brennanstown road traffic management scheme part 8 ... · a preferred way to get about, especially...

Infrastructure and Climate Change DepartmentAn Rannóg Bonneagair agus Athraithe Aeráide

Comhairle Contae Dhún Laoghaire-Ráth an Dúin, Halla an Chontae, Dún Laoghaire, Co. Atha Cliath, Eire Dún Laoghaire-Rathdown County Council, County Hall, Dún Laoghaire, Co. Dublin, Ireland

Tel: 01 20 4700 Fax: 01 280 6969 Web: www.dlrcoco.ie

Brennanstown RoadTraffic Management Scheme

Part 8 Environmental Report

VOLUME 1

August 2016

Brennanstown Road Traffic Management Scheme

Environmental Report

Issue August 2016

Client: Dun Laoghaire Rathdown County Council County Hall Marine Road Co Dublin A96 K6C9

Consulting Engineer: AECOM

4th Floor Adelphi Plaza George's Street Upper Dun Laoghaire Co. Dublin

http://www.google.ie/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwj646DLgoLNAhVlCcAKHSUNCjkQjRwIBw&url=http://www.drop.ie/resources-and-links/&psig=AFQjCNFGPd03VwS72ttzrYxWvm6A0PrwCw&ust=1464705299911856

AECOM-Roughan & O’Donovan Alliance Brennanstown Road Traffic Management Scheme Consulting Engineers Dún Laoghaire-Rathdown County Council

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Brennanstown Road Traffic Management Scheme


Made: ....................................... Jane Hennaghan/Máire Daly

Checked: .................................. Johanne Browne/Barry Corrigan Approved: ................................ Joseph Seymour

Document No Revision Description Made Checked Approved Date

60482597 Environmental Report

JH/MD JB/BC May 2016 31/05/16


Rev 1 JH/MD JB/BC July 2016 29/07/16


Rev 2 JH/MD JB/BC August 2016

02/08/16


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TABLE OF CONTENTS

1. INTRODUCTION ................................................................................................ 1

2. BACKGROUND ................................................................................................. 3

3. PROJECT DESCRIPTION ................................................................................. 7

4. TRAFFIC .......................................................................................................... 10

4.1 Traffic Counts and Projections ........................................................................... 10

4.2 Potential Transportation Impacts........................................................................ 13

4.2.1 Journey Time .......................................................................................... 16

4.2.2 Queue Lengths ....................................................................................... 16

4.3 Conclusion ......................................................................................................... 18

5. ENIRONMENTAL ASSESSMENT ................................................................... 19

5.1 Study Methodology ............................................................................................ 19

5.2 Environmental Impact Assessment (EIA) Screening .......................................... 20

5.3 Appropriate Assessments .................................................................................. 21

6. HUMAN BEINGS .............................................................................................. 22

6.1 Introduction ........................................................................................................ 22

6.2 Methodology ...................................................................................................... 22

6.3 Existing Environment ......................................................................................... 22

6.4 Potential Impacts ............................................................................................... 23

6.5 Mitigation Measures ........................................................................................... 23

6.6 Residual Impacts ............................................................................................... 24

7. ECOLOGY ........................................................................................................ 25

7.1 Introduction ........................................................................................................ 25

7.2 Methodology ...................................................................................................... 25


7.4 Impact Predication ............................................................................................. 31

7.5 Mitigation of Impacts .......................................................................................... 32


8. NOISE & VIBRATION ...................................................................................... 34

8.1 Introduction ........................................................................................................ 34

8.2 Methodology ...................................................................................................... 34

8.3 Existing Environmental ...................................................................................... 34





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9. AIR QUALITY AND CLIMATE ......................................................................... 36

9.1 Introduction ........................................................................................................ 36

9.2 Methodology ...................................................................................................... 36

9.3 Existing Environmental ...................................................................................... 36




10. WATER, SOILS AND GEOLOGY .................................................................... 38

10.1 Introduction ........................................................................................................ 38

10.2 Methodology ...................................................................................................... 38





11. LANDSCAPE & VISUAL .................................................................................. 49

11.1 Introduction ........................................................................................................ 49

11.2 Methodology ...................................................................................................... 49





12. MATERIAL ASSESTS ...................................................................................... 51

12.1 Introduction ........................................................................................................ 51

12.2 Methodology ...................................................................................................... 51





13. CULTURAL HERITAGE ................................................................................... 53


13.2 Methodology ...................................................................................................... 53

13.3 Results of the Desktop Study and Field Study ................................................... 53

13.4 Impact Assessment and Mitigation Strategy ...................................................... 54

14. CONSTRUCTION OF THE SCHEME............................................................... 56

14.1 Impact of Construction Activities and Mitigation Measures ................................. 56 APPENDIX A Scheme Drawings APPENDIX B Cultural Heritage Report undertaken by Irish Archaeology

Consultancy Limited (IAC) APPENDIX C Appropriate Assessment


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1. INTRODUCTION This Environmental Report (ER) for the proposed Brennanstown Road Traffic Management Scheme is a report of the likely effects and significant impacts on the environment of the proposed road development. The ER, as presented, has been prepared by AECOM/Roughan & O’Donovan Alliance on behalf of Dún Laoghaire-Rathdown County Council (DLRCC) with input from specialist Architectural and Archaeological Consultant Faith Bailey of Irish Archaeological Consultancy (IAC). The Environmental Report assesses and determines the environmental impact on the improvement works and recommends mitigation measures where appropriate to minimise any impact. The aim of the project is to provide safe and attractive pedestrian facilities, with the redistribution of road space. The objectives of the scheme are:

To reduce traffic speeds and improve road safety;

To provide improved facilities for vulnerable road users;

To reduce through traffic; and

To facilitate the development of zoned lands.

In addition it is a requirement of the scheme to balance the need for traffic management against the desire to maintain the rural character of the area. This includes the mature trees along the route, the protected walls and the property boundaries.

This scheme was previously examined in 2007, with a number of options explored; however, the design was not developed beyond a conceptual stage, nor brought forward for Part 8 approval.

The objectives of this project are in line with current national, regional and local policies to promote sustainable transport and encourage greater levels of walking and cycling within our cities, towns and villages.

The study area is located along Brennanstown Road between the junctions of Bray Road/Johnstown Road and Glenamuck Road/Cornelscourt Hill Road/Brighton Road. It is approximately 1.9km long. The road is semi-rural in nature, with a large number of single residential units provided along its extent; however there are two large scale residential developments also provided along the route. Brennanstown Road is located between the N11 and M50 motorway, which leads to some rat running along the route.


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Figure 1.1: Location of proposed scheme

Currently a footpath is provided along one side of the road for the majority of the route; however, it terminates for a section of 170m due to road width restrictions. The footpath, in general, is narrow in width, approximately 1 – 1.5m throughout Brennanstown Road with the condition of the footpath varying from adequate to poor. In parts, the footpath is at the same level as the road, offering pedestrians no protection from passing vehicles. The speed limit on the road is 50km/h, with the majority of vehicles travelling below this speed. The road has an Annual Average Daily Traffic (AADT) of approximately 4,800 vehicles.

To improve connectivity through Brennanstown, and linking into future public transport facilities, one of the main features of the scheme is the provision of a continuous footpath on one side of Brennanstown Road. Due to the restricted road width, it was not feasible to provide dedicated cycle facilities throughout, and due to the distributor nature of the road, reducing the speed limit was also not feasible. The measures proposed will however improve the safety for vulnerable road users, while also providing a mechanism for reducing speeds and through traffic. It will also allow for development of lands in the area, which has been restricted due to the requirements to carry out a traffic management plan for the area for a number of years.

In order to facilitate the continuous footpath, it is necessary to provide a one-way shuttle system for a distance of 260m on a section of the route currently without any pedestrian facilities. This is located south of Lehaunstown Lane and east of the Egyptian Embassy. In addition, a number of other safety/traffic calming measures have been proposed along the route, such as raised tables at major residential developments and junctions, as well as a roundabout at the Lambourne Wood development. Due to land constraints, additional roundabouts have not been proposed, however should development lands become available, roundabouts have been considered as appropriate at a number of locations. In addition there will be new public lighting where the footpath has been relocated, new road signage, new road markings and improved sight distance at property entrances/exits.


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2. BACKGROUND In 2007, Dun Laoghaire Rathdown County Council commissioned consultants to carry out a review of Brennanstown Road and develop a traffic management scheme for the area. The scheme examined a number of scenarios, with the preferred option of a shuttle system emerging. The scheme was presented to the public in a non-statutory public consultation forum and was noted by the elected members at a council area meeting. Due to the collapse of the residential housing market, and general recession, lands previously available to the council became unavailable, while the money to progress the scheme was not available and the scheme was not progressed. Since then, development of lands in the area has been restricted due to the requirement to provide appropriate facilities for pedestrians, as well as the capacity of the road to carry future traffic. Developments in the area have been considered premature until a traffic management scheme of the full length of Brennanstown Road is carried out.

This section addresses the planning context of the proposed road scheme. In terms of planning, the strategic and national need for the scheme is supported within a broad range of national, regional and local policy documents.

National and Regional Policy Design Manual for Urban Roads and Streets (DMURS) DMURS provides guidance relating to the design of urban roads and streets. The Manual seeks to address street design within urban areas (i.e. cities, towns and villages). It sets out an integrated design approach. What this means is that the design must be:

Influenced by the type of place in which the street is located, and

Balance the needs of all users.

DMURS reorders the design priorities and requires designers to consider the needs of pedestrians first, then cyclists, public transport and finally private motor vehicles, when designing schemes within an urban environment.

Smarter Travel, a Sustainable Transport Future, A New Transport Policy for Ireland 2009-2020 Smarter Travel, A Sustainable Transport Future, (2009) is the transport policy for Ireland for the period 2009-2020. The policy focuses particularly on how existing unsustainable transport and travel patterns experienced in Ireland might be tackled. It recognises the vital importance of continued investment in transport to ensure an efficient economy and continued social development. It also sets out necessary steps to ensure that people choose more sustainable transport modes such as walking, cycling and public transport. It sets out five key goals:

To reduce overall travel demand;

To maximise the efficiency of the transport network;


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To reduce reliance on fossil fuels;

To reduce transport emissions; and

To improve accessibility to transport.

The document details a range of ‘Actions’ in relation to the integration of land use planning and transport policy. It is recognised that this cannot be achieved solely in relation to new development and the significance of retrofitting is highlighted: ‘We will require local authorities to prepare plans to retrofit areas towards creating sustainable neighbourhoods so that walking and cycling can be the best options for local trips, for example to reach local facilities such as shops and schools’.

The document includes a vision to create a strong cycling culture in Ireland and ensure that all cities, towns and villages will be cycling-friendly and that cycling will be a preferred way to get about, especially for short trips. There is also a commitment to creating a culture in Ireland that encourages people to walk as a matter of routine.

