9 TRAFFIC AND TRANSPORTATION

Transcription

1 9 TRAFFIC AND TRANSPORTATION 9.1 Introduction This Section outlines the transportation assessment which was carried out by Arup Consulting Engineers for the proposed construction and operation of the FAB 24-3 production plant. The assessment identifies trip generation associated with the new development at the Intel site located to the west of Leixlip and assesses the impact of increased traffic volumes on the local road network. The assessment reviews the local road network, the existing and future access arrangements, internal site road network and car park provision. Arup have been working closely with Intel in the development and implementation of a very successful Mobility Management Plan (MMP) for the Intel site in Leixlip and it is intended that the proposed FAB 24-3 development will be incorporated into the Plan. The proposed travel mode split targets of the MMP therefore have been adopted in the traffic assessment. A copy of the latest annual report on the MMP, which is a monitoring tool to review the success in the implementation of the proposed mobility measures, is available upon request. The assessment includes two FAB 24-3 development scenarios as follows: l Option 1: the development of 66,000 square feet clean room area; and l Option 2: the development of 132,000 square feet clean room area. The two development scenarios are regarded as the Do Something Scenarios which are compared to the Do Nothing Scenario. The Do Nothing Scenario is based on the existing traffic volumes and patterns on the local road network and also includes the estimated operational traffic of FAB 24-2, which is currently under construction. Intel provides different access and parking provision/arrangements for the abovementioned scenarios which impacts on the traffic patterns on the local road network which are outlined in the report. 9.2 Study Limitations The transportation assessment was based on the following information: l drawings indicating future buildings, new access roads and internal road network and car park layouts; l estimates on the number of contractors and heavy vehicles on site during the construction phase of the proposed development (based on previous experience); and. estimates on the future number of staff associated with each development scenario and the redistribution of existing and future staff over the available access roads from the R148. The assessment was also based on site visits to Intel where existing were reviewed. travel patterns RSKENSWHE/P40126/04/Rev03 9-i EPA Export :14:23:09

2 Environmental lmuact Assessment Full day traffic counts were carried out to establish base traffic volumes and patterns. 9.3 Study Methodology Section 9.4 of this report reviews the road network and access points at the Intel site in terms of existing layout and capacity. The available public transport, pedestrian and cycle facilities are also examined. In Section 9.5 the proposed development is reviewed in terms of its extent, layout, parking requirements and the associated road and access infrastructure. Section 9.6 outlines the traffic impact assessment carried out for the development which includes the construction and operational scenarios to be assessed and associated trip generation, trip distribution and trip assignment. Section 9.7 presents the junction analysis carried out at existing and future access roads into Intel and junctions affected on the R148. Recommendations and alleviating measures to address traffic impacts are included in Section 9.8 while residual impacts are discussed in Section Assessment of Significance No specific significance criteria is available in the DMRB, Volume II Guidelines on the Preparation of s, published by the Stationary Office, or the Guidelines on the information to be contained in Environmental Impact Statements, published by the EPA. The Trafic Management Guidelines, published by the Stationary Office, 2003, sets out thresholds for when transportation assessments is required in Ireland. Relevant thresholds for the proposed FAB 24-3 development includes: l traffic to and from the development exceeds lo%of the traffic flow on the adjoining road; and l Industrial development in excess of 5,000m2. The transportation assessment is based on the Guidelines for Trajk Impact Assessment, 1994, published by the UK Institution of Highways and Transportation. Generally it is the junctions rather than the roads linking junctions that are the key determinant of road network capacity. The impact assessments carried out are therefore focused on the impact of traffic generated by the development on junctions in the area surrounding the site. The assessment of the junctions has been undertaken using the UK Department of Transport, Local Government and The Regions (DTLR) OSCADY (Optimised Signal CApacity and Delay), PICADY (Priority Intersection CApacity and Delay) and ARCADY (Assessment of Roundabout Capacity and Delay) programs. These programs determine the capacity of a junction based on a variety of geometric and operational parameters and assess the extent to which traffic flows through the junction approach capacity. The outputs of the junction assessments carried out includes a Degree of Saturation value, for signalised junctions and a Ratio of Flow to Capacity (RFC) for other type junctions as well as a Delay and Queue value for each junction arm. 9-2 EPA Export :14:23:10

