Dunkettle Interchange Upgrade Scheme

Transcription

1 Shared Use C ycle and Pedestrian F acility Part 8 Pl anning R eport Transport Infr astr ucture Ireland Dunkettle Interchange Upgrade Scheme Transport Infrastructure Ireland Shared Use Cycle and Pedestrian Facility Part 8 Planning /P8/CYC/ th November 2017

2 Dunkettle Interchange Upgrade Scheme Project No: Document Title: Document No.: Revision: 1 Shared Use Cycle and Pedestrian Facility Part 8 Planning /P8/CYC/001 Date: 8th November 2017 Client Name: Client No: Project Manager: Author: Transport Infrastructure Ireland Andy Thompson Greig Houghton File Name: G:\JI\HW\ Dunkettle Interchange\8-Highways\Cycling Ped\ Part 8 Cycle Rev1.docx Jacobs Engineering Ireland Limited Merrion House Merrion Road Dublin 4, D04 R2C5 Ireland T F Copyright 2017 Jacobs Engineering Ireland Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright. Limitation: This document has been prepared on behalf of, and for the exclusive use of Jacobs client, and is subject to, and issued in accordance with, the provisions of the contract between Jacobs and the client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this document by any third party. Document history and status Revision Date Description By Review Approved Part 8 Planning GMH SN GMH Updated Design EC GMH AMG /P8/CYC/001 i

3 Contents Executive Summary Introduction Background Part 8 Planning Requirements Proposed Development Definitions and Acronyms Purpose of the Proposed Development Project Aims Objectives Planning and Policy Context Dunkettle Upgrade Scheme Proposed Development Planning and Policy Context The EuroVelo International Cycle Network Smarter Travel: A Sustainable Transport Future National Cycle Policy Framework Cork County Development plan Cork Cycle Network Plan Description of the Proposed Development Design Standards Cross-Section Design Speed Route Description Gradient Pavement Vehicular Access Drainage Public Lighting Signage and Road Markings Boundary Fencing Environmental Summary Appropriate Assessment Environmental Impact Statement Submissions /P8/CYC/001 ii

4 Executive Summary Transport Infrastructure Ireland in partnership with Cork County Council and Cork City Council proposes to deliver the upgrade of the Dunkettle Interchange to a free flowing interchange. Following the publication of statutory documents in July 2012, An Bord Pleanála approved the scheme on 23 April 2013, but included in the approval a condition to remove the proposed path from the Dunkettle Roundabout to Dunkettle Road due to concerns regarding this proposed cycle route from the perspectives of potential for conflicts/accidents and inefficiencies in traffic flow. This Part 8 Planning proposes an alternative pedestrian and cycle facility to provide the east-west connectivity for pedestrians and cyclists through the Dunkettle Interchange. The proposed developed comprises approximately 900m of Shared Use Cycle and Pedestrian Facilities extending from Dunkettle Roundabout in the townland of Lota, Co Cork to terminate at cul-de-sac on Dunkettle Road in the townland of Dunkettle. The existing cul-de-sac will be reconfigured as a shared surface street and will bring pedestrians and cyclists to Dunkettle Road. The proposed Shared Use Cycle and Pedestrian facility is predominantly off-road but follows the alignment of the interchange link from N8 eastbound to M8 northbound. The initial section which crosses the Glashaboy River is adjacent to the N8, but is physically segregated both horizontally through a 1.5m separation strip and vertically through a kerbed upstand. The width of the proposed facility is 4m with the exception of the initial section crossing the Glashaboy River which is constrained to 1.75m to fit within the existing structure. Written submissions or observations with respect to the proposed development may be made in writing to the Cork National Roads Office /P8/CYC/001 1