Greater Dublin Area Transport Strategy 2016-2035 (DRAFT) The GDA Transport Strategy 2016-2035 sets out the objectives and proposals in relation to how transport should evolve over that period in order to ensure that the Greater Dublin region continues to meet the needs of its citizens. As well as proposed infrastructure works it also sets out objectives to improve the attractiveness of walking and cycling and to increase availability and usage of public transport.

Local Policy Dun Laoghaire-Rathdown County Development Plan (2016 - 2022)

The Dun Laoghaire-Rathdown County Development Plan sets out various policies for the continuing sustainable development of the County for the period 2016 to 2022. The document covers overall strategies for Community, Built Heritage, Green County, Infrastructure and Employment as well as localised specific objectives throughout the County.

With reference to Brennanstown Road, the document outlines under Policy ST25: Roads the necessity to preserve the existing character of Brennanstown Road whilst undertaking a Traffic Management Scheme that will:

Reduce traffic speeds and improve road safety;

Provide improved facilities for vulnerable road users;

Reduce through traffic; and

Facilitate the development of zoned lands.

With reference to development along Brennanstown Road, it is a specific objective of the Council:

‘To limit development along Brennanstown Road to minor domestic infills and extensions until a Traffic Management Scheme for the area has been completed and its recommendations implemented.’


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Cherrywood SDZ / Cherrywood Planning Scheme Cherrywood Strategic Development Zone (SDZ) is located in the administrative area of Dun Laoghaire-Rathdown and covers lands of approximately 360 Hectares. This area has been recognised as having major potential in terms of residential and employment development. Part of the SDZ lands border with Brennanstown Road and there is the potential for future development through traffic to use Brennanstown Road.

However, the Cherrywood SDZ planning scheme document specifically highlights that Brennanstown Road “cannot be upgraded to provide adequate access to Cherrywood without seriously undermining the environmental quality of the area.” It is proposed that limited access would be provided, however Brennanstown Road would not be a main access point to the lands at Cherrywood. Figure 2.1 below shows the indicative access. The Cherrywood Planning Scheme indicates that if a secondary access is required onto Brennanstown Road to serve a limited number of units, it will be contingent on traffic calming.

Figure 2.1: Cherrywood SDZ lands and indicative access from Brennanstown Road

In addition to this, the SDZ acknowledges that Lehaunstown Lane is not an appropriate road for use by the traffic generated by the development of Cherrywood. This positively limits the volume of additional traffic to be added to Brennanstown Road. In the Pedestrian and Cycle Movement Strategy, Lehaunstown Lane is identified as providing a green route connection across the Carrickmines River to Brennanstown.

The future road strategy for the areas sets out the potential to provide an additional access onto the N11 at Cabinteely, which will help protect the village of Cabinteely and the character of Brennanstown Road.


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Planning Process The planning for the proposed scheme is undertaken in accordance with the legislative requirement under Section 179 of the Planning & Development Act, 2000 as amended. The proposed development is included in the class of development permitted under Part 8 of the Planning and Development Regulations 2001 as amended. Under the Part 8 process, the Local Authority is required to make details of the proposed development available for public inspection and to prepare a report in relation to the proposal which can include an Environmental Impact Statement or Report. This Environmental Report is therefore prepared to satisfy these requirements. The assessment detailed herein, contains information on the potential environmental impacts of the proposed development.


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3. PROJECT DESCRIPTION

This chapter presents an overview of the proposed scheme. The scheme covers the entire length of Brennanstown Road, located between the junctions of Bray Road/Johnstown Road and Glenamuck Road/Brighton Road/Cornelscourt Hill Road.

The aim of this project is “To reduce traffic speeds and improve road safety; to provide improved facilities for vulnerable road users; to reduce through traffic; and to facilitate the development of zoned lands”. In addition there is a requirement to maintain the sylvan nature of the area by retaining existing trees, hedging and boundaries.

Alternative Options Considered As part of a previous scheme review undertaken in 2007, a number of options were considered, including:

Shuttle Option;

One – way system southbound/westbound;

One – way system eastbound/northbound; and

Cul – de – sac on Brennanstown Road.

The original preferred scheme was a one – way system, however, following non-statutory public consultation, the shuttle system option was determined as the preferred option. The scheme did not progress to Part 8 planning at the time and has not progressed since.

As part of the current review of options, each of the options noted above were considered for a second time. Taking into consideration the previous public consultation feedback, the preferred scheme option for a signalised shuttle system was selected.

Proposed Scheme The proposed scheme covers the length of Brennanstown Road. Drawings of the proposed scheme are contained within Appendix A.

The existing road width varies between 4.5 – 6m. It is proposed to provide a standard road width of 5.5m where possible, as recommended in the DMURS standards for local streets. However, this will not be possible at some locations due to lack of road space and the existing road width (as low as 4.5m) will have to be maintained. A footpath will be provided over the entire length of the scheme.

It is proposed to provide a number of traffic calming measures, including raised tables and a roundabout. Overall, the scheme will provide a general upgrade of pedestrian facilities including dropped kerbs and tactile paving. In addition, a shuttle system will be provided between Lehaunstown Lane and the Egyptian Embassy. This will consist of a traffic light system allowing one-way running over a distance of 260m.

A similar system is located in Kildare Town. This shuttle, operated by Kildare County Council, runs over a railway bridge, of similar length to the proposed Brennanstown Road scheme. The shuttle in Kildare does not allow for visibility of either set of lights and operates on a short minimum green time, with an AADT of approximately 5000 vehicles per day, similar to flows on Brennanstown Road. The scheme was installed


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to provide a footpath link over the railway bridge. Included within the shuttle is a residential property, operated by a push button to call up a traffic signal, as well as a small residential road (with approximately 5 houses) operated on demand by loops.

It is noted that there will be three residential houses located within the shuttle system on Brennanstown Road. These residential units will be provided with traffic signals on exiting their properties and will operate in a similar manner to the Kildare system.

The carriageway width through the shuttle system will be 3.25m. A shared pedestrian/cycle path will be provided on the southern side of the shuttle. This varies in width, but is generally between 2.25 – 3m. Travelling southbound from the Brennanstown Road/Bray Road junction, a new footpath will be provided on the eastern side of the road, relocated from its existing position on the western side of the road. The footpath will remain on this side through the 90o bend south of Lehaunstown Lane. Beyond Lehaunstown Lane, where there is currently no footpath provision, a new shared pedestrian/cycle path will be provided on the southern side of the road through the length of the shuttle system. Travelling westbound from the shuttle, pedestrians will be provided with a crossing facility to the existing footpath on the northern side of the road. These facilities will be upgraded as part of the scheme, with new surfaces and kerbing where required and space permits.

Due to the road width constraints, dedicated cycle facilities have not been provided. It is proposed that the westbound cyclists will travel on road through the shuttle system, which is downhill, and will allow the cyclist to travel at an appropriate speed to travel with vehicles. For eastbound cyclists, due to the uphill topography, cyclists will be directed to travel on the shared surface. This will allow a more comfortable cycle for cyclists, while not delaying traffic.

A 3.5T HGV weight restriction ban is proposed as part of the scheme; however, this will be subject to statutory approvals outside the scope of this project.

A number of additional infrastructural measures will be implemented along Brennanstown Road, these include:

Ramp either side and on approach to the shuttle system, proposed in order to

slow vehicle speeds before entering the shuttle system.

Raised table at the following junctions:

- Brennanstown Road/Carraig Glen Junction

- Brennanstown Road/Lehaunstown Lane Junction

- Brennanstown Road/ Barrington Towers Junction

- Brennanstown Road/Brennanstown Vale Junction

- Brennanstown Road/Carrickmines Wood Junction

Roundabout at the Brennanstown Road/Lambourne Wood Junction

It is proposed that the provision of the consistently narrow road carriageway, as well as raised tables and roundabout features, and new footpaths, with standard height kerbs (current kerb heights are very low to non-existent in parts) will result in speeds being below the current speeds in the area.

In addition, further roundabout features have been considered as part of potential development of lands along the route. This includes at the location of Barrington Towers and potential lands to the north of this site, as well as at Lehaunstown Lane. While these features are currently not feasible due to land constraints, they may be possible with consent from developers and will be development led features.


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Appropriate drainage features will be provided where new kerbs, raised tables and roundabouts are proposed. Public lighting will be upgraded and relocated where the footpath has been relocated. As part of the works, three young trees will be removed on the northern side of the Lehaunstown Lane junction. All other trees will be maintained, as well as the hedgerow/vegetation along the route.


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4. TRAFFIC

This section of the report details the traffic surveys carried out and summarises the main results of the traffic analysis carried out. The analysis for this report includes a comparison between the base scenario with existing traffic volumes and the proposed shuttle option scenario with existing traffic volumes. This will give an insight into the operation of the proposed shuttle system and will identify the level of delay that this option will have on the road network.

4.1 Traffic Counts and Projections

Traffic volumes along Brennanstown Road are low in general, with an AADT of 4,800 vehicles. In the AM peak hour, Brennanstown Road has a relatively low traffic flow travelling in either direction, between 150 – 230 vehicles. There are similar levels of traffic flow in the PM peak hour with an average flow of between 120 – 220 vehicles in either direction.

Traffic surveys were commissioned as part of this assessment in order to inform the development, calibration and validation of a micro simulation traffic model, which was developed to assess base and future conditions of the study area network. The surveys undertaken were as follows:

Junction Turning Counts (JTCs)

Journey Time Surveys

Origin – Destination Surveys

Figure 4.1 below summaries the results of the AM peak period JTC’s carried out, while Figure 4.2 shows the PM peak period flows. The peak periods were found to be 8am-9am and 5pm-6pm respectively.


