynn Construction’s proposal to build a large number of houses at Dunkettle should be viewed in the same light and therefore permission should be refused.
"Unless you can guarantee no effect you are into the realms of the unknown on a critical piece of infrastructure which is at, or over,capacity," he told Bord Pleanála inspector Pauline Fitzpatrick at an oral hearing yesterday.
The hearing was supposed to take place last July. However, David Holland, acting for O’Flynn Construction, pointed out that it was postponed because the NRA wanted more time to prepare a new design for the interchanges.
Mr Holland said, eight months on, the NRA is still in the process of carrying out a "feasibility study" into planning the design project.
Pat Lyons, a senior planner with Cork County Council, said the developer’s decision to provide creches, a community centre and recreational facilities would provide the site with a "core identity".
He said O’Flynn Construction also intended to put on a local shuttle bus service and had set aside land for a 16-classroom primary school.
Mr Lyons said he felt the project adhered to the Cork Area Strategic Plan (CASP) and the council’s local area plans and thus "was in keeping with proper planning and sustainable development".
Meanwhile, the NRA indicated yesterday it isn’t in favour of the county council’s plans for revamping roads in the area, especially around the eastern end of the Tivoli dual carriageway.
The NRA believes these plans are premature, as it has not completed its design for upgrading the Dunkettle/Jack Lynch Tunnel interchanges, which are used by 83,000 vehicles every day.
The local authority wants to remove the roundabout at Dunkettle and replace it with traffic lights.
Mr Lyons said it was hoped to begin construction on that project next September and complete it in 2012.
Dr Jervis Good of the National Parks and Wildlife Service said it was proposed that the Special Protection Area (SPA) for birds in Cork harbour be extended to include Dunkettle mudflats and the Glashaboy estuary, which are adjacent to the O’Flynn Construction site.
Speaking on day two of the An Bord Pleanála oral hearing, Dr Good said around 100 cormorants roost in Glanmire Wood and the roosting area would have to be fenced off if it was disturbed too much.
Dr Good also proposed fencing off areas of theupper salt marshes so feeding otters wouldn’t be disturbed.
Sharon Casey, the county council’s heritage officer, said new planting should take place in the area to maintain the resident bat community.
The hearing was told the council’s conservation officer, Mona Hallinan, had some concerns about the conservation of Dunkettle House, which is to be turned into offices.
However, following reassurances from the developer about future funding for its maintenance it was decided to allow work on the protected building to proceed, providing 12 conditions attached to the planning permission were adhered to.
The oral hearing continues today at the Rochestown Park Hotel.
Mr Holland said he would be calling up to 10 expert witnesses to speak on behalf of O’Flynn Construction and their testimony was likely to take two days.
Irish Examiner
www.buckplanning.ie
Dermot Flanagan, for the NRA, said one of the main reasons an Bord Pleanála refused the Port of Cork permission for a new container terminal at Ringaskiddy was because the extra traffic it would generate would have had a major impact on the already overloaded interchange.
Mr Flanagan said that traffic generated by O’Flynn Construction’s proposal to build a large number of houses at Dunkettle should be viewed in the same light and therefore permission should be refused.
"Unless you can guarantee no effect you are into the realms of the unknown on a critical piece of infrastructure which is at, or over,capacity," he told Bord Pleanála inspector Pauline Fitzpatrick at an oral hearing yesterday.
The hearing was supposed to take place last July. However, David Holland, acting for O’Flynn Construction, pointed out that it was postponed because the NRA wanted more time to prepare a new design for the interchanges.
Mr Holland said, eight months on, the NRA is still in the process of carrying out a "feasibility study" into planning the design project.
Pat Lyons, a senior planner with Cork County Council, said the developer’s decision to provide creches, a community centre and recreational facilities would provide the site with a "core identity".
He said O’Flynn Construction also intended to put on a local shuttle bus service and had set aside land for a 16-classroom primary school.
Mr Lyons said he felt the project adhered to the Cork Area Strategic Plan (CASP) and the council’s local area plans and thus "was in keeping with proper planning and sustainable development".
Meanwhile, the NRA indicated yesterday it isn’t in favour of the county council’s plans for revamping roads in the area, especially around the eastern end of the Tivoli dual carriageway.
The NRA believes these plans are premature, as it has not completed its design for upgrading the Dunkettle/Jack Lynch Tunnel interchanges, which are used by 83,000 vehicles every day.
The local authority wants to remove the roundabout at Dunkettle and replace it with traffic lights.
Mr Lyons said it was hoped to begin construction on that project next September and complete it in 2012.
Dr Jervis Good of the National Parks and Wildlife Service said it was proposed that the Special Protection Area (SPA) for birds in Cork harbour be extended to include Dunkettle mudflats and the Glashaboy estuary, which are adjacent to the O’Flynn Construction site.
Speaking on day two of the An Bord Pleanála oral hearing, Dr Good said around 100 cormorants roost in Glanmire Wood and the roosting area would have to be fenced off if it was disturbed too much.
Dr Good also proposed fencing off areas of theupper salt marshes so feeding otters wouldn’t be disturbed.
Sharon Casey, the county council’s heritage officer, said new planting should take place in the area to maintain the resident bat community.
The hearing was told the council’s conservation officer, Mona Hallinan, had some concerns about the conservation of Dunkettle House, which is to be turned into offices.
However, following reassurances from the developer about future funding for its maintenance it was decided to allow work on the protected building to proceed, providing 12 conditions attached to the planning permission were adhered to.
The oral hearing continues today at the Rochestown Park Hotel.
Mr Holland said he would be calling up to 10 expert witnesses to speak on behalf of O’Flynn Construction and their testimony was likely to take two days.
Irish Examiner
www.buckplanning.ie
Sunday, 28 February 2010
Bord Pleanála seeks 'more modest' road
THE NATIONAL Roads Authority (NRA) and Mayo County Council have been sent back to the drawing board by An Bord Pleanála to design a “more modest” alternative to a 19km dual-carriageway bypassing Foxford.
Refusing permission for the proposed scheme, the appeals board said it would “constitute an unacceptable intrusion into the Moy river valley and its designated habitats, and would be contrary to the proper planning and sustainable development of the area”.
The board described the Moy as “a salmon angling resource of major international significance” that contributed to the economy of Co Mayo, noting that it had been designated as a special area of conservation (SAC) and was also a proposed natural heritage area (NHA).
The road scheme, which included two major bridges over the Moy and two interchanges to serve Foxford, had been designed as a dual-carriageway even though an earlier upgrade of the N26 between Ballina and Mount Falcon was a wide single-carriageway.
Referring to existing and future predicted traffic volumes, the board said: “It has not been demonstrated that the proposed road scheme . . . is justified and that a more environmentally and economically sustainable road upgrade scheme is not available.”
In deciding not to accept the planning inspector’s recommendation to grant approval subject to conditions, the board noted the inspector’s concerns about the impact of the two proposed bridge crossings on sites for over-wintering whooper swans.
“The board considered that a precautionary approach needed to be taken in this case, having regard to the predicted traffic flows on the route, and that a more modest upgrade may be acceptable which complements the important resource of the river Moy,” it noted.
This is only the third time Bord Pleanála has refused planning permission for a major road scheme.
The earlier refusals were the 1km Athy inner relief route in Co Kildare, and the Ballybofey-Stranorlar bypass in Co Donegal, which was turned down last October.
In its decision on the Athy scheme, made in June 2005, the board said the proposed route “would fail both as a street and as a relief road because it would continue to bring traffic, including heavy commercial vehicles, through the town centre”.
On the Ballybofey-Stranorlar bypass – a 15km dual-carriageway – the board had concerns about road safety and environmental protection, which it felt required a complete redesign of the scheme.
Irish Times
www.buckplanning.ie
Refusing permission for the proposed scheme, the appeals board said it would “constitute an unacceptable intrusion into the Moy river valley and its designated habitats, and would be contrary to the proper planning and sustainable development of the area”.
The board described the Moy as “a salmon angling resource of major international significance” that contributed to the economy of Co Mayo, noting that it had been designated as a special area of conservation (SAC) and was also a proposed natural heritage area (NHA).
The road scheme, which included two major bridges over the Moy and two interchanges to serve Foxford, had been designed as a dual-carriageway even though an earlier upgrade of the N26 between Ballina and Mount Falcon was a wide single-carriageway.
Referring to existing and future predicted traffic volumes, the board said: “It has not been demonstrated that the proposed road scheme . . . is justified and that a more environmentally and economically sustainable road upgrade scheme is not available.”
In deciding not to accept the planning inspector’s recommendation to grant approval subject to conditions, the board noted the inspector’s concerns about the impact of the two proposed bridge crossings on sites for over-wintering whooper swans.
“The board considered that a precautionary approach needed to be taken in this case, having regard to the predicted traffic flows on the route, and that a more modest upgrade may be acceptable which complements the important resource of the river Moy,” it noted.
This is only the third time Bord Pleanála has refused planning permission for a major road scheme.
The earlier refusals were the 1km Athy inner relief route in Co Kildare, and the Ballybofey-Stranorlar bypass in Co Donegal, which was turned down last October.
In its decision on the Athy scheme, made in June 2005, the board said the proposed route “would fail both as a street and as a relief road because it would continue to bring traffic, including heavy commercial vehicles, through the town centre”.
On the Ballybofey-Stranorlar bypass – a 15km dual-carriageway – the board had concerns about road safety and environmental protection, which it felt required a complete redesign of the scheme.
Irish Times
www.buckplanning.ie
Friday, 9 October 2009
Deal signed for motorway services
A DEAL to provide the first of the Republic’s motorway service areas was signed yesterday between a Superstop consortium and the National Roads Authority (NRA).