3 The Degree of Saturation and RFC value indicates the extent to which traffic flows on a junction arm approach capacity (a junction arm operating at capacity would have an RFC value of 1.0). Typically a signalised junction is said to be operating satisfactorily with a Degree of Saturation value lower than 0.9, while other junctions including roundabouts and priority junctions is said to be operating satisfactorily if all arms of the intersection operate with RFC values below The queue value relates to queue lengths (quoted in vehicles) on the junction arm and the delay the expected delay per vehicle on a movement. 9.4 Existing Environment Site Location Map shows the location of the Intel Ireland site, near Leixlip and the proposed FAB 24-3 development site within. The proposed development site is located on the eastern side of the Intel premises, adjacent to FAB 24-2, which is currently under construction. The proposed FAB 24-3 site is currently used by FAB 24-2 construction workers as a temporary car park. The Intel site is located approximately 2 kilometres west of Leixlip adjacent to the R148, which runs parallel to it. Celbridge is located approximately 4 kilometres to the south of the Intel site. The M4 Motorway passes the site approximately lkm to the south. The M4 Leixlip interchange provides direct access to the site via the R449. Intel site is bordered by the R148 to the south and Kellystown Lane to the west. The eastern boundary is the Dublin / Galway railway line while vacant land borders the site to the north Existing Road Network The existing road network is shown in Map The Intel site is located adjacent to the north of the R148, which is a regional route linking Leixlip to the east with Maynooth to the west. There are junctions on the R148 providing access into the Intel site: l The R148 FlO (Main) Entrance. The eastern arm is the link road from the R148 / R449 Roundabout and comprises of one lane providing for straight through and left turning traffic and one lane providing for right turn traffic. The right turn lane is approximately 1OOm in length and has a storage capacity of 17 vehicles assuming 1 vehicle per 6m on average. However, between the right turn lane and the R148 / R449 Roundabout, a ghost island is painted on the road of approximately 95m in length. The western arm is the link road from Maynooth and comprises of one lane straight through the junction, a right turn lane of approximately 37m (capacity for 6 vehicles) and a left turn slip into the FlO Entrance. The northern approach arm of the junction within Intel comprises of two lanes including a left turn slip lane and a right turn lane. A permanent flashing amber signal, indicating to outbound traffic to yield to traffic from the right, controls the left turn slip lane. RSKENSWHVP40126/04/Rev EPA Export :14:23:10

4 The southern arm provides access to commercial development to the south and comprises a one lane approach catering for all traffic movements. l Western Entrance. The Western Entrance is located approximately 570m further west from the FlO (Main) Entrance. This is a three-armed signalised junction and provides access to the western car parks at Intel. The eastern arm is the link road from the FlO (Main) Entrance and comprises of a straight through lane continuing westwards on the R14S and a right turn lane. The right turn lane is approximately 73m in length with a vehicle queuing capacity of approximately 12 vehicles. The western arm is the R14S link road from Maynooth having one lane straight through the junction and a left turn slip into the Western Entrance. l The northern arm approach to the junction within Intel comprises of two lanes including a left turn slip lane and a right turn lane. A permanent flashing amber signal, indicating to outbound traffic to yield to traffic from the right, controls the left turn slip lane. Eastern Entrance. The Eastern Entrance is located approximately 500m to the east of the FlO (Main) Entrance. This is a four-armed signalised junction and provides access to the construction site and associated car parks located on the eastern side of he Intel site. The western arm is the link road from the FlO (Main) Entrance and comprises a straight through lane continuing westwards on the R148, a left slip lane into the site and a right turn lane of approximately 30m in length which can accommodate 5 vehicles. The eastern arm is the R14S link road from Leixlip with one lane straight through the junction and a right turn slip into the Western Entrance of approximately 50m in length with a capacity to accommodate approximately S vehicles. The southern arm approach to the junction within Intel comprises of two lanes including a left turn slip lane and a right turn lane. A permanent flashing amber signal, indicating to outbound traffic to yield to traffic from the right, controls the left turn slip lane. The northern arm is the access into the Leixlip Amenity Centre and Sports grounds. This approach comprises only one lane out. There are two junctions along the R14S which are directly affected by the Intel traffic which includes: 9-4 EPA Export :14:23:10

5 l R148 / R448 Roundabout. The roundabout is a three-armed junction with an inscribed circle diameter (ICD) of 50m. The southern arm (R499) is the link road from the M4 Interchange and is a dual carriageway with two lane entry into the roundabout. The eastern arm (R148) is the link road from Leixlip, which is a single lane that flares out into two lanes at the entry to the roundabout. The western arm (R148) is the link road from Maynooth which enters as a single lane into the roundabout. l R148/ Kellystown Junction. This junction is located on the western side of the Intel site and is a three-arm priority controlled junction. The eastern arm is the R148 link road from Leixlip and comprises one straight through lane. No waiting area is available for right turning traffic into Kellystown lane but the straight through lane is wide enough for other vehicles to pass right turning traffic. The western arm is the R148 Maynooth link road which includes a straight through lane and a left slip lane into Kellystown lane The northern arm approach to the junction is the Kellystown Lane. This approach comprises only one lane, which widens to allow vehicles to queue to turn right and left (left slip lane provided) Traffic Counts The existing operation of the junctions on the R148 within the vicinity of Intel has been reviewed as part of this assessment and is summarised in this section. Four junctions in the vicinity of the site have been included in the traffic counts, being the Eastern Entrance and FlO (Main) Entrance into Intel, the R148 / R448 Roundabout and the R148 / Kellystown junction. The locations at which the traffic counts were carried out are the following and are shown on Map Fully classified turning movement counts were carried out by Count On Us Transportation Survey Consultants at the above locations on Thursday, 21 October 2004 for the period between 06:30 and 18:O0. The counts have been classified into 15-minute intervals. The copy of the full traffic survey is available upon request. The traffic counts carried out for the development shows that the AM Peak for the existing development is from 07:15 to OS:15 and the PM Peak from and 17: Existing Traffic Volumes Map shows the turning movement traffic flows for the AM peak period at the junctions where traffic counts were carried out. The R449 (N4 Link Road) carries the highest volumes of traffic. More than a thousand vehicles approach the R449 / R148 Roundabout in the AM Peak hour period of which the majority turns west towards Maynooth. The R148 eastbound lane also carries high traffic volumes, which arrives from Maynooth and Kellystown Lane. Traffic volumes on the R148 westbound which arrives from Leixlip is relatively much lower than on the other approaches. RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