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Figure 4.1: Results of the AM peak period

A

270 306 184 140 135

91

A 123 111 B C 147 164 B A 241 166 B D 100 41

187 224 81 150 147 141 40 63 B18

197 179 149 127 79 95 52

C C

A189 5

A 6

259 72 4

188

118 226 1

C298 104

C

A A368 9 23 165 3

22 62

60 D 0

20 0

377 83 0 BC 0

7 162 0

C

A

175 15

12

A 4

9 415 14 65 8

151 4

C

10 30 C 25 1 B C 159 186 AD 33 191 B 160 197 9 1

108 46

118 363 138 14 3

C

B

A

C

B

B

B

B

A

AM Peak (8-9am)

1

2

3

4

567

Brennanstown Road

Cornelscourt Hill Road

Carraig Glen

Nursing & Garden Centre

Lambourne Wood

Lehaunstown Road

Brennanstown Vale

Carrickmines Wood

Glenamuck Road

Brighton Road

Johnstown Road

Park Drive

Sycamore Drive

123Bray Road

Cabinteely Bypass

Glen Drive

Bray Road

Brennanstown Road

Gort na Mona Drive

Kerrymount Green

Hainault Road

Kerrymount Avenue

Bray Road

4

5


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Figure 4.2: Results of PM peak period

A

260 136 85 106 38

151

A 175 202 B C 300 118 B A 140 197 B D 37 129

178 201 99 163 94 70 55 64 B71

179 175 80 52 29 120 15

C C

A222 6

A 9 B293 60 5

47

81 150 4

C294 97

C

A A371 4 31 194 0

3 16

15 D 0

9 2

397 28 0 BC 1

17 136 0

C

A

193 9

4

A 3

16 385 33 25 4

151 5

C

20 20 C 53 4 B C 163 199 AD 57 33 B 176 219 15 1

127 188

24 4

98 355 143

C

BA

A

C

B

B

B

PM Peak (5-6pm)

1

2

3

4

567

Brennanstown Road

Brennanstown RoadCarraig Glen

Nursing & Garden Centre

Lambourne Wood

Brennanstown Vale

Carrickmines Wood

Glenamuck Road

Brighton Road

Johnstown Road

Lehaunstown Road


Park Drive

Sycamore Drive

123Bray Road

Cabinteely Bypass

Glen Drive

Bray Road

Gort na Mona Drive

Kerrymount Green

Hainault Road

Kerrymount Avenue

Bray Road

4

5


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The objectives of the scheme include allowing for development of lands along Brennanstown Road, which has been restricted until such a time as a traffic management scheme is put in place; however it is also an objective to reduce through traffic on the route. It is considered that the scheme proposed will act as a deterrent for through traffic, while still allowing for a level of development in the area. Some preliminary analysis has been carried out to assess the impacts of development traffic in the area. It is anticipated that in the region of 700-1000 residential units could be accommodated, however future development in the area is subject to the planning process and appropriate traffic analysis for each scheme will be required to achieve the relevant planning approvals.

Two traffic scenarios, as discussed above, have been assessed for this report; these are: 1. Base scenario with existing traffic conditions 2. Proposed shuttle option with existing traffic conditions

The results of this assessment are outlined below.

4.2 Potential Transportation Impacts

Existing Situation At present, footpath conditions along Brennanstown Road are sub-standard. The width of footpath is generally 1-1.5m, however, it narrows further in certain locations. There is also a section of 170m along the road where there is no allocation of footpath.

There are no dedicated cycle facilities along Brennanstown Road due to width restrictions along the road. Currently, there are no buses that serve the Brennanstown Road.

Impact for Pedestrians Within the scheme, it is proposed to provide a footpath over the entire length of Brennanstown Road, with an approximate width of 1.5m along its length. Where the original footpath was missing, it is proposed to provide a shared footpath/cycle path facility. It is also proposed to relocate the existing footpath from the junction of Bray Road/Johnstown Road from the western side of the road to the eastern side of the road. This will benefit the visibility of vehicles exiting their properties. This will continue down to the shared pedestrian/cycle facility at the shuttle system. The footpath is proposed to serve more of the single residential units, located on the eastern side of the road, with crossing facilities provided from the large residential development on the western side of the road, Lambourne Wood. From the proposed shuttle system to the junction of Glenamuck Road/Cornelscourt Hill Road the footpath will remain on the existing (northern) side of the road, with upgrades to the surface and kerbing provided where necessary.

The proposed scheme will have a positive impact on pedestrians as a result of the improvements being made.


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Impact for Cyclists In general there are no dedicated cycle facilities proposed for cyclists along Brennanstown Road. It is proposed that cyclists will be accommodated on road through the study area. However, at the location of the proposed shuttle system, cyclists travelling up hill, in a westbound direction, will be accommodated on an off-road shared pedestrian/cycle path. Cyclists travelling eastbound, and downhill, will be able to travel at an appropriate speed to use the shuttle system, and therefore will be accommodated on road.

With reduced speed measures in place, cyclists will be positively impacted as a result of this scheme.

Impact for HGV’s It is proposed to implement a HGV ban on Brennanstown Road. This ban will be subject to further approval outside the scope of this project. There are currently signs located on the Glenamuck Road end of the route indicating a ban; however with no prior warning, and no by-laws to back up the signage, these are not enforceable. The proposed ban will restrict vehicles exceeding the 3.5T weight limit from travelling through Brennanstown Road. Access will be permitted for delivery and refuse collection. Gritting vehicles will not be impacted by the ban. Alternative routes are available for HGVs, including use of the M50/N11 and the R842 (Cornelscourt Hill Road).

The HGV ban will have a negative impact on these users; however alternative routes are available on more appropriate routes.

Construction Impacts Temporary traffic management will be required during the construction phase of the scheme. It is envisaged that a Stop/Go one-way shuttle system will be enforced for the majority of sections of works. This will be designed and implemented in accordance with Chapter 8 of the Traffic Signs Manual. For works at the proposed shuttle system, a full road closure and temporary detour may be required. This is due to the restricted carriageway width as well as the close location and condition of the boundary walls along this section. Further details of the potential impacts are provided in the sections that follow.

Impact for Drivers As noted above, two scenarios have been tested to assess the possible impact on drivers with the provision of the scheme. A VISSIM model of the base scenario was set up to assess the impacts of the proposed scheme on the local area. Figure 4.3 below shows the extent of the network. LinSig was used to generate trip matrices for the peak periods. These matrices were used to calibrate and validate the VISSIM model.

The proposed HGV ban was implemented into the VISSIM model for the proposed scheme.


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Figure 4.3: Extent of the network

As noted above, two scenarios were developed in order to assess the impact that the proposed shuttle system will have on vehicles through the road network.

A summary of the analysis for the base year scenario as well as the shuttle option scenario is presented below. The results below represent the traffic impact with a minimum green time of eight seconds and a maximum of 15 seconds. This could be increased to a minimum of 12 seconds green time and maximum of 20 seconds, which, while extending the cycle time of the shuttle system, would result in an overall reduction in journey time for vehicles on Brennanstown Road. This is due primarily to the diversion of vehicles from Brennanstown to Cornelscourt Hill Road and Bray Road to avoid the shuttle system.

A number of key outputs were examined as part of the analysis of impacts to motorists due to the construction of the proposed traffic management scheme, including journey time and queue length analysis of various junctions. It should be noted that for analysis of the key junctions of Brennanstown Road/Bray Road/Johnstown Road junction and the Brennanstown Road/Glenamuck Road junction, signals were optimised at these junctions for the proposed shuttle option scenario.


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4.2.1 Journey Time

The journey time results for motorists travelling from the Glenamuck Road junction through Brennanstown to the Bray Road junction are presented below in Table 4.1.

Table 4.1: Journey Time Results

Journey Travel Time Increase from Existing Base

Scenario

Scenario South/Westbound East/Northbound South/Westbound East/Northbound

Existing Scenario 00:03:21 00:03:33 N/A N/A

Shuttle Option - Base Traffic (Optimised Signals)

00:04:30 00:04:44 00:01:08 00:01:11

As can be seen, the provision of the shuttle system will see an increased journey time of just over one minute in each direction, increasing from approximately three and a half minutes to four and a half minutes.

This journey time is comparable to journey times on Cornelscourt Hill Road, which may encourage the diversion of motorists off Brennanstown Road and remove an element of rat running. There is the possibility of motorists diverting onto The Park residential estate. This will have to be reviewed and possible traffic management put in place to discourage the movement if it is found that this becomes an issue.

4.2.2 Queue Lengths

Queue lengths were assessed at the following locations for both scenarios:

1. Brennanstown Road/Bray Road/ Johnstown Road Junction

2. Brennanstown Road/Glenamuck Road Junction/Brighton Road

3. Shuttle System – Westbound & Eastbound

1. Brennanstown Road/Bray Road/ Johnstown Road Junction

The optimisation of signal times can significantly improve the operation of this junction. It is noted that the critical arm is Johnstown Road, which links to the N11, and the queuing on this arm has not been significantly impacted upon by the changes to the staging. Results of the analysis are shown below in Table 4.2.

Figure 4.4: Queue Length Locations

(Source: Google Maps)


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Table 4.2: Average Queue Length Analysis Brennanstown Road/Bray Road/Johnstown Road (metres)

The results show that with the optimisation of the staging and signals at this junction, the queue lengths have reduced on both the Brennanstown Road arm and the Bray Road (West) arm. The Johnstown Road arm and the Bray Road (East) arm have remained relatively unchanged. The Bray Road (West) arm has reduced from an average queue of 79m, approximately 13 vehicles, down to 23m, approximately 4 vehicles, while the Brennanstown Road arm has reduced from 21m, approximately 4 vehicles, down to 13m, approximately 2 vehicles. It should be noted that without optimisation of the signals at this junction, the shuttle option did show an increase in traffic queueing on the Bray Road (West) arm. This is due to traffic diverting from Brennanstown Road onto Cornelscourt Hill Road, travelling to the N11 in the AM peak hour.

2. Brennanstown Road/Glenamuck Road/Brighton Road Junction

Again, as above, the signals were optimised from their existing timings to assess the potential improvements that could be made. As can be seen in Table 4.3 below, there is minimal change to Brennanstown Road and Cornelscourt Hill Road, however a change is seen on Glenamuck Road, a busy link from the M50, with average queue lengths reducing. The effect of this however is seen on Brighton Road, with the average queue length increasing from 12m (2/3 vehicles) to 38m (7/8 vehicles).

Table 4.3: Average Queue Length Analysis Brennanstown Road/Glenamuck Road (metres) Brennanstown Road/Glenamuck

Road Junction Brennanstown Road

Glenamuck Road

Brighton Road


Existing Scenario 16 68 12 77


14 33 38 75

Brennanstown Road/Bray Road Junction

Johnstown Road

Bray Road (East Arm)

Brennanstown Road

Bray Road (West Arm)

Existing Scenario 17 7 21 79


16 7 13 23

Figure 4.5: Queue Length Locations (Map Source: Google Maps)


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3. Shuttle System – Westbound & Eastbound

The following section highlights queuing at the shuttle system. As can be seen in Table 4.4, with the proposed shuttle in place and with existing traffic volumes, average queueing at the shuttle is approximately 2 – 3 vehicles at each end of the shuttle.

Table 4.4: Shuttle System Average Queue Length (metres)

Queue Lengths Shuttle System - Westbound

Shuttle System - Eastbound

Existing Scenario N/A N/A

Shuttle Option - Base Traffic (Optimised Signals) 10 14

In the event that the lands within the Cherrywood SDZ, that abuts the proposed shuttle system, are developed in the future, there may be potential to include for an off road footpath and cycle way within the developed lands. This could create the possibility of shortening the length of the shuttle system.

4.3 Proposed Development

An objective of the scheme is to allow for development in the area. Each planning application will be subject to the planning process requirements of Dun Laoghaire Rathdown County Council.

Preliminary analysis was carried out on the existing traffic situation, which suggested that development in the region of 700-1000 residential units could be accommodated on the Brennanstown Road following the provision of the scheme. This does not take into consideration developments outside of the immediate area.