The motorway service areas are to be provided at three locations on the M1 and M4 motorways by the end of next year – motorists on the State’s other new motorways to Galway, Limerick, Cork and Waterford will have to wait indefinitely for similar facilities.
The new motorway service areas, to be built by a public-private partnership at a cost of more than €100 million, are on the M1 at Castlebellingham, Co Louth, and at Lusk, Co Dublin; and on the M4 at Enfield on the Meath/Kildare border. The NRA will provide €47 million in finance and the land, said to be worth €20 million.
Because of the provision of service areas on both sides of the motorways in the three locations concerned, six facilities are to be built.
The service areas will include shops, fuel pumps, parking areas for lorries, restaurants and hot showers. Construction is expected to begin this month and to be completed by the end of next year.
The service areas are to operate 24 hours a day. The Superstop concession is for 25 years, after which the service areas revert to the roads authority.
Some 500 jobs are to be created during the construction phase, with about half that number when the sites are operational, according to the roads authority.
Twelve locations along the network had been identified for service areas and the NRA was planning to have service areas on all inter-urban motorways by 2010. However, it is understood the authority has been told to halt the programme pending a better economic outlook.
A programme for the development of rest and toilet areas was also halted following advice that they could become locations for behaviour deemed anti-social.
Irish Times
www.buckplanning.ie
The motorway service areas are to be provided at three locations on the M1 and M4 motorways by the end of next year – motorists on the State’s other new motorways to Galway, Limerick, Cork and Waterford will have to wait indefinitely for similar facilities.
The new motorway service areas, to be built by a public-private partnership at a cost of more than €100 million, are on the M1 at Castlebellingham, Co Louth, and at Lusk, Co Dublin; and on the M4 at Enfield on the Meath/Kildare border. The NRA will provide €47 million in finance and the land, said to be worth €20 million.
Because of the provision of service areas on both sides of the motorways in the three locations concerned, six facilities are to be built.
The service areas will include shops, fuel pumps, parking areas for lorries, restaurants and hot showers. Construction is expected to begin this month and to be completed by the end of next year.
The service areas are to operate 24 hours a day. The Superstop concession is for 25 years, after which the service areas revert to the roads authority.
Some 500 jobs are to be created during the construction phase, with about half that number when the sites are operational, according to the roads authority.
Twelve locations along the network had been identified for service areas and the NRA was planning to have service areas on all inter-urban motorways by 2010. However, it is understood the authority has been told to halt the programme pending a better economic outlook.
A programme for the development of rest and toilet areas was also halted following advice that they could become locations for behaviour deemed anti-social.
Irish Times
www.buckplanning.ie
Sunday, 6 September 2009
NRA shelves proposed plans for motorway service stations
The National Roads Authority (NRA) has postponed plans to build nine of the 12 service stations that had been planned for Ireland’s motorways, because of budget cuts.
The 12 stations were due to be built on the five inter-urban motorways by 2011.However, a source said that only the three service stations for which the contracts had already been awarded would move into construction. A consortium made up of construction firm Pierse, Petrogas and Tedcastles Oil will build and operate two service areas on the M1 between Dublin and Belfast, and one on the M4 between Dublin and Galway. These will open in 18 to 22 months.
However, the NRA was recently told by the Department of Finance not to go ahead with the purchase of nine other sites. It will be ‘‘2011 and possibly later’’ before the funding is available for these sites, but NRA spokesman Sean O’Neill said that the roads authority ‘‘remains completely committed’’ to providing the remaining service areas.
‘‘We plan on tendering for these when the funding is in place again," O’Neill said.
‘‘The government has raised over 2 billion from private developers for the major motorways, and the tolling system funds this. Compared to continental Europe, Irish motorists get much better value for their money per kilometre." Conor Faughnan of AA Ireland said that ‘‘marvellous new motorways’’ were being devalued by ‘‘glaring deficiencies’’ like the failure to build service areas. ‘‘It is unacceptable that it may be 2012 before these are looked at again," said Faughnan.
‘‘They are necessities, not optional extras. Next year there will be motorway from Dundalk to Dunkettle [in Cork] without a petrol station." Separately, a list of motorway toll locations and costs, obtained by The Sunday Business Post, shows that cars using the 60 kilometre M3 from Clonee to Kells will have to pay atoll of €1.40 at atoll station north of Clonee and another toll of €1.40 at a second tolling booth south of Kells.
Motorists travelling between Dublin and Galway will be charged almost €10 for a return journey, while the Dublin/ Cork motorway will be tolled again at Cullahill in Co Laois. Private cars currently pay €1.90 at the Fermoy bypass.
Sunday Business Post
www.buckplanning.ie
The 12 stations were due to be built on the five inter-urban motorways by 2011.However, a source said that only the three service stations for which the contracts had already been awarded would move into construction. A consortium made up of construction firm Pierse, Petrogas and Tedcastles Oil will build and operate two service areas on the M1 between Dublin and Belfast, and one on the M4 between Dublin and Galway. These will open in 18 to 22 months.
However, the NRA was recently told by the Department of Finance not to go ahead with the purchase of nine other sites. It will be ‘‘2011 and possibly later’’ before the funding is available for these sites, but NRA spokesman Sean O’Neill said that the roads authority ‘‘remains completely committed’’ to providing the remaining service areas.
‘‘We plan on tendering for these when the funding is in place again," O’Neill said.
‘‘The government has raised over 2 billion from private developers for the major motorways, and the tolling system funds this. Compared to continental Europe, Irish motorists get much better value for their money per kilometre." Conor Faughnan of AA Ireland said that ‘‘marvellous new motorways’’ were being devalued by ‘‘glaring deficiencies’’ like the failure to build service areas. ‘‘It is unacceptable that it may be 2012 before these are looked at again," said Faughnan.
‘‘They are necessities, not optional extras. Next year there will be motorway from Dundalk to Dunkettle [in Cork] without a petrol station." Separately, a list of motorway toll locations and costs, obtained by The Sunday Business Post, shows that cars using the 60 kilometre M3 from Clonee to Kells will have to pay atoll of €1.40 at atoll station north of Clonee and another toll of €1.40 at a second tolling booth south of Kells.
Motorists travelling between Dublin and Galway will be charged almost €10 for a return journey, while the Dublin/ Cork motorway will be tolled again at Cullahill in Co Laois. Private cars currently pay €1.90 at the Fermoy bypass.
Sunday Business Post
www.buckplanning.ie
Tuesday, 30 September 2008
€65m stadium plan hits NRA roadblock
A NEW 10,000-seater soccer stadium plan has been branded "premature" by the National Roads Authority (NRA) because the motorway junction beside it is expected to be the starting point of a huge new ring road.
Earlier this year, Meath County Council agreed to contravene its development plan so permission could be granted for the €65m Drogheda United stadium, leisure centre, retail units and a motorway service station. The 25-hectare site is on the southside of Drogheda within the Co Meath boundary. It is on the Drogheda to Duleek road and beside the Duleek road junction with the M1.
An Bord Pleanala is not expected to make a decision until later this year.
The NRA appeal is the only one against permission and its submission says the proposed €2bn Dublin Outer Orbital Road linking Drogheda to Naas "is likely to begin at the M1/R152 Duleek road junction".
The route is a key objective of the regional planning guidelines for the greater Dublin area and the planning application "is premature pending determination of this route", argues the NRA.
Traffic
The NRA says the junction would have to be upgraded to support the traffic flow described in the application. Because the junction is part of the motorway public private partnership (PPP) contract, it "will be much more difficult complex and expensive" to upgrade.
Meanwhile, Councillor Tommy Byrne (FF) called on Drogheda borough council to "write to the NRA and ask them to withdraw their objection".
Mr Byrne did not get the support of his fellow councillors but they did agree to put their support for planning permission in writing. At Drogheda United's current ground, United Park, planning permission was secured for 110 residential units, but that too is under appeal.
Elaine Keogh
Irish Independent
www.buckplanning.ie
Earlier this year, Meath County Council agreed to contravene its development plan so permission could be granted for the €65m Drogheda United stadium, leisure centre, retail units and a motorway service station. The 25-hectare site is on the southside of Drogheda within the Co Meath boundary. It is on the Drogheda to Duleek road and beside the Duleek road junction with the M1.
An Bord Pleanala is not expected to make a decision until later this year.
The NRA appeal is the only one against permission and its submission says the proposed €2bn Dublin Outer Orbital Road linking Drogheda to Naas "is likely to begin at the M1/R152 Duleek road junction".
The route is a key objective of the regional planning guidelines for the greater Dublin area and the planning application "is premature pending determination of this route", argues the NRA.
Traffic
The NRA says the junction would have to be upgraded to support the traffic flow described in the application. Because the junction is part of the motorway public private partnership (PPP) contract, it "will be much more difficult complex and expensive" to upgrade.
Meanwhile, Councillor Tommy Byrne (FF) called on Drogheda borough council to "write to the NRA and ask them to withdraw their objection".
Mr Byrne did not get the support of his fellow councillors but they did agree to put their support for planning permission in writing. At Drogheda United's current ground, United Park, planning permission was secured for 110 residential units, but that too is under appeal.
Elaine Keogh
Irish Independent
www.buckplanning.ie
€65m stadium plan hits NRA roadblock
A NEW 10,000-seater soccer stadium plan has been branded "premature" by the National Roads Authority (NRA) because the motorway junction beside it is expected to be the starting point of a huge new ring road.
Earlier this year, Meath County Council agreed to contravene its development plan so permission could be granted for the €65m Drogheda United stadium, leisure centre, retail units and a motorway service station. The 25-hectare site is on the southside of Drogheda within the Co Meath boundary. It is on the Drogheda to Duleek road and beside the Duleek road junction with the M1.