5 1. Introduction 1.1 Background Transport Infrastructure Ireland in partnership with Cork County Council and Cork City Council proposes to deliver the upgrade of the Dunkettle Interchange to a free flowing interchange, i.e. an interchange whereby traffic movements aren t conflicted by opposing traffic movements either by yielding or stopping at traffic signals, as is the case with the existing interchange. The scheme specific need relates to the current operational deficiencies associated with the existing interchange. Although the existing interchange is of major importance in the context of the national road network, it is currently operating above capacity in peak traffic conditions resulting in significant congestion, with queues developing on many of the approaches. These queues result in increased journey times through the interchange resulting in increased cost to businesses which is impacting on the economic competitiveness of the region. The scheme objectives are driven by the need to improve the current operational deficiencies associated with the existing interchange. In addition to the core objectives associated with addressing the existing operational issues, the scheme objectives also includes the minimisation of environmental impacts and consideration of sustainable transport modes including pedestrian and cyclist facilities. The proposed upgrade included the provision of pedestrian and cyclist facilities connecting Glounthaune to Glanmire in an east to west and vice versa, direction and connecting Little Island and Glounthaune in a north to south and vice versa direction. The proposed upgrade therefore caters for all movements in all directions through the junction. Following the publication of statutory documents in July 2012, An Bord Pleanála (ABP) conditionally approved the scheme on 23 April The ABP conditions included: 3. The proposed cycle path from the Dunkettle Roundabout extending along link T1 shall be omitted in its entirety. Reason: The Board has concerns regarding this proposed cycle route from the perspectives of potential for conflicts/accidents and inefficiencies in traffic flow. The Board considered that there may be preferable cycle routes available to cater for those travelling from Dunkettle Roundabout to Little Island such as across the tunnel to the East following a route which avoids the busiest junctions and roads and which might be pursued by the National Roads Authority. The proposed cycle path to be omitted as part of the planning approval, commences at the Dunkettle Roundabout and ran adjacent to the N8, on the northern side of the existing carriageway. The facility continued along the proposed slip road to Glounthaune, before pedestrians and cyclists have to cross the M8 merge slip (to avoid the diverge associated with the same link) onto the southern side of the slip road to Glounthaune, where the facility continue towards Glounthaune. This part of the facility runs as far as the proposed roundabout with Dunkettle Road and allowed pedestrians or cyclists to either gain access to Dunkettle Road, or alternatively to the existing Burys Bridge Roundabout, where pedestrians or cyclists can travel east towards Carrigtwohill and Midleton or go south towards Little Island. This Part 8 Planning proposes an alternative pedestrian and cycle facility to provide the east-west connectivity for non-motorised users through the Dunkettle Interchange /P8/CYC/001 2

6 1.2 Part 8 Planning Requirements In accordance with the requirements of the Planning and Development Regulations, 2001 (as amended), this report details the proposed development together with the accompanying drawings which together describe the nature of the proposed development. 1.3 Proposed Development The proposed developed comprises approximately 900m of Shared Use Cycle and Pedestrian Facilities extending from Dunkettle Roundabout in the townland of Lota, Co Cork to terminate at cul-de-sac on Dunkettle Road in the townland of Dunkettle. In addition, the existing cul-de-sac on Dunkettle Road shall be reconfigured as a Shared Surface Street. The location and extent of the proposed development is shown on Drawing /CYC/P8/001 and Drawing /CYC/P8/002 respectively accompanying this report. The proposed Shared Use Cycle and Pedestrian facility s shown on Drawing /CYC/P8/003 and is predominantly off-road but follows the alignment of the diverge interchange link from N8 eastbound to M8 northbound. The initial section which crosses the Glashaboy River is adjacent to the N8, but is physically segregated both horizontally through a 1.5m separation strip and vertically through a kerbed upstand. The proposed development can be constructed within the boundary of the land acquired for the Dunkettle Interchange Upgrade Scheme, the existing road bed of the cul-de-sac and no additional land is required. 1.4 Definitions and Acronyms AA ABP Cycle Track EIS NCPF NIS Rural Road Shared Surface Street Shared Use Cycle and Pedestrian Facilities: SLM TII Appropriate Assessment An Bord Pleanála Part of a road, including part of a footway or part of a roadway, which is reserved for the use of pedal cycles and from which all mechanically propelled vehicles, other than mechanically propelled wheelchairs, are prohibited from entering except for the purpose of access. Environmental Impact Statement National Cycle Policy Framework Natura Impact Statement A road outside of built-up areas including: i. Single Carriageway roads; ii. All-purpose Dual Carriageway roads; or iii. Motorways. A street where pedestrians, cyclists and vehicles share the main carriageway and where pedestrians have priority of movement over other uses. A Cycle Track or Cycleway that is provided for both cycle and pedestrian use. Specific Landscape Measures Transport Infrastructure Ireland /P8/CYC/001 3