4.4 Conclusion

The proposed scheme will have minimal impact on the traffic volumes in the area. The scheme will act as a natural deterrent for rat running, due to the delay imposed with the shuttle system, and will allow for the development of lands in the area; this will be subject, however, to further assessment requirements within the planning application system of DLRCC.

Figure 4.6: Queue Length Locations (Map Source: Google Maps)


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5. ENIRONMENTAL ASSESSMENT

5.1 Study Methodology

The following sections of this report identify the potential environmental impacts arising from the proposed development and outlines mitigation measures where required. Desktop and field surveys were carried out by environmental specialists within and surrounding the proposed scheme location. The EIA screening process found that the proposed development did not trigger a mandatory EIA, however it was recommended that an Environmental Report be prepared which outlines the environmental considerations and that it be submitted in support of the Part 8 planning process. In this regard the following areas have been assessed and considered:

Traffic (discussed in Section 4 above);

Human Beings;

Ecology;

Noise and Vibration;

Air Quality and Climate;

Water, Soils and Geology;

Landscape and Visual Impact;

Material Assets; and

Cultural Heritage.

Each of the above topics is discussed in detail in each of the relevant sections of this report.

In order to assess the impacts of the road scheme on the various environmental topics listed above, the following impact categories have been used which were sourced from: Guidelines on the Information to be contained in Environmental Impact Statements 2002. There are three main types of impact identified in this guidance; positive, negative and neutral which are identified as follows:

Positive Impact: A change which improves the quality of the environment.

Neutral Impact: A change which does not affect the quality of the

environment.

Negative Impact: A change which reduces the quality of the environment.

In order to determine the significance of impact the following impact classes are used:


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Table 5.1: Classification of Impacts

Significance of Impact Definition

Imperceptible Impact An impact capable of measurement but without noticeable consequences.

Slight Impact

An impact which causes noticeable changes in the character of the environment without affecting its sensitivities.

Moderate Impact

An impact that alters the character of the environment in a manner that is consistent with existing and emerging trends.

Significant Impact An impact which, by its character, magnitude, duration or intensity alters a sensitive aspect of the environment.

Profound Impact An impact which obliterates sensitive characteristics

Table 5.2: Duration of Impacts

Significance of Impact Definition

Short-term Impact Impact lasting one to seven years

Medium-term Impact Impact lasting seven to fifteen years

Long-term Impact Impact lasting fifteen to sixty years

Permanent Impact Impact lasting over sixty years

Temporary Impact Impact lasting for one year or less

This Environmental Report will ensure that any significant impacts are identified and sensitive environmental receptors are considered and appropriate mitigation are applied and included in the design where necessary.

5.2 Environmental Impact Assessment (EIA) Screening

The legal requirements for EIA of a road development are set out in the Roads Acts (1993 - 2015) and by the following regulations and directives made under the European Communities Act (1972):

European Communities (EIA) (Amendment) Regulations 1989 – 2001;

European Communities (Birds and Natural Habitats) Regulations 2011 (S.I.

477/2011); and

European Communities Directives 85/337/EC, 97/11/EC, 2003/35/EC and

2009/31/EC, now codified in Directive 2011/92/EU of 13 December 2011.

Directive 2011/92/EU was amended in 2014 by Directive 2014/52/EU. This Directive has not yet been transposed into Irish law but regard has been had to its requirements in this report.

Section 50 of the Roads Act (1993, as amended), as inserted by Regulation 20 of the European Communities (EIA) Regulations 1989 and amended by Regulation 14 of the European Communities (EIA) (Amendment) Regulations 1999 and as amended by Section 9 of the Roads Act (2007) and Regulation 56 of the European Communities (Birds and Natural Habitats) Regulations, 2011, sets out provisions for the preparation of an Environmental Impact Statement (EIS) by a Road Authority. All Roads projects can be placed into one of two categories:

Those that exceed the thresholds laid down and therefore have a mandatory

requirement to prepare an EIS; and

Those projects that are sub-threshold and must be assessed on a case-by-

case basis to determine whether or not they are likely to have significant

effects on the environment.

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32014L0052


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The proposed development is identified as sub-threshold in relation to the Roads Act. Having regard to the requirements as set out under Section 50 of the Roads Act 1993 (as amended) in relation to sub-threshold developments it is not considered that the proposed development is likely to give rise to significant environmental impact due to the nature of the development or its scale and magnitude of its impact, therefore an EIA is not required.

5.3 Appropriate Assessments

A separate Screening for Appropriate Assessment has been undertaken by a qualified ecologist (under the requirements of the Habitats Directive (1992/43/EEC) to assess any possible likely significant effects that the project may have on Natura 2000 designated sites within proximity to the project area. In summary no likely significant effects were identified and the details of this assessment are contained under a separate cover. The Local Authority as the Competent Authority in this case will make a determination on this conclusion. The Appropriate Assessment is attached as Appendix C.


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6. HUMAN BEINGS

6.1 Introduction

The purpose of this section of the ER is to identify the likely significant impacts as they might affect users of the proposed development and local people.

6.2 Methodology

The methodology utilised in this assessment was based on the guidelines and recommendations contained in the EPA Guidance (Advice Notes on Current Practice in the preparation of Environmental Impact Statements 2003 and Guidelines on the Information to be contained in the Environmental Impact Statements 2002) and included a desktop assessment in order to gain an understanding of the existing land use pattern and location of the resident and working communities including making reference to aerial mapping and Census Data. For the purposes of this assessment potential impacts have been broken into construction and operational impacts which can be summarised in the following categories: Construction impacts

Impacts on human beings during the construction phase that are potentially relevant include:

Impacts due to construction traffic on journey or general amenity;

Impacts on environmental and residential amenity;

Purchases of local materials and services;

Construction employment and local expenditure by construction workers.

Operational Phase

Impacts during the operational phase fall into the following key categories:

Journey characteristics: An assessment of potential impacts on local journey

time, journey time reliability (i.e. the assurance of completing a journey within

a predictable time range) and travel patterns including connectivity;

Community severance: An assessment of potential impacts with regard to any

severance from community facilities, particularly those used by older people,

children or other sensitive or vulnerable groups. The category includes both

new severance and relief from existing severance;

Amenity: This category includes journey amenity arising from the exposure of

pedestrians and cyclists to traffic (due to proximity, safety, noise, dirt, poor air

quality) as well as impacts for all road users arising from factors such as

visual intrusion and congestion. In addition, impacts on general amenity are

addressed where amenities and residential quality of life are affected;

Economic impacts: an evaluation of the proposed road development in the

context of economic development and employment.

6.3 Existing Environment

The majority of lands adjacent to Brennanstown Road fall into Land Zoning Objective A under the Dún Laoghaire - Rathdown County Council Development Plan 2016 – 2022 which states “To protect and/or improve residential amenity.” The lands contained within Cabinteely Park and adjacent to Cabinteely Stream fall under


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Objective F “To preserve and provide for open space with ancillary active recreational amenities”. Population statistics for the Electoral Divisions surrounding the location of the proposed development were acquired from Central Statistic Office 2011 Census database. The proposed development falls within two Electoral Division boundaries; Foxrock-Carrickmines and Cabinteely-Loughlinstown. A summary of population statistics for these Electoral Division’s is given in Table 6.1 below. Table 6.1: Total Population by Electoral Division (CSO, 2011)

Electoral Division (ED) Total Population (2011 Census)

Foxrock-Carrickmines 6,088

Cabinteely-Loughlinstown 3,806

The proposed development could possibly therefore directly influence the 9,894 persons living within the immediate vicinity. It must be noted that it is likely that a larger population will be affected when residents of surrounding Electoral Division’s are considered who use the roadway as a through route and also visiting populations who use the road occasionally.

6.4 Potential Impacts

The most significant impact of the proposed development on human beings will occur during the construction phase. Construction works including associated traffic management/diversions and construction related traffic may impact negatively on journey times and general amenity for local residents. The primary impact will relate to alterations in the operation of Brennanstown Road leading to delays and disruption and potentially increased journey times. Temporary noise and dust associated with construction activities may impact local resident’s existing environmental and residential amenity. There are also potential positive impacts during the construction phase including; increased construction employment, local expenditure by construction workers and the purchases of local materials and services by the main or sub-contractors. All of these impacts are temporary or short-term and are considered to be a slight impact.

The operational phase of the proposed development will result in a moderate to significant change in the operation of Brennanstown Road. It is anticipated that there is the potential for an initial reduction in traffic volumes due to removal of rat running and also the removal of HGV’s. These initial reductions in traffic volumes and HGV’s will have a positive impact on journey amenity, environmental and residential amenity for local residents. The introduction of a signalised shuttle system will potentially increase journey times for local residents however this is balanced by the increased safety provided for walkers and cyclists through the provision of improved surfaces and a reduction in HGV traffic.

6.5 Mitigation Measures

The following construction phase mitigation measures shall be put in place:

During the construction phase local access shall be maintained at all times

except on a very temporary basis for certain activities such as the laying of

pavement.


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The contractor shall put in place a comprehensive Traffic Management Plan

which shall include temporary signage and electronic advance signage where

required.

All local residents, business and property owners will be advised in advance

of any necessary diversions.

6.6 Residual Impacts

Potential short term negative impacts on human beings are mitigated through the use of appropriate construction management and mitigation measures. The operational phase of the proposed development will not result in negative residual impacts to the residential, working and visiting population. The delivery of the road improvement works will provide a significant positive impact in relation to safety, cyclist and pedestrian amenity and motorists.


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7. ECOLOGY

7.1 Introduction

This chapter of the ER assesses the ecological impacts associated with the proposed development and details any likely significant effects that may result on the flora and fauna of the scheme area and its surrounds.

7.2 Methodology

Desktop Study and Survey of Scheme area

A desktop study was carried out to collate information on the ecology of the area that will potentially be impacted by the proposed scheme. Information on species listed on Annex II of Council Directive 92/43/EEC (the Habitats Directive) and in the Wildlife Acts, 1976–2012, as well as birds listed on Annex I of Directive 79/409/EEC (the Birds Directive), was sourced online from the National Biodiversity Data Centre (NBDC) map viewer. The National Parks & Wildlife Service (NPWS) website was consulted for information relating to designations of habitats and species of conservation importance that may be affected by the scheme. The site was visited on 29th April 2016 to survey and map the habitats present using the habitat survey and mapping techniques described by Smith et al. (2011) and described using the Fossitt (2000) habitat classification system.


