AM-GEN-00001 July 2021

Asset Inventory (Roads) – Summary Report

Prepared by PMS Pavement Management Services Ltd.

TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS

About TII Transport Infrastructure Ireland (TII) is responsible for managing and improving the country’s national road and light rail networks.

About TII Publications TII maintains an online suite of technical publications, which is managed through the TII Publications website. The contents of TII Publications is clearly split into ‘Standards’ and ‘Technical’ documentation. All documentation for implementation on TII schemes is collectively referred to as TII Publications (Standards), and all other documentation within the system is collectively referred to as TII Publications (Technical).

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TII Publication Title Asset Inventory (Roads) – Summary Report TII Publication Number AM-GEN-00001

Activity Asset Management & Document Set Technical Maintenance (AM) Stream General (GEN) Publication Date July 2021 Document 00001 Historical N/A Number Reference

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Contact: Standards and Research Section, Transport Infrastructure Ireland Postal Address: Parkgate Business Centre, Parkgate Street, Dublin 8, D08 DK10 Telephone: +353 1 646 3600 Email: [email protected]

TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS

TII Publications

Activity: Asset Management & Maintenance (AM) Stream: General (GEN) TII Publication Title: Asset Inventory (Roads) – Summary Report TII Publication Number: AM-GEN-00001 Publication Date: July 2021 Set: Technical

Contents

1. Introduction ...... 3

2. Summary of Key Datasets Received ...... 9

3. Inventory Data and Quality Rating ...... 49

4. Reporting of Asset Data ...... 52

5. Summary of Inventory Results ...... 55

6. Conclusions & Recommendations ...... 107

...... 113 Asset Data Register ...... 113

...... 129 Asset Inventory Availability & Quality Rating ...... 129

...... 134 Technical Note 1 - Prioritizing and Establishing an Asset Inventory ...... 134

...... 152 Technical Note 2 - Development of an Asset Inventory System ...... 152

Page i TII Publications AM-GEN-00001 Asset Inventory (Roads) – Summary Report July 2021 Contents Table

1. Introduction ...... 3 1.1 Scope of Work ...... 3 1.2 TII Network ...... 3 1.3 Correspondence & Meetings ...... 5 1.4 Asset Register ...... 8 1.5 Asset Inventory - Need to know Information ...... 8

2. Summary of Key Datasets Received ...... 9 2.1 Data Requests ...... 9 2.2 Data Processing & QA ...... 22

3. Inventory Data and Quality Rating ...... 49 3.1 International Practice ...... 49 3.2 Rating Optimisation ...... 51

4. Reporting of Asset Data ...... 52 4.1 Asset Data Reported for Valuation ...... 52 4.2 Reporting Dashboards ...... 52 4.3 Resolution of TII Datasets ...... 53

5. Summary of Inventory Results ...... 55 5.1 Pavement ...... 56 5.2 Land ...... 65 5.3 Structures ...... 71 5.4 Major Structures ...... 89 5.5 Other Assets – Reporting Dashboards ...... 99

6. Conclusions & Recommendations ...... 107 6.1 Introduction ...... 107 6.2 Challenges, Solutions and Lessons Learnt ...... 108 6.3 Recommendations ...... 111 6.4 Way forward for TII ...... 112

...... 113 Asset Data Register ...... 113

...... 129 Asset Inventory Availability & Quality Rating ...... 129

...... 134 Technical Note 1 - Prioritizing and Establishing an Asset Inventory ...... 134

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...... 152 Technical Note 2 - Development of an Asset Inventory System ...... 152

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Executive Summary

Following the recommendation of an International Monetary Fund (IMF) report on Irish Public Asset Management in 2017, PMS on behalf of Transport Infrastructure Ireland were tasked with the development of a comprehensive Asset Inventory and related Asset Valuation for the TII Networks. The scope of this project included all components of the TII Road Network, regardless of legal ownership i.e. all roadways and associated roadway assets including land, pavements, structures, ITS, signs, road markings, drainage etc.

The project team consisted of a number of specialist companies to assist in the development of the requisite consultancy services, namely, PMS, Hyperion, Applied Pavement Technology and KPMG. At the beginning of the project, the team undertook a comparative review of asset management practices and methodologies applied in other jurisdictions across Europe, the UK and US in order to develop a ‘best fit’ approach for TII. This review led to the inception of key methodologies applied on this project, particularly in the development of an appropriate structure of inventory data to enable componentisation of assets for effective use in valuation. This enabled an appropriate integration and delivery of financial and functional management objectives as set out in the project brief. Technical notes detailing this early stage work are contained in Appendix C and D.

Throughout an initial data collation phase, a series of meetings and workshops were held with key stakeholders both internal and external to TII. PMS developed a labelling and storage structure for each of the asset types that aligned with TII publication series referencing. As it was a requirement to report all asset types by route, local authority, and subnetwork, it was necessary to geolocate all available asset types where possible and store attributes and spatial information within a universal and recognised format. An ESRI ArcGIS geodatabase which is compatible with TII GIS requirements was developed. A detailed asset register which provides a summary and quantification of asset data sourced and received was compiled and is presented in Appendix A.

Following an extensive data retrieval process, it was found that the level of existing asset information exceeded the original expectations of the project team. Therefore, the focus of the tasks, from an early stage, shifted from that of a data collection and supplementation exercise to primarily a data validation, quality assessment and sampling project. All datasets received were reviewed, converted where necessary and imported to an Asset Inventory ESRI geodatabase for further spatial analysis. ArcGIS was utilised for the mapping and video interface customised by the project team for the purposes of the data validation and review exercise. All asset datasets that contained geospatial reference were aligned to a common linear referencing system, the TII GIS routes model. This enabled a gap analysis and subsequent data sampling, supplementation, and extrapolation exercise to take place. Aligning all data to a common linear reference also enabled data to be reported at the required level of route, subnetwork, and local authority. Chapter 2 details the data processing and quality assessment procedures implemented for the key asset groups.

It was found that various proprietary systems for managing assets exist within the TII organisation. Over 220 different datasets totalling over 500,000 assets were compiled and extracted from multiple data sources and systems. These systems, whilst fulfilling specific departmental asset management objectives, did not necessarily align in a consistent manner when compared with each other. Consequently, it was found that linking or aligning the datasets in their existing state proved difficult without some form of additional intervention or manipulation of data.

Following completion of the asset extraction and quality review, an exercise was undertaken to develop a 3-point scoring model to rate the availability and quality/reliability of asset data collated following the QA analysis, in line with international best practice. Follow up workshops were also held with all key stakeholders from TII to review the asset data received and collated, and to ensure asset data received was the latest and most up to date version at that time.

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To enable an appropriate valuation of assets to take place, all collated data was compiled, reported to excel spreadsheets and uploaded in batches to a sharefile location for valuation by Quantity Surveyor project partners Staveleys. All asset data was georeferenced by route, local authority, and subnetwork. An extrapolation of assets in areas where gaps in data were identified was undertaken using existing representative data and/or data gathered by sampling.

Following completion of the inventory exercise, the project team developed a front-end reporting dashboard for the inventory data using Tableau software, a business intelligence tool used for various dynamic reporting purposes. The dashboards have the capability of reporting assets at various levels such as region, local authority, route, and subnetwork and enable a hierarchy of reporting data to be viewed in both tabular and spatial format. A summary of the Tableau reporting results is presented in Chapter 5. The project team also developed a web portal on ArcGIS online for sharing the asset inventory information.

Numerous challenges were encountered throughout the project, particularly in the data collation and quality assessment phase. Several direct and indirect positive outcomes and benefits were achieved through the development and application of innovative solutions to these challenges encountered. A summary of these challenges and solutions along with lessons learned and way forward is outlined in Chapter 6.

Page 2 TII Publications AM-GEN-00001 Asset Inventory (Roads) – Summary Report July 2021 1. Introduction

PMS on behalf of Transport Infrastructure Ireland were tasked with the development of a comprehensive Asset Inventory and related Asset Valuation for the TII Networks. The following report summarises the work carried out to deliver the Asset Inventory scope, presents the key results or findings and makes recommendations on the next steps and way forward.

1.1 Scope of Work

The scope of this project includes all components of the Road Network regardless of legal ownership i.e. all roadways and associated roadway assets including land, pavements, structures, ITS, signs, road markings, drainage etc.

The key outcomes of the project were to develop;

• 12 months duration – commencing Q2 2019 • Completion of Asset Inventory by the end of Q4 2019 • Completion of Asset Valuation by end of Q1 2020

1.2 TII Network

The TII road network consists of c. 5300km, of which c.4000 km is managed and maintained by 31 local authorities, c. 800 km is operated and maintained by Contractors via the Motorway Maintenance and Renewals Contract (MMaRC) which is broken out into three networks, A, B and C, and c.400km is operated and maintained by Public Private Partnership (PPP), see Figure 1 below.

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Figure 1 TII Network

From a pavement asset management perspective, the road network is grouped into 5 subnetworks which are largely based on the functional characteristics and strategic importance of the road itself, see Figure 2 below.

Subnet 0 – Motorway and Dual Carriageway Network – c.1200km Subnet 1 – Engineered Single Carriageway - c.1200km

Subnet 2 – Urban Areas – c.700km

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Subnet 3 – Legacy Pavement High Traffic – c.1250km Subnet 4 – Legacy Pavement Low Traffic – c. 1000 km

Figure 2 TII Subnetwork

1.3 Correspondence & Meetings

A summary of key correspondence and meetings held throughout the project are noted as follows:

1.3.1 Pre-consultation Meetings Pre-consultation meetings were held between PMS, Applied Pavement Technology (Aptech) and TII on 14th and 15th January 2019 at (TRB) Transportation Research Board Conference Washington. A follow up progress meeting was held between PMS and TII on 29th January 2019.

1.3.2 Kick off Meeting with TII Stakeholders An introductory meeting was held on the 7 March 2019 at TII attended by various key stakeholders from TII, PMS, Hyperion, KPMG, and Arup.

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A presentation was made by PMS and Hyperion outlining the overall background, scope, purpose, and expected benefits of the project. A review of International practice from the UK and US was also presented. A discussion was held with regard to the timeline involved and the tasks required to deliver the project successfully. A list of asset types was displayed to those present with the intention of identifying the key point of contact within TII and externally for sourcing and extracting information on same. A summary of key contacts/sources for various asset types are noted in Table 1.

Table 1 Summary of Key Data Sources

Asset Management Asset Type Key Contact Organisation System

Pavement Stephen Smyth TII Deighton dTIMS PMS PMS Pavement Management System Structures Liam Duffy TII Eirspan Database John IIiff TII ITS Tim Mullen Arup David Laoide Kemp TII Asset Fault Management System Paschal Griffin TII Land Michael Horan TII -

GIS Cormac Synnott TII SQL Server Ramunas Kaminskas TII Traffic Signs & Lines Paschal Griffin Conor TII Fitzgerald TII Owen Duffy THRDO Asset Fault Management System Siobhan Tierney THRDO Ciaran Carey ROD PPP schemes Donal Minnock TII RMMS Kevin O’Rourke TII MMarC Networks David Kelly Atkins RMMS Sean McDonnell Atkins David Kelly Atkins Safety Barriers & Geraldine Walsh TII TII Geo App Public Lighting Ramunas Kaminskas TII Environmental Noise Vincent O’Malley TII Barriers / Mammal Cliona O’Flaherty TII - Underpasses Miles Friedman TII GAMD - at initial concept stage Geotechnical Assets Cathal Mac an tSearaigh Arup

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Asset Management Asset Type Key Contact Organisation System

Tunnels – DPT / JLT Jeff Burt TII

Maintenance depots, Donal Minnock TII Toll Plazas, Offices – Kevin O Rourke TII MMaRC/PPP Drainage - Donal Minnock TII MMaRC/PPP Kevin O Rourke TII

1.3.3 Summary of Other Correspondence The following is a brief synopsis of other correspondence, relating to the Asset Inventory brief, noted in chronological order:

• A progress meeting was held on the 4 April 2019 at TII. A discussion was held with regard to the format for technical notes and status reports going forward. • A progress meeting was held on 29 May 2019 between TII and the Asset Valuation project team, i.e. PMS, Staveleys, Hyperion, Aptech, KPMG, at TII offices. Discussions were aimed mainly around the valuation procedure to be adopted going forward and the suitability of various different approaches adopted internationally such as the CIPFA approach. An update on asset data collated was presented in spatial and tabular format on which a follow up discussion was held around applicable unit rates. • A progress meeting was held on 17 July between TII and PMS at TII offices Parkgate Street. • A meeting was held on 20 August Dublin Port Tunnel Offices East Wall with the Tunnel Management Team from TII and ERTO with regard to the Tunnel Asset Information The minutes and actions arising from this meeting were circulated to those attending. • A meeting was held between the PMS, Staveleys and TII Land Valuation team on 6 Sept 2019 at TII Offices Parkgate Street in relation to the TII land assets and the potential interactions with TII resources on this project. • A meeting was held between the project team and Paul Lewis at the National Centre for Geocomputation at Maynooth University on 6 September with regard to the extraction of LiDAR data on the National Road Network for the purposes of generating bulk earthwork calculations. • A discussion and presentation of GIS data was made to the TII GIS Manager Cormac Synnott on the 20 Sept 2019 at PMS offices Athenry. • A presentation on the project was made by the TII project manager at a TII board meeting in New Ross on 25 Sept 2019. • A presentation on the project was made to former TII Chief Executive Michael Nolan and TII Network Director Pat Maher on November 7, 2019 • An asset management workshop was held over two dates in Jan and Feb 2020 with all key stakeholders from TII. A presentation on the inventory data collation, analysis and reporting was made and discussions around next steps and way forward were held.