6 Environmental impact Assessment The FlO (Main) entrance is the busiest entrance to the Intel site. During the AM peak hour period approximately a thousand vehicles access the Intel site of which the majority turns right into the site. Map shows that much lower traffic volumes access the site through the Eastern Entrance during the AM peak hour period compared to the FlO Main access. The Eastern Entrance is currently used for construction traffic only. The majority of contractors and construction vehicles arrives at the site before 07:OO AM and therefore do not coincide with the AM peak hour period of normal Intel staff working hours. Map shows the turning movement traffic volumes for the PM peak hour period. The traffic counts carried out has shown that the PM peak is spread over a longer time period compared to the AM peak and therefore PM peak hour traffic volumes are lower than that of the AM peak hour. The major movement in the PM peak hour period is the R14S eastbound roundabout approach of which most traffic turns right onto the R449 to access the M4 Motorway Existing Public Transport The Dublin/Maynooth railway line runs along the northern boundary of Leixlip, turning south to follow along the eastern boundary of the Intel site and then turns westwards towards Maynooth. Leixlip railway station is located at the southeastern corner of the Intel site, within walking distance from the FlO Main Entrance. Currently there are 24 trains per day serving Leixlip station. Table shows that during peak hour periods the Leixlip Station is served on average by 3 trains in each direction. Table 9.4.1: larnod Eireann Services between Dublin City & Lexlip (No. Trains) Stations From Dublin Connolly to Leixlip Louisa Bridge From Leixlip Louisa Bridge to Dublin Connolly Morning Peak ( ) 3 services 3 services Source: larnod Eireann Timetables on the web site: Evening Peak ( ) 3 services 2 services The last 10 years has seen a 300% increase in housing developments along the Maynooth rail line. Major investment by Iarnrod Eireann has enabled significant improvements to accommodate the increase in commuters. The funding allowed the: 0 doubling of track between Clonsilla and Maynooth; l renewal of track to Continuous Welded Rai;. l upgrading of signalling between Clonsilla and Maynooth; 0 reconstruction or renovation of all stations on the route; 0 the provision, where possible, of extra Park and Ride facilities; a the automation of all level crossings on the route; and RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

7 l the introduction of 16 new railcars specifically for the Maynooth Commuter Service. The no 66 and 66X bus services from Dublin city centre runs along the R148, serving Leixlip and Intel. The frequency of these buses is shown below in Table Bus services to Leixlip travel on the N4 Quality Bus Corridor between Dublin and Leixlip. Table 9.4.2: Dublin Bus Services along the R148 (No. of buses) Route Number Morning Peak Evening Peak ( ) ( ) 66 Between Pearse Street and Maynooth via Leixlip 7 ServiCeS 3 services 66X Between Pearse Street/Waterloo Road/St Stephens Green and 3 services Straffan Road/Louisa Bridge n!ir.-.o. rhlhli a,,r Timntnhlnr fin +!-.n wnh ritn. wun.,rl#lklinkl,r i,. 5 services Intel operates a private shuttle bus service, in conjunction with Hewlett Packard. The shuttle bus service serves Maynooth, Celbridge, Intel, Louisa Bridge Station, Hewlett Packard, and Hazelhatch Station. 29-seater buses are used for this purpose. Currently, more than 130 staff makes use of this service. Cycle and Pedestrian Facilities The completion of the Celbridge Interchange in February 2003 saw the provision of a segregated cycle track along the R449. Cycle and pedestrian facilities are provided on the R148 between Leixlip and the Intel site. These facilities are segregated between Green Lane and Lexilip station but are shared for pedestrians and cyclists on the remainder of this route. Future Transportation a Road Improvements. Improvements No major road improvements are scheduled to happen in the near future within the vicinity of the Intel site. The Draft Kildare County Development Plan, however, has identified the R148 between Leixlip and Maynooth to be improved. Maynooth is located approximately 4km from Intel which is considered to be within cycling distance. It is proposed that the R148 between Leixlip and Maynooth is improved, with the possibility for the provision of cycle facilities to be investigated. l Railway Improvements. Future upgrades to the Maynooth railway line are dependent on the upgrade of the signalling system between Connolly and Pears Stations to allow more trains to pass through the two stations. 9-7 EPA Export :14:23:10