An Bord Pleanala is not expected to make a decision until later this year.
The NRA appeal is the only one against permission and its submission says the proposed €2bn Dublin Outer Orbital Road linking Drogheda to Naas "is likely to begin at the M1/R152 Duleek road junction".
The route is a key objective of the regional planning guidelines for the greater Dublin area and the planning application "is premature pending determination of this route", argues the NRA.
Traffic
The NRA says the junction would have to be upgraded to support the traffic flow described in the application. Because the junction is part of the motorway public private partnership (PPP) contract, it "will be much more difficult complex and expensive" to upgrade.
Meanwhile, Councillor Tommy Byrne (FF) called on Drogheda borough council to "write to the NRA and ask them to withdraw their objection".
Mr Byrne did not get the support of his fellow councillors but they did agree to put their support for planning permission in writing. At Drogheda United's current ground, United Park, planning permission was secured for 110 residential units, but that too is under appeal.
Elaine Keogh
Irish Independent
www.buckplanning.ie
Earlier this year, Meath County Council agreed to contravene its development plan so permission could be granted for the €65m Drogheda United stadium, leisure centre, retail units and a motorway service station. The 25-hectare site is on the southside of Drogheda within the Co Meath boundary. It is on the Drogheda to Duleek road and beside the Duleek road junction with the M1.
An Bord Pleanala is not expected to make a decision until later this year.
The NRA appeal is the only one against permission and its submission says the proposed €2bn Dublin Outer Orbital Road linking Drogheda to Naas "is likely to begin at the M1/R152 Duleek road junction".
The route is a key objective of the regional planning guidelines for the greater Dublin area and the planning application "is premature pending determination of this route", argues the NRA.
Traffic
The NRA says the junction would have to be upgraded to support the traffic flow described in the application. Because the junction is part of the motorway public private partnership (PPP) contract, it "will be much more difficult complex and expensive" to upgrade.
Meanwhile, Councillor Tommy Byrne (FF) called on Drogheda borough council to "write to the NRA and ask them to withdraw their objection".
Mr Byrne did not get the support of his fellow councillors but they did agree to put their support for planning permission in writing. At Drogheda United's current ground, United Park, planning permission was secured for 110 residential units, but that too is under appeal.
Elaine Keogh
Irish Independent
www.buckplanning.ie
Friday, 21 March 2008
Residents upset as M50 works eat into green space
A GROUP of residents in Sandyford, Co Dublin, have expressed dismay at the transformation of a green recreational area in their estate into a compound for M50 topsoil.
Concerned residents in Sandyford's Moreen and Blackthorn estates say that a large temporary fence is being erected in the green recreation area used by the 300 houses in the estate.
Up to this point the green area had a cycle track, daffodils and trees and had been well-maintained by a local residents' group and the owners of the land, Dún Laoghaire Rathdown County Council, said Joanna Tonge, from a local residents' group.
The move also came as a surprise to local councillors Lettie McCarthy (Labour) and Tom Joyce (FG), especially since plans had been lodged by Landmark Developments to build a community centre on the site.
"It's fair to say it was poorly handled by all concerned," said Ms McCarthy. "The first I heard was when I got calls from residents and that is not how it should be done."
"There's a real problem with the manner in which it was done and local representatives weren't told about it," said Mr Joyce.
After calls to the council and developers, the residents' group discovered that the land was allocated for the M50 works and was identified in part of an environmental impact statement which was approved by An Bord Pleanála after public consultation in 2005.
Residents and local councillors say they were not aware of the plans. The company contracted by the National Roads Authority, M50 Concession Ltd, has since apologised to the residents for "the oversight in not providing them with the information".
The council said in a statement: "We cannot object to the NRA's use of the site but what the council can and will do is to insist that the area is safe and secure and does not create a nuisance."
The works are set to continue until at least September 2009 and possibly 2010.
"An apology is easy," says Ms Tonge, who remains concerned about the impact of the works, their proximity to the estate and the disruption from hundreds of daily loads of topsoil. The problem of a lack of recreation space remains in an area which has few facilities, she says.
However, the disruption for residents may not end in 2010 as the green area is also part of future plans for the proposed eastern bypass.
The Irish Times
www.buckplanning.ie
Concerned residents in Sandyford's Moreen and Blackthorn estates say that a large temporary fence is being erected in the green recreation area used by the 300 houses in the estate.
Up to this point the green area had a cycle track, daffodils and trees and had been well-maintained by a local residents' group and the owners of the land, Dún Laoghaire Rathdown County Council, said Joanna Tonge, from a local residents' group.
The move also came as a surprise to local councillors Lettie McCarthy (Labour) and Tom Joyce (FG), especially since plans had been lodged by Landmark Developments to build a community centre on the site.
"It's fair to say it was poorly handled by all concerned," said Ms McCarthy. "The first I heard was when I got calls from residents and that is not how it should be done."
"There's a real problem with the manner in which it was done and local representatives weren't told about it," said Mr Joyce.
After calls to the council and developers, the residents' group discovered that the land was allocated for the M50 works and was identified in part of an environmental impact statement which was approved by An Bord Pleanála after public consultation in 2005.
Residents and local councillors say they were not aware of the plans. The company contracted by the National Roads Authority, M50 Concession Ltd, has since apologised to the residents for "the oversight in not providing them with the information".
The council said in a statement: "We cannot object to the NRA's use of the site but what the council can and will do is to insist that the area is safe and secure and does not create a nuisance."
The works are set to continue until at least September 2009 and possibly 2010.
"An apology is easy," says Ms Tonge, who remains concerned about the impact of the works, their proximity to the estate and the disruption from hundreds of daily loads of topsoil. The problem of a lack of recreation space remains in an area which has few facilities, she says.
However, the disruption for residents may not end in 2010 as the green area is also part of future plans for the proposed eastern bypass.
The Irish Times
www.buckplanning.ie
10-point plan:what was agreed
According to the NRA, it agreed the following with protester Lisa Feeney last Saturday.
• Crib walling to be constructed using preserved timber.
• Works to be supervised by an archaeologist and engineer.
• Landscaping: all exposed areas on Esker to be planted with semi-mature trees.
• Crib wall to be planted with semi-mature vegetation.
• Road alignment to be gauged to move as far south as possible.
• Spoil heap south east of Rath Lugh to be removed or planted with suitable vegetation.
• No additional lands to be purchased in the vicinity of Rath Lugh for road construction.
• A reduction in land available to contractor by up to 7m and a further reduction subject to realignment review.
• Low-noise surfacing to be used between Roestown and Ardsallagh (Skryne-Tara Valley).
• No work to take place on a marked-out space between Baronstown side of the site and Lismullin until April 17th.
The Irish Times
www.buckplanning.ie
• Crib walling to be constructed using preserved timber.
• Works to be supervised by an archaeologist and engineer.
• Landscaping: all exposed areas on Esker to be planted with semi-mature trees.
• Crib wall to be planted with semi-mature vegetation.
• Road alignment to be gauged to move as far south as possible.
• Spoil heap south east of Rath Lugh to be removed or planted with suitable vegetation.
• No additional lands to be purchased in the vicinity of Rath Lugh for road construction.
• A reduction in land available to contractor by up to 7m and a further reduction subject to realignment review.
• Low-noise surfacing to be used between Roestown and Ardsallagh (Skryne-Tara Valley).
• No work to take place on a marked-out space between Baronstown side of the site and Lismullin until April 17th.
The Irish Times
www.buckplanning.ie
Tuesday, 4 March 2008
Dublin's eastern bypass scheme at a dead end
A PLAN to build Dublin's eastern bypass has effectively been shelved by the Department of Transport.
No funds are available for advanced planning of the EUR1 billion project, which was deemed to be feasible in a recent report presented to the transport minister by the National Roads Authority (NRA). Noel Dempsey, the transport minister, has read the NRA's proposal, but is unlikely to give permission for it to move to the next stage, officials have indicated.
The bypass would involve tunnelling under Sandymount strand and is strongly opposed by the Green party, Fianna Fail's government partners.
"The NRA makes a good case for the road," said a departmental source. "But the money is not there to advance it. If the NRA can find the funds to do so within its budget, fine, but at the moment the priority is to complete the projects outlined in Transport 21 - and the bypass is not in that. There is no commitment for the eastern bypass in the programme for government either."
Although the government did not include the bypass in Transport 21, a EUR34 billion infrastructure plan, it promised to consider it and another project - the outer orbital route connecting the M7 with Drogheda - if they were deemed viable.
The outer orbital route, which runs through Meath, Dempsey's home county, has been approved in principle and is understood to be more of a priority.
Dempsey is also under pressure from his Green party colleagues to spend more on public transport to tackle congestion. John Gormley, the Green party leader, has said the bypass makes "no sense from a financial or policy point of view".
However, the NRA's report outlines how increased traffic levels in the capital will eventually make the road a necessity.
Richard Oakley
Sunday Times
No funds are available for advanced planning of the EUR1 billion project, which was deemed to be feasible in a recent report presented to the transport minister by the National Roads Authority (NRA). Noel Dempsey, the transport minister, has read the NRA's proposal, but is unlikely to give permission for it to move to the next stage, officials have indicated.
The bypass would involve tunnelling under Sandymount strand and is strongly opposed by the Green party, Fianna Fail's government partners.
"The NRA makes a good case for the road," said a departmental source. "But the money is not there to advance it. If the NRA can find the funds to do so within its budget, fine, but at the moment the priority is to complete the projects outlined in Transport 21 - and the bypass is not in that. There is no commitment for the eastern bypass in the programme for government either."
