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Dunkettle Interchange Improvement Scheme

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Dunkettle Interchange Improvement Scheme An Bord Pleanála Board Reference: MA0011/HA0039 Dunkettle Interchange Improvement Scheme REPORT OF MR. D. O’CONNOR ON THE FOLLOWING ASPECTS OF THE SCHEME: - • Transportation issues, including alternatives, prediction of traffic impacts and interaction of car base travel with public transport, cycling and walking. • Drainage issues and associated impacts. • Noise impacts including air quality associated with the construction and operational phases. • Construction issues and impacts. • Interactions of the above with other environmental issues. _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 1 of 43 1.0 INTRODUCTION AND SCOPE OF REPORT This report examines the aspects of the scheme listed above. Section 2.0 contains a description of parts of the Oral Hearing which are relevant to traffic, noise, construction and drainage. In Section 3.0 there are lists of questions posed which require to be examined in the assessment of the scheme. Section 4.0 is the assessment of the issues and Section 5.0 contains conclusions and recommendations. _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 2 of 43 2.0 ORAL HEARING BRIEFS OF EVIDENCE AS RELATING TO THE ISSUES TO BE COVERED BY THIS REPORT 2.1 The oral hearing took place on the 14 th and 15 th December, 2012 and on 9 th January 2013 and five briefs of evidence were presented. On Day 1 of the hearing, following an introduction (pages 1-8, transcript) the brief of Mr. Alan McGinley was the first to be read into evidence. Mr. McGinley’s brief of evidence also covered the evidence prepared by Mr. Euan Barr in relation to traffic issues. The brief of evidence covered the following issues: - • Need for the road development. • Approach followed and choice of the preferred solution. • Traffic and economics. • Description of the proposed road development. 2.1.1 Background Mr. McGinley referred to Volume 3 of the EIS and Figure 1.1.1 which indicates the location of the scheme. He described the existing Dunkettle Interchange as being a strategically important as it intersected a number of key national routes, namely: - • M8/N8 - Dublin – Cork route. • N25 – Cork to Waterford route. • N40 – Southern Ring Road (through the Jack Lynch tunnel). Mr. McGinley stated that in addition to being an intersection of the national routes, it was a key junction for traffic from the north and east travelling to the southwest to locations such as Ringaskiddy, Bandon and Kinsale. He noted the N40 Southern Ring Road facilitates the movements via junctions along its length starting at the existing Dunkettle Interchange and extending as far as the Poulavone Junction where it meets the N22. _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 3 of 43 Mr. McGinley said the Kinsale Road Junction on this route had been upgraded to include a free-flow flyover in 2006 and the Bandon and Sarsfield Junctions were in the process of being upgraded to include free flow flyovers. He noted the existing interchange comprises a signalised roundabout which includes a free- flow overpass for N25 traffic from the east to Cork City and vice versa. Mr. McGinley noted that the existing interchange includes an access point to Little Island via the R623 regional road and there was an egress from Little Island leaving directly onto the circulatory carriageway element of the interchange. He included an aerial photograph of the existing interchange which is on Page 3 of his brief of evidence. Mr. McGinley said that approximately 700 metres to the west of the existing interchange was the Dunkettle Roundabout which is a non- signalised roundabout connecting N8 with the R639 regional road which is also known as the Glanmire Road. He noted that the Little Island junction was approximately 2.5 kilometres to the east of the Dunkettle Interchange and that this provided access to Little Island via a left in/left out arrangement for traffic travelling west along the N25 and via slip roads for traffic heading east along the N25. He referred also to a slip road which was indicated on Figure 1.1.2 of Volume 3 of the EIS which was commonly referred to as the Ibis slip as it was the location of the former Ibis Hotel and now being used as a Gaelscoil (Gaelscoil Ui Drisceoil). Mr. McGinley said that the existing interchange was signalised in 2006 to assist in reducing congestion and it was a micro processer optimised vehicle actuation operated (MOVA) and he noted the signalisation was carried out in conjunction with the installation of additional traffic lanes at the interchange and also additional traffic lanes along the N25 between Little Island and Dunkettle. 