8 a Bus Services. The M4 Quality Bus Corridor to Leixlip was introduced in the vicinity of the Intel site prior to the completion of the MMP Although no further Quality Bus Routes are proposed in the DTO A Platform for Change Strategy , Dublin Bus are continuously working to improve and upgrade services in partnership with Local Authorities. 9.5 Characteristics of the Proposed Development Description of Development The layout of the existing Intel site and the location of the proposed development within its boundaries are shown in Map Historically the Intel site developed from the western boundary eastwards. Over a period of more than a decade the manufacturing facilities known as the Irish FAB Operations expanded incrementally to the east. FAB 10 was constructed in 1990, followed by FAB 14 in 1994 and FAB 24 in FAB 24-2 is currently under construction and is expected to open in The proposed FAB 24-3 is located to the east of existing FAB 24-2 manufacturing facility and is proposed to be erected over existing temporary car parking and construction compound site for the FAB Intel has identified three future development scenarios for the site, including: l Do Nothing: This will be the base scenario which will be used to compare do something scenarios against to be able to identify traffic impacts as a result of the development. Within this scenario, it is assumed that FAB 24-2 will be completed and be operational and allowance will be made for traffic generated by this development. Estimations indicates that a total of additional permanent/long term staff will be employed at FAB 24-2; l Do Something Option 1: This scenario includes a Fabrication facility (FAB 24-3) of 66,000 square feet and associated car parking facilities. This option also requires the relocation of existing overhead power lines. Estimations indicates that a total of additional permanent/long tern1 staff is associated with this development option; l Do Something Option 2: This scenario includes a Fabrication facility (FAB 24-3) of 132,000 square feet and associated car parking facilities. This option also requires the relocation of existing overhead power lines and also the construction of a new access road and the relocation of on-site water storage tanks. Estimations indicate that a total of additional permanent/long term staff is associated with this development option. Note employment numbers could change depending on operational levels on the site. The peak construction period will be in 2008 for both Do Something scenarios. The opening for both Development Scenarios is Car Parking Provision and AGGeSS Operational Phase Intel has identified different car park and access options for the above scenarios which are outlined below. The car parking provision is based on Intel s highest estimation of staff to be employed at the opening of FAB The staff employment estimates is discussed in Section EPA Export :14:23:10

9 l Do Nothing Scenario The future car parking and access provision for the Do-Nothing Scenario is shown in Map In the Do Nothing Scenario, provision is made for additional car parking associated with FAB 24-2, which is currently under construction but would be operational in Intel proposes two surface car parks for the additional staff employed for FAB A car park with a capacity of 170 car parking spaces is proposed to the south of the existing FAB 24-2 building, while the future construction site for FAB 24-3 will also be used for parking which could accommodate approximately 550 car parking spaces. It is proposed to provide access to the abovementioned 170 space car park from both the Eastern Entrance and the FlO Main Entrance while the proposed car park located on the building site of FAB 24-3 will be served only by the Eastern Entrance. l Do Something Option 1: FAB 24-3 (66,000 square feet production area) The future car parking and access provision for the Do Something Scenario Option 1 (66,000 square feet production area) is shown in Map For the construction of FAB 24-3 Option 1, the 550 car parking spaces located on the construction site to serve FAB 24-2 will be relocated to a multi storey car park on the site of the surface car park to the south of FAB 24. It is envisaged that the multi storey car park will consist of 4 levels and have a capacity of 656 car parking spaces and will mainly serve FAB 24-2 staff and some FAB 24-3 staff. An additional 443 car parking spaces will however be provided for FAB 24-3 staff which will be located to the south of FAB Access to the proposed multi-storey car park will be available from both the FlO Main Entrance and the Eastern Entrance, while access to the surface car parking to the south of FAB 24-3 will mainly be provided by the Eastern Access. l Do Something Option 2: FAB 24-3(132,000 square feet production area) The future car parking and access provision for the Do Something Scenario Option 2 (132,000 square feet production area) is shown in Map With the construction of FAB 24-3, Option 2, a multi storey car park will be constructed on the surface car park to the south of FAB This car park will consist of 4 levels and have a capacity of 1,295 car parking spaces. Surface car parking will also be provided to the south and east of the multi storey car park adding an additional 240 car parking spaces. Within this scenario, the multi storey car park mentioned for the Do Something Scenario 1, located to the south of the FAB 24 building will not be developed. This site however will remain a surface car park with a capacity of 170 car parking spaces. The proposed multi storey car park for this option will therefore serve parking requirements of both FAB 24-2 and FAB 24-3 staff. The position of the existing Eastern Entrance will be moved approximately 150m further to the east, to accommodate future development on the Intel site. Access to the surface car park to the south of FAB 24 will be available from both the FlO Main Entrance as well as from the Eastern Access, while access to the multi storey car park and the surface car parking in to the south and east of it will be mainly provided from the Eastern Entrance. RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