Although the government did not include the bypass in Transport 21, a EUR34 billion infrastructure plan, it promised to consider it and another project - the outer orbital route connecting the M7 with Drogheda - if they were deemed viable.
The outer orbital route, which runs through Meath, Dempsey's home county, has been approved in principle and is understood to be more of a priority.
Dempsey is also under pressure from his Green party colleagues to spend more on public transport to tackle congestion. John Gormley, the Green party leader, has said the bypass makes "no sense from a financial or policy point of view".
However, the NRA's report outlines how increased traffic levels in the capital will eventually make the road a necessity.
Richard Oakley
Sunday Times
Sunday, 27 January 2008
Final push on motorway projects
The National Roads Authority is to spend almost €1.7 billion this year in a move which will see construction start on the final projects of the Government's inter-urban motorway programme. Tim O'Brien reports.
Just four projects remain to be started in the programme which aims to link the regional cities of Galway, Limerick, Cork and Waterford with Dublin by high quality roads by 2010.
The four projects concerned are :
• the Carlow to Knocktopher scheme on the N9;
• the Kilcullen to Carlow scheme also on the N9;
• two schemes on the N7, Casteltown to Nenagh and rebuilding the junction at Newlands Cross.
This year will see the completion of just three major schemes on the inter-urban routes, the lowest number in recent years. The schemes are:
• the Kilbeggan to Athlone dual carriageway on the N6 which is to open in May;
• the Cashel to Mitchelstown dual carriageway on the N8 which is due to open in the autumn;
• the Carlow bypass which is also due to open in the autumn.
In addition to those starting and those being completed this year, work is to continue into 2009 on some seven schemes on the major inter-urban routes. These are: Leixlip to the M50 junction on the N4 to be completed in 2009; Athlone to Ballinasloe on the N6 in 2009; Ballinasloe to Galway in 2010; Nenagh to Limerick on the N7 in 2009; Culahill to Cashel on the N8 in 2009; and Portlaoise to Cullahill/Castletown on the M8/M9 by 2010.
But the authority said yesterday that while priority was being placed on completing the inter-urban routes, 2008 would also see the start of schemes linking Oranmore to Gort, and Gort to the Cusheen bypass. This route will provide an inter-urban motorway between Limerick and Galway on the N18, the first phase of the Atlantic Corridor.
The authority will also start work on the Tullamore bypass on the N52 in Co Offaly.
The NRA has, however, been unsuccessful in convincing the Government that it should be given another €500 million a year to begin further schemes.
While a number of schemes outside the major inter-urban routes are already under way, such as the M3 motorway in Co Meath, the upgrade of the M50, the Limerick tunnel and the Navan relief road, NRA chairman Peter Malone said the authority was ready to ramp up investment even further if the money was forthcoming.
But he said a section of the N11 between the Rathnew bypass and Arklow which had seen record numbers of deaths in recent years would be progressed this year, in any event, with the start of a tendering process. Mr Malone also pointed out that by this autumn the upgrade of the M50 would be complete from the M1/M50 junction to Ballymount.
Commenting on the situation Mr Malone said the construction industry would be able to manage the extra contracts involved with the extra €500 million, as it had many more projects lined up for the post-2010 period. But he said 2010 would see enormous benefits for regional tourism with many of the major tourist destinations becoming only a few hours from Dublin by car.
He added that the new motorways and bypasses were "giving towns and villages back to the people" by removing traffic congestion from their main streets.
Minister for Transport Noel Dempsey said that within three years the Republic would have a network "criss-crossing the country which would connect communities" and which would be seven times safer than the roads they replace.
He also said the opening of the new roads would facilitate greater competitiveness, adding that the improvements for business were visible: "Business can do business in a more effective way," he commented.
The Irish Times
www.buckplanning.ie
Just four projects remain to be started in the programme which aims to link the regional cities of Galway, Limerick, Cork and Waterford with Dublin by high quality roads by 2010.
The four projects concerned are :
• the Carlow to Knocktopher scheme on the N9;
• the Kilcullen to Carlow scheme also on the N9;
• two schemes on the N7, Casteltown to Nenagh and rebuilding the junction at Newlands Cross.
This year will see the completion of just three major schemes on the inter-urban routes, the lowest number in recent years. The schemes are:
• the Kilbeggan to Athlone dual carriageway on the N6 which is to open in May;
• the Cashel to Mitchelstown dual carriageway on the N8 which is due to open in the autumn;
• the Carlow bypass which is also due to open in the autumn.
In addition to those starting and those being completed this year, work is to continue into 2009 on some seven schemes on the major inter-urban routes. These are: Leixlip to the M50 junction on the N4 to be completed in 2009; Athlone to Ballinasloe on the N6 in 2009; Ballinasloe to Galway in 2010; Nenagh to Limerick on the N7 in 2009; Culahill to Cashel on the N8 in 2009; and Portlaoise to Cullahill/Castletown on the M8/M9 by 2010.
But the authority said yesterday that while priority was being placed on completing the inter-urban routes, 2008 would also see the start of schemes linking Oranmore to Gort, and Gort to the Cusheen bypass. This route will provide an inter-urban motorway between Limerick and Galway on the N18, the first phase of the Atlantic Corridor.
The authority will also start work on the Tullamore bypass on the N52 in Co Offaly.
The NRA has, however, been unsuccessful in convincing the Government that it should be given another €500 million a year to begin further schemes.
While a number of schemes outside the major inter-urban routes are already under way, such as the M3 motorway in Co Meath, the upgrade of the M50, the Limerick tunnel and the Navan relief road, NRA chairman Peter Malone said the authority was ready to ramp up investment even further if the money was forthcoming.
But he said a section of the N11 between the Rathnew bypass and Arklow which had seen record numbers of deaths in recent years would be progressed this year, in any event, with the start of a tendering process. Mr Malone also pointed out that by this autumn the upgrade of the M50 would be complete from the M1/M50 junction to Ballymount.
Commenting on the situation Mr Malone said the construction industry would be able to manage the extra contracts involved with the extra €500 million, as it had many more projects lined up for the post-2010 period. But he said 2010 would see enormous benefits for regional tourism with many of the major tourist destinations becoming only a few hours from Dublin by car.
He added that the new motorways and bypasses were "giving towns and villages back to the people" by removing traffic congestion from their main streets.
Minister for Transport Noel Dempsey said that within three years the Republic would have a network "criss-crossing the country which would connect communities" and which would be seven times safer than the roads they replace.
He also said the opening of the new roads would facilitate greater competitiveness, adding that the improvements for business were visible: "Business can do business in a more effective way," he commented.
The Irish Times
www.buckplanning.ie
Friday, 28 December 2007
Expert claims road authority ignored advice on Tara
AN EXPERT in charge of ensuring a national monument, discovered on the route of the controversial M3 motorway was properly excavated, has launched a blistering attack on the State and its agents.
Dr Conor Newman, who stepped aside from the advisory committee on November 20 last, accused the Government of ignoring expert advice about the significance of a 2,500-year-old monument found at Lismullin in Co Meath.
And he said the road builders, the National Roads Authority, had "wrecked" the monument, which will be covered by a road in the coming weeks.
He said the NRA had ignored expert advice that anything discovered in the Tara Skryne Valley was associated with the Hill of Tara, widely acknowledged since early last century.
Earlier this year, a pagan ritual site was discovered along the route, and former environment minister Dick Roche ordered that the road be built over it following its excavation.
"I went up to give some advice on the monument. I wasn't going to play politics, but I felt I could stay on the committee to advise on the excavation," Dr Newman said.
"When it got to the point where the excavation was nearing completion, I felt it was time to go.
"In spite of all the advice, they still forged ahead. We had a ridiculous situation of no willingness to adjust the road even slightly. The casualty has been the truth, and the objective assessment of the truth."
Environment Minister John Gormley said last night he was "sad" to hear of the decision, but it was something he "understood fully".
"I was conscious in asking him to serve on the committee that I was potentially putting him in an uncomfortable position because of his long-standing principled opposition to the road proposal," the minister said.
Paul Melia
Irish Independent
www.buckplanning.ie
Dr Conor Newman, who stepped aside from the advisory committee on November 20 last, accused the Government of ignoring expert advice about the significance of a 2,500-year-old monument found at Lismullin in Co Meath.
And he said the road builders, the National Roads Authority, had "wrecked" the monument, which will be covered by a road in the coming weeks.
He said the NRA had ignored expert advice that anything discovered in the Tara Skryne Valley was associated with the Hill of Tara, widely acknowledged since early last century.
Earlier this year, a pagan ritual site was discovered along the route, and former environment minister Dick Roche ordered that the road be built over it following its excavation.
"I went up to give some advice on the monument. I wasn't going to play politics, but I felt I could stay on the committee to advise on the excavation," Dr Newman said.
"When it got to the point where the excavation was nearing completion, I felt it was time to go.
"In spite of all the advice, they still forged ahead. We had a ridiculous situation of no willingness to adjust the road even slightly. The casualty has been the truth, and the objective assessment of the truth."
Environment Minister John Gormley said last night he was "sad" to hear of the decision, but it was something he "understood fully".
"I was conscious in asking him to serve on the committee that I was potentially putting him in an uncomfortable position because of his long-standing principled opposition to the road proposal," the minister said.
Paul Melia
Irish Independent
www.buckplanning.ie
Saturday, 22 December 2007
NRA attributes motorway services delay to Department
Three planning applications for service areas on the M1 and M/N4 are being held up as a result of delays by the Department of Transport, according to the National Roads Authority.
At a recent board meeting the NRA noted that the Department was required to approve regulations before planning could be sought. "Unfortunately this has not happened yet, notwithstanding its urgency, and we are delayed in submitting the M1/M4 service areas for planning approval," the board noted.