7 2. Purpose of the Proposed Development 2.1 Project Aims The aim of the development is to provide an alternative cyclist and pedestrian facility to replace the facility removed by ABP as part of the planning consent for the Dunkettle Upgrade scheme and re-establish the eastwest pedestrian and cycle connectivity. 2.2 Objectives The objectives for the Dunkettle Interchange Upgrade Scheme are driven by the need to improve the current operational deficiencies associated with the existing interchange. In addition to the core objectives associated with addressing the existing operational issues, the scheme objectives also includes the minimisation of environmental impacts and consideration of sustainable transport modes including pedestrian and cyclist facilities within the proposed development. This objective of the scheme related to the provision of pedestrian and cycling facilities is: Provide dedicated pedestrian and cycle connectivity through the junction area away from the busy corridors/arteries The full list of objectives for the Dunkettle Interchange Upgrade Scheme is set out in the Dunkettle Interchange Environmental Impact Statement published in 2012 available to view at: /P8/CYC/001 4

8 3. Planning and Policy Context 3.1 Dunkettle Upgrade Scheme The planning and policy context for the Dunkettle Interchange Upgrade scheme against national, regional and local policy was established in the EIS published in The proposed development was consistent and compatible with the following national, regional and local policy documents at the time of publication: National Spatial Strategy for Ireland, ; Infrastructure and Capital Investment : Medium Term Exchequer Framework; Smarter Travel, 2009; Cork Area Strategic Plan 2001 (and update of 2008); Cork County Development Plan, 2009; Blarney Local Area Plan, 2011; Cork City Development Plan, ; and South West Regional Authority Regional Planning Guidelines Proposed Development Planning and Policy Context The planning and policy context for the proposed development is set by Dunkettle Interchange Upgrade Scheme. However, the sections below provide additional context for the proposed shared use pedestrian and cycling facility with respect to various plans and policies including: The EuroVelo International Cycle Network; The Government s Smarter Travel initiative; The National Cycle Policy Framework; The Regional Planning Guidelines; The Development Plans of the respective affected Local Authorities; and Cork Cycle Network Plan The EuroVelo International Cycle Network The European Cyclists Federation is coordinating the development of a network of high-quality cycling routes that connects Europe and can be used by both long-distance cycle tourists, as well as by local people making daily journeys. The EuroVelo network currently comprises of 15 routes and it is envisaged that the network will be substantially complete by EuroVelo Route EV1 (Atlantic Coast Route) extends from Norway to Portugal along the west coast of Europe in Ireland, this route extends from Larne, County Antrim in the northeast, around the northern, western and southern coasts, via Kerry, Cork and Waterford and ending in Rosslare, County Wexford in the southeast. The Cork Cycle Network Plan (Refer to Section 3.2.5) has included for connections from the east with an interurban route via Midleton and Carrigtwohill to respond to the strategic intent of the Eurovelo route network /P8/CYC/001 5

9 3.2.2 Smarter Travel: A Sustainable Transport Future Smarter Travel: A Sustainable Transport Future is defined as the transport policy for Ireland for the period The policy recognises the vital importance of continued investment in transport to ensure an efficient economy and continued social development, but it also sets out the necessary steps to ensure that people choose more sustainable transport modes such as walking, cycling and public transport. The policy aims to achieve sustainable transport through a suite of actions that will have complementary impacts in terms of travel demand and emissions. This includes actions aimed at ensuring that alternatives to the car are more widely available including investment in cycling and walking National Cycle Policy Framework The National Cycle Policy Framework (NCPF) operates under the overarching Smarter Travel policy but focuses specifically on cycling. The mission of the NCPF is to create a strong cycling culture in Ireland with a vision that all cities, towns, villages and rural areas will be bicycle friendly and an aim that 10% of all trips will be by bike by The framework sets out that all planning should consider the needs of cyclists which should be articulated in all National, Regional, Local and sub-local plans. Cycling friendly urban planning principles will