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• Several close out meetings were held with TII over the course of 2020 in relation to finalising technical summary reports and presentations. • A presentation summarising the conclusions of the project and next steps was made to former TII Chief Executive Michael Nolan and TII Network Director Pat Maher in July 2020 • A presentation on the Asset Inventory and Valuation project was delivered at the TII Network Management Webinar in January 2021. • A presentation on the Asset Inventory and Valuation project was made to TII Chief Executive Peter Walsh and TII Network Management Director Pat Maher in March 2021. Further detail around some of key outcomes and actions arising from the above noted correspondence is provided in Chapter 2.

1.4 Asset Register

A detailed asset register which provides a summary and quantification of asset data sourced and received is provided in Appendix A. All datasets received were reviewed, converted where necessary and imported to an Asset Inventory geodatabase for further spatial analysis.

1.5 Asset Inventory - Need to know Information

Figure 3 below illustrates the “need to know” information in the management of inventory data. Each of the assets received as part of this project were broadly assessed under these headings.

Figure 3 Asset management “need to know” information

Page 8 TII Publications AM-GEN-00001 Asset Inventory (Roads) – Summary Report July 2021 2. Summary of Key Datasets Received

2.1 Data Requests

Following initial stakeholder meetings, formal data requests were made to each of the data sources listed in Table 1. PMS developed a new labelling and storage structure for each of the asset types, see Table 2 below. As it is a requirement to report all asset types by route and local authority, it was necessary to geolocate all available asset types where possible and store attributes and spatial information within a universal and recognised format. An ESRI ArcGIS geodatabase which is compatible with TII GIS requirements was developed. Figure 4 shows the geodatabase structure and Figure 5 shows the ArcGIS mapping and video interface customised by the project team for the purposes of the data validation and review exercise.

Data was restructured and labelled in a recognisable format aligned with TII Publications coding as per Table 2 below.

Table 2 Asset Data Structure

Asset Asset ID ID - Asset ID - Date Data Geolocated Suffix Asset Type Prefix Description Received Source Format (Y / N)

Geometry 00100 01, 02, 03 etc.

Fencing / Noise 00300 01, 02, 03 etc. Barriers

Safety 00400 01, 02,03 etc. Barriers

Drainage 00500 01, 02, 03 etc.

Earthworks / 00600 01, 02, 03 etc. Geotechnical

Pavement – 00700 01, 02, 03 etc. General

Kerbs, Footways, 01100 01, 02, 03 etc. Paved Areas

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Asset Asset ID ID - Asset ID - Date Data Geolocated Suffix Asset Type Prefix Description Received Source Format (Y / N)

Traffic Signs & Road 01200 01, 02, 03 etc. Markings

Road Lighting 01300 01, 02, 03 etc. Columns

ITS – Traffic Control & 01500 01, 02, 03 etc. Communicati ons

Structures – 01700 01, 02, 03 etc. General

Miscellaneou 02600 01, 02, 03 etc. s Items

Utilities & Accommodati 02700 01, 02, 03 etc. on Works

MMaRC 03000 01, 02, 03 etc. Databases

Land Area 04000 01, 02, 03

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Figure 4 ESRI Geodatabase Structure

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Figure 5 ESRI Geodatabase Mapping Interface with UBIPIX video

2.1.1 Structures A data download from the Eirspan Bridge Management System was received from TII in April 2019 in Excel format containing c. 3250 structure assets located throughout the national road network, see Figure 6 below. An updated dataset was then received in September 2019 following a request for further information. Key technical attribute information associated with the assets are included such as structure ID, name, location, number of spans, overall length, width, deck area, deck principal material as well as latest condition as assessed by TII inspectors. A TII structures inventory manual was also received which also provides added guidance on the technical parameters of the data. Figure 7 below show extracts from the structures inventory manual.

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Figure 6 Overview of Structures dataset themed by Design Elevation type

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Figure 7 Extract from Structures Inventory Manual Showing Structure Span Lengths and Widths

2.1.1.1 Structures Dataset Review Following a review of the structures asset data with subconsultants Staveley and Partners, a number of important structure attributes were highlighted from a valuation perspective.

Key attributes were noted as follows;

• Length of span, • Deck area, • Purpose of structure (Overbridge / Underbridge), • What it is spanning (e.g. river/railway/road), • Ground conditions/terrain,

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• Construction type (masonry and/or masonry clad, RC concrete, steel), • Foundation type (piled, RC). Following these discussions, an exercise was carried out to geospatially associate individual structures with ground conditions using Geological Survey Ireland soil type datasets. Ground conditions with poor bearing capacity such as peat soil can contribute significantly to construction costs and require more onerous construction methodologies such as piled foundations.

It was agreed that nonstandard or signature structures such as Boyne Valley Bridge, River Suir Bridge, major Tunnels etc. would be valued and reported separately. As retaining wall information was lacking in the original Eirspan structures dataset, PMS investigated a sampling method of identifying retaining walls at the most likely locations on Subnet 0 areas e.g. urban fringe areas such as the M50. Retaining wall type (RC or Earth Retaining) and surface area were noted as important attributes. An estimation was made with regard to the heights of earth retaining or reinforced concrete walls from video. < 2.5m, 2.5 – 5m, >5m. See Figure 8 below for an example of retaining wall identification and labelling. A similar exercise was also carried out in the identification of gantry locations on the M50, as well as distinguishing between cantilever and portal type frames spanning half width or full width.

As noted above, a consolidated version of the structures dataset was received from TII in April 2019 providing key attribute information for valuation. Subsequently, the project team requested a copy of the full Eirspan SQL database from TII which was received in September 2019 from TII IT. Further information required for the purposes of valuation such as; design of elevation, year of construction, passage type and substructure detail were incorporated in the final reported dataset. Additional information was also noted in relation to retaining walls which was included in the latest version of the Eirspan database.

Figure 8 Retaining Wall Asset Tagging on M50 showing RC wall <2.5m in verge

2.1.2 Intelligent Transportation Systems - ITS An ITS dataset from the Asset Fault Management System (AFMS) hosted by Nicander (as a supplier to TII’s maintenance contractor Dynniq) was received on 2nd May 2019 in Excel format containing c. 6200 ITS assets, see Figure 9 below. Key attribute information such as asset no., type, location, manufacturer, model, serial no., install date, inspection date, condition and description were included. There are c.40 different asset type groups in the ITS dataset as well as a spare parts inventory.

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Some high-level information was received in relation to gross replacement costs and depreciated replacement costs on ITS assets which were used for cross referencing during the valuation process.

Figure 9 ITS dataset themed by asset type

2.1.3 Signs & Road Markings A data download of the signs dataset from the Asset Fault Management System (AFMS) was received in May 2019. The dataset contains c. 111500 assets located across four regions; North West, North East, South West South East (excluding MMaRC & PPP Networks) Attribute information such as asset number., sign type, location, manufacturer, mounting is provided.

The total signs database consists of c.130000 assets including MMaRC data. Attribute information such as sign type (regulatory, information and warning, other), mounting type, number of support poles, TSM sign code etc. is available. Information on sign dimensions in MMaRC data is limited. Due to the limitation in sign areas, the project team investigated with TII if any high-level methodologies existed for producing gross replacement costs by grouping signs based on attribute information such as category or location.

Road marking and road stud information was also received from TII in May 2019. The data which is provided at 100 and 1000m intervals reports on the quality of RL values (retro reflectivity) for all edge and centre line markings on the national road network. Road stud condition information has also been received.

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2.1.4 MMaRC Data An extract from the Routine Maintenance Management System (RMMS) for the MMaRC networks, A, B, and C was received in May 2019. A comprehensive dataset containing all asset types associated with the MMaRC network was provided by Atkins in three ArcGIS geodatabases, one for each network. These geodatabases contain multiple feature classes for various types of point, polygon and linear assets with corresponding technical information attached such as length, area, type etc. These RMMS geodatabases are in the same format and fully compatible with the existing TII Asset Inventory geodatabase developed as part of this project.

The asset data is labelled with predefined codes for each asset type e.g. SF – Safety Fence, SG – Traffic Signs. An extract of this labelling format and screenshots of the graphic user interface in GIS is provided in Table 3 and Figure 10 below. An exercise was undertaken to review and cross check any duplicate information against data already received.

Table 3 List of Items forming the inventory of the MMaRC Networks

Item Item Code Type

Artistic Feature AF Point Attenuation Tank AT Point Attenuation/Balancing Pond BP Point Bollards/Safety Bollards SB Point Bridge Over BO Continuous Bridge Under BU Continuous Bulb and Wildflowers BB Area Cabinet CA Point Carriageway CW Continuous Catch Pit CP Point CCTV and Cameras TV Point Central Island CI Continuous Central Reserve CR Continuous Channel CH Continuous Counterfort Drain CD Continuous Crash Cushions CU Point Crossover XO Continuous Culvert CV Continuous Cycle Facility CT Continuous Detector Loop DL Point Ditch DI Continuous Drainage Ancillary Items AI Point Electrical Ducting ED Continuous Electrical Sundry Items ES Point Embankments and Cuttings EC Area

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Item Item Code Type

Emergency Exit EE Continuous Emergency Telephone TB Point Fences and Barriers FB Continuous Filter Drain FD Continuous Flow Control Device/Vortex FC Point Footway FW Continuous Gantry GT Point Garda Platform GP Point Grassed Area GA Area Grip GP Point Gully GY Point Hard shoulder HS Continuous Hedge HG Continuous Interceptor (Oil/Petrol) IN Point Invasive Species IV Continuous Kerb KB Continuous Layby LB Continuous Lighting Point/Lighting Column LP Point Lighting Sundry Items LS Point Manhole MH Point Pedestrian Crossing PX Point Pedestrian Guardrail PR Continuous Piped Drainage PD Continuous Piped Grip PG Point Reference Marker Point RF Point Retaining Wall RW Continuous Road Markings Hatched LH Continuous Road Markings Longitudinal LL Continuous Road Markings Transverse & Special RM Point Road Studs RS Continuous Safety Fence / Road Restraint System SF Continuous Salt Bin SA Point Scrub SC Area Shrub SR Area Traffic Control Barriers CB Point Traffic Signals TS Point Traffic Signs SG Point

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Item Item Code Type

Tree TR Point Verge VG Continuous VMS sign VM Point Weather Station WS Point Wetland WT Area Wildlife Kill (protected species) RK Point Wildlife Mitigation Measures WM Continuous Woodland WD Area

Figure 10 Sample of MMaRC Network Data in GIS showing Safety Barriers, Lighting Columns, Traffic Signs

2.1.5 As-built Information A series of as-built datasets for various motorway and dual carriageway upgrade schemes was received from TII in April 2019. The data largely consisted of as-built drawings in AutoCAD and PDF format extracted from various safety files and as built records. The data was reviewed and assessed for conversion to shapefiles and imported to the ArcGIS geodatabase where possible. A review was undertaken to compare the information against the existing MMaRC datasets.