A spokesman for the NRA said that the planning applications were going through "parliamentary regulatory procedures" and that a response was expected "early in the new year".
Regulatory approval is required before the plans can be submitted to An Bord Pleanála.
The NRA has committed to having its first service areas operational by the end of 2009 and the spokesman said that, currently, it was still on course to meet this target.
Some 12 locations along the motorway network have been identified as suitable for service areas. The first will be sited on the M/N4 with two more along the M1. The Authority says it plans to have service areas on all the inter-urban motorways by 2010.
A Department of Transport spokeswoman said a piece of legislation was being drafted and work was progressing as fast as possible. "It is before the parliamentary council, but there is a lot of work there. However, as far as we are concerned the . . . service stops are on schedule. There are no delays."
Citing security and other concerns, the NRA recently changed its policy on rest areas and has decided against providing 11 such sites, which were to provide parking and toilet facilities.
Despite this decision, the NRA spokesman said that the number of service areas was not going to be increased.
The NRA recently awarded a contract to infrastructure consultants Halcrow Barry Ltd, to provide expert advice during the development of service areas.
Service areas will offer food for 16 hours a day and fuel and toilet facilities around the clock. They will also provide extensive parking for cars and HGVs and a Garda enforcement area.
Deciding on how best to provide motorway facilities has been a difficult process for the NRA. The initial NRA view, in 2004, was not to provide such areas along mainline carriageways for safety reasons.
However, this policy was changed, partly because the benefits of by-passing towns was being lost as commercial traffic left the main routes in search of fuel and food.
While the exact sites have yet to be determined, the NRA has said the service areas will be located along the carriageways, rather than at junctions, to prevent a build-up of development at junctions.
The locations chosen for service areas are: along the N11 near the Arklow bypass and on the proposed M9 north of Carlow and near Kilcullen.
For the M7, two service areas will be sited near Mountrath and between Nenagh and Roscea.
The M6 will also be served oneservice area near the M6 and N17 interchange and the second near Athlone.
Motorists on the M1 will be served by two service areas, one south of Dundalk and the other south of Ballbriggan.
And on the M8 drivers will also have a choice of one between Fermoy and Michelstown and the second near Cashel.
As a general rule the service areas will be around 50kms apart.
The Irish Times
www.buckplanning.ie
At a recent board meeting the NRA noted that the Department was required to approve regulations before planning could be sought. "Unfortunately this has not happened yet, notwithstanding its urgency, and we are delayed in submitting the M1/M4 service areas for planning approval," the board noted.
A spokesman for the NRA said that the planning applications were going through "parliamentary regulatory procedures" and that a response was expected "early in the new year".
Regulatory approval is required before the plans can be submitted to An Bord Pleanála.
The NRA has committed to having its first service areas operational by the end of 2009 and the spokesman said that, currently, it was still on course to meet this target.
Some 12 locations along the motorway network have been identified as suitable for service areas. The first will be sited on the M/N4 with two more along the M1. The Authority says it plans to have service areas on all the inter-urban motorways by 2010.
A Department of Transport spokeswoman said a piece of legislation was being drafted and work was progressing as fast as possible. "It is before the parliamentary council, but there is a lot of work there. However, as far as we are concerned the . . . service stops are on schedule. There are no delays."
Citing security and other concerns, the NRA recently changed its policy on rest areas and has decided against providing 11 such sites, which were to provide parking and toilet facilities.
Despite this decision, the NRA spokesman said that the number of service areas was not going to be increased.
The NRA recently awarded a contract to infrastructure consultants Halcrow Barry Ltd, to provide expert advice during the development of service areas.
Service areas will offer food for 16 hours a day and fuel and toilet facilities around the clock. They will also provide extensive parking for cars and HGVs and a Garda enforcement area.
Deciding on how best to provide motorway facilities has been a difficult process for the NRA. The initial NRA view, in 2004, was not to provide such areas along mainline carriageways for safety reasons.
However, this policy was changed, partly because the benefits of by-passing towns was being lost as commercial traffic left the main routes in search of fuel and food.
While the exact sites have yet to be determined, the NRA has said the service areas will be located along the carriageways, rather than at junctions, to prevent a build-up of development at junctions.
The locations chosen for service areas are: along the N11 near the Arklow bypass and on the proposed M9 north of Carlow and near Kilcullen.
For the M7, two service areas will be sited near Mountrath and between Nenagh and Roscea.
The M6 will also be served oneservice area near the M6 and N17 interchange and the second near Athlone.
Motorists on the M1 will be served by two service areas, one south of Dundalk and the other south of Ballbriggan.
And on the M8 drivers will also have a choice of one between Fermoy and Michelstown and the second near Cashel.
As a general rule the service areas will be around 50kms apart.
The Irish Times
www.buckplanning.ie
Wednesday, 29 August 2007
NRA considers building a new road in West Wicklow
The National Roads Authority are looking into new ways to tackle ongoing problems on the N81 through west Wicklow, which could result in the creation of a new road from Hollywood to Tallaght.
The NRA are investing a budget of €150,000 into a physical study on the N81 from the Dublin boundary to Hollywood, which is being carried out at their design office in Naas.
A number of fatal accidents have occurred on the N81 during the years, and it has been labelled one of the most dangerous roads in Ireland. Previous funding has only centred around upgrading certain dangerous bends, but this is the first time a different strategy has been taken.
Cllr. Edward Timmins hopes the study proves fruitful.
'There are no specifics at the moment but it could result in new stretches of road. The study will look into the feasibility of that and other options. Its more of a long term plan than previous solutions. The €150,000 helps to kick start it and I can't see why the NRA would put that money into a study if they didn't intend providing some really significant funding further down the line.'
A further allocation of €300,000 covers design work at Hangman's Bends and another €300,000 to carry out similar works at Knockroe Bends.
Another €700,000 has been set aside for pavement and minor works on the Annalecky to Drumreagh Overlay.
A total of €2,166,432 has been allocated for works on the N81 this year, up 20 per cent from the €1,809,382 from last year.
However, Cllr. Timmins insists an increase in funding has been a long time coming.
'We have seen some improvements in the funding allocation, but from 2000 to 2004 the average we received for the N81 was only €800,000.
Wicklow People
The NRA are investing a budget of €150,000 into a physical study on the N81 from the Dublin boundary to Hollywood, which is being carried out at their design office in Naas.
A number of fatal accidents have occurred on the N81 during the years, and it has been labelled one of the most dangerous roads in Ireland. Previous funding has only centred around upgrading certain dangerous bends, but this is the first time a different strategy has been taken.
Cllr. Edward Timmins hopes the study proves fruitful.
'There are no specifics at the moment but it could result in new stretches of road. The study will look into the feasibility of that and other options. Its more of a long term plan than previous solutions. The €150,000 helps to kick start it and I can't see why the NRA would put that money into a study if they didn't intend providing some really significant funding further down the line.'
A further allocation of €300,000 covers design work at Hangman's Bends and another €300,000 to carry out similar works at Knockroe Bends.
Another €700,000 has been set aside for pavement and minor works on the Annalecky to Drumreagh Overlay.
A total of €2,166,432 has been allocated for works on the N81 this year, up 20 per cent from the €1,809,382 from last year.
However, Cllr. Timmins insists an increase in funding has been a long time coming.
'We have seen some improvements in the funding allocation, but from 2000 to 2004 the average we received for the N81 was only €800,000.
Wicklow People
Tuesday, 13 March 2007
Sargent defends plan to review roads programme
Green Party leader Trevor Sargent has described as "distortion" suggestions by Tánaiste Michael McDowell that the party plans to scrap a large number of road developments if it is elected to government.
Speaking at a press conference in Cork yesterday, Mr Sargent said reports that the Greens in government would damage the economy and regional development by not proceeding with the roads programme were based on "false reading" or "non-reading" of party policy.
However, Mr Sargent said the imbalance between road investment and public transport investment had to be addressed urgently.
He insisted increased investment in public transport was vital for a range of economic, social and environmental reasons.
Mr Sargent said the road programme was not going to solve gridlock because planning had allowed Dublin to become the magnet for the country.
"Simply building more roads to get people quicker into the traffic jam around the M50 is not going to solve gridlock.
"An example of that is the M3 coming in from Navan, which will bring traffic more quickly into the M50. Whereas if you have a rail link from Navan into Dublin you don't have the gridlock problem to deal with, and people also get into Dublin without the emissions.
"We do need to make our roads safer, we do need to upgrade our roads, but what we need to do at the same time is have the public transport infrastructure.
"You cannot do everything you want, but you have to give the priority to public transport and we are working responsibly within the money available under Transport 21. Instead of being thanked for being responsible, the Government is trying to distort what we are saying."
The Green Party has proposed new Luas lines for Cork and Galway, an extension of Dublin's light rail system and the fast-tracking of a rail link for Navan if it gets into government after the next general election.
The present Government's plan is to build, widen or upgrade 850km of roads, costing €18 billion, over the next eight years. Greens transport spokesman Eamon Ryan has admitted that, if elected to government, the party would reassess the roads programme.
However, suggestions that the Greens would drop 100 road projects have been described by Mr Ryan as "ludicrous".
Reflecting on the publication of the Government's White Paper on Energy yesterday, Mr Sargent said he feared it was simply another "whitewash" designed to give the impression that the Taoiseach and Tánaiste cared about the environment.
Olivia Kelleher
© 2007 The Irish Times
Speaking at a press conference in Cork yesterday, Mr Sargent said reports that the Greens in government would damage the economy and regional development by not proceeding with the roads programme were based on "false reading" or "non-reading" of party policy.
However, Mr Sargent said the imbalance between road investment and public transport investment had to be addressed urgently.