Designated Sites Sites of International Importance

Special Areas of Conservation (SACs) are habitats of international significance that have been identified by the National Parks and Wildlife Service (NPWS) and submitted for designation to the European Commission. The designation has its basis in the Habitats Directive, as transposed into Irish law by the European Communities (Birds and Natural Habitats) Regulations 2011 (SI No. 477/2011). Special Protection Areas (SPAs) are sites designated under the Birds Directive. The primary objective of SPAs is to maintain or enhance the favourable conservation status of the bird species for which they have been designated. SACs and SPAs are collectively known as Natura 2000 sites. The main implication of these designations is that any project likely to have a significant adverse effect on the integrity of such a site cannot be granted consent save for where “imperative reasons of overriding public interest” exist. Due to the limited nature of works involved for the scheme a 2km zone of impact was considered sufficient for examining any likely significant effects on Natura 2000 sites. No designated sites were identified within the 2 km zone of impact. There are four Natura 2000 sites within 5 km of the Scheme, namely:

South Dublin Bay SAC [000210];

South Dublin Bay and River Tolka Estuary SPA [004024];

Rockabill to Dalkey Island SAC [003000]; and,

Dalkey Islands SPA [004172].

The location of these Natura 2000 sites in relation to the Scheme, its likely zone of impact and 5 km buffer can be seen in Figure 7.1.


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Sites of National Importance

Proposed Natural Heritage Areas (pNHAs) are sites of interest to wildlife that have been identified by the NPWS. These sites become Natural Heritage Areas (NHAs) once they have been formally advertised and land-owners have been notified of their designation. Under the Wildlife (Amendment) Act, 2000, NHAs are subject to protection from the date that they are formally proposed. All (p)NHAs are considered to be of national importance and consultation must be sought with the NPWS in the case of any plan or project deemed likely to have significant impacts on a (p)NHA. There are six pNHAs (and no NHAs) within 5 km of the Scheme, namely:

Loughlinstown Woods pNHA [001211];

Dalkey Coastal Zone and Killiney Hill pNHA [001206];

Dingle Glen pNHA [001207];

South Dublin Bay pNHA [000210];

Fitzsimons Wood pNHA [001753]; and,

Ballybetagh Bog pNHA [001202].

The location of these pNHAs in relation to the Scheme, its likely zone of impact and 5 km buffer can be seen in Figure 7.1


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Figure 7.1: Location of the Project and its likely zone of impact in relation to Natura 2000 and other designated sites.


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Receiving Environment

Habitats The existing Brennanstown Road with its footpaths and any other paved surfaces, as well as adjoining roads and buildings adjacent to the road were classified as buildings and artificial surfaces (BL3). Starting from the western end of the scheme, the following Fossitt (2000) habitats were recorded along the route:

At the junction with Claremont Road/Cornelscourt Hill Road, Brighton Road

and Glenamuck Road North, amenity grassland (improved) (GA2) was found

with one flower bed (BC4) on the north-eastern corner.

Continuing towards the entrance to Carrickmines Wood, a broken treeline

(WL2) and hedgerow (WL1) are present on the left-hand side (northern side)

of the road, with a lawn (GA2) at the corner of the entrance to the housing

estate. The right-hand side (southern side) is dominated by walls (BL3) of

private residences, with a stone wall (BL1) opposite the entrance to

Carrickmines Wood. Some GA2 and a flower bed (BC4) are also present

along the right-hand side of the road. See Plate 7.1.

Plate 7.1: View east from the entrance to Carrickmines Wood

Past the entrance to Carrickmines Wood, GA2 is present on both sides of the

road with a wall (BL3) on the left and a manicured hedgerow (WL1) on the

right. Until the entrance to “Glen na Carraig”, the road is lined on the left-hand

side by a fence with an area of scrub (WS1) behind and on the right-hand side

by a hedgerow (WL1) with isolated trees. See Plate 7.2.


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Plate 7.2: View of road looking west - Scrub (WS1) behind the fence on the northern side of Brennanstown Road

Continuing to the point at which Brennanstown Road turns north, the road is

bordered on both sides by hedgerows (WL1), treelines (WL2) and walls (BL3),

occasionally broken by the entrances to properties.

From here to the Lehaunstown Road junction, the road is bordered on the

right-hand side by buildings and high walls (BL3) and on the left-hand side by

a railing and later a high wall (BL3) with a small patch of (mixed) broadleaved

woodland (WD1) situated behind. See Plate 7.3.

Plate 7.3: Looking north from before the Lehaunstown Road junction


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Until the entrance to Lambourne Wood/Hollywood, the road is bordered on

the left by a high wall (BL3) with a treeline (WL2) behind and on the right by

hedgerows (WL1), treelines (WL2) and some walls (BL3) at the entrances to

properties.

At the entrance to Lambourne Wood/Hollywood, there are areas of GA2 and,

on the opposite side of the road, at the entrance to Doyle’s Nursery, there are

flower beds (BC4) and walls (BL3).

Adjacent to Cabinteely Park, the road is bordered on the left-hand side by a

high wall (BL3) with a treeline (WL2) and on the right-hand side by walls

(WL3) and isolated and clumped trees, broken by the entrances to properties.

Approximately 150m before the Old Bray Road, Brennanstown Road crosses

a small watercourse, i.e. Cabinteely Stream, which is a tributary of the

Shanganagh River via Carrickmines Stream and which was classified as a

depositing/lowland river (FW2).

The final 150m of Brennanstown Road is characterised on both sides by high

walls (BL3) with treelines (WL2) behind, broken by entrances to premises.

Invasive Species Regulations 49 and 50 of the European Communities (Birds and Habitats) Regulations 2011 include regulations on invasive alien species (IAS). The Third Schedule of these Regulations outlines the species to which Regulations 49 and 50 apply, Parts 1 and 2 listing the animal and plant species, respectively, with Part 3 listing vector materials.

Online sources of publicly available data offered by the NBDC informed the desk study. The two 1 km squares in which the scheme is situated were examined for any IAS within close proximity to the site. The species listed in Table 7.1 (below) were identified within that area. Table 7.1: Records of invasive species in the same 1 km square as the scheme

Species Closest Proximity and Date Recorded

Giant Hogweed Heracleum mantegazzianum < 1 km (1985)

Nuttall’s Waterweed Elodea nuttallii Deansgrange Stream (1999)

Grey Squirrel Sciurus carolinensis Cabinteely Park (2015)

No more recent records were found for invasive plants in close proximity to the scheme and no IAS listed on either Part 1 or Part 2 of the Third Schedule of the Regulations were observed within the Scheme footprint during the field survey. Protected Flora There are no recent or historical records for any rare or protected plant species in the same two 1 km squares as the scheme. Furthermore, no such plant species were observed within the footprint of the scheme during the field survey. Protected Fauna Data made publicly available by the NBDC informed the desk study. The two 1 km squares in which the scheme is located were examined for any protected fauna in


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close proximity to the site. The species listed in Table 7.2 (below) were identified within that area. Table 7.2: Records of notable protected fauna within proximity to the scheme

Species Closest Proximity and Date

European Otter Lutra lutra Carrickmines Stream (1980)

Daubenton's Bat Myotis daubentonii < 1 km (2005)

Natterer's Bat Myotis nattereri < 1 km (2005)

Lesser Noctule Nyctalus leisleri < 1 km (2012)

Common Pipistrelle Pipistrellus pipistrellus sensu lato < 1 km (2012)

Soprano Pipistrelle Pipistrellus pygmaeus < 1 km (2012)

Brown Long-eared Bat Plecotus auritus < 1 km (2012)

Little Egret Egretta garzetta Cabinteely Park (2015)

No more recent records were found for the species listed in Table 7.2 in the two 1 km squares in which the scheme is situated. As the field survey was carried out in full daylight and was limited to the scheme footprint, none of these species were observed during the course of the survey. Furthermore, no additional rare or protected animal species or evidence thereof was observed during the survey.

7.4 Impact Predication

Impacts on Designated Sites Screening for Appropriate Assessment has already been carried out for the scheme and the report has concluded that there are unlikely to be any significant effects on any Natura 2000 sites arising from the scheme. Similarly, owing to the nature and scale of the scheme and its distance from the pNHAs listed in Section 7.3, no significant effects on these sites are considered likely. Therefore, it has been concluded that the scheme is unlikely to lead to significant effects on any designated sites. Impacts on Habitats and Flora There will be no loss of any habitats listed on Annex I of the Habitats Directive, plant species listed in the Flora (Protection) Order, 2015 or rare or scarce flora as a result of the scheme. In addition, the scheme is unlikely to facilitate the spread of any IAS listed in the Third Schedule of the European Communities (Birds and Natural Habitats) Regulations 2011. The evaluation of habitats determined that the amenity grassland and stretches of hedgerows and trees along Brennanstown Road are not of an ecological quality of local, regional or national importance. However, these features are of potential value as stepping stones between isolated fragments of quality habitat in residential areas. Owing to the scale of the scheme, no significant impact on the ecological function of these features is likely to arise. Three small trees on the east side of the edge of the road immediately north of the Lehaunstown Road junction will be required to be removed as part of the scheme. These trees are immature and all of the same age and size and do not provide suitable roosting habitat for bats, therefore their removal is not considered inappropriate


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Impacts on Fauna European Otter Given that much of Brennanstown Road is bordered on both sides by high walls and access from suitable watercourses to the scheme is limited, no direct impacts on Otter are considered likely. No field signs were observed during the site visit and no other pathways of risk from the scheme to Otter have been identified and so impacts on this species have been ruled out. Little Egret No pathways of risk from the scheme to Little Egret have been identified and, therefore, it has been concluded that there will be no impact on this species as a result of the scheme. Bat species Bat Conservation Ireland (BCI) has identified the principal pressures on bat species in Ireland, of which light pollution is one of the most significant. In terms of Public Lighting, the existing lighting along the project length will remain with only a minor change to the positioning of the lighting in Section 5 and 6 from the Bray Rd/Brennanstown Rd junction south to the Shuttle system (See scheme drawings). The footpath along this section is to be relocated to the eastern side of the road with the existing lighting to also be moved. The majority of the development in these sections (residential and commercial) is actually on the eastern side of the road and therefore artificial lighting is already present on this side of the carriageway. Therefore the relocation of the lighting to the eastern side of the road as part of the new footpath development will not have any significant negative impact on bats, in fact as the western side of the road has a well developed treeline along its majority within Sections 5 and 6 an increased distance of the lighting from these trees may encourage activity in the area. No increase in lighting levels above that which exists currently on the road will be permitted.

Plate 7.4 and 7.5: Examples of existing lighting in section 5 & 6 to be relocated to eastern side of road

7.5 Mitigation of Impacts

Timing of Works It is not envisaged that there will be any major vegetation removal as part of the scheme. The removal of the three trees at the Lehaunstown Road junction and any other vegetation removal will only be carried out outside of the bird breeding season (1st March to 31st August, inclusive). If it is necessary for any reason to remove


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vegetation during the breeding season, the vegetation to be removed shall be inspected by a suitably qualified ecologist (Ecological Clerk of Works) to ensure full compliance with the Wildlife Acts, 1976–2012.