2.1.6 OSI Paved Polygon An Ordnance Survey Ireland dataset detailing the boundaries of road networks within 200m of all national routes was received from TII in May 2019. An analysis of this dataset showed that road edge boundaries on motorway and dual carriageway networks were delineated to a high degree of accuracy. This information was used to supplement paved width information where gaps existed such as interchanges and multilane carriageways, see section 2.2 below. The remaining information on the single carriageway network was used for identifying the land area associated with the road network (i.e. ditch to ditch widths).

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2.1.7 GIS Routes An updated GIS route model for the national road network was received from TII in April 2019. This model includes all links on the national road network including associated interchanges, slip roads, link roads, connector roads as well as any recent updates to the national road network such as the M17/M18 motorway from Gort to Tuam. For reporting purposes and geospatial aligning of assets, the mainline central median portion of this model was segmented into 100m sections. Each 100m section is attributed with the following information which allows assets to be reported at various levels:

• Route Name, • Chainage / 100m Sample Unit • Subnetwork • Local Authority • Network: TII, MMaRC, PPP

2.1.8 Other Datasets Other key datasets received include; safety barriers, lighting columns, noise barriers, maintenance depot locations, salt & chip stores, roadside art, motorway service area locations, rest areas, mammal underpasses, gantries, go-safe cameras, VMS locations, drainage, fencing (see appendix A for further inventory details). Further information in relation to the processing and QA of these datasets is provided in section 2.2 below.

Figures 11 to 13 below show a locational view of a collection of these datasets (signs, lighting columns and safety barriers).

Figure 11 Local Authority Signs (AFMS Dataset)

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Figure 12 Local Authority Lighting Column Dataset

Figure 13 MMaRC and Local Authority Safety Barrier Dataset

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2.1.9 Outstanding Datasets The project team were unsuccessful in obtaining permission to access PPP network datasets which amount to c. 400km of the total 5300km network. Following approval from TII, it was agreed to continue in the absence of this data and programme a task of sampling by proxy to estimate quantities of asset types on the PPP networks. The MMaRC network dataset acted as a good representative dataset for extrapolating assets out to PPP networks. A full aerial and video review was undertaken to quantify nonstandard assets such as Toll Plazas, Toll Operator Buildings, Tunnels as noted below.

2.2 Data Processing & QA

The following section outlines the main tasks completed as part of the data processing and quality assessment checks carried out to validate the asset data received.

2.2.1 Software Development & Video Review As part of Task 3 – Functional Class review, and Task 5 Lane Width, a video review of the full single carriageway national road network (c.4000km) was undertaken to establish locations of hard shoulders, hard strips, and ghost islands. This purpose of this task was twofold. The first aim was to review and validate the existing known characteristics of the national road single carriageway network i.e. Subnets 1, 3 and 4 as part of task 2. The second was to identify the locations of additional paved widths to supplement the lane width information established from the 2014 LCMS survey i.e. hard shoulders, hard strips, ghost islands, 2 + 1s, online cycle lanes etc. Proprietary video rating software was developed to enable geo-location of specific start and end points for sections with the additional paved width. Hard shoulder and hard strip locations once identified were subject to further QA to estimate widths.

Figures 14 to 16 below show an example of the video rating software which was customised to include additional assets for further video review and validation checks. e.g. for sampling/validation of assets in urban areas.

Figure 14 Video Rating Software tagging hard shoulder

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Figure 15 Video Rating Software tagging hard strip and ghost island

Figure 16 Video Rating Software tagging cycle lanes.

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2.2.2 Review of Functional Class & Establishing Paved Widths

2.2.2.1 Single Carriageway As noted above, the results of a previous study in 2014 to establish measured lane widths from 3D LCMS imagery were reviewed, updated and geolocated to the latest 2019 route model. A full digital video review of the single carriageway networks in Subnets 1 - 4 (c.4000km) was carried out using a customised software program to identify and geolocate all additional paved sections on the single carriageway network i.e. hard shoulders, hard strips, ghost islands, 2+1s, climbing lanes, cycle lanes, paved laybys etc.

The additional paved widths were then aligned geospatially with the measured LCMS lane widths model and combined to produce total edge to edge paved width measures at 100m intervals.

The following widths were assumed for the locations of additional pavement sections identified:

Hard shoulder – 2.5m Hard strip – 1.0m

Ghost Island / Right Turning Lane – 3.0m Additional Lane for 2+1s / Climbing Lanes – 3.5m Cycle lane – 1.5 m

Areas where gaps existed in lane width information due to new routes or realignments since 2014 were analysed on a case by case basis and total paved width was assigned based on digital review of the cross section from recent network survey video or Google Earth/Streetview. The majority of new routes or realignments identified were engineered pavement built to a standard cross section and included as part of subnetwork 1. Reference was made to TII Publications DN-GEO-03036 – Cross Sections and Headroom.

The results of the above task also enabled a review and validation of the current definition of the national road single carriageway subnetworks.

2.2.2.2 Motorway / Dual Carriageway As the 2014 LCMS lane width information consisted of lane 1 only in each direction for the national road network, an estimation of total paved widths on motorway and dual carriageway networks (subnet 0) required a different approach. Given the engineered nature of the motorway and dual carriageway network, it was initially assumed that the most accurate way of determining total edge to edge paved widths was to assign a standard paved cross section width to each route depending on the carriageway type as per DN-GEO-03036 i.e. 2 lane rural motorway, 2 lane wide motorway, 3 lane motorway, Type 1,2,3 Dual Carriageway etc. However, it was noted on review that this method would not take into account sections of pavement that are widened for various site-specific reasons such as stopping sight distance, auxiliary lanes, tapers for slip lanes, laybys, toll plazas etc.

On review of an extract from the OSI Prime2 way polygon, provided by TII, which represents all driveable and walkable roads and paths within 200m of the national road network, it was found that paved area boundaries were accurately delineated along the motorway and dual carriageway route network. Therefore, it was determined the best method to generate actual edge to edge pavement widths for the motorway and dual carriageway network was to use this digitised paved area shapefile extracted from the OSI prime 2 model. Perpendicular transect lines were generated in ArcGIS at 100m intervals along each national route and clipped to the boundary of the OSI polygon, ultimately resulting in a total edge to edge paved width for the mainline at 100m intervals. See Figures 17 - 20 below showing an extract of the perpendicular transects and paved polygon in Google Earth. The length of each transect, which is a measure of edge to edge paved width, is linked to the TII GIS route model effectively reporting a paved width at 100m intervals.

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Various quality assessment checks were carried out comparing results against measured edge to edge widths from aerial imagery on Google Earth and ArcGIS, which showed good correlation. A quality assessment check was also carried out to determine if the OSI Prime 2 polygon could be used as a measure for paved widths on the single carriageway network. However, it was found that the single carriageway polygons typically consisted of ‘ditch to ditch’ widths as opposed to pavement edge to pavement edge so it was concluded that the methodology outlined in the previous section was the most reliable solution i.e. using LCMS lane width data combined with additional paved widths identified from video review). The polygon data was also subsequently used for determining land area on the single carriageway network, see Land Area section below.

Figure 17 Aerial Image of OSI Pavement Width Polygon & 100m Transects

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Figure 18 Aerial Image of OSI Pavement Width Polygon & 100m Transects at Interchange

Figure 19 Aerial Image of OSI Pavement Width Polygon & 100m Transects on Wide Motorway with grass central reserve

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Figure 20 Aerial Image of OSI Pavement Width Polygon & 100m Transects at Toll Plaza

2.2.2.3 Interchanges As per the motorway and dual carriageway network, paved areas for interchanges were also extracted from the OSI prime 2-way polygon. It was established from detailed review of the OSI polygon attribute table that individual elements of the interchanges could be analysed geospatially in isolation from the mainline network. (see Figure 21 below). The boundaries of individual elements associated with the interchanges such as slip roads, roundabouts and link roads are delineated independently, therefore allowing areas to be reported for each element.

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Figure 21 Aerial Image of OSI Pavement Width Polygon For Slips, Links and Roundabouts at Interchanges

2.2.3 Review & Update of GPR

2.2.3.1 2013 GPR Network Data A similar exercise to the lane widths task was carried out to update and align the 2013 Ground Penetrating Radar (GPR) network survey to the latest route model. The 2013 GPR Network Survey reported total bound layer and granular layers thicknesses at 100m intervals. New routes and realignments to the national road network since 2013 were identified and a standard pavement cross section was assumed, in the absence of as- constructed records. The following total bound layer and granular layer thicknesses were assumed using the carriageway type as an indicator for pavement depth on the new build routes.

2.2.3.2 New Motorway / Dual Carriageway Routes / Interchanges Total Bound Depth = 350mm (Assuming: 40mm HRA/SMA Surface Course, 60mm AC Binder, 250mm CBM/AC Base)

Total Granular Depth = 450mm (Assuming: 150mm CL804 Subbase, 300mm 6F2 Capping Layer*)

2.2.3.3 New Single Carriageway Total Bound Depth = 300mm (Assuming: 40mm HRA/SMA Surface Course, 60mm AC Binder, 200mm CBM/AC Base))

Total Granular Depth = 450mm (Assuming: 150mm CL804 Subbase, 300mm 6F2 Capping Layer*)

*It is acknowledged that the construction of capping layers is typically dependent on the CBR values of the underlying ground, so a conservative approach was adopted by assuming capping layers are used on all new-build routes.

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2.2.4 Pavement Volume By geospatially aligning the pavement width and pavement thickness models for the national road network, it was then possible to calculate a total pavement volume for the mainline network. Quality assessment checks were undertaken to validate this data. Work was also completed to quality assess the area polygons for the interchanges to enable total pavement volume to be calculated for the interchanges independently.

2.2.5 Land Area As noted above, the purpose of this exercise was to quantify the area of land that is associated with the national road network i.e. fence to fence boundaries, regardless of legal ownership. It is noted that ownership of the land associated with the national road network can reside with multiple different owners or occupiers (public and private) with various burdens, rights of way or wayleaves in place.

Land area for the single carriageway network of Subnets 1 – 4 (c.4000km) was extracted from the OSI prime 2-way polygon which defines a digitised area of the land associated with the road network. This polygon delineates the area between the nearest natural land boundary adjacent to the road which typically presents as a ditch, stone wall, fence, building face (in the case of urban areas) etc. (see Figures 22 & 23 below).

Figure 22 Aerial Image of Land Area Polygon in Typical Rural area

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Figure 23 Aerial Image of Land Area Polygon in Typical Urban area

Land area boundaries for the motorway and dual carriageway MMaRC networks in Subnet 0 were defined by a geospatial polygon provided to PMS from the MMaRC RMMS system (see Figures 24 & 25 below).

Figure 24 Aerial Image of Land Area Polygon in MMaRC area A

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Figure 25 Aerial Image of Land Area Polygon in MMaRC area B

Pavement edge to edge widths can be treated separately and extracted from land area if required. Equally, areas can be broken out spatially for valuation purposes e.g. subnets, urban, rural, Dublin and other locational factors, zoned land etc

2.2.5.1 Land Area Zoning Following on from discussions held with, and advice given by, the TII land valuation team in September 2019, an exercise was undertaken to investigate associating zoning information with the land area database.

Zoning information from county and city development plans as well as local area plans was sourced from the Department of Housing, Planning and Local Government open data website. A shapefile was then created which merges all city & county development zoning plans as well as local area zoning plans.

Typically, it is the land adjacent to the road that is zoned, and not the road itself. Therefore a spatial analysis in GIS was carried out to link the adjacent zoned land if it shares a boundary with the road network. It emerged that c.620km of the national road network sits adjacent to zoned land. In some cases, there were multiple types of zoning associated with the same 100m road segment, either on the same side or both sides of road. All adjacent zoning types were retained for each 100m segment for the purposes of valuation.

The number of generalised zoning types exceeded c.40 so these were rationalised further by grouping zoning types into c.12 general headings e.g. industrial, commercial, residential, recreational amenity etc.

All land area was reported in square metres & hectares at 100m segmented intervals, with information on generalized zoning type attached where applicable. A Google Earth kmz of this shapefile was also created, Figures 26 – 28 show an overview of the complexity and variation of zoning types associated with some of the larger cities which required detailed geospatial analysis.