He insisted increased investment in public transport was vital for a range of economic, social and environmental reasons.
Mr Sargent said the road programme was not going to solve gridlock because planning had allowed Dublin to become the magnet for the country.
"Simply building more roads to get people quicker into the traffic jam around the M50 is not going to solve gridlock.
"An example of that is the M3 coming in from Navan, which will bring traffic more quickly into the M50. Whereas if you have a rail link from Navan into Dublin you don't have the gridlock problem to deal with, and people also get into Dublin without the emissions.
"We do need to make our roads safer, we do need to upgrade our roads, but what we need to do at the same time is have the public transport infrastructure.
"You cannot do everything you want, but you have to give the priority to public transport and we are working responsibly within the money available under Transport 21. Instead of being thanked for being responsible, the Government is trying to distort what we are saying."
The Green Party has proposed new Luas lines for Cork and Galway, an extension of Dublin's light rail system and the fast-tracking of a rail link for Navan if it gets into government after the next general election.
The present Government's plan is to build, widen or upgrade 850km of roads, costing €18 billion, over the next eight years. Greens transport spokesman Eamon Ryan has admitted that, if elected to government, the party would reassess the roads programme.
However, suggestions that the Greens would drop 100 road projects have been described by Mr Ryan as "ludicrous".
Reflecting on the publication of the Government's White Paper on Energy yesterday, Mr Sargent said he feared it was simply another "whitewash" designed to give the impression that the Taoiseach and Tánaiste cared about the environment.
Olivia Kelleher
© 2007 The Irish Times
Saturday, 10 March 2007
Contracts for construction of M3 signed
Contracts for the construction of one of the State's most expensive motorway sections yet, the controversial M3 motorway in Co Meath, have been signed by Siac Ferrovial and the National Roads Authority. The cost of the road, including land, is €900 million.
Siac Ferrovial, an Irish-Spanish consortium trading as Eurolink, has already commenced preparatory works and has moved machinery on to a site compound at Dunshaughlin. Construction of the 60km of motorway and 50km of ancillary roads is now expected to get under way in earnest.
A spokesman for Minister for the Environment Dick Roche said there were no outstanding issues in relation to archaeology to delay the start of the project.
At €900 million, the road is more expensive than all schemes so far except the upgrade of the M50 where the addition of a third lane and upgrade of the junctions is expected to cost €1 billion. In comparison, Dublin Port Tunnel cost some €750 million - although the contractor is seeking additional payments - and the Shannon Tunnel in Limerick has a projected cost of about €570 million. The South Eastern Motorway, the most expensive section of the M50, cost about €500 million.
Opponents of the M3 have not ruled out another legal challenge and in the last month transport researcher Brian Guckian has lodged complaints against Ireland with the European Commission and the European Parliament over four Irish motorway projects, including the M3.
He told The Irish Times yesterday his complaint related to defects in the environmental impact assessments of the M3, the proposed M7/M8 motorway in the midlands, the Monkstown Ring Road in south Dublin and two schemes on the N6/M6 between Athlone and Galway.
Tim O'Brien
© 2007 The Irish Times
Siac Ferrovial, an Irish-Spanish consortium trading as Eurolink, has already commenced preparatory works and has moved machinery on to a site compound at Dunshaughlin. Construction of the 60km of motorway and 50km of ancillary roads is now expected to get under way in earnest.
A spokesman for Minister for the Environment Dick Roche said there were no outstanding issues in relation to archaeology to delay the start of the project.
At €900 million, the road is more expensive than all schemes so far except the upgrade of the M50 where the addition of a third lane and upgrade of the junctions is expected to cost €1 billion. In comparison, Dublin Port Tunnel cost some €750 million - although the contractor is seeking additional payments - and the Shannon Tunnel in Limerick has a projected cost of about €570 million. The South Eastern Motorway, the most expensive section of the M50, cost about €500 million.
Opponents of the M3 have not ruled out another legal challenge and in the last month transport researcher Brian Guckian has lodged complaints against Ireland with the European Commission and the European Parliament over four Irish motorway projects, including the M3.
He told The Irish Times yesterday his complaint related to defects in the environmental impact assessments of the M3, the proposed M7/M8 motorway in the midlands, the Monkstown Ring Road in south Dublin and two schemes on the N6/M6 between Athlone and Galway.
Tim O'Brien
© 2007 The Irish Times
Tuesday, 20 February 2007
Noise level survey for Cork Ring Road
A NOISE survey is to be carried out along Cork’s main ring road to see if traffic noise levels are within EU limits.
The South Ring Road has passed a key traffic volume marker and will be included in a National Roads Authority noise mapping exercise being carried out on some of the country’s busiest main roads.
It is due for completion in June and will recommend methods of tackling areas where noise levels are above the permitted levels introduced by the EU in April.
The completed survey will be submitted to the Environmental Protection Agency by July 2008 before being forwarded to the EU Commission.
Fianna Fáil TD John Dennehy welcomed the survey.
“The EU regulations are a welcome breakthrough in the battle between local residents and public representatives on one hand and road design personnel and engineers on the other,” he said.
“There is a need for balance and residents along this road have suffered because that balance has not been achieved.”
Eoin English
© Irish Examiner
The South Ring Road has passed a key traffic volume marker and will be included in a National Roads Authority noise mapping exercise being carried out on some of the country’s busiest main roads.
It is due for completion in June and will recommend methods of tackling areas where noise levels are above the permitted levels introduced by the EU in April.
The completed survey will be submitted to the Environmental Protection Agency by July 2008 before being forwarded to the EU Commission.
Fianna Fáil TD John Dennehy welcomed the survey.
“The EU regulations are a welcome breakthrough in the battle between local residents and public representatives on one hand and road design personnel and engineers on the other,” he said.
“There is a need for balance and residents along this road have suffered because that balance has not been achieved.”
Eoin English
© Irish Examiner
Monday, 12 February 2007
NRA warned council about M50 chaos
This story by Ian Kehoe in the Sunday Business Post was hardly unexpected, but it is still galling.
The National Roads Authority (NRA) warned Dublin City Council 12 months ago that its plan to ban heavy goods vehicles (HGVs) from the city centre was based on poor research and could lead to chaos for commuters on the M50.
The National Roads Authority (NRA) warned Dublin City Council 12 months ago that its plan to ban heavy goods vehicles (HGVs) from the city centre was based on poor research and could lead to chaos for commuters on the M50.
The NRA wrote to the council last February stating that there was a ‘‘significant knowledge gap in the decision-making process’’ in relation to the council’s HGV policy. It asked for the ban on trucks to be implemented on a phased basis over a number of years.
From February 19, all trucks with five axles or more will be banned from the city centre from 7am to 7pm, seven days a week. From then, the trucks will be forced the use the Port Tunnel and drive onto the M50 to access routes to the west or south of the country.
According to the NRA, the new policy is ill advised and will lead to a greater number of HGVs than expected using the M50, already one of the busiest roads in the country. In the letter, seen by The Sunday Business Post, the NRA said that it was not aware of any research or traffic-modelling that had been done to predict truck flow in the tunnel.
Furthermore, the state agency said that no assessments had been carried out on the impact that the corridor would have on M50 traffic.
‘‘The exact effects of the HGV management proposals on the tunnel itself and on the M50 motorway have not been assessed,” the letter states.
The NRA believes that HGVs will now be heading to a point where traffic is already being held up by a major upgrade project underway between the N81 and N4 junctions. Another major upgrade project is due to get underway next year.
Meanwhile, despite the government’s plans to go ahead with the purchase of the West Link toll bridge, barrier-free tolling is not due to come into operation until next year. With these problems on the M50, the NRA is warning that a blanket ban on HGVs using a southern access route - particularly to the South Port - would risk creating traffic chaos on the motorway.
A spokeswoman for the council said it still believed that the M50 ‘‘will be manageable’’.
She said that traffic modelling was not required and that the council had carried out its own research.
The National Roads Authority (NRA) warned Dublin City Council 12 months ago that its plan to ban heavy goods vehicles (HGVs) from the city centre was based on poor research and could lead to chaos for commuters on the M50.
The National Roads Authority (NRA) warned Dublin City Council 12 months ago that its plan to ban heavy goods vehicles (HGVs) from the city centre was based on poor research and could lead to chaos for commuters on the M50.
The NRA wrote to the council last February stating that there was a ‘‘significant knowledge gap in the decision-making process’’ in relation to the council’s HGV policy. It asked for the ban on trucks to be implemented on a phased basis over a number of years.
From February 19, all trucks with five axles or more will be banned from the city centre from 7am to 7pm, seven days a week. From then, the trucks will be forced the use the Port Tunnel and drive onto the M50 to access routes to the west or south of the country.
According to the NRA, the new policy is ill advised and will lead to a greater number of HGVs than expected using the M50, already one of the busiest roads in the country. In the letter, seen by The Sunday Business Post, the NRA said that it was not aware of any research or traffic-modelling that had been done to predict truck flow in the tunnel.
Furthermore, the state agency said that no assessments had been carried out on the impact that the corridor would have on M50 traffic.
‘‘The exact effects of the HGV management proposals on the tunnel itself and on the M50 motorway have not been assessed,” the letter states.
The NRA believes that HGVs will now be heading to a point where traffic is already being held up by a major upgrade project underway between the N81 and N4 junctions. Another major upgrade project is due to get underway next year.
Meanwhile, despite the government’s plans to go ahead with the purchase of the West Link toll bridge, barrier-free tolling is not due to come into operation until next year. With these problems on the M50, the NRA is warning that a blanket ban on HGVs using a southern access route - particularly to the South Port - would risk creating traffic chaos on the motorway.
A spokeswoman for the council said it still believed that the M50 ‘‘will be manageable’’.