Lighting Design Six bat species have been recorded in the environs of the Scheme. Given existing knowledge of the long-term negative effects of artificial lighting on bat species, the design of the lighting for the scheme needs to be given careful consideration. Design recommendations for wildlife-friendly lighting include the following:

Avoid any spillage of light beyond the area in which lighting is required.

Use light sources that emit minimal ultra-violet light.

Minimise the height of lighting columns while bearing safety in mind.

Restrict the lit period to times of need only.

The lighting proposed along the route should not exceed the current lighting levels present and the relocation of lighting along Sections 5 and 6 (Brennanstown Road/Bray Road junction down to the start of Shuttle System) of the scheme shall be positioned at the same centres as currently in place at 40m c/c. Contractor Briefing Contractors should be briefed regarding the biodiversity value of the adjoining trees, treelines, hedgerows and habitats and Carrickmines Stream to ensure that there is no unintentional damage to or destruction of those features during construction. All site staff should also be made aware of the biosecurity issues surrounding IAS. Invasive Species Should any IAS be observed during the course of the construction works, the Contractor shall make a qualified ecologist aware of this. The ecologist shall then carry out an assessment of the IAS and, if necessary, prepare an invasive species management plan (ISMP) to inform the works. Fisheries and Water Pollution Any works in the vicinity of Cabinteely Stream shall be carried out in accordance with generic best practice guidelines for the protection of watercourses compiled by Inland Fisheries Ireland (IFI) and those measures listed under Section 10.5 which address possible pollution to watercourses.


Following implementation of the best practice and mitigation measures outlined above, any residual impacts arising from the construction and operation of the Brennanstown Road Traffic Management Scheme would be unlikely to provide for any significant effects on habitats or species or sites of conservation importance within the zone of influence of the Scheme or beyond. No further surveys for protected mammals are required for construction works to proceed in compliance with requirements of the Wildlife Acts, 1976–2012.


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8. NOISE & VIBRATION

8.1 Introduction

The NRA Guidance Document Guidelines for the Treatment of Noise & Vibration in National Road Schemes suggest that noise mitigation measures are deemed necessary whenever all of the following three conditions are satisfied:

The combined expected maximum traffic noise level, i.e. the relevant noise

level, from the proposed road scheme together with other traffic in the vicinity

is greater than the 60dB Lden design goal, and;

The relevant noise level is at least 1dB more than the expected traffic noise

level without the proposed road scheme in place, and;

The contribution to the increase in the relevant noise level from the proposed

road scheme is at least 1dB.

These conditions ensure that mitigation measures arising out of this process are based upon the degree of impact of the scheme under consideration.

8.2 Methodology

The noise assessment for the proposed development has been undertaken using the following methodology:

Identify elements of the development that will potentially effect traffic noise

levels at nearby noise sensitive locations;

Comment the expected changes in noise level in terms of the nearby noise

sensitive locations, and;

Review these changes in the context of the existing NRA and other best

practice guidance.

8.3 Existing Environmental

There are currently no traffic restrictions along Brennanstown Road and a mix of Passenger Car Units (PCU’s) and Heavy Goods Vehicles (HGV’s) currently utilise the carriageway. There are a number of residential properties and housing developments located adjacent to the road. Noise arising from traffic utilising Brennanstown Road is partially attenuated by existing walls and landscaping adjacent to the road along its length.


The proposed traffic calming measures are predicted to result in the potential for an initial reduction in traffic due to the removal of rat running along Brennanstown Road from Johnstown Road to Glenamuck Road. Additional future development traffic may have the effect of returning traffic levels to existing or higher levels; however future developments are subject to the planning process and are not considered here. The impact of the proposed development during the operational phase is therefore a reduction in noise levels along Brennanstown road. There will be short term increases in noise levels along Brennanstown Road during the construction phase due to the use of heavy machinery and plant. These increases in noise during the construction phase are temporary in nature and are considered to represent a slight/moderate temporary impact.


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In order to mitigate the potential impacts from increased noise levels during the construction phases, the following measures shall be undertaken by the contractor:

The hours of operation for construction activities will be restricted to between

8:00am and 7:00pm Monday to Friday and 8:00am to 2:00pm on Saturdays.

No construction activities shall take place on Sundays or Bank Holidays. This

would also include deliveries and other non-construction activities which

would cause disturbance to adjacent residents.


The proposed development will result in an initial reduction in traffic volumes with an associated reduction in noise levels. There will therefore be a positive residual impact from the proposed development.


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9. AIR QUALITY AND CLIMATE

9.1 Introduction

This section of the ER assesses the Air Quality and Climate Impacts associated with the proposed development. In order to reduce the risk to health from poor air quality, National and European statutory bodies have set limit values in ambient air for a range of air pollutants. Having regard these limit values, this assessment considers potential impacts on sensitive receptors in the vicinity of the proposed development during the construction and operational phases.

9.2 Methodology

This assessment was carried out with reference to “Guidelines for the Treatment of Air Quality during the Planning and Construction of National Road Schemes, Revision 1,’ NRA, 2011 and the appropriate EPA guidance documents in relation to the preparation of EIS. The methodology for the assessment in relation to air quality and climate involved identifying existing baseline conditions in the vicinity of the proposed development and a desktop assessment. It is also possible to identify existing trends in air pollution which can inform the potential cumulative impacts. Potential impacts arising from the proposed development are identified and appropriate mitigation measures recommended where required. For the purposes of this assessment and in relation to Air Quality, the key indicators are considered to be particulate matter (PM10 and PM2.5), carbon monoxide (CO), nitrogen dioxide (NO2) and oxides of nitrogen (NOx).

9.3 Existing Environmental

The existing environment along the route consists of a mixture of residential housing developments, one-off housing in a ribbon arrangement and parklands. Potential sources of air pollution include road traffic along the local road network (primarily Brennanstown Road) and exhaust fumes from residential space heating systems. There are a limited number of businesses in the area which will also contribute air pollutants from space heating. There are no major sources of air pollutants in the vicinity of the proposed development. The EPA carry out baseline air quality monitoring around the country to provide an Air Quality Index for Health. The EPA webportal was consulted and the air quality index in the vicinity of the proposed development is currently listed as “1 – Good”. The closest monitoring station for air quality parameters such as NO2 and NOx, PM10 and PM2.5 is Dún Laoghaire. The relevant Air Quality Limits for these parameters are given in Table 9.1 below.

Table 9.1: Air Quality Limits

Air Quality Parameter Air Quality Limit* (µg/m3)

PM10 40

PM2.5 25

NO2 40

NOx 30

*Annual Mean Value Data for this station were reviewed with reference being made to the Rathmines monitoring station where data were not available for Dún Laoghaire. The observed data between 2004 and 2015 were found to be below the respective level Air Quality


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Limits for all parameters outlined above. The values observed were considered typical for Dublin suburban background air quality and applicable to the area surrounding the proposed development.


During the construction phase, construction dust has the potential to cause local impacts such as dust nuisance at adjacent receptors. Construction activities such as cutting and breaking of existing pavements, excavation, earth moving and backfilling and the importation of particulate materials (such as hardcore) may generate quantities of dust, particularly in dry weather conditions. The extent of any dust generation depends on the nature of the activities and the source material. The extent of the generation and spread of dust is influenced by local climatological conditions. These potential impacts represent a temporary slight/moderate impact. There are no potential impacts on climate arising from the proposed development. As the proposed development will result in a potential reduction in traffic due to removal of rat running along Brennanstown Road and including the removal of HGV’s, air quality will be slightly improved in the surrounding area during the operational phase.


In order to mitigate dust emissions during the construction phase, a dust minimisation strategy shall be implemented which will form part of good construction practices by the main contractor. Local roadways and construction compounds shall be inspected for cleanliness on a regular basis and particularly during dry and/or windy conditions. Where utilised, site compounds shall be designed and laid out to minimise exposure to wind and thus reduce the generation of dust. Water misting or sprays will be used where required if particularly dusty activities are necessary, during dry or windy periods and for the treatment of local roadways and site compounds.


Potential impacts during the construction phase generally relate to dust generation from construction traffic and activities. These impacts are temporary and can be mitigated with dust control measures. There will be no long term residual impacts for air quality and climate from the proposed development.


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10. WATER, SOILS AND GEOLOGY

10.1 Introduction

This chapter of the report provides a description of the impact assessment of water, soils and geology in the vicinity of the proposed development. Potential impacts as a result of the proposed development are highlighted and mitigation measures are proposed where required.

10.2 Methodology

The potential impacts of the proposed development with respect to water, geology and soils have been assessed with reference to the following guidance documents:

DoEHLG, (2010). Appropriate Assessment of Plans and Projects in Ireland -

Guidance for Planning Authorities;

Environmental Protection Agency, (2015). Guidelines on the information to be

contained in Environmental Impact Statements - DRAFT;

Environmental Protection Agency, (2015). Advice Notes for Preparing

Environmental Impact Statements - DRAFT;

Institute of Geologists of Ireland, (2002). Geology in Environmental Impact

Statements, A Guide;

Institute of Geologists of Ireland, (2013). Guidelines for the Preparation of

Soils, Geology and Hydrogeology Chapters of Environmental Impact

Statements

National Roads Authority, (2008). Environmental Impact Assessment of

National Road Schemes – A Practical Guide;

National Roads Authority (TII), (2008). Guidelines on Procedures for

Assessment and Treatment of Geology, Hydrology and Hydrogeology for

National Road Schemes.