2.1.2 Need for the proposed scheme Mr. McGinley stated that at present the Dunkettle Interchange operates above capacity on a daily basis and he noted that in the evening or p.m. peak period, northbound traffic resulted in queues extending back into the tunnel. He included Image 1.2 on Page 4 of his Brief of Evidence indicating the queues which took place. He stated that on an average weekday morning in November 2011, queues extended _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 4 of 43 approximately 600 metres on the M8 approach (to the north) and over 250 metres on the N25 approach (to the east). He said the bottleneck created by the existing interchange configuration was an impediment to the achievement of development objectives indicated or facilitated by strategic and statutory plans. Mr. McGinley stated that improvement of the Dunkettle Interchange would optimise the benefits gained from investment elsewhere on the arterial road system including Kinsale Road, Bandon Road and Sarsfield Junctions on the N40 and that this would facilitate delivery of an element in the long term development of the Atlantic corridor. 2.1.3 Scheme Objectives Mr. McGinley outlined nine objectives which included improvement of capacity, making best use of the existing infrastructure, separation of local traffic movement from strategic traffic and the provision of dedicated pedestrian and cycle connectivity through the junction area. He listed minimisation of impact on adjacent environmentally sensitive sites and the integration with national, regional and local policy with regard to rail links and park and ride options. He also listed an objective which was to provide planning certainty in the area by establishing the design and layout of the improvement works to the existing interchange which would enable better assessment of future planning applications in the area in the context of the proposed improvement works. 2.1.4 Process and Choice of Preferred Solution Mr. McGinley outlined the stages of scheme development including the approach to consideration of alternatives. He said the major of constraints identified were: - • Cork Harbour SPA. • Dunkettle House. • Cork – Middleton Railway Line. • N40 – Jack Lynch Tunnel. • Dunkettle Shore pNHA. _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 5 of 43 • Construction phasing. • Topography. Five options were taken forward and these are referenced as being illustrated in Figures 3.1.1 to 3.1.5 of Volume 3 of the EIS. He noted that the red option was considered to be the best performing of all the options considered. He said that option did not have a direct impact on the Cork Harbour SPA or on Dunkettle House or its Demesne. He said as a result of its layout and configuration this option performed best in terms of reducing traffic congestion and improving journey times. He said the red option was taken forward to the design phase. 2.1.5 Design Phase Mr. McGinley said that the aim of the design stage was to undertake the engineering design of elements of the red option that had the potential to influence the amount of land required to build and maintain the scheme. He said this involved significant liaison with traffic engineers to maximise the capacity available for the movements with the greatest flows and also liaison with the environmental specialists in order to avoid, remove or reduce the impact the scheme might have on the receiving environment. 2.1.6 Environmental Impact Statement Mr. McGinley said proposed mitigation measures for impacts were incorporated into design where necessary. He said iterative assessments continued as part of the compilation of the EIS up to publication and commencement of the statutory environmental impact assessment (EIA). 2.1.7 Traffic Mr. McGinley stated that the traffic model for the project was developed using an industry standard modelling package namely SATURN and he said the traffic model output was used within the economic assessment. He said the model replicates an average a.m., inter-peak and p.m. peak hour for a typical weekday during November 2010. Mr. McGinley said the traffic model was developed specifically to test the impact of the proposed interchange upgrade on travel levels and traffic patterns to the main roads around Cork. He said the dominant _____________________________________________________________________ PL.MA0011 An Bord Pleanála Page 6 of 43 movements subject to the highest delays at peak times were traffic through the Jack Lynch tunnel in a southbound direction in the a.m. period and from the south to east particularly in the p.m. period. He said the higher traffic volumes between east and west encounter little delay as the movement was currently grade-separated. Mr. McGinley said that the mix of goods vehicles, daily commuters, local journeys and unfamiliar drivers, combined with the signal controlled at-grade roundabout resulted in delay and journey time reliability issues. He said the situation was expected to deteriorate in future years as traffic congestion would increase with higher traffic levels. Mr. McGinley stated that average weekday travel times from the M8 Glanmire junction to the N40 Mahon junction (south of the tunnel) would save approximately 75 hours equivalent time in the morning peak period.
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