10 Construction Phase For the Do Nothing Scenario, no construction traffic will be generated and therefore no car parking will be provided for construction traffic. For both the Do Something Scenarios Options 1 and 2, construction traffic is expected to peak in the year 2005 and car parking will be provided accordingly. Intel proposes that contractors and construction staff will park in the proposed multi storey car park provided for each development scenarios, which will be constructed prior to the peak construction phase. A total of 640 temporary car parking spaces will also be provided at a surface car park to the east of the Eastern Access as shown on Map Traffic Impact Assessment 9.61 Introduction The weekday peak hour periods have been considered to be the critical periods for the operation of junctions in the vicinity of the proposed development. The traffic assessment has therefore been carried out for the weekday AM and PM Peak hours. The traffic counts undertaken within the vicinity of the site indicated that the AM peak hour is between 07:15 and OS:15 and the PM peak hour between 16:30 and 17:30. The traffic assessment is carried out for both the operational phase and the construction phase. For the operational phase, the three scenarios as outlined in Section 9.5, which includes the Do Nothing Scenario and the Do Something Scenario Options 1 and 2, were assessed. The following is an outline of the assumptions made with regard to trip generation, trip distribution and trip assignment Trip Generation Operational Phase l Do Nothing Scenario The Do - Nothing Scenario is based on factoring the 2004 traffic counts with a growth rate (10%) obtained from the traffic growth forecast indices of the NRA s Future Year Growth Forecasts for Ireland 2002 to arrive at base traffic volumes for 2009 (opening year of the development). FAB 24-2 is currently under construction and therefore the future trip generation associated with it has not been included in the 2004 traffic counts. Therefore an allowance has to be made to arrive at the 2009 base scenario. A total number of staff will be employed at FAB The composition of the staff to be employed at FAB 24-2 is based on engineering models and Fabrication plants currently operating on the Intel premises, including FAB 24. The employment composition of these Fabrication plants consists of 54% shift workers and 46% normal daytime workers. The start and finish times of shift workers do not coincide with the peak hour periods on the local network. The working hours of the normal day time staff (OS:00 to 16:30 from Monday to Thursday and OS:00 to 15:30 on Fridays), however does and are included in the analysis EPA Export :14:23:10

11 Environmental ImDact Assessment Based on the above, it is assumed that the trip generation of 46% of the staff associated with FAB 24-2 coincides with the AM and PM peak hour periods of the local road network (which equals 276) and should be included in the analysis for this scenario. l Do Something Option 1: FAB 24-3 (66,000 square feet production area) A total of additional permanent and contract staff are associated with the development of Do Something Option 1. As outlined above, based on existing Fabrication plant operations, 46% of the total staff is expected to work during normal daytime hours, which adds the trips generated by an additional 239 staff to the AM and PM peak periods in 2009 for this scenario. l Do Something Option 2: FAB 24-3 (132,000 square feet production area) A total of additional permanent and contract staff are associated with the development of Do Something Option 1. As outlined above, based on existing Fabrication plant operations, 46% of the total staff is expected to work during normal daytime hours, which adds the trips generated by an additional 405 staff to the AM and PM peak periods in 2009 for this scenario, The calculations for the analysis was based on the maximum value of the stipulated range of the future staff range in order to simulate the worst case scenario Construction Phase l FAB 24-2 Construction Traffic As mentioned the FAB 24-2 is currently under construction and generates construction traffic which will not be on site during the construction phase of FAB The Eastern Entrance at the Intel site is currently used for the construction traffic generated by FAB During the construction phase in 2008, the existing construction traffic generated by FAB 24-2 will not be present anymore, as construction of the FAB 24-2 will have been completed at that time. To account for this the traffic at the Eastern Entrance has been excluded in the calculations of future traffic volumes. l Future Construction Traffic During the construction period, construction traffic will be generated from a number of sources including contractors and visitors to the site which will carry out the physical construction of the buildings and installation of equipment and the delivery of materials and equipment. It is estimated that the construction period for Do Something Scenario Option 1: FAB 24-3 (66,000 square feet production area), will be 20 months while that of Option 2: FAB 24-3 (132,000 square feet production area), will be 26 months not including enabling works. During this period the contractors involved with the construction will vary. Maps and show the number of contractors expected on site on a monthly basis and the associated vehicle traffic. Previous Fabrication construction experience at the Intel site has shown that building contractors has a high car occupancy rate of almost 2 persons per car which has been taken into account in the estimation of construction traffic. The traffic assessment will assess the worst case construction traffic impacts. Therefore for Do Something Option 1, the worst case construction scenario includes 9-l 1 EPA Export :14:23:10

12 a total of 2,090 contractors on site and an associated 1,087 vehicles. For Development Option 2, the worst case scenario includes a total of 2,390 contractors on site and an associated 1,243 vehicles. It is Intel s policy to ensure that the construction peak period do not coincide with that of the normal working hours. The 2004 traffic counts carried out at the Eastern Entrance have shown that the construction peak hour period for the FAB 24-2 construction traffic is between 06:lS and 07:15. The traffic counts have also shown that during the AM construction peak hour period, 53% of the total construction traffic arrives at Intel. However, to ensure a robust analysis for the construction phases of both the Do Something Scenarios it was assumed that 65% of construction traffic will arrive and depart in the AM and PM peak hour periods. Map Number of Construction Workers and expected trip generation associated with Do Something Scenario Option 1: FAB 24-3 (66,000 sq feet Production Area) Construction Generated Trips *- Nun-her of Vehicles i---- ~. - 0 FISK ENSR Environment Ltd 9-12 EPA Export :14:23:10

13 EPA Export :14:23:10 to f c Fo op r i yr ns ig pe ht ct ow ion ne pu r r rp eq os ui es re o d nl fo y. ra ny ns en Co se ru he ot.