The following list of data sources were consulted in the preparation of this assessment: Ordnance Survey

Discovery Series Mapping (1:50,000)

Six Inch Raster Maps (1:10,560)

Ortho maps (1995, 2000, 2005)

Geological Survey of Ireland (GSI)

Bedrock Geology Mapping

Aquifer Mapping

Groundwater Vulnerability Mapping

Groundwater Source Protection Mapping

Teagasc Subsoil Classification Mapping

Well Database

Groundwater Protection Schemes (1999). Department of the Environment,

Heritage and Local Government (DoEHLG), Environment Protection Agency

(EPA) and Geological Survey of Ireland (GSI)

Groundwater Body Description Reports, EPA

Teagasc Sub Cover Classification Mapping

Teagasc Subsoil Classification Mapping


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Water Quality Monitoring Database and Reports

Water Framework Directive Classification


A desktop study was carried out utilising the information sources listed above in order to describe and access information on the existing environment. Hydrology The study area is drained by both the Carrickmines Stream to the south and by the Cabinteely Stream to the north-east. Both of these watercourses join with the Loughlinstown River to the south-east. The Loughlinstown River then flows south-eastward joining with the Shanganagh River before entering the Irish Sea at Killiney Bay. The Carrickmines Stream rises on the northern slope of Three Rock Mountain and flows through the study area in a parallel route south of Brennanstown Road situated in a relatively steep valley. The Cabinteely Stream rises at Cornelscourt and flows perpendicular to Brennanstown Road which crosses this watercourse near Carraig Glen. Refer to Figure 10.1 for details of watercourses and catchments in the vicinity of the proposed development. Under the Water Framework Directive 2000/60/EC (WFD), the island of Ireland has been broken into River Basin Districts, Catchments and Sub-catchments. The study area is located within the Eastern WFD River Basin District (RBD) and the Ovoca-Vartry WFD Catchment. This area falls within EPA Hydrometric Area No. 10. In order to ensure that the requirements of the WFD are achieved, each catchment has been broken into a series of Water Management Units (WMU). Their proposed development is located within the Shanganagh Water Management Unit. The study area is located within two river sub-basins:

Carrickmines – IE_EA_10_1219

Loughlinstown Lower – IE_EA_10_1570

The majority of the study area falls within the Carrickmines sub-basin waterbody. The Carrickmines sub-basin is drained by the Carrickmines Stream and this waterbody has been assigned an overall ecological status of “Moderate” with a corresponding risk result of “1a – At Risk”. The Carrickmines Stream is deemed to be at the highest risk from diffuse pollution sources, however the waterbody has been deemed to be “probably at risk” from road wash and total hydrocarbons (RD2c). The Loughlinstown Lower waterbody sub-basin is drained by the Loughlinstown River and has been assigned an overall ecological status of “poor” with a corresponding risk result of “1a – At Risk”. This waterbody is deemed to be at risk from diffuse pollution sources and from road wash particularly hydrocarbons (RD2c). The existing surface water drainage system along Brennanstown Road currently relies on sparsely located gullies and the steep gradient of the road to drain surface water. The road gradient falls steeply eastwards from Glenamuck Road to a steep bend where the road turns northward. From here the road alignment generally falls or is relatively flat towards the natural low point at the Cabinteely Stream crossing. The road falls with a moderate gradient from the direction of Cabinteely village again towards the Cabinteely Stream crossing.


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Figure 10.1: Watercourses and catchments in the vicinity of the proposed development


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Hydrogeology The proposed development is located within the Wicklow Ground Water Body (GWB). The Wicklow GWB is composed primarily of low permeability rocks (Granite and Igneous Intrusive rocks) and consequently the area underlying the site is classified by the GSI as being a Poor Aquifer which is generally unproductive except in local zones. An aquifer map for the study area is given in Figure 10.2. There are no drinking water protection areas located at or adjacent to the proposed development and there are also no wells or boreholes identified in the GSI database. Potable water in the area is predominantly provided by means of a public supply which has a surface water source. Given the mountainous topography of the area, bedrock is either close to, or at, the ground surface and consequently the groundwater vulnerability rating for the area is Extreme – refer to Figure 10.3 for Vulnerability mapping in the area. Whilst bedrock is close to the surface, recharge to the underlying aquifer is limited through the low permeability and storativity of the rock and the GSI have indicated that recharge in the area is capped at 100mm/year with the remaining rainfall being rejected and running off to surface water features. The groundwater in the region was assessed by the Environmental Protection Agency, under the Water Framework Directive for the period 2007 – 2012 and was found to have “Good” status. Soils and Geology Solid Geology The study area is underlain by Granites & other Igneous Intrusive rocks with some small pockets of bedrock outcrops located adjacent to the proposed development – refer to Figure 10.4 for details. The western portion of the study area forms part of the Type 2e equigranular bedrock unit which consists of pale grey fine to coarse-grained granite. The eastern portion of the study area is underlain by the Type 2p microcline porphyritic bedrock unit which consists of granite with microcline phenocrysts. These granites have very low primary permeability but have been subject to varying degrees of rock deformation. These rocks would have deformed mainly by folding and faulting; both of which are associated with fracturing and permeability development. A weathered zone likely exists at the bedrock overburden interface with may extend for up to 5m which will provide higher permeability zones. There are no fault lines located within the vicinity of the proposed development. Three Rock Mountain, located approximately 5km to the south west of the proposed development, is the only significant county geological site adjacent to the proposed road development. Soils and Subsoils Figure 10.5 shows the EPA/Teagasc topsoil dataset mapping for the area. Topsoils in the area generally consist of Made/Built land (Made) given the urbanised nature of the location. In the north-western portion of the proposed development area, soils are described as Acid Brown Earths/Brown Podzolics (AminDW). Alluvium deposits are located along the Carrickmines and Cabinteely Streams (AlluvMIN).


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Figure 10.2: Aquifer map of study area


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Figure 10.3: Groundwater vulnerability map


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Figure 10.4: Bedrock within study area


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Figure 10.5: Teagasc Soil Map


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Figure 10.6: Subsoil Map – Quaternary Geology


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The Quaternary Geology of the area is shown in Figure 10.6. The subsoil make-up of the area is classified by Teagasc as consisting of Granite (TGr) and Limestone (TLs) tills. Areas of bedrock outcrop are located in higher ground to the south and west. The remaining portion of the study areas is classified as Made Ground (Made).


The proposed development consists of traffic calming measures only and therefore potential impacts to water, soils and geology will occur predominantly during the construction phase. During the construction phase silt, sediment and chemicals (including hydrocarbons) have the potential to be washed into adjacent watercourses causing pollution and sedimentation. Limited shallow excavations will be required locally for the realignment of the carriageway and footpaths which will also involve the removal of immature trees. Trenches may be required for the installation of services which will be below the existing road formation level. Groundwater may be a risk locally while these trenches or excavations are open providing a pathway for polluted waters to enter the aquifer. In addition, accidental ground contamination from spillages or leaks of fuels and oils may occur which could leach into the underlying aquifer over time. Given the potential risk to surface and groundwater during the construction phase, it will be necessary to implement sediment erosion controls to prevent excess sediment or other material from reaching the receiving watercourses and/or groundwater. Exposed soils have the potential for erosion during the construction phase; however excavations will only take place locally where required and potential impacts are limited. It is not expected that excavations into bedrock will be required during the construction phase; however shallow bedrock may potentially be encountered locally. There are no proposed changes in road drainage as part of the development with road drainage continuing as per existing conditions during the operational phase. Additional gullies may be required at the locations of raised tables/kerbs to ensure ponding does not occur however these will be connected to existing drainage arrangements. There are therefore no predicted impacts on surface or ground water quality arising from the proposed development during the operational phase. There are no predicted impacts on soils or geology during the operational phase.


It is necessary to implement sediment and erosion control measures during the construction phase to mitigate the risk to surface and/or ground water.

Stockpiling of excess soils, aggregates, chemicals and construction materials

shall be carried out in a controlled manner and shall be kept back a minimum

distance of 5m from any watercourse, deep excavation or from areas of

exposed bedrock.

The storage of oils and hydrocarbons (temporary or otherwise) shall not occur

within 10m of any watercourse or deep excavation. All fuels, oils, lubricants,

solvents and other hazardous chemicals shall be stored in a temporary

bunded area within a secure compound during the construction phase. Waste

products of any kind associated with the completion of the proposed

development shall not enter watercourses.


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In order to prevent erosion of exposed soils, re-vegetation of exposed areas

shall take place as soon as practicable during or immediately after completion

of the works. Where practicable, the use of temporary sediment trapping

devices (e.g. silt fences) will be incorporated.

All runoff from site compounds or constructions works areas shall be routed to

specific discharge points where silt traps, screens and other appropriate

measures deemed necessary will be employed to remove the sediment load

prior to discharge.

All existing gullies along Brennanstown Road shall be cleaned out prior to the

undertaking of works on site.


There will be no residual impacts associated with the proposed development on water, soils and geology.


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11. LANDSCAPE & VISUAL

11.1 Introduction

This section of the ER will assess the landscape and visual impacts associated with the Proposed Development. The existing landscape setting and visual resources will be described. The potential impacts of the proposed development will be applied to existing conditions and the impacts on the existing landscape setting and visual resources will be assessed.

11.2 Methodology

This assessment has been carried out with reference to The Landscape Institute (LI) and Institute of Environmental Management (IEMA) document “Guidelines for Landscape and Visual Impact Assessment Guidelines for Landscape and Visual Impact Assessment, 2013, 3rd Edition. In addition, reference was made to the relevant EPA and TII guidance documents for the preparation of Environmental Impact Statements. For the purposes of this assessment landscape has been split into two separate aspects:

Visual Impact – the extent to which a new structure in the landscape can be

seen.

Landscape Character Impact – effects on the fabric or structure of the

landscape.

Landscape character is derived from the appearance of the land, and takes account of natural and man-made features such as topography, landform, vegetation, land use and built environment and their interaction to create specific patterns that are distinctive to particular localities. Visual impacts have also been categorised under two separate aspects:

Visual Intrusion – impact on a view without blocking;

Visual Obstruction – impact on a view involving blocking of same.


The surrounding environment of Brennanstown Road comprises a mix of urban, residential and greenfield lands. Large residential housing developments are located along the roadway including Carraig Glen, Holmwood and Carrickmines Wood. Detached residential dwellings are dotted along the roadway which are generally sited on larger sites providing large landscaped gardens. A portion of the route is flanked by Cabinteely Park to the north-west comprising landscaped amenity parkland adjacent to the Cabinteely Stream. Greenfield lands are located to the south between Brennanstown Road and the Luas Line and these lands provide linear parkland to the Carrickmines stream. These green and parkland areas are considered to provide significant amenity value. There are no protected views or aspects impacted by the proposed scheme. The existing Brennanstown Road is well screened from the surrounding area through landscape planting, mature trees and high perimeter walls.


The proposed development involves traffic calming measures and will require the introduction of new roundabouts, footpaths and traffic signals to the existing landscape. In general existing landscaping and the walls will be retained to screen


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the roadway however three small trees will be removed to facilitate the inclusion of a footpath at the Lehaunstown Road junction. There will be some minor localised disturbance to planting adjacent to the verges to allow for the installation of signage, footpaths and other ancillary works. Such disturbance will be minimal and will not diminish the screening effect of the existing landscape planting. The landscape impact of the proposed development is considered to be slight. The proposed changes within the existing landscape will be noticeable but will not affect the existing landscape sensitivity. There will be an imperceptible landscape character impact associated with the proposed development with the structure of the landscape remaining relatively unchanged. There will be no visual intrusions or obstructions of any views from the proposed development. There will therefore be no visual impacts.


Apart from the removal of three small trees at the Lehaunstown Road junction the proposed design will ensure retention of as much of the tree and hedge vegetation along the route as is practically possible. No other specific mitigation measures are proposed with respect to landscape and visual impacts.


The completed works will result in the inclusion of traffic calming measures along the existing road with facilitation of footpaths and a shared pedestrian/cycle path with the introduction of new road surface in parts and associated infrastructure. Three small trees will be removed to facilitate these improvement works; however existing landscaping will be retained otherwise. The proposed development will have no impact on views and a slight impact on the existing visual landscape.