She said that traffic modelling was not required and that the council had carried out its own research.
Tuesday, 23 January 2007
Will the new NDP be better than the last?
Frank McDonald in The Irish Times tells how the new National Development Plan will be unveiled next week, but the current plan was a disaster, writes Frank McDonald , Environment Editor.
It is no secret that one of the key elements of the current National Development Plan (NDP) - the completion "by 2006" of motorways or dual-carriageways linking Dublin with Cork, Galway, Limerick, Waterford and the Border, north of Dundalk - has not been realised.
It is also no secret that these roads will cost a lot more than the estimate of €5.6 billion given in the NDP when it was launched in November 1999. In fact, this "rough, ballpark, back-of-the-envelope" figure - as Seamus Brennan called it later - was a fiction from the start.
The original figure came from the National Roads Authority (NRA), but it was for something different altogether. As envisaged by its 1998 National Road Needs Study, the existing routes were to be upgraded, some to motorway standard, with bypasses built to relieve towns along the way.
But, less than 12 months later, the Cabinet sub-committee on infrastructure - consisting of Bertie Ahern, Mary Harney, Charlie McCreevy, Noel Dempsey, Mary O'Rourke and John O'Donoghue - decided to go for a motorway programme, and the NRA was told to recast its plans.
Despite this, Charlie McCreevy - then minister for finance - refused to increase the NDP allocation to reflect the likely cost of the Government's more ambitious programme. But even if the figure had been more factual, it would soon have been overtaken by construction inflation.
The cost of building roads doubled within a few years, fuelling spectacular over-runs - 92.4 per cent on the Cavan bypass (€33 million), 98.6 per cent on
the Nenagh bypass (€43 million), 117 per cent on the Drogheda bypass (€244 million), 306 per cent on the Youghal bypass (€44 million), and so on.
As a result, the estimate for completing the NDP roads programme rapidly rose to nearly €16 billion, and the Department of Finance was warned by economic consultants Fitzpatrick & Associates, in their November 2002 mid-term review, that the final bill could be €22 billion or more.
While stricter cost controls and better management have delivered more recent road projects within budget, the real issue is whether the plans currently being pursued make any sense - especially in terms of promoting the oft-repeated but elusive goal of "balanced regional development".
How can this be achieved if all of our major roads converge on Dublin (with the sole exception of the "Atlantic Corridor" mooted in Transport 21, the Government's capital investment framework for transport development)? There, they will feed into the congested M50, which will carry even heavier volumes of traffic after its €1 billion upgrade is completed in 2010.
What other country in Europe would have four motorways - the M1, M2, M3 and proposed Outer Orbital Ring road (an M50 bypass, in effect) - running virtually parallel within a corridor just 30km wide? The answer is none, mainly because planning for motorways is done more rationally elsewhere. The NDP never explicitly stated that the Government had opted for greenfield motorways, running parallel to the old national routes; this only emerged later. But had the Cabinet sub-committee examined a map of Ireland closely, it could have planned a quite different motorway network.
FOR EXAMPLE, AS former IFA president Joe Rea suggested in 2001, both Limerick and Cork could have been served by one motorway routed via north Tipperary running northeastwards to Dublin. Alternatively, a Cork-Dublin motorway could have been routed east to serve Waterford on the way.
Either of these options would have been much cheaper, and would have done more to promote regional development by providing a high-quality route between two of the smaller cities. But nobody who made the fateful decision to go for a radial motorway network ever thought so laterally.
As James Nix and I showed in our book, Chaos at the Crossroads, ministers had no real evidence on which to base this decision. It was grounded on the dubious assumption that the best way to grow regional cities at a faster rate than Dublin is to ensure better access to and from Dublin.
Radial motorways will simply reinforce Ireland's east coast-loaded regional imbalance. In Germany, by contrast, road planners have prevented the development of a "hub and spoke" motorway network because they realise that its centralising effects would be almost impossible to counter.Entirely new greenfield motorways, consuming thousands of acres of farmland, were chosen here because it would have been too controversial to compulsorily
acquire and demolish hundreds of one-off houses strung out along existing national routes, so that they could be widened.
In May 2002, Noel Dempsey warned that up to 1,500 homes would have to be demolished to improve existing national routes along the lines proposed by the NRA's Road Needs Study. "What we're trying to do is to get value for money by long-term planning", he said at the time.
BUT THE GOVERNMENT'S planning for motorways takes no account of wider environmental implications, notably the car-dependent sprawl they would inevitably promote and the rise in road transport's carbon dioxide emissions, which are up by 144 per cent - the highest for any sector.
Just this week, Minister for Transport Martin Cullen announced an allocation of €1.53 billion for NRA projects in 2007, which works out at €4 million-plus per day. The effect of all this spending on roads will lock us into car dependency at a time when global oil production is about to peak.
It is also a myth that the motorways are needed to cater for long-distance traffic. Roads may account for 96 per cent of all passenger traffic in the State, but the overwhelming majority of these trips are relatively short hops, typically for commuting, rather than long journeys from city to city. This was confirmed by a survey carried out by Scetauroute, a French toll consulting company, for the NRA's National Road Needs Study; it found that the number of vehicles travelling the full distance of a national route was low; the highest was just 1,700 per day between Dublin and Cork.
Yet, over the past seven years, massive investment in new roads outstripped public transport by a ratio of four to one. Indeed, some of the rail projects - such as four-tracking the Kildare line to separate commuter and mainline services - were dusted down to reappear in Transport 21.
On the last page of the NDP, an appendix conceded that "some unsustainable patterns of development" could emerge within its framework, as a result of "the pace of current economic development, unforeseen interaction between measures, or [ other] unanticipated consequences".
That's the classic get-out clause by a laissez-faire Government whose greatest single legacy is car-dependent sprawl.
It is no secret that one of the key elements of the current National Development Plan (NDP) - the completion "by 2006" of motorways or dual-carriageways linking Dublin with Cork, Galway, Limerick, Waterford and the Border, north of Dundalk - has not been realised.
It is also no secret that these roads will cost a lot more than the estimate of €5.6 billion given in the NDP when it was launched in November 1999. In fact, this "rough, ballpark, back-of-the-envelope" figure - as Seamus Brennan called it later - was a fiction from the start.
The original figure came from the National Roads Authority (NRA), but it was for something different altogether. As envisaged by its 1998 National Road Needs Study, the existing routes were to be upgraded, some to motorway standard, with bypasses built to relieve towns along the way.
But, less than 12 months later, the Cabinet sub-committee on infrastructure - consisting of Bertie Ahern, Mary Harney, Charlie McCreevy, Noel Dempsey, Mary O'Rourke and John O'Donoghue - decided to go for a motorway programme, and the NRA was told to recast its plans.
Despite this, Charlie McCreevy - then minister for finance - refused to increase the NDP allocation to reflect the likely cost of the Government's more ambitious programme. But even if the figure had been more factual, it would soon have been overtaken by construction inflation.
The cost of building roads doubled within a few years, fuelling spectacular over-runs - 92.4 per cent on the Cavan bypass (€33 million), 98.6 per cent on
the Nenagh bypass (€43 million), 117 per cent on the Drogheda bypass (€244 million), 306 per cent on the Youghal bypass (€44 million), and so on.
As a result, the estimate for completing the NDP roads programme rapidly rose to nearly €16 billion, and the Department of Finance was warned by economic consultants Fitzpatrick & Associates, in their November 2002 mid-term review, that the final bill could be €22 billion or more.
While stricter cost controls and better management have delivered more recent road projects within budget, the real issue is whether the plans currently being pursued make any sense - especially in terms of promoting the oft-repeated but elusive goal of "balanced regional development".
How can this be achieved if all of our major roads converge on Dublin (with the sole exception of the "Atlantic Corridor" mooted in Transport 21, the Government's capital investment framework for transport development)? There, they will feed into the congested M50, which will carry even heavier volumes of traffic after its €1 billion upgrade is completed in 2010.
What other country in Europe would have four motorways - the M1, M2, M3 and proposed Outer Orbital Ring road (an M50 bypass, in effect) - running virtually parallel within a corridor just 30km wide? The answer is none, mainly because planning for motorways is done more rationally elsewhere. The NDP never explicitly stated that the Government had opted for greenfield motorways, running parallel to the old national routes; this only emerged later. But had the Cabinet sub-committee examined a map of Ireland closely, it could have planned a quite different motorway network.
FOR EXAMPLE, AS former IFA president Joe Rea suggested in 2001, both Limerick and Cork could have been served by one motorway routed via north Tipperary running northeastwards to Dublin. Alternatively, a Cork-Dublin motorway could have been routed east to serve Waterford on the way.
Either of these options would have been much cheaper, and would have done more to promote regional development by providing a high-quality route between two of the smaller cities. But nobody who made the fateful decision to go for a radial motorway network ever thought so laterally.
As James Nix and I showed in our book, Chaos at the Crossroads, ministers had no real evidence on which to base this decision. It was grounded on the dubious assumption that the best way to grow regional cities at a faster rate than Dublin is to ensure better access to and from Dublin.
Radial motorways will simply reinforce Ireland's east coast-loaded regional imbalance. In Germany, by contrast, road planners have prevented the development of a "hub and spoke" motorway network because they realise that its centralising effects would be almost impossible to counter.Entirely new greenfield motorways, consuming thousands of acres of farmland, were chosen here because it would have been too controversial to compulsorily
acquire and demolish hundreds of one-off houses strung out along existing national routes, so that they could be widened.
In May 2002, Noel Dempsey warned that up to 1,500 homes would have to be demolished to improve existing national routes along the lines proposed by the NRA's Road Needs Study. "What we're trying to do is to get value for money by long-term planning", he said at the time.