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Figure 26 Zoning kmz showing greater Dublin Area

Figure 27 Zoning kmz showing Galway City Development Plan

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Figure 28 Zoning kmz showing Cork City Development Plan

2.2.6 Urban Asset Identification A detailed video review of the Urban (Subnet 2) areas was undertaken. The exercise involved tagging point and linear assets in urban areas using customised video rating software to determine a typical rate per km of the assets most common in urban areas such as footpaths, manholes, gulleys, signs, traffic lights, utilities etc. This exercise was also used to validate the quantum of existing inventory information in urban areas. Rating of assets was separated into point and linear assets and further subdivided into groups for time efficiency purposes. Tables 4 and 5 shows a list of the subdivided linear and point asset groups.

Table 4 Urban Linear Asset Group

Linear Asset Type Attribute 1 Group

Offline Cycle lane Online Footpath & Kerb 1 Kerb (No Footpath)

Combined Kerb & Slot Drain

Concrete Drainage Channel

Bridge Parapet Safety Barrier 2 Pedestrian Guard Rail Roundabout Splitter Island Traffic Calming Island

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Linear Asset Type Attribute 1 Group

High Friction Surface Concrete Post & Rail Concrete Post & Tension Mesh Fencing Timber Post & Rail 3 Timber Post & Tension Mesh Cut Stone Wall Dry Stone Table 5 Urban Point Asset Group

Point Group Asset Type Attribute 1

Type Information Regulatory Warning 1 Signs VMS Other Gateway

Single Head Lamppost Double Head 2 High Mast Multiple Head ESB Pole ESB Pole & Lamp Drainage Manhole Gulley Small 3 Utility Manhole Medium Large Fire Hydrant Utility Cabinet Traffic Signals Pedestrian Crossing 4 Pedestrian Refuge Safety Bollard Plastic

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Point Group Asset Type Attribute 1

Steel Concrete Speed Ramp

Assets were tagged by playing though network video and clicking the particular frame where the asset presents (left, centre, right). Results were stored in real time to a database with an associated GPS coordinate and jpeg number. A sample of the video rating software is shown in Figure 29 below.

Figure 29 Urban Asset Rating Software

The video rating software used in urban areas was fully customisable to rate different locations of the national road network where gaps in data exist.

2.2.7 Geotechnical Assets Geotechnical assets such as cut and fill embankments form a major part of the construction of newer road schemes, particularly on motorway and major interchanges. Various discussions were held as to how these assets should be taken account of in terms of Gross Replacement Cost. The GRC was best related to the volume of earthworks. A shapefile extracted from the OSI Prime 2 model, showing plan view locations of cut/fill embankments across the national road network, was received from TII. A review was undertaken to examine if this shapefile could be used to determine dimensional attributes such as height, width, volume of cut/fill etc. An extract of this polygon is shown in Figure 30 below. It was subsequently found that using LiDAR data was a more accurate method of determining dimensional attributes for cut and fill earthworks, see Section 2.2.8 below.

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Figure 30 Aerial view of cutting/embankments polygon (shaded in brown)

2.2.8 Earthworks Quantities A meeting was held in conjunction with academic partners from the National Centre for Geocomputation at Maynooth University in relation to the extraction of LiDAR information on the national road network for the purposes of carrying out cut/fill quantity calculations. A shapefile containing a series of 1m polygon buffers was created from a series of 100m wide transect lines. These lines extend 50m left and right of the road centreline (perpendicular to the direction of travel) at 100m intervals along a route. Each line and polygon is linked back to a route name and chainage. The polygons were generated across two subnetworks of the national road network, Subnet 0 – Motorway and Dual Carriageway and Subnet 1 – Engineered Single Carriageway. This amounts to c. 2440km – or 24400 polygons at 100m intervals. These polygons were used to extract a batch clip of the LIDAR data, where data exists, from a database hosted by NUIM called GLIMPSE, which amounted to c 11million LIDAR points. See Figure 31 & 32 below.

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Figure 31 Map showing aerial and terrestrial LiDAR coverage on GLIMPSE Platform

Figure 32 Extract of Aerial LiDAR elevation data on 100m transect polygon c.800 points per polygon

An exercise was undertaken to analyse this cross-sectional elevation data for generating bulk earthworks calculations. A smoothing of points was generated along cross sections to remove noise from non-terrain points such as trees, lampposts, barriers, fencing etc. See Figure 33 below.

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Figure 33 Typical Cross section of elevation data showing non terrain points to be filtered out

It was found that calculating a height left and right yields a better estimation of the total volumes, as profile heights can vary significantly, particularly in the case where there is a cut on one side and fill on the other. Following discussion with the TII Geotechnical Section, sites for left and right sides were generated based on two criteria: a minimum threshold height of 1.5m and a minimum section length of 300m were to be considered significant. Assumptions were made in the volume calculations such as 2H:1V cut/fill slopes as well as assuming a 3m verge either side of the paved pavement width. A dashboard was developed in Tableau to view the dynamic cross sectional data by selecting transects in plan view from aerial imagery, see Figure 34 below.

Volume Right Volume Left

Figure 34 Tableau dashboard showing cross sectional profile for a cut section and volume/height calculations for left and right shown in orange and blue

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2.2.9 Footpaths A shapefile extracted from the OSI Prime 2 model showing locations of footpaths along the national road network was received from TII. A validation exercise was undertaken to determine if this data could be used to quantify the lengths/areas of footways along the national road network. An extract of this polygon is shown in Figure 35 below. It was later decided that the footpaths information identified from the urban video review was a more accurate representation of the total quantities as the OSI shapefile contained areas beyond the boundary of the national road network. This shapefile was subsequently used in combination with the land area shapefile in the identification of total widths for urban land i.e. building face to building face, as noted above.

Figure 35 Aerial view of footpaths polygon (shaded in blue)

2.2.10 Dublin Port Tunnel Given the complex nature of assets associated with tunnel structures such as the Dublin Port Tunnel (DPT), a meeting was held in August 2019 with the DPT Management team in order to establish the best method for quantifying the tunnel assets and conveying it to the project team. Following this meeting, various reports were received by the project team including: Civil and Mechanical & Electrical Principle Inspection Reports (PIRs), Forward Capital Works Plans and Costing Summaries. Asset information was located across multiple pdf reports and appendices authored by various consultants therefore the reporting of information was quite varied. A summary of asset quantities and condition ratings was compiled from the Civil and M&E PIRs which along with the costing summary would inform the overall valuation exercise on DPT. Costing summaries and principal inspection reports were also requested on Jack Lynch Tunnel (JLT) to compare the out-turn cost by length given the different nature of construction to DPT (bored vs cut and cover). The information from the Jack Lynch tunnel was used as a proxy for generating typical costs and rates per km of assets on the N18 Limerick Tunnel due to the similar length and nature of construction to JLT. A summarised report of asset quantities on DPT was issued to the QS team and was made available to TII for review also.

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2.2.11 Drainage A sampling review of drainage type was completed, similar to the urban asset identification of linear assets described above. A video review of drainage was undertaken across a random 10% sample of subnets, 1, 3 and 4, (see Figure 36 below). Start and end locations were geotagged from video for drainage types as shown below:

• French/Filter Drain • Over the edge / ditch • Kerb & Gulley • Lined Concrete channel / carrier drain

Figure 36 Drainage Rating Software

Drainage information in Subnet 0 areas was extracted from the MMaRC RMMS geodatabases which contain information on the location and lengths of drainage types (e.g. French/filter drain, lined concrete channel/carrier drain, kerb and gulley), as well as the locations of drainage manholes and gullies. The MMaRC data was used as a representative sample to extrapolate drainage information on the PPP networks. There was little or no information detailing the subterranean pipe network.

Drainage information in Subnet 2 urban areas was also identified as part of the urban asset identification as detailed in section 2.2.6.

2.2.12 PPP Buildings In the absence of PPP asset data, an aerial review of PPP buildings was undertaken in order to quantify building areas and number of storeys for PPP infrastructure such as offices, depots, toll plazas as well as the land area associated with the infrastructure (see Figure 37 below). Tables 6 - 8 provide a summary of the results from this exercise.

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Figure 37 Area of buildings measure at Toll Plaza in Google Earth

2.2.13 PPP Operator Buildings Offices & Maintenance Depots Table 6 Summary of PPP Operator Buildings Offices & Maintenance Depots

Area Local PPP Building Description Height m2 Authority

Maintenance Office two storey 750 Dublin

Southern Maintenance Building single storey 270 Dublin M50 Dublin Port Tunnel Northern Maintenance Building single storey 250 Dublin

N40 Jack Lynch Tunnel Tunnel Management Building single storey 625 Cork

Toll Plaza Building 1 two storey 530 Limerick Toll Plaza Building 2 two storey 460 Limerick Tunnel Building 1 unknown 485 Limerick Tunnel outbuilding/Maintenance M18 Limerick Tunnel unknown 37 Limerick building 1 Tunnel Building 2 unknown 330 Limerick Tunnel outbuilding/Maintenance unknown 37 Limerick building 2 Toll Plaza Building two storey 620 Meath Celtic Road Group (Dundalk) M1 PPP Ltd. Motorway Maintenance single storey 830 Louth Depot Toll Plaza Building two storey 425 Galway N6 Concession Toll Plaza Equipment Building single storey 80 Galway

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Area Local PPP Building Description Height m2 Authority

Maintenance Building single storey 840 Galway Maintenance Building/Equipment single storey 220 Galway Room Toll Plaza Building two storey 475 Laois M7 M8 Midlink Toll Plaza Outbuilding 1 single storey 340 Laois Toll Plaza Outbuilding 2 single storey 300 Laois N7 Newlands Cross N/A Toll Plaza Building two storey 200 Cork M8 Fermoy Toll Plaza Building single storey 120 Cork Toll Plaza Maintenance Building single storey 80 Cork M11 N/A Maintenance Office unknown 165 Galway Maintenance Equipment building unknown 215 Galway M17 M18 PPP 1 Maintenance Equipment building unknown 365 Galway 2 Toll Office Building two storey 300 Dublin M50 Concession Toll Maintenance Building 1 single storey 550 Dublin Toll Maintenance Building 2 unknown 350 Dublin N25 Southlink Toll Plaza Building two storey 250 Waterford Maintenance Office two storey 800 Meath N4 Concession Maintenance Building single storey 400 Meath Toll Office Building two storey 525 Kildare

2.2.14 Toll Plazas Table 7 Summary of PPP Toll Plazas

No of Steel Building No. No. of Canopy Local PPP Supports/ Description Lane Booths Area m2 Authority Trusses

Dublin Port Toll Plaza 10 9 1270 14 Dublin Tunnel (Mainline) Jack Lynch No Toll Plaza - - - - - Tunnel Toll Plaza 1 10 9 530 5 Limerick (Mainline) Limerick Toll Plaza 2 Tunnel 6 5 420 3 Limerick (Limerick Junction) Toll Plaza 1 12 10 850 5 Meath (Mainline)

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No of Steel Building No. No. of Canopy Local PPP Supports/ Description Lane Booths Area m2 Authority Trusses

M1 PPP Toll Plaza 2 (Slip 2 2 270 2 Meath Lane) Toll Plaza 3 (Slip 2 2 270 2 Meath Lane) N6 Toll Plaza 12 10 850 5 Galway Concession M7 M8 Toll Plaza 14 12 980 6 Laois Midlink N7

Newlands No Toll Plaza - - - - - Cross M8 Fermoy Toll Plaza 12 10 780 6 Cork M11 No Toll Plaza - - - - - M17 M18 No Toll Plaza - - - - - PPP M50 No Toll Plaza - - - - - Concession N25 Toll Plaza 12 8 800 6 Waterford Southlink Toll Plaza 1 18 14 1250 14 Kildare (Mainline) N4 Toll Plaza 2 (Slip 2 2 145 2 Meath Concession Lane) Toll Plaza 3 (Slip 2 2 145 2 Meath Lane)

2.2.15 Motorway Service Areas Table 8 Summary of Motorway Service Areas

Road Direction Description Area m2 County

Land Area 66600 Building 1450 N04 West Kildare Filling station canopy 1 670 Filling station canopy 2 440 Land Area 66600 Building 1450 N04 East Kildare Filling station canopy 1 670 Filling station canopy 2 440 Land Area 66600

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Road Direction Description Area m2 County

M1 Southbound Building 1770 Fingal Filling station canopy 1 660 Filling station canopy 2 470 Land Area 66600

Building 1650 M1 Fingal Filling station canopy 1 675 North Filling station canopy 2 450 Land Area 73000 Louth Building 1400 M1 South Filling station canopy 1 675

Filling station canopy 2 425 Land Area 66600 Building 1500 M1 North Louth Filling station canopy 1 685 Filling station canopy 2 420 Land Area 41500 Building 1550 M11 North/South Wexford Filling station canopy 1 344 Filling station canopy 2 280 Land Area 77000 Building 1300 M06 East/West Westmeath Filling station canopy 1 490 Filling station canopy 2 182 Land Area 83500 Building 1300 M09 East/West Kildare Filling station canopy 1 490 Filling station canopy 2 182

A second tranche of Motorway Service Areas was opened in 2019 i.e. M11 Gorey, M6 Athlone, M9 Kilcullen. Information on the building and land area, where aerial imagery is not currently available such as M9 Kilcullen, was estimated using representative data from similar service areas.