14 As mentioned a total of staff will be employed at FAB Of the total, 54% is shift workers which equals 437 staff. Shift workers are divided into four shifts which start at alternate times and work on different days. Therefore, in the worst case only 25% of the total shift workers starts at 07:OO and finishes at 19:O0. This equals to an additional 81 trips which were included in the construction AM peak hour period Modal Split A Mobility Management Plan (MMP) was carried out in 2002 for the Intel site at Collinstown Industrial Park, Leixlip. The MMP contained a mobility management strategy that included measures and recommendations focussed on reducing car based traffic and promoting more sustainable modes of transport. These measures and recommendations include a Work, Life & Effectiveness programme, promotion of public transport, improving cycling and walking conditions to the Intel site, increasing car occupancy and the provision of a shuttle bus service amongst others. The MMP applies to the entire Intel site including both existing and future development, Modal split targets were set for the year 2006 as shown in Table below: Table 9.6.1: Intel MMP Staff Mode Split Targets for 2006., Mode of Transport % Share Car Driver 60% Car Passenger 6% Train 3% Bus 5% Bicycle 2% Walk 1% Other (drop off, motorcycle etc.) 3% These above targets have been applied to the trip generation based trips to and from Intel. figures to calculate car Since 2002, Intel has carried out follow up surveys on an annual basis to monitor the progress made in achieving the targets set out above. To date Intel has progressed significantly in achieving the modal split targets and is expected to reach the 2006 targets. Therefore, the 2006 modal split targets, as set out in the MMP will be assumed for the FAB 24-3 development. Since the MMP was completed, Intel has carried out Annual Reports to monitor the progress made with the implementation of the identified mobility management measures. FISK ENSR Environment Ltd 9-14 EPA Export :14:23:10

15 Environmental ImDact Assessment Trip Distribution Operational Phase The assumed trip distribution on the local road network for trips generated by the proposed development during the operational phase was based on the traffic distribution patterns of existing traffic within the vicinity of the Intel site. The 2004 traffic counts carried out was used for this purpose. The trip distribution was also based on the future proposed car parks - its location, the number of car parking spaces provided in each (as an indication of the attraction of traffic to it) and the access provided to it. Following is an outline of the trip distribution for the Do Something Scenarios: l Do Something Option 1: FAB 24-3 (66,000 square feet production area) Map and shows the trip distribution of Option 1 for the AM and PM peak hour periods in 2009, the opening year of the development. Map shows that during the AM peak hour, it is expected that the highest percentage of trips arriving at the Jirtel site will enter the area via the R449 which links to the M4 motorway and provides access to the Greater Dublin area and many other towns in Kildare County Council and other counties. High percentages of staff approach Intel on the R148 Maynooth Road and Kellystown Lane while the smallest percentage of traffic arrives from the R148 Leixlip direction. As mentioned, car parking provision for this scenario would include a multi storey car park, located to the south of FAB 24 of 660 car parking spaces and surface car parking to the south of FAB 24-3 with a total of 240 car parking spaces. The multi storey car park can be accessed from both the FlO Main Entrance as well as the Eastern Access. Therefore the trips attracted to the car park were distributed equally over the two entrances. The surface car parking to the south of FAB 24-3, is located adjacent to the Eastern Entrance and therefore it was assumed that the majority of trips attracted to this car park will make use of this access. Map shows that during the PM peak hour, it is expected that the highest percentage traffic departing from the Intel site will depart from the Eastern Entrance and turn left towards the R148 /R449 roundabout. The majority of this traffic is expected to travel via the R449 to the M4 Motorway. The remainder of the traffic is expected to travel towards Maynooth and Kellystown Lane. l Do Something Option 2: FAB 24-3 (132,000 square feet production area) Map and shows the trip distribution of Option 2 for the AM and PM peak hour periods in 2009, the opening year of the development. Similar to the Do Something Option 1, Map shows that during the AM peak hour, it is expected that the highest percentage of trips arriving at the Intel site will enter the area via the R449 and that high percentages of vehicles approaches Intel on the R148 Maynooth Road and Kellystown Lane while the smallest percentage of traffic arrives from the R148 Leixlip direction. As mentioned, car parking provision for this scenario would include a surface car park located to the south of FAB 24 of 170 car parking spaces and multi storey and surface car parking located to the south of FAB 24-3 providing 1,470 (170+1,300) 1,360 car parking spaces together. The surface car park of 170 spaces can be accessed from both the FlO Main Entrance as well as the Eastern Entrance. RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