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12. MATERIAL ASSESTS

12.1 Introduction

This section of the ER discusses the impact of proposed development on existing properties, services and natural resources. The assessment considered the potential impacts of the development on:

Residential property;

Commercial property;

Community property – Public park, open space or lands that are used for

recreation amenity; and

Development land – Lands or sites including lands zoned for development

and / or with planning permission

In addition, potential impacts on existing utilities (electricity, gas, water etc.) and natural resources have been considered.

12.2 Methodology

A desktop study was carried out using available information including aerial photography and OS mapping (existing and historical). In addition a site walkover survey was carried out.


The proposed development consists of a traffic calming scheme along Brennanstown Road from Glenamuck Road as far as Bray Road. The adjacent land use along the existing road carriageway is predominantly residential in nature. A number of larger residential developments are located closer to Cabinteely village. Carrickmines Wood housing development is also located near Glenamuck Road. Detached residential dwellings are located along the length of the carriageway with Parkland and undeveloped greenfield lands make up the remaining adjacent land uses. Public utilities existing along the roadway include public watermains, foul sewer and telecommunication infrastructure.


All of the works will be completed within the existing roadbed and there will therefore be minimal impacts on adjacent residential, commercial or parklands. A small area of land take may be required to accommodate road widening and junction re-configuration at Lambourne Wood/Holmwood. These lands consist of verge/green area. There would be no impact to private land holders as these lands are in the ownership of the Local Authority and are taken in charge. A new shared surface (pedestrian/cyclist) is proposed along a 260m stretch of Brennanstown Road. Site visibility will not, however, be an issue for these properties due to the provision of signals at these entrances. Where the footpath is being relocated to the eastern side of the road, residents on the western side of the road will still be accommodated with a buffer area outside their entrance in order to maintain their visibility. Overall, the proposed development will provide for improved sightlines at access points which will increase safety for land owners. In addition, the provision of connected footpaths will also have a positive impact for land owners. Existing facilities will be maintained with local diversions incorporated into the design as required. Any disruption to services will be minimised and are considered a


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temporary slight impact. New services will be required to facilitate traffic signalling and it will be necessary to avoid existing services where carrying out the required excavation works. There will be no long term impact on existing services in the area arising from the proposed development.


The construction works will result in disruption to adjacent land holdings through construction activities and associated traffic. Access to certain properties may be disrupted for short periods to facilitate construction works.

Where access to a property is disrupted, the contractor is required to give

notice to the affected land owners in advance of works commencing.

In addition, public notice will be given for any road closures in advance of the

works commencing. Should disruption in services be required, the Contractor

will be required to give adequate notice to all affected parties.

The three trees which are being removed will be replaced with new planting

as required.

Where property accesses are affected, necessary remedial accommodation

works will be carried out.


Once the recommended mitigation measures are incorporated, it is considered that there will be a positive residual impact arising from the proposed development. This is due to the improved safety for road users, pedestrians and cyclists and property owners which benefit from enhanced sightlines.


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13. CULTURAL HERITAGE

This chapter presents the archaeological and architectural heritage issues with respect to the proposed Brennanstown Road Improvement Scheme. The purpose of this chapter is to evaluate the potential impact of the proposed road improvement scheme on the archaeological and built heritage resource and to propose mitigation measures to avoid, reduce or offset adverse impacts. The full report undertaken by Irish Archaeology Consultancy Limited (IAC) is provided in Appendix B.


The proposed Brennanstown Road Traffic Management Scheme is located within a 1.9km section of roadway leading southwest from Cabinteely Village to a junction with the Glenamuck Road. The scheme will involve improving and replacing sections of road and footpath and insertion of a mini roundabout and traffic lights. It is located within the footprint of the existing road and footprint corridor with the exception of two locations where it is proposed to extend into the grass verge.

13.2 Methodology

A review of all of the available archaeological, historical and cartographic sources was carried out, as well as a field inspection.

13.3 Results of the Desktop Study and Field Study

The road runs along the high ridge to the north of the Carrickmines River valley within a rich archaeological and historical landscape. The nearest Recorded Monument comprises of the Brennanstown Portal Tomb (DU026-007 Nat. Mon. 291) 110m to the south in the valley of the Carrickmines River. Numerous archaeological investigations within the wider landscape have revealed a burnt mound (DU026-159) to the east and standing stone (DU026-118) to the north. Most significantly Carrickmines Castle (DU026-005) and medieval settlement is located c. 520m to the west.

Cartographic analysis has shown that the Brennanstown Road has been present in a similar layout to that of today since at least the 18th century.

A review of the Record of Protected Structures (RPS) revealed that 13 buildings or features were listed as being subject to statutory protection within 500m of the scheme. A field inspection was carried out in order to assess the extent of the recorded built heritage remains bordering the scheme and identify any previously unrecorded sites or areas of archaeological or architectural heritage potential.

Two of the protected structures are located within the immediate vicinity of the scheme – Brennanstown House and Glendruid House. Brennanstown House, outbuildings, offices and entrance (RPS 1715) are highlighted in the Development Plan. Sections of the original demesne boundary wall and a gate lodge are also present and should be considered as attendant structures to the principal structure. The wall borders the proposed scheme to the west and north. However, it is worth noting that large portions of the demesne wall have already been altered or removed.

Glendruid House and entrance (RPS 1730) are listed in the RPS and likewise the demesne boundary wall should be considered as an attendant structure. Outbuildings associated with the house, along with the entrance and demesne wall border the proposed scheme to the east and south. However, a large portion of the demesne wall is in very poor condition and has the potential to partially collapse


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downslope to the south in the short term. Two sections of the wall have collapsed and have been removed within the last few months.

Figure 13.1: Archaeological and Built Heritage Sites located within the Vicinity of Brennanstown Road

13.4 Impact Assessment and Mitigation Strategy

The proposed upgrade works will be contained within the existing road footprint and no demolition works are required. As such there is no predicted negative impact to the boundary walls and buildings associated with the Protected Structures Brennanstown House and Glendruid House.

It is possible, however, that elements of the boundary walls may be inadvertently negatively impacted during the construction phase, e.g. by moving plant and machinery, etc. This is especially the case when considering the fragile nature of the existing Glendruid demesne walls. An appropriate system of work should be put in place to ensure that inadvertent impacts upon the recorded built heritage resource are avoided. This may involve cordoning off structures or working within a designated buffer zone or under supervision of a banks man where plant is involved. It should be noted that the current condition of the Glendruid demesne walls means that it is unlikely that plant will be able to operate in close vicinity due to their high potential for collapse.

While no impacts as a result of the proposed scheme are predicted on the wall, they may occur due to its poor condition. As such it is recommended that a structural/condition survey of the historic demesne walls along the route be undertaken prior to construction; to include elevation survey drawings, divided into sections to reflect any changes in composition/structural stability identifying areas of deterioration or loss of mortar, analysis of the method of construction (i.e. material, bonding), mortar analysis and a Method Statement for any repairs necessitated.


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It is anticipated that upgrade works will require excavation to depths of c. 350mm in sections where the footpath is being relocated to the other side of the road and between 400mm and 500mm for the roadway. It is therefore possible that the proposed development may have a direct impact on any early road surfaces that survive beneath the current road. As such it is recommended that any excavation proposed to exceed a depth of 350mm is monitored by a suitably qualified archaeologist. Full provision should be made available for the resolution of any archaeological remains, both on site and during the post-excavation process, should that be deemed the most appropriate manner in which to proceed.


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14. CONSTRUCTION OF THE SCHEME This section details the effects the construction phase will have on the environment as well as the proposed ameliorative measures, which are described in the previous sections. This section looks at the timescale for construction, locations and operations of the site compounds and temporary impacts not previously described on residents, road users, pedestrians and cyclists.

Timescale for Construction

It is estimated that the scheme, as proposed, would require a construction period of approximately 4-6 months to complete unless unforeseen difficulties arise. Construction activities will be restricted during Operation Open City (approximately mid-December to early January). The preferred scheme construction period would be in early Spring/Summer.

Site Compound

A site compound will be required in a location to suit construction activities. The compound will provide office and canteen facilities as well as providing space for storage of materials and construction plant if such is required. A small compound could be provided in the grassed areas fronting Lambourne Wood estate.

With large volumes of development land available in the area, the main contractor may arrange with a local land owner to provide suitable land for a temporary site compound(s).

14.1 Impact of Construction Activities and Mitigation Measures

Construction Noise: The local noise level will increase during working hours due to the construction of the scheme; however, no particularly high noise generating construction activities are anticipated, such as rock breaking. Hours of operation for construction activities will be restricted to between 8:00am and 7:00pm Monday to Friday and 8:00am to 2:00pm on Saturdays. No construction activities shall take place on Sundays or Bank Holidays. This would also include deliveries and other non-construction activities which would cause disturbance to adjacent residents. Pollution of Watercourse: Accidental spillages into the watercourse or drainage network could cause pollution, as outlined in Section 10.4. The contract will include requirements for appropriate measures to prevent accidental discharge of pollutants to watercourses, including those listed in Section 7.5 and 10.5.

Dust and Dirt: Relevant legislation, as well as requirements from the Local Authority will require the Contractor to ensure the surrounding roads are kept free from dirt, mud or other such construction materials. In dry weather conditions, the Contractor will be required to minimise airborne dust from the site through spraying of exposed earthworks with water.

Cultural Heritage: It is recommended that a programme of archaeological monitoring shall be implemented during all groundworks greater than 350mm. This work shall be carried out by a professionally qualified Archaeologist. Full provision should be made available for the resolution of any archaeological features/deposits that may be discovered, should that be deemed the most appropriate manner in which to proceed.


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Private Access: Access will be maintained to all properties throughout the construction phase. During works at the shuttle system, direct contact will be made with the three residential properties, and advance notice of works/diversions/arrangements will be made.

Traffic Management: The construction of the proposed road improvement scheme will require temporary traffic management measures that will alter the layout and operation of the existing road. This is likely to lead to delays and disruption during the construction phase. The Contractor will be required to complete a Construction Management Plan which will detail the detours required for the construction of the road improvement scheme. Electronic advanced signage will be used to give advance warnings.

It is proposed that a system of one-way shuttle systems will be implemented where appropriate, however when necessary, the road will be closed to permit construction. It will be a requirement of the main contractor to limit the times and number of diversions. Diversion routes will include use of the Bray Road and Cornelscourt Hill Road. Motorists will not be diverted through the residential estate of The Park. Local access will be permitted during the works at all times.

Construction Traffic: There will be a requirement for heavy goods vehicles to access Brennanstown Road during the construction period. The haul routes advised for these will be via the M50 motorway or via the N11, with these vehicles discouraged from using local access roads to access the site.

August 2016

APPENDIX A

Scheme Drawings

August 2016

APPENDIX B

Cultural Heritage Report undertaken by Irish Archaeology Consultancy Limited (IAC)

August 2016

APPENDIX C

Appropriate Assessment

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