2.2.16 MMaRC Buildings Figure 38 below shows the extents of the MMaRC Networks, A, B and C and the main locations of MMaRC depots and strategic salt depots.

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Figure 38 MMaRC Network Extents, Depots and Strategic Salt Stores

Table 9 provides a summary of building and land areas associated with of MMaRC operator buildings and maintenance depots.

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Table 9 Summary of MMaRC Depots

MMaRC MMaRC MMaRC Area Local Description Road Depots m2 Authority of Location location Description Height

Two Office Building 380 storey Equipment Single Accessed 630 Building 1 storey from Hebron Adjacent to the 1 Kilkenny Industrial N10 Equipment Single Estate 165 Building 2 storey Site Boundary 13321 - Area unknow Office Building 320 n Equipment Single 3200 Building 1 storey TII Depot & Adjacent to the Equipment Single 2 Strategic Salt 700 Fingal N01 Building 2 storey Store Equipment Single 130 Building 3 storey Site Boundary 25400 - Area Single Office Building 300 storey TII Strategic Adjacent to the Equipment Single 3000 3 Salt Store N06 Building 1 storey Westmeath Site Boundary 15300 - Area Two Office Building 500 storey Adjacent to the Equipment Single 4 Moate Depot 571 Westmeath N06 Building 1 storey Site Boundary 10487 - Area Office Building Two 430 Equipment storey Single Building 1 620 Adjacent to the storey 5 TII Depot Tipperary N08 Equipment Single 3550 Building 2 storey Site Boundary 34300 - Area Office Building Two 370 Adjacent to the Equipment storey 6 TII Depot Tipperary N07 and N52 Building 1 Single 600 Equipment storey

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MMaRC MMaRC MMaRC Area Local Description Road Depots m2 Authority of Location location Description Height

Building 2 Single 400 Equipment storey Single Building 3 50 storey

Site Boundary 18000 - Area

Two Office Building 330 storey Equipment Single 630 Building 1 storey NRA Depot & Adjacent to the Equipment Single 7 Strategic Salt 1100 Clare N18 Building 2 storey Store Equipment Single 1100 Building 3 storey

Site Boundary 18400 - Area

2.2.17 Winter Maintenance Vehicles Information from a presentation given at the 2019 TII roads conference noted the following in relation to the winter maintenance equipment and salt supply available to MMaRC Contractors, see Table 10.

GSJ Ltd – Network A.

Colas Roadbridge – Network B. Egis Lagan – Network C.

Table 10 Winter Maintenance Equipment and Salt Supply

Normal Resources

MMaRC Network A B C No of gritters 14 17 20 No of Snow Ploughs 20 26 26 Additional winter fleet 8 7 12 Totals: 42 50 58 Salt (tonnes) 4,500 9,000 11,000

2.2.18 TII GIS Interface All datasets received were geospatially aligned to the TII Linear Referencing System (LRS) which is a GIS Model with unique identifiers modelled for all elements of network e.g. Mainline, Ramps, Roundabouts etc. For the purposes of this project, the CM centreline was segmented into 100 metre intervals and all point and linear assets were geospatially aligned to this model and reported with a route ID and 100m sample unit ID. this exercise was central to the overall aligning of datasets for both inventory and valuation purposes. The dTIMS PAMS system is also compatible with the TII LRS as shown in Figure 39.

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Figure 39 TII LRS Schematic

A discussion around the format and storage structure of GIS data as part of the Asset Inventory project was held with the TII GIS Section in September 2019. A copy of the most up to date ArcGIS geodatabase and Asset Register was made available to TII GIS for review. Initial feedback with regard to the suitability and compatibility with TII GIS platforms has been positive. Further discussions around handover of relevant and appropriate GIS data for this Asset Inventory project will be finalised on completion of the project.

Page 48 TII Publications AM-GEN-00001 Asset Inventory (Roads) – Summary Report July 2021 3. Inventory Data and Quality Rating

3.1 International Practice

At the initial stakeholder meeting on March 7th, PMS presented on best practice methods implemented internationally in the UK and US. PMS in partnership with Hyperion UK and Applied Pavement Technology Inc. proposed to implement similar best practice methods applied in recent Asset Inventory projects across various US state departments and the United Kingdom. A tiered system for grouping assets by quality and implementing a rating system for the availability and maturity of data was presented. See Tables 11 to 14 below.

Table 11 Data Availability & Maturity Rating

Rating Description

Readily available with minimum manipulation, well-established process, data 1 verified and high confidence in system Intermediate availability, requires moderate level of manipulation to convert 2 data to a usable format, efforts to improve systems in place

Difficult to use data in current format/significant manipulations required, no 3 management system but data tracked through spreadsheets, somewhat documented system Information not readily available/very little data available, no management 4 system in place, complete lack or very little documentation on process

5 Not available/unable to assess, No management system in place

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Table 12 Data Availability & Maturity Rating – example

Table 13 Asset Grouping

Tier Level Description

Primary Consideration: Inventory essentially complete, financials available, structured management system I Secondary Consideration: Performance goals and targets in place or under development

II Some inventory in place, processes not well established

III Little to no information available to support TAMP development

Table 14 Asset Grouping – example extract

Tier Level Assets Included

• Pavements • Bridges I • ITS Assets • Rest Areas, Salt-Sand Storage Areas, Maintenance Depots, and Communication Buildings

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Tier Level Assets Included

• Slopes • Guard Rails, Barriers, Impact Attenuators II • Hydraulic Infrastructure • Sign Structures • Lighting Structures • Noise Barrier Walls • Pavement Striping and Marking • Weigh Stations and Pump Houses • Retaining Walls • Kerb and Gutter III • Embankments • ADA Features • Bike Paths and Footways • Cattle Guards and Fences • Landscape Features • Traffic Signals

3.2 Rating Optimisation

Following completion of the asset extraction and review an exercise was undertaken to develop a 3 point scoring model which aims to rate the availability and quality/reliability of asset data collated following the QA analysis carried out, see Table 15 below.

Table 15 Asset Availability and Reliability Rating Index

Rating Description

Readily available with minimum manipulation, well-established process, data 1 verified and high confidence in asset data, minimum QA checks required. Intermediate availability, requires moderate level of manipulation to convert 2 data to a usable format. Moderate level of confidence in data. Further sampling and extrapolation possibly required Information not readily available/very little data available, no management system 3 in place, or no access to data permitted, very little documentation on process. Further sampling and extrapolation required

Appendix B contains a table showing the above rating index applied to each of the asset groups in more detail. In addition to this rating index it is noted where gap analysis has been carried out (either by sampling or full review) and where extrapolation is required. As noted earlier, follow up workshops were held over two dates in early 2020 with all key TII stakeholders to review and present results of the asset data received and collated, and to ensure all asset data received was the latest and most up to date version at that time.

Page 51 TII Publications AM-GEN-00001 Asset Inventory (Roads) – Summary Report July 2021 4. Reporting of Asset Data

4.1 Asset Data Reported for Valuation

Key asset data including, pavement, structures, land area, ITS, tunnel assets, lighting columns, safety barriers, fencing, noise barriers, maintenance depots, toll plazas and buildings, road markings, footpaths, kerbing, drainage, traffic signals and earthworks were compiled, reported to excel spreadsheets and uploaded in batches to a sharefile location for valuation by QS project partners Staveleys. All asset data was georeferenced by route, local authority, and subnetwork.

An extrapolation of assets in areas where gaps in data were identified was undertaken using existing representative data and/or data gathered by sampling. A statistical analysis was carried out to review the appropriateness of proxy rates, by examining the standard deviations and standard errors of rates/km by route. A list of assets where extrapolation was required is noted in Appendix B.

4.2 Reporting Dashboards

PMS developed a front-end reporting dashboard using Tableau software, a business intelligence tool used for various dynamic reporting purposes. The dashboards were presented to TII Chief Executive in November 2019 to demonstrate the capability of reporting assets at various levels such as Region, Local Authority, Route, and Subnetwork and viewing the hierarchy of data both in tabular and spatial format. The underlying structure of these dashboards allows easy modification to include subsequent valuation estimates of GRC and DRC. See Figures 40 and 41 below.

Figure 40 Tableau Dashboard showing pavement quantities by Local Authority, Route, Subnetwork

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Figure 41 Tableau Dashboard showing structures quantities by Local Authority, Route, Subnetwork

4.3 Resolution of TII Datasets

It is clear that the level of asset information that exists, albeit sitting in various different formats and locations within the organisation, exceeded the original expectations of the project team. Therefore, the focus of the tasks, from an early stage, shifted from that of a data collection and supplementation exercise to primarily a data validation, quality assessment and sampling project.

It was found that various proprietary systems for managing assets exist within the TII organisation. Over 220 different datasets amounting to over 500,000 assets were compiled and extracted from multiple data sources and systems. These systems, whilst fulfilling specific departmental asset management objectives, may not necessarily exist in a coherent or consistent manner when compared with each other. Due to this it was found that linking or aligning the datasets in their existing state proved difficult without some form of intervention or manipulation of data.

The majority of asset datasets that exist contained some form of spatial reference which allowed the project team to align the data to a common linear referencing system i.e. the GIS routes model. This in turn enabled the data to be reported at the defined levels of route, subnetwork, and local authority. However, it was found that the datasets were sitting in various different coordinate systems as well as being linked to different linear referencing models. See Figure 42 below.

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Figure 42 Correction of coordinate systems

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5. Summary of Inventory Results

The following is a summary of the quantities generated for the key asset groups, pavement, land area, structures and non-standard structures and tunnels. The reporting levels shown in these key groups can be displayed for all other asset groups collated as part of this exercise and can be further examined and reported via the Tableau BI dashboards as shown in Section 4.2 above which will be made available to TII as required.

Figure 43 shows a high-level summary of the inventory for the key assets which was presented at the TII stakeholder workshops in early, 2020.

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Figure 43 Asset Inventory Summary Dashboard

5.1 Pavement

5.1.1 Network In total there is in excess of 16.5million tonnes of pavement and 27.7 million tonnes of granular material associated with the TII mainline road network. Tables 16 to 22 below detail a breakdown of pavement and granular quantities area by region, local authority, route, subnetwork, maintaining authority and network. Also included for information are average values of key pavement condition parameters IRI, Rut and LPV3m taken from the latest 2019 network survey data.

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Table 16 Pavement & Granular Quantities – Network

Avg. Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI Network Paved LPV3M Depth (m) Area (m²) Vol (m3) Depth (m) Vol (m³) km (mm) Width (m) (m/km)

Ireland 12.5 0.21 66,491,155 16,600,938 0.44 27,709,039 5,314 3.6 2.2 1.3

5.1.2 Region Table 17 Pavement & Granular Quantities - Region

Avg. Avg. Avg. Left Avg. Paved Pavement Granular Length Network Region Paved Pavement Granular Rut IRI LPV3M Area (m²) Vol (m3) Vol (m³) km Width (m) Depth (m) Depth (m) (mm) (m/km)

West 10.4 0.18 12,954,926 2,811,421 0.50 6,265,544 1,249 3.8 2.3 1.2 South 11.3 0.20 19,326,849 4,743,368 0.43 7,604,938 1,707 4.4 2.6 1.7 West

Border- 12.4 0.22 14,454,959 3,654,127 0.44 6,180,800 1,161 3.0 2.1 1.1 Midlands Ireland South 16.5 0.24 19,754,421 5,392,021 0.41 7,657,756 1,196 3.1 1.8 0.9 East Grand Total 12.5 0.21 66,491,155 16,600,938 0.44 27,709,039 5,314 3.6 2.2 1.3

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5.1.3 Local Authority Table 18 Pavement & Granular Quantities – Local Authority

Avg. Avg. Paved Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Local Authority Pavement Width (m) Area (m²) Vol (m3) Depth (m) Vol (m³) km (mm) 3M Depth (m) (m/km)

CARLOW 13.2 0.20 1,028,485 223,404 0.44 415,961 78 3.9 2.0 1.0 CAVAN 9.6 0.20 1,181,669 264,604 0.38 456,762 123 3.3 2.3 1.2 CLARE 10.4 0.22 2,444,889 703,467 0.40 540,079 235 4.8 2.4 1.2 CORK 12.0 0.22 5,931,415 1,538,615 0.42 2,462,046 495 4.5 2.7 2.0 CORK CITY 15.6 0.34 363,624 126,719 0.42 153,505 23 3.0 2.9 2.2 DONEGAL 9.3 0.18 2,818,759 550,782 0.61 1,697,218 303 2.9 2.4 1.3 DUBLIN CITY 25.7 0.39 154,050 59,432 0.37 58,076 6 2.1 2.0 0.7 DUN LAOGHAIRE 23.6 0.28 778,525 229,635 0.43 324,732 33 2.3 2.1 1.3 RATHDOWN FINGAL 28.3 0.38 1,545,410 586,461 0.31 483,908 55 2.3 1.6 0.7 GALWAY 12.3 0.19 5,302,455 1,312,120 0.52 2,573,485 431 4.1 2.2 1.2 GALWAY CITY 14.5 0.27 292,316 85,898 0.41 115,190 20 3.0 2.5 1.5 KERRY 8.2 0.17 3,476,831 666,273 0.42 1,486,020 426 5.2 3.2 2.6 KILDARE 22.7 0.32 3,070,335 1,028,675 0.37 1,129,814 135 2.8 1.4 0.7 KILKENNY 15.6 0.19 3,075,180 656,906 0.41 1,245,182 197 3.3 1.7 0.7 LAOIS 14.6 0.20 2,451,578 567,011 0.38 928,370 168 3.8 1.9 1.0 LEITRIM 10.9 0.22 610,660 142,747 0.43 268,865 56 2.7 2.0 1.0 LIMERICK 12.7 0.22 2,436,075 577,302 0.48 1,021,890 192 3.0 2.1 1.1 LONGFORD 9.1 0.19 887,888 174,365 0.43 383,014 98 3.8 2.4 1.4 LOUTH 17.8 0.27 1,744,649 522,239 0.36 614,302 98 3.2 1.8 1.0 MAYO 8.2 0.15 3,257,550 557,525 0.48 1,550,154 398 4.2 2.5 1.5

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Avg. Avg. Paved Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Local Authority Pavement Width (m) Area (m²) Vol (m3) Depth (m) Vol (m³) km (mm) 3M Depth (m) (m/km)

MEATH 16.2 0.27 3,281,400 1,020,941 0.36 1,129,341 202 2.9 1.9 0.9 MONAGHAN 11.2 0.20 1,180,901 249,339 0.39 467,812 106 3.0 2.0 1.0 OFFALY 11.7 0.18 1,347,530 259,848 0.49 645,870 116 3.1 2.0 1.0 ROSCOMMON 10.5 0.19 2,605,262 546,499 0.51 1,324,472 247 3.2 2.1 1.1 SLIGO 9.8 0.19 1,497,343 309,380 0.45 702,244 153 3.3 2.1 1.0

5.1.4 Route Table 19 Pavement & Granular Quantities – Route

Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Route 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

N01 25.7 0.38 2,317,275 873,518 0.32 745,372 90 2.0 1.6 0.9 N02 13.9 0.22 1,846,684 439,324 0.38 678,105 133 3.4 1.9 0.9 N03 17.9 0.30 2,281,216 715,906 0.37 797,743 128 2.2 1.7 0.7 N04 17.8 0.29 3,529,615 1,115,994 0.43 1,487,296 198 2.6 1.8 1.0 N05 10.6 0.19 1,394,584 273,503 0.51 704,259 131 2.8 1.9 1.0 N06 23.3 0.26 3,453,437 915,779 0.49 1,682,878 148 2.0 1.1 0.4 N07 25.0 0.30 4,666,484 1,446,128 0.35 1,625,403 187 3.1 1.3 0.5 N08 23.0 0.29 3,469,305 1,028,001 0.40 1,370,053 151 3.2 1.4 0.6 N09 22.9 0.26 2,726,300 696,704 0.37 1,015,840 119 2.8 1.2 0.4 N10 12.9 0.25 218,955 56,194 0.36 77,134 17 2.1 1.7 0.7 N11 20.6 0.30 2,666,438 856,284 0.34 893,401 129 2.1 1.6 0.7 N12 9.3 0.15 63,863 9,737 0.34 21,955 7 2.5 2.1 1.0

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Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Route 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

N13 13.5 0.17 590,218 102,272 0.55 318,304 44 2.3 1.9 1.0 N14 8.0 0.13 140,149 19,018 0.56 77,427 17 3.0 1.9 0.7 N15 10.8 0.23 1,198,126 294,055 0.62 756,272 111 2.5 2.1 1.1 N16 7.6 0.19 357,900 70,001 0.34 122,426 47 3.4 2.2 1.1 N17 13.6 0.31 1,640,904 555,185 0.42 697,207 120 2.2 1.7 0.8 N18 23.5 0.39 2,149,801 831,276 0.45 283,996 91 2.0 1.2 0.4 N19 15.7 0.18 76,940 6,622 0.52 42,604 5 1.9 2.4 1.2 N20 14.0 0.22 1,330,971 307,224 0.39 500,953 95 3.1 2.0 1.2 N21 12.2 0.28 1,028,530 287,632 0.50 518,010 84 2.5 2.1 1.1 N22 11.2 0.27 1,316,531 404,069 0.43 567,628 118 2.7 2.1 1.3 N23 8.3 0.20 78,555 16,586 0.43 33,476 9 3.7 2.1 0.8 N24 10.9 0.16 1,261,952 205,682 0.50 616,013 116 2.6 2.2 1.1 N25 14.8 0.27 2,787,780 776,209 0.35 979,995 188 2.4 1.8 0.8 N26 8.1 0.20 242,502 53,808 0.47 109,266 30 3.4 2.3 1.1 N27 18.2 0.28 113,863 33,853 0.57 63,533 6 2.9 2.4 1.3 N28 11.8 0.19 137,958 26,996 0.76 104,037 12 3.1 2.7 1.7 N29 14.7 0.23 52,103 12,197 0.33 16,754 4 3.0 2.0 0.8 N30 8.8 0.13 290,434 39,876 0.45 128,846 33 3.8 2.1 1.0 N31 11.6 0.22 82,095 18,193 0.49 38,651 7 2.9 3.4 3.2 N33 12.8 0.29 96,754 27,548 0.39 37,800 8 4.4 1.8 1.0 N40 24.9 0.37 385,348 142,543 0.56 216,348 15 1.4 1.7 0.7 N50 33.2 0.32 1,518,080 481,225 0.42 648,497 46 2.3 1.5 0.6 N51 8.1 0.17 431,051 79,402 0.43 182,166 53 4.0 2.3 1.3

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Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Route 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

N52 9.4 0.21 1,667,467 356,679 0.40 666,687 177 3.0 2.1 1.0 N53 9.3 0.20 168,110 33,106 0.36 60,682 18 1.8 1.8 0.7 N54 7.9 0.16 290,247 45,710 0.39 114,588 37 3.7 2.4 1.2 N55 7.9 0.17 619,252 109,473 0.39 242,122 79 4.0 2.5 1.3 N56 7.6 0.15 1,194,566 189,415 0.63 749,217 157 3.4 2.8 1.6 N58 6.6 0.20 76,168 15,580 0.54 41,644 12 4.0 2.3 0.9 N59 6.6 0.10 1,971,588 198,841 0.47 913,625 300 5.5 2.9 1.8 N60 7.8 0.14 722,632 104,258 0.49 353,255 92 3.2 2.4 1.2 N61 8.9 0.18 664,702 118,759 0.58 383,880 75 3.4 2.3 1.4 N62 7.9 0.17 773,499 132,066 0.54 415,507 97 4.5 2.5 1.4 N63 7.5 0.17 657,214 116,862 0.36 233,769 89 4.6 2.5 1.4 N65 8.2 0.15 433,176 66,163 0.98 418,613 52 5.4 2.5 1.4 N67 6.9 0.16 981,110 171,948 0.45 471,661 142 6.3 2.9 1.7 N68 7.7 0.21 316,096 65,082 0.36 114,024 41 3.5 2.5 1.1 N69 8.5 0.19 840,938 168,224 0.73 597,692 99 3.4 2.3 1.3 N70 6.7 0.11 943,038 106,084 0.30 282,081 142 7.1 3.9 3.6 N71 8.1 0.16 1,515,703 278,613 0.42 644,569 188 5.5 3.6 3.3 N72 7.1 0.15 1,171,724 172,088 0.39 456,611 165 6.7 3.2 2.5 N73 7.9 0.18 270,166 55,629 0.42 109,559 34 5.0 2.6 1.9 N74 7.4 0.16 147,102 24,323 0.41 58,060 20 3.4 2.5 1.6 N75 7.1 0.16 53,930 8,995 0.42 22,182 8 2.7 2.6 1.5 N76 9.3 0.14 407,821 57,408 0.46 182,143 44 4.1 2.4 1.3 N77 9.6 0.16 467,118 79,438 0.43 200,176 49 3.8 2.1 1.0

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Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV Route 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

N78 9.0 0.13 457,774 67,007 0.43 188,087 51 5.6 2.1 1.1 N80 9.0 0.16 1,028,622 173,858 0.36 368,282 114 3.1 2.2 1.2 N81 8.4 0.16 645,155 118,831 0.59 388,094 77 4.7 2.2 1.0 N83 8.7 0.15 641,063 93,834 0.54 322,098 74 5.5 2.7 1.8 N84 7.8 0.14 576,170 86,212 0.44 251,867 74 3.6 2.4 1.1 N85 9.3 0.25 294,302 90,855 0.37 107,066 32 3.7 2.3 1.0 N86 7.4 0.13 371,585 48,317 0.38 138,325 50 6.0 3.5 2.7 N87 6.4 0.15 180,416 28,733 0.30 53,222 28 5.1 3.1 1.7 Grand 12.5 0.21 66,491,155 16,600,938 0.44 27,709,039 5,314 3.6 2.2 1.3 Total

5.1.5 Subnetwork As noted above it is clear from Table 20 and Table 21 that a significant portion of the pavement and granular quantities, associated with the TII national road network, is on the motorway and dual carriageway network (Subnet 0, MMaRC, PPP), at over 55% of the total pavement volume, due to the wider cross sections involved.

Table 20 Pavement & Granular Quantities – Subnetwork

Sub Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV 3 Network Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

0 24.3 0.32 29,070,804 9,361,263 0.39 10,565,476 1,194 2.4 1.3 0.6 1 12.7 0.24 15,197,849 3,659,840 0.45 6,847,946 1,194 2.4 1.8 0.9 2 9.1 0.20 6,236,680 1,350,436 0.44 2,711,572 688 3.9 3.1 2.3 3 7.6 0.15 9,542,339 1,447,267 0.47 4,461,258 1,255 4.0 2.4 1.3 4 6.6 0.12 6,443,483 782,133 0.48 3,122,787 983 6.0 3.0 2.0

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Sub Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Length Left Rut Avg. IRI LPV 3 Network Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) km (mm) (m/km) 3 M

Grand 12.5 0.21 66,491,155 16,600,938 0.44 27,709,039 5,314 3.6 2.2 1.3 Total

5.1.6 Maintaining Authority Table 21 Pavement & Granular Quantities – Maintaining Authority

Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Left Rut Avg. IRI LPV Length Network 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) (mm) (m/km) 3 M (km)

PPP 25.2 0.28 10,387,645 3,434,364 0.39 3,986,013 2.2 1.3 0.5 412 MMaRC 23.4 0.27 19,132,597 6,071,995 0.38 6,714,481 2.5 1.4 0.6 819 TII/LA 9.1 0.14 36,970,913 7,094,578 0.46 17,008,545 4.0 2.5 1.5 4,083 Grand 12.5 0.17 66,491,155 16,600,938 0.44 27,709,039 3.6 2.2 1.3 5,314 Total

5.1.7 Maintaining Authority – Network Table 22 Pavement & Granular Quantities – Maintaining Authority Networks

Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Left Rut Avg. IRI LPV Length Network 2 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) (mm) (m/km) 3 M (km)

TII/LA 9.0 0.18 36,845,473 7,044,387 0.46 16,959,568 4.0 2.5 1.5 4,077.6 MMaRC A 24.9 0.36 4,909,755 1,785,525 0.33 1,620,270 2.2 1.6 0.7 196.9 MMaRC_B 22.9 0.29 6,557,629 1,912,260 0.43 2,238,572 2.4 1.3 0.5 286.5 MMaRC_C 22.8 0.31 7,665,213 2,374,210 0.37 2,855,639 2.8 1.3 0.5 335.8 Dublin Port 24.8 0.40 114,100 46,012 0.38 44,230 1.9 1.7 0.6 4.6 Tunnel

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Avg. Paved Avg. Pavement Paved Pavement Avg. Granular Granular Left Rut Avg. IRI LPV Length Network 2 3 Width (m) Depth (m) Area (m²) Vol (m ) Depth (m) Vol (m³) (mm) (m/km) 3 M (km)

Jack Lynch 18.9 0.37 11,340 4,180 0.42 4,747 2.6 2.4 1.5 0.6 Tunnel Limerick 20.1 0.31 14,090 4,325 0.45 63 1.4 1.7 0.8 0.7 Tunnel M7M8 PPP 23.5 0.21 991,830 215,472 0.44 434,308 3.7 1.4 0.5 42.2 M01 PPP 25.7 0.38 1,366,800 521,836 0.34 463,488 2.1 1.8 1.1 53.2 M03 PPP 24.7 0.33 1,213,930 401,089 0.32 390,727 2.0 1.4 0.4 49.2 M04 PPP 25.6 0.39 968,521 377,819 0.39 382,750 2.2 1.5 1.0 37.8 M06 PPP 24.2 0.27 1,279,570 352,782 0.49 625,788 1.7 0.7 0.1 52.9 M11 PPP 24.0 0.36 1,107,970 400,045 0.32 352,839 1.9 1.1 0.4 46.1 M17M18 22.3 0.41 1,161,330 477,571 0.45 522,687 1.3 1.0 0.2 52.1 PPP M50 PPP 36.2 0.31 1,132,610 350,268 0.44 497,678 2.4 1.5 0.5 31.3 N08 PPP 26.1 0.29 456,210 135,337 0.34 154,483 2.8 1.6 0.7 17.5 N18 LT PPP 25.3 0.34 233,984 81,429 0.43 5,045 2.1 1.4 0.5 9.3 N25 PPP 23.6 0.25 460,800 116,390 0.34 156,157 2.7 1.5 0.5 19.5 Grand Total 12.5 0.21 66,491,155 16,600,938 0.44 27,709,039 3.6 2.2 1.3 5,313.7

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5.2 Land

5.2.1 Network As noted in Table 23 there is in excess of 14000 hectares of land associated with the TII road network, the majority of which, as presented in the following tables, is associated with the motorway and dual carriageway network (Subnet 0), see Table 28 below.

Table 23 Land Quantities – Network

Land Land Area (Acre) Land Area (ha)

Network 35,246 14,264

Table 24 below details a breakdown of land area by zoning type for the network. As noted in Section 2.25 the zoning type attribute relates the land adjacent to the road network, and has been categorised into 13 groups of zoning types extracted from various different zoning development and local area plans across the country. It can be seen that the largest portion is attributed to agricultural or unzoned land followed by unzoned urban land, residential land and amenity/open space.

Table 24 Land Quantity- Zoning

Land Area Land Area Rationalised Zoning (Acre) (ha)

Agricultural / Unzoned 28,152 11,393 Airport 21 9 Amenity / Open Space 1,211 490 Commercial/Mixed use 371 150 Community Facilities / Education 190 77 Industrial / Employment 544 220 Mixed Use, general development, 750 304 opportunity/proposal site Office, business/technology park and related 177 72 Residential 1,308 529 Retail Warehouse 67 27 Seaport/Harbour 2 1 Strategic Reserve 128 52 Urban Unzoned 2,325 941 Grand Total 35,246 14,264

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Tables 25 to 30 below detail a breakdown of land area zoning type by region, local authority, route, subnetwork, maintaining authority and network.

5.2.2 Region Table 25 Land Zoning Quantities (ha) – Region

Comm- Mixed Use, Office, unity general business/ Agri- Amenity/ Urban Grand Air- Facilities/ Commercial/ Industrial/ development, technology Resi- Retail Seaport/ Strategic cultural/ Open Un- Total port Edu- Mixed use Employment opportunity / park and dential Warehouse Harbour Reserve Region Unzoned Space cation proposal site related zoned (ha)

West 2,067.8 87.7 0.9 18.4 8.3 45.1 54.9 0.2 157.1 2,440 South 3,393.6 74.2 42.9 42.0 32.9 28.4 16.2 119.0 1.7 0.6 2.6 386.6 4,141 West

Border

Midlands 2,495.5 40.0 6.5 42.4 53.3 52.6 17.8 75.6 19.4 44.0 141.7 2,989 South 3,436.0 8.6 288.2 26.7 47.2 125.6 177.6 37.7 279.6 6.0 0.1 4.9 255.3 4,694 East Total 11,392.9 8.6 490.2 77.0 150.1 220.2 303.7 71.8 529.1 27.1 0.7 51.7 940.7 14,264 Grand 11,393 9 490 77 150 220 304 72 529 27 1 52 941 14,264 Total

5.2.3 Local Authority It can be seen that that the largest land areas are not only associated with the largest geographical local authorities such as Cork and Galway, but also those with the largest proportion of motorway and dual carriageway roads such as midlands and eastern local authorities e.g. Meath, Kildare, Tipperary, Kilkenny, Laois Westmeath, Roscommon. It can also be seen that the largest proportion of adjacently zoned lands is associated with the more urban local authorities and cities such as Dublin City, Fingal, South Dublin, Dun Laoghaire Rathdown, Cork, Galway etc.

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Table 26 Land Zoning Quantities (ha) – Local Authority

Com- Mixed Use, Office,

munity general business/ Agri- Amenity/ Retail Grand Local Commercial/ Facilities/ Industrial/ development, technology Resi- Seaport/ Strategic Urban cultural/ Airport Open Ware- Total Authority Mixed use Edu- Employment opportunity/ park and dential Harbour Reserve Unzoned Unzoned Space cation proposal site related house (Ha)

CARLOW 213.0 1.0 0.8 4.6 5.8 9.7 235 CAVAN 144.1 5.6 1.1 5.8 0.4 5.5 5.4 6.8 175 CLARE 422.6 38.8 4.8 10.5 7.5 14.8 15.7 40.8 1.7 0.3 12.9 570 CORK 947.8 6.5 0.5 2.7 5.5 2.6 259.4 1,225 CORK CITY 5.1 8.7 26.7 1.0 23.2 65 DONEGAL 3.4 3.0 8.8 7.4 1.8 24 DUBLIN CITY 22.8 2.7 0.7 11.8 3.0 3.1 90.3 33.7 168 DUN L. RAT 331.8 70.0 402 FINGAL 75.0 8.6 147.0 6.5 8.2 110.0 25.1 33.0 2.8 32.2 448 GALWAY 7.8 0.6 5.2 5.7 18.8 3.3 41 GALWAY CITY 1,120.9 0.4 56.8 1,178 KERRY 485.5 8.2 15.8 2.9 1.6 7.7 0.6 23.2 0.3 32.5 578 KILDARE 811.8 3.1 1.5 5.6 0.5 4.4 1.1 43.7 872 KILKENNY 690.4 12.9 2.1 2.8 15.0 4.6 12.5 3.2 24.3 768 LAOIS 562.3 9.6 5.6 13.5 3.5 15.8 0.5 6.7 618 LEITRIM 85.4 0.9 2.6 0.1 3.4 1.1 0.2 9.2 103 LIMERICK 475.6 10.6 2.8 0.2 3.2 4.5 15.9 29.8 543 LONGFORD 106.1 2.7 8.7 7.9 3.5 13.6 7.3 3.5 153 LOUTH 342.9 1.4 0.9 1.4 22.7 3.3 21.7 29.7 11.5 435 MAYO 407.9 0.1 4.2 2.1 17.3 12.3 56.1 500 MEATH 716.1 26.9 1.0 9.6 21.7 2.8 4.9 19.4 28.8 831 MONAGHAN 170.6 0.6 4.3 15.1 4.4 9.9 1.4 5.4 212

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Com- Mixed Use, Office,

OFFALY 212.6 3.5 1.5 11.7 0.3 9.2 6.7 245 ROSCOMMON 364.9 28.5 8.5 0.3 0.6 20.5 17.0 0.2 25.9 466

5.2.4 Route Table 27 Land Quantities (ha) – Route

Mixed Use, Office, Comm- general business/ unity Agri- Amenity/ development, technology Retail Grand Facilities/ Commercial/ Industrial/ Resi- Seaport/ Strategic Urban cultural/ Open opportunity/ park and Ware- Total Education Mixed use Employment dential Harbour Reserve Unzoned Route Unzoned Airport Space proposal site related house (Ha)

N78 51.8 0.1 1.7 1.3 0.9 2.6 13.6 72 N80 128.9 6.7 0.1 7.3 13.9 0.5 10.3 168 N81 74.8 9.4 4.3 0.8 0.5 9.7 17.0 117 N83 77.0 0.8 2.4 13.5 94 N84 63.7 0.6 0.2 0.1 1.6 3.9 18.3 88 N85 28.2 12.6 2.1 0.2 0.7 5.2 4.5 53 N86 45.8 0.3 1.0 0.9 2.2 3.0 0.3 3.4 57 N87 25.4 1.2 0.1 0.2 0.9 1.6 1.2 31 Grand 11,393 9 490 77 150 220 304 72 529 27 1 52 941 14,264 Total

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5.2.5 Subnetwork As noted above it is clear from Table 28 and Table 29 that a significant portion of the land associated with the TII national road network is connected with the motorway and dual carriageway network (Subnet 0, MMaRC, PPP) at just below 60% of the total due to the wider corridors involved. As expected, it can also be seen that Subnet 2 contains a significant proportion of adjacently zoned land such as Commercial/Mixed Use and Residential.

Table 28 Land Quantities – Subnetwork

Mixed Use, Office, Community general business/ Agri- Amenity/ Retail Grand Facilities/ Commercia/ Industrial/ development, technology Resi- Seaport/ Strategic Urban cultural/ Open Ware- Total Education Mixed use Employment opportunity/ park and dential Harbour Reserve Unzoned Subnet Unzoned Airport Space proposal site related house (ha)

0 6,797.1 8.6 403.7 64.5 40.5 171.2 165.1 52.4 275.1 15.6 32.3 305.3 8,331 1 2,031.3 31.8 0.7 3.8 26.6 60.8 12.9 30.5 11.3 10.1 11.1 2,231 2 29.3 9.9 101.7 18.0 66.0 6.4 210.6 0.1 0.6 7.4 624.1 1,074 3 1,533.6 18.2 0.9 3.1 4.1 8.8 10.3 1.3 0.1 1,580 4 1,030.9 7.2 1.0 0.9 0.3 3.0 0.1 2.7 0.1 0.6 1,047 Grand 11,393 9 490 77 150 220 304 72 529 27 1 52 941 14,264 Total

5.2.6 Maintaining Authority Table 29 Land Quantities (ha) – Maintaining Authority

Comm- Mixed Use, Office, unity general business/ Agri- Amenity/ Retail Grand Facilities/ Commercial/ Industrial/ development, technology Resi- Seaport/ Strategic Urban cultural/ Open Ware- Total Edu- Mixed use Employment opportunity/ park and dential Harbour Reserve Unzoned Network Unzoned Airport Space cation proposal site related house (ha)

MMaRC 4,585.8 8.6 273.2 37.2 31.6 104.7 106.2 44.0 166.3 22.8 2.6 297.8 5,681 PPP 2,419.3 133.7 25.5 6.9 73.4 54.9 11.7 85.5 4.1 29.7 35.0 2,880 TII/LA 4,387.8 83.4 14.3 111.5 42.0 142.6 16.0 277.3 0.1 0.7 19.4 607.9 5,703 Grand 11,393 9 490 77 150 220 304 72 529 27 1 52 941 14,264 Total

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5.2.7 Maintaining Authority – Network Table 30 Land Quantities (ha) – Maintaining Authority Network

TII/LA 4,387.8 82.9 14.3 111.5 42.0 135.4 16.0 269.9 0.1 0.7 19.4 606.9 5,687 MMaRC A 842.9 8.6 178.7 15.0 60.7 92.8 20.9 114.0 21.1 142.5 1,497 MMaRC_B 1,742.0 83.0 13.5 15.6 14.1 8.3 23.2 42.0 1.7 7.8 1,951 MMaRC_C 2,000.9 11.5 23.7 1.0 29.9 5.1 10.3 2.6 147.6 2,233 M7M8 288.5 3.4 292 PPP M01 PPP 276.0 2.0 1.4 18.5 17.2 21.4 29.7 366 M03 PPP 303.1 26.9 4.1 2.8 1.4 0.2 338 M04 PPP 258.4 2.8 261 M06 PPP 358.4 358 M11 PPP 279.2 20.0 8.3 9.0 1.4 318 M17M18 359.3 359 PPP M50 PPP 63.3 0.7 4.1 25.4 26.6 9.0 62.1 2.8 22.1 216 N08 PPP 120.3 120 N18 LT 54.1 9.7 0.7 0.7 65 PPP N25 PPP 117.3 11.8 20.0 16.5 2.1 12.7 180 Dublin Port 7.1 7.4 14 Tunnel Jack Lynch 0.5 1.0 1 Tunnel Limerick 4.8 5 Tunnel

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Grand 11,393 9 490 77 150 220 304 72 529 27 1 52 941 14,264 Total

5.3 Structures

5.3.1 Network In total there are in excess of 3200 individual structures associated with the TII road network. Structures were categorised into four main types for the purposes of inventory and valuation assessment, namely underbridge, overbridge, footbridge and retaining walls. As before it can be seen that a significant portion of the structures are associated with the newly engineered motorway and dual carriageway network (Subnet 0) and single carriageway network (Subnet 1). Tables 31 to 37 below details a breakdown of structure technical parameters such as count, condition, number of spans, average length and width, and deck area, As before these have been reported by network, region, local authority, route, subnetwork, maintaining authority and network.

Table 31 Structure Quantities – Network

Struct Type Structure Count Avg. Condition Avg. Num Spans Avg. Length (m) Avg. Width (m) Avg. Deck Area (m2) Sum Deck Area (m2)

Under bridge 2,342 1 1 12.6 26.4 265.1 620,881 Over bridge 717 1 2 51.7 13.4 621.1 445,321 Foot bridge 47 1 7 105.4 3.0 309.4 14,541 Ret. Wall 190 1 0 19.6 4.6 232.4 44,148 Grand Total 3,296 1 2 22.8 22.0 341.3 1,124,890

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5.3.2 Region Table 32 Structure Quantities – Region

Structure Avg. Avg. Num Avg. Length Avg. Width Avg. Deck Area Sum Deck Area Region Struct Type Count Condition Spans (m) (m) (m2) (m2)

Under 434 1 2 10.2 19.9 178.0 77,231 bridge West Over bridge 94 0 2 46.0 10.5 486.7 45,750 Foot bridge 3 0 5 102.3 3.2 320.8 962 Under 815 1 1 11.3 25.1 247.2 201,488 bridge Over bridge 177 1 2 48.9 12.8 551.1 97,549 South West Foot bridge 15 2 7 86.1 2.5 212.5 3,188 Ret. Wall 132 1 0 26.4 4.6 303.1 40,009 Under 492 1 1 12.9 24.4 238.7 117,449 bridge Over bridge 144 1 2 48.7 16.5 623.8 89,822 Border Foot bridge 3 1 3 57.5 3.8 212.1 636 Midlands Ret. Wall 45 1 0 0.5 0.8 13.6 611 Under 601 1 1 15.7 34.4 373.9 224,713 bridge Over bridge 302 1 2 56.5 13.1 702.6 212,199 South East Foot bridge 26 1 8 122.4 3.2 375.2 9,754 Ret. Wall 13 1 1 17.4 18.1 271.3 3,527 Grand Total 3,296 1 2 22.8 22.0 341.3 1,124,890

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5.3.3 Local Authority Table 33 Structure Quantities – Local Authority

Local Avg. Avg. Width Struct Type Structure Count Avg. Num Spans Avg. Length (m) Avg. Deck Area (m2) Sum Deck Area (m2) Authority Condition (m)

Under bridge 40 1 1 10.5 34.4 250.5 10,022

Over bridge 14 1 3 56.6 10.5 601.9 8,427 CARLOW Ret. Wall 1 1 1 4.2 103.2 432.4 432 Under bridge 53 1 1 10.0 14.4 124.2 6,585 CAVAN Over bridge 2 2 1 15.8 21.8 203.9 408 Under bridge 88 1 2 12.8 20.9 251.1 22,094

Over bridge 20 1 2 46.4 12.9 554.4 11,088

Foot bridge 7 2 8 69.9 2.7 181.5 1,270 CLARE Ret. Wall 7 1 0 37.2 4.7 83.1 582 Under bridge 192 1 2 11.2 27.5 261.3 50,165

Over bridge 48 1 3 54.3 12.0 613.5 29,450

Foot bridge 6 1 7 89.3 2.3 205.6 1,234 CORK Ret. Wall 68 0 0 9.1 3.8 224.4 15,256 Under bridge 25 1 2 30.1 35.7 782.0 19,550

Over bridge 13 2 4 48.7 13.6 592.7 7,706

Foot bridge 2 2 8 132.9 2.6 341.9 684 CORK CITY Ret. Wall 27 1 0 0.2 1.5 6.7 181 Under bridge 131 1 2 11.8 19.2 195.0 25,546

Over bridge 6 1 3 43.7 12.3 489.1 2,935 DONEGAL Ret. Wall 26 0 0.0 0.0 0.0 0 DUBLIN CITY Under bridge 1 0 1 20.7 28.1 581.5 581 Under bridge 15 1 3 52.2 40.1 947.3 14,209 DUN L. RAT Over bridge 13 1 3 75.4 13.3 1,036.2 13,470

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Local Avg. Avg. Width Struct Type Structure Count Avg. Num Spans Avg. Length (m) Avg. Deck Area (m2) Sum Deck Area (m2) Authority Condition (m)

Foot bridge 4 1 9 132.5 2.4 317.9 1,272 Ret. Wall 1 1 6 187.6 12.4 2,325.6 2,326 Under bridge 62 1 2 18.2 47.8 528.3 32,754 FINGAL Over bridge 47 1 3 64.1 15.5 970.6 45,618 Foot bridge 1 1 3 132.2 3.9 515.4 515 Under bridge 165 1 1 9.9 21.4 191.1 31,537 GALWAY Over bridge 61 0 2 47.9 10.7 510.0 31,113 Foot bridge 3 0 5 102.3 3.2 320.8 962 GALWAY 7 1 2 CITY Under bridge 7.8 30.0 230.4 1,612 Under bridge 257 1 1 8.8 18.1 134.9 34,679 KERRY Over bridge 10 1 2 31.8 26.1 411.7 4,117 Ret. Wall 30 2 0 86.4 9.1 799.7 23,990 Under bridge 61 1 1 12.0 42.7 367.6 22,421 KILDARE Over bridge 73 1 2 57.4 11.0 630.0 45,991 Foot bridge 2 1 11 206.6 2.6 537.2 1,074 Under bridge 115 1 1 15.5 29.4 358.2 41,192

Over bridge 44 1 2 52.8 10.0 530.1 23,324 KILKENNY Ret. Wall 1 1 2 13.1 11.8 154.6 155 Under bridge 67 1 1 12.3 31.3 357.5 23,951 LAOIS Over bridge 32 1 3 55.9 12.7 705.1 22,564 Under bridge 27 1 1 10.7 17.7 181.3 4,896 LEITRIM Over bridge 6 1 2 28.4 15.0 351.0 2,106 Under bridge 103 1 1 13.0 31.2 327.1 33,689 LIMERICK Over bridge 25 1 2 50.4 16.4 660.0 16,500 Under bridge 37 1 1 10.4 18.0 171.9 6,360

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Local Avg. Avg. Width Struct Type Structure Count Avg. Num Spans Avg. Length (m) Avg. Deck Area (m2) Sum Deck Area (m2) Authority Condition (m)

LONGFORD Over bridge 1 1 1 6.1 4.6 28.1 28 Under bridge 46 1 1 23.7 27.8 400.6 18,426

Over bridge 32 1 2 34.8 29.5 576.6 18,451 LOUTH Foot bridge 1 1 3 61.3 2.5 153.1 153 Ret. Wall 15 1 0 0.2 0.6 2.1 31 Under bridge 154 1 2 8.9 18.6 125.5 19,321 MAYO Over bridge 11 1 2 31.2 8.9 327.9 3,607 Under bridge 92 0 1 16.0 33.5 322.8 29,702

Over bridge 55 0 2 53.4 13.4 693.1 38,122 MEATH Ret. Wall 2 1 0 0.0 0.0 0.0 0 Under bridge 58 1 1 9.3 30.3 205.2 11,900

Over bridge 3 1 3 47.4 11.8 556.0 1,668 MONAGHAN Ret. Wall 1 0 0.0 0.0 0.0 0 Under bridge 28 1 1 11.5 21.0 208.7 5,843 OFFALY Over bridge 12 1 3 51.8 10.8 552.7 6,632 Under bridge 56 1 2 13.7 18.5 219.3 12,282 ROSCOMMON Over bridge 18 0 2 47.4 9.7 467.2 8,409 Under bridge 52 1 2 11.6 19.3 239.9 12,477 SLIGO Over bridge 4 1 2 51.5 15.6 655.4 2,622 Under bridge 32 1 1 22.8 45.3 582.6 18,642

Over bridge 30 1 2 51.9 16.0 822.8 24,683 STH. DUB Foot bridge 16 1 8 114.5 3.5 386.6 6,185 Under bridge 150 1 1 10.4 30.5 275.4 41,311 TIPPERARY Over bridge 61 1 2 47.8 9.7 470.3 28,689 Under bridge 39 1 2 22.3 26.9 319.8 12,473

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Local Avg. Avg. Width Struct Type Structure Count Avg. Num Spans Avg. Length (m) Avg. Deck Area (m2) Sum Deck Area (m2) Authority Condition (m)

WATERFORD Over bridge 6 1 2 51.3 9.6 497.8 2,987 Ret. Wall 9 0 0.0 8.9 0.0 0 Under bridge 48 1 1 10.1 30.7 292.4 14,036

Over bridge 39 1 3 60.3 11.3 669.3 26,104

Foot bridge 2 1 3 55.7 4.5 241.6 483 WESTMEATH Ret. Wall 1 0 1 21.3 27.3 580.4 580 Under bridge 78 1 1 12.0 25.8 239.1 18,651 WEXFORD Over bridge 13 1 2 46.1 10.2 432.0 5,616 Under bridge 63 1 1 14.0 39.9 380.5 23,974

Over bridge 18 1 2 49.3 24.7 715.9 12,887

Foot bridge 3 0 5 91.6 2.7 235.8 708 WICKLOW Ret. Wall 1 2 1 21.9 28.1 614.2 614 Grand Total 3,296 1 2 22.8 22.0 341.3 1,124,890

5.3.4 Route Table 34 Structure Quantities – Route