16 Environmental lmoact Assessment Therefore the trips attracted to this car park were distributed equally over the two entrances. The multi storey/surface car parking to the south of FAB 24-3, is located adjacent to the Eastern Entrance and it is therefore assumed that the majority of trips attracted to this car park will enter the site at this access point. Map shows that during the PM peak hour, it is expected that the highest percentage traffic departing from the Intel site will depart from the Eastern Entrance and turn left towards the R14S /R449 roundabout. The majority of this traffic is expected to travel via the R449 to the M4 Motorway. The remainder of the traffic is expected to travel towards Maynooth and Kellystown Lane Construction Phase The trip distribution for trips generated by contractors and construction vehicles (including deliveries) is shown in Maps and It is assumed that the traffic distribution for construction traffic on the local road network will be similar to that of the operational phase for vehicles entering and exiting the local road network. However, all car parking for construction traffic will be accessed from the Eastern Entrance. Therefore all construction traffic was allocated towards the latter Tri. Assignment Opesationnl Phase Maps and shows the background traffic for 2009 for the AM and the PM peak hours. Background traffic is traffic on the road in absence of the development traffic. A traffic growth rate of 10% was applied to the 2004 traffic figures to arrive at a 2009 base level, in accordance to the traffic growth forecast indices of the NRA s Future Year Growth Forecasts for Ireland This represents the base scenario, which is used to compare the impact of the development traffic on the surrounding road network. As mentioned this scenario also includes traffic generated from FAB 24-2 which is currently under construction but would be operational in Maps and shows the background traffic plus development traffic for Do Something Scenario Option 1 FAB 24-3 (66,000 sq feet production area) in 2009 for the AM and PM peak hours. Trips generated by the proposed development where assigned to the road network according to the assumed trip distribution. Maps and shows the background plus development traffic for Do Something Scenario Option 2 FAB 24-3 (132,000 sq feet production area) in 2009 for the AM and PM peak hours. Trips generated by the proposed development where assigned to the road network according to the assumed trip distribution Construction Phase Maps and shows the background plus development traffic for the construction phase in 2008 associated with the Do Something Scenario Option 1 FAB 24-3 (66,000 sq feet production area) for the AM and PM peak hours. Maps and shows the background plus development traffic for the construction phase in 2008 associated with the Do Something Scenario Option 2 FAB 24-3 (132,000 sq feet production area) for the AM and PM peak hours. FISK ENSR Environment Ltd RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

17 9.7 Junction Analysis Introduction Following is the junction analysis for both the Operational and Construction Phases. The analysis results for each junction are shown below. Each junction has been assessed according to the existing junction operation and the future junction operation for both the Do Nothing Scenario and Do Something Scenario Options 1 and Traffic Impact during Operational Phase Kellystown Lane and RI48 Table 9.7.la shows that the junction is currently operating to a satisfactory level during the AM and PM peak hour periods. Table a Existing Junction Operation (2004) 2004 AM Peak Flows 2004 PM Peak Flows RFC (%) Q (vel-d Delay RFC (%) Q (veti Delay lane) (-3 lane) W Minor arm (Southbound) Left Minor arm (Southbound) Right RI 48 (Westbound) Right n,,in,a Table 9.7.lb shows that in 2009 the traffic capacity on the minor arm (Southbound) left and right turn movements are exceeded causing long queues and delay during the AM peak. The exceeding of traffic capacity on the minor arm of the junction can be attributed to the increase of traffic on the major arm. As the traffic on the major arm increases, less gaps in the traffic flow on the major arm becomes available which means that drivers in the minor arm cannot enter the traffic stream on the major arm. This has a most severe effect on the right turn movement which have to give way to traffic flows on both directions of the major arm. As the vehicle queue increases as a result of right turning traffic not able to enter the major stream, both left and right turning movements on the southern approach are severely affected. In reality though, there is a signal at the next junction (Intel Western Entrance) which disrupts the westbound traffic flow on the major arm and thereby naturally providing gaps for right turning traffic. The traffic analysis results do not take this into account and therefore the results provided below may be worse than it would be in reality. However, it should also be considered that during the AM peak hour period, the eastbound traffic lane on the major arm carries much higher traffic volumes that the westbound traffic lane and therefore would still not provide many gaps in the traffic on the major arm for right turning traffic. All movements on the junction however, operate satisfactorily during the PM peak period. RSKENSWHE/P40126/04/Rev EPA Export :14:23:10

18 Table b 2009 Do Nothing Scenario I Minor arm (Southbound) Left ti PM Peak Flows RFC (%) Q (vew Delay lane) (se Right turn source: PICADY 4 Output I As can be expected, Tables 9.7.lc and d shows that with the addition of development traffic on the local road network, the minor arm of the junction is even more severely effected as gaps in the traffic flow on the major arm becomes even less available. All movements on the junction continue to operate satisfactorily during the PM peak period. Table c 2009 Do Something Option 1: FAB 24-3 (66,OOOsqft) I 2009 AM Peak Flows 2009 PM Peak Flows I,,,,,- I Minor an (Southbound) Left Minor arm (Southbound) Right RI 48 (Westbound) Right Source: PICADY 4 Output 9-18 EPA Export :14:23:10

19 Table d Something Option 2: FAB 24-3 (132,OOOsqft) ~ 2009 AM Peak Flows I 2009 PM Peak Flows RFC (%) Q (vehl Delay R FC (%) Q (veld Delay lane) (se4 lane) (se ;$ fj ;tbound) ( Source: PICADY 4 Output Traffic analysis have also been carried out for Kellystown Junction, assuming that the junction is upgraded to a signalised junction, which would provide green time to the minor arm movement. The results for the Do Something Scenarios 1 and 2 is shown below in Tables 9.7.le and f. In both cases the analysis have shown that all movements of the junction is expected to operate satisfactorily during both the AM and PM peak hour periods. Table e 2009 Do Something Option 1: FAB 24-3 (66,OOOsqft) I 2009 AM Peak Flows 2009 PM Peak Flows RFC (%) Delay (se4 RFC (%) Q (vet4 lane) Delay (se4 Eastbound (Left ) I Eastbound (Straight ) Southbound (Left ) Southbound (Right ) wrce: TRANSYT Output RSKENSWHE/P40126/04/Rev EPA Export :14:23:11