BUT THE GOVERNMENT'S planning for motorways takes no account of wider environmental implications, notably the car-dependent sprawl they would inevitably promote and the rise in road transport's carbon dioxide emissions, which are up by 144 per cent - the highest for any sector.
Just this week, Minister for Transport Martin Cullen announced an allocation of €1.53 billion for NRA projects in 2007, which works out at €4 million-plus per day. The effect of all this spending on roads will lock us into car dependency at a time when global oil production is about to peak.
It is also a myth that the motorways are needed to cater for long-distance traffic. Roads may account for 96 per cent of all passenger traffic in the State, but the overwhelming majority of these trips are relatively short hops, typically for commuting, rather than long journeys from city to city. This was confirmed by a survey carried out by Scetauroute, a French toll consulting company, for the NRA's National Road Needs Study; it found that the number of vehicles travelling the full distance of a national route was low; the highest was just 1,700 per day between Dublin and Cork.
Yet, over the past seven years, massive investment in new roads outstripped public transport by a ratio of four to one. Indeed, some of the rail projects - such as four-tracking the Kildare line to separate commuter and mainline services - were dusted down to reappear in Transport 21.
On the last page of the NDP, an appendix conceded that "some unsustainable patterns of development" could emerge within its framework, as a result of "the pace of current economic development, unforeseen interaction between measures, or [ other] unanticipated consequences".
That's the classic get-out clause by a laissez-faire Government whose greatest single legacy is car-dependent sprawl.
Friday, 19 January 2007
M3 toll firm to make €590m
Paul Melia tells us that Commuters from Meath to Dublin would each pay €2,000 per year
THE operator of the proposed M3 motorway linking Dublin to north Meath is expected to take in almost €590m in tolls over a 30-year period.
The is €13m more than the estimated €577m cost of building the 47km motorway, even though the company will not be expected to meet the full cost of construction.
Yesterday, an oral hearing into the proposed toll scheme was told that commuters travelling from Meath to Dublin would each pay over €2,000 a year in tolls, assuming they use the motorway.
Drivers using the full length of carriageway would pay a total of €2.60 at two toll booths, and the National Roads Authority expects 72,000 motorists a year to be paying tolls by 2024, of which 13,000 users will pay at both tolls.
The NRA said that based on tolls decided in 2000 - where a car using both tolls would pay a total of €1.75 - the toll revenue per year would be €13.2m.
However, given that the proposed charge when the motorway opens is €2.60 to use both toll booths, the likely operator - the Eurolink consortium - stands to take in some €586m during the 30-year concessionary period. The construction figure is not yet available as contracts must still be signed, but the consortium will bear some of the construction costs, with the taxpayer paying the rest.
Eurolink stand to make considerable profits during the 30-year arrangement.
Speaking at the oral hearing yesterday, the head of Public Private Partnerships and Tolling at the NRA, Gerry Murphy, said the proposed tolls
would be the lowest charge on the national roads network. Charges were "significantly below" levels that would maximise revenues, he said.
"A toll-charge sensitivity analysis indicated that a 20pc higher car charge at the southern plaza and at certain interchange ramps would increase revenues by the order of 25pc," he said.
"The NRA proposed instead to apply lower toll charges in order to reduce the diversionary effect.
Charges
"The charges proposed are less than the charges adopted by the NRA in toll schemes for the Waterford bypass, the Fermoy bypass, the Limerick tunnel, the M1 motorway at Drogheda and the Galway-Ballinasloe scheme."
There were angry scenes at yesterday's hearing as objectors to the tolling system - who include members of Meath Co Council - said the road would impose an unfair burden on commuters. The other objectors include members of An Taisce, local residents and conservation objectors to the motorway, which will run beside the Hill of Tara.
These groups said the tolls would result in drivers avoiding the motorway and lead to congestion on the existing N3.
There was also criticism that the hearing into the tolling scheme was only taking place yesterday, five years after the motorway was announced. The NRA said this was because of legal challenges to the motorway, which had to be concluded first.
"There should, of course, be no tolls," said Councillor John Barry of Meath Co Council. "Why, on a motorway from Dublin to Newry, is there only one toll? Why are two tolls proposed? The people of Kells will travel on the old road, as will people coming from Cavan."
Councillor Philip Cantwell said the toll was a "financial gathering exercise, pure and simple", and it was "bleeding taxpayers of their wages".
Counsel for the NRA, Dermot McGuinness, said an alternative untolled route would be available.
"People will be free to use the N3 as it exists. There will be considerable degree of toll-free access."
Inspector Dom Hegarty will send his report to the NRA board. He can recommend that there be no toll, in which case the NRA would have to pay the operator the cash equivalent of the toll every year.
The Irish Indo' has them anwering objections:
Objection:
Tolls will place an 'unacceptable' financial burden on people living in Meath and commuting to Dublin.
Response:
The National Roads Authority says motorists will save time and benefit economically. Drivers can also use the untolled N3.
Objection:
Scheme is already funded by the EU and National Development Plan.
Response:
The NRA says just €2.9m has been provided by the EU, and the NDP states the need for private finance to supplement exchequer investment.
Objection:
Delays are likely to occur at toll plazas.
Response:
NRA says the plazas are designed so tolling will take a maximum of 30 seconds.
Objection:
Tolling discriminates against Meath residents compared with people commuting into Dublin from other counties, and tolling will hinder local development.
Response:
NRA says economic development will be curtailed without the motorway.
Objection:
Tolling will divert traffic onto local roads.
Response:
NRA agrees but says overall volumes will be reduced.
Objection:
Meath county council will be obliged to maintain existing N3 once M3 opens.
Response:
NRA says the council will receive commercial rates based on the annual toll revenues collected
THE operator of the proposed M3 motorway linking Dublin to north Meath is expected to take in almost €590m in tolls over a 30-year period.
The is €13m more than the estimated €577m cost of building the 47km motorway, even though the company will not be expected to meet the full cost of construction.
Yesterday, an oral hearing into the proposed toll scheme was told that commuters travelling from Meath to Dublin would each pay over €2,000 a year in tolls, assuming they use the motorway.
Drivers using the full length of carriageway would pay a total of €2.60 at two toll booths, and the National Roads Authority expects 72,000 motorists a year to be paying tolls by 2024, of which 13,000 users will pay at both tolls.
The NRA said that based on tolls decided in 2000 - where a car using both tolls would pay a total of €1.75 - the toll revenue per year would be €13.2m.
However, given that the proposed charge when the motorway opens is €2.60 to use both toll booths, the likely operator - the Eurolink consortium - stands to take in some €586m during the 30-year concessionary period. The construction figure is not yet available as contracts must still be signed, but the consortium will bear some of the construction costs, with the taxpayer paying the rest.
Eurolink stand to make considerable profits during the 30-year arrangement.
Speaking at the oral hearing yesterday, the head of Public Private Partnerships and Tolling at the NRA, Gerry Murphy, said the proposed tolls
would be the lowest charge on the national roads network. Charges were "significantly below" levels that would maximise revenues, he said.
"A toll-charge sensitivity analysis indicated that a 20pc higher car charge at the southern plaza and at certain interchange ramps would increase revenues by the order of 25pc," he said.
"The NRA proposed instead to apply lower toll charges in order to reduce the diversionary effect.
Charges
"The charges proposed are less than the charges adopted by the NRA in toll schemes for the Waterford bypass, the Fermoy bypass, the Limerick tunnel, the M1 motorway at Drogheda and the Galway-Ballinasloe scheme."
There were angry scenes at yesterday's hearing as objectors to the tolling system - who include members of Meath Co Council - said the road would impose an unfair burden on commuters. The other objectors include members of An Taisce, local residents and conservation objectors to the motorway, which will run beside the Hill of Tara.
These groups said the tolls would result in drivers avoiding the motorway and lead to congestion on the existing N3.
There was also criticism that the hearing into the tolling scheme was only taking place yesterday, five years after the motorway was announced. The NRA said this was because of legal challenges to the motorway, which had to be concluded first.
"There should, of course, be no tolls," said Councillor John Barry of Meath Co Council. "Why, on a motorway from Dublin to Newry, is there only one toll? Why are two tolls proposed? The people of Kells will travel on the old road, as will people coming from Cavan."
Councillor Philip Cantwell said the toll was a "financial gathering exercise, pure and simple", and it was "bleeding taxpayers of their wages".
Counsel for the NRA, Dermot McGuinness, said an alternative untolled route would be available.
"People will be free to use the N3 as it exists. There will be considerable degree of toll-free access."
Inspector Dom Hegarty will send his report to the NRA board. He can recommend that there be no toll, in which case the NRA would have to pay the operator the cash equivalent of the toll every year.
The Irish Indo' has them anwering objections:
Objection:
Tolls will place an 'unacceptable' financial burden on people living in Meath and commuting to Dublin.
Response:
The National Roads Authority says motorists will save time and benefit economically. Drivers can also use the untolled N3.
Objection:
Scheme is already funded by the EU and National Development Plan.
Response:
The NRA says just €2.9m has been provided by the EU, and the NDP states the need for private finance to supplement exchequer investment.
Objection:
Delays are likely to occur at toll plazas.
Response:
NRA says the plazas are designed so tolling will take a maximum of 30 seconds.
Objection:
Tolling discriminates against Meath residents compared with people commuting into Dublin from other counties, and tolling will hinder local development.
Response:
NRA says economic development will be curtailed without the motorway.
Objection:
Tolling will divert traffic onto local roads.
Response:
NRA agrees but says overall volumes will be reduced.
Objection:
Meath county council will be obliged to maintain existing N3 once M3 opens.
Response:
NRA says the council will receive commercial rates based on the annual toll revenues collected
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