20 Table 9.7.lf 2009 Do Something Option 2: FAB 24-3 (132,OOOsqft) r Eastbound (Left ) Eastbound (Straight ) T 2009 AM Peak Flows 2009 PM Peak Flows RFC (%) Q (veld Delay RFC (%) Q (veld lane) (se@ lane) Delay be4 4 3 Southbound (Left ) Southbound (Right ) Westbound (Straight ) Westbound (Right ) ource: TRANSYT Output Intel Main Entrance Table 9.7.2a shows that the junction is currently operating to a satisfactory level during the AM and PM peak hour periods. Table 9.7.2a Existing Junction Operation (2004) RI48 (Eastbound) Left RI48 (Eastbound) Straight and Right turn Intel Main Entrance (Southbound) Left turn Intel Main Entrance (Southbound) Straight and Right turn RI48 (Westbound) Straight and Left turn R148 (Westbound) Right ILP Warehouse Entrance (All movements) Durce: TRANSYT Output 2004 AM Peak Flows Deg. of Q (vehl Delay Sat (%) I lane) I (se@ ~ PM Peak Flows Deg. of Q (vehl Delay Sat (%) lane) (W In 2009, without development traffic, the junction is expected to continue to operate satisfactorily in both the AM and PM peak hour periods, as shown in Table RSKENSWHE/P40126/04/Rev EPA Export :14:23:11

21 Environmental ImDact Assessment Table 9.7.2b 2009 Do Nothing Scenario 2009 AM Peak Flows Deg. of Q (vehl Delay Sat ( 7) lane) (W 2009 PM Peak Flows Deg. of Cl (vehl Delay Sat (%) lane) (se4 R148 (Eastbound) Left I ~ RI 48 (Eastbound) Straight and Right turn Intel Main Entrance (Southbound) Left turn Intel Main Entrance (Southbound) Straight and Right turn / 53 RI48 (Westbound) Straight and Left turn Ark RI48 (Westbound) Right ILP Warehouse Entrance (All movements) lurce: TRANSYT Output The traffic analysis results for the Do Something Scenario Option 1, shown in Table 9.7.2~ indicates that all movements at the junction are continuing to operate satisfactorily during both the AM and the PM peak periods. Table 9.7.2c 2009 Do Something Option 1: FAB 24-3 (66,OOOsqft) RI48 (Eastbound) Left R148 (Eastbound) Straight and Right turn Intel Main Entrance (Southbound) Left turn Intel Main Entrance (Southbound) Straight and Right turn T 2009 AM Peak Flows 2009 PM Peak Flows Delay Deg. of Q (vehl Delay bed Sat (%) lane) (set) I RI 48 (Westbound) Straight and Left turn RI48 (Westbound) Right ILP Warehouse Entrance (All movements) ource: TRANSYT Output FISK ENSR Environment Ltd RSKENSWHE/P40126/04/Rev EPA Export :14:23:11

22 The traffic analysis results for the Do Something Scenario Option 1, shown in Table 9.7.2d indicates that all movements at the junction are continuing to operate satisfactorily during both the AM and the PM peak periods. Compared to the Do Something Scenario Option 1, the results of the Do Something Scenario Option 2, shows that most movements are expected to operate at a lower degree of saturation which results in shorter queues and delay. The reason for this is that in the Do Something Scenario Option 1, the multi storey car park located to the south of the FAB 24 building can be accessed from both entrances. However, in the Do Something Scenario Option 2 most of the FAB 24-3 development traffic is expected to enter the Intel site at the Eastern Entrance to access the multi storey and surface car parking located adjacent to this entrance. Table 9.7.2d 2009 Do Something Option 2: FAB 24-3 (132,OOOsqft) AM Peak Flows 2009 PM Peak Flows Deg. of Q (vehl Delay Deg. of Q (vel-d Delay Sat (%) lane) (4 Sat (?h) lane) (W RI48 (Eastbound) Left RI48 (Eastbound) Straight and Right turn Intel Main Entrance (Southbound) Left turn Intel Main Entrance (Southbound) Straight and Right turn RI48 (Westbound) Straight and Left turn R148 (Westbound) Right ILP Warehouse Entrance (All movements) hllron. TRAN~T nlltnllt R148 and R449 Roundabout Table 9.7.3a shows that the R449 (Northbound) left turn movement currently operates over capacity during the AM peak period. The westbound roundabout exit comprises only one lane and therefore has limited capacity for the merging R14S westbound and R449 northbound left turn traffic. During site visits it was observed that in reality the R449 northbound left turn movement blocks the westbound exit lane, affecting other traffic movements on the roundabout. The R14S (Eastbound) approach operates over capacity during the PM peak hour period. This is however due to existing high volumes of eastbound traffic turning right to gain access via the R449 to the N4 Interchange. Intel has however highlighted to KCC Roads Planning Department that the junction currently operates over capacity during the AM peak hour period. KCC investigated the junction and concluded that although there is delay and queues experienced it is just occurring for a short time period (less than 20 minutes) and is mostly affecting 9-22 EPA Export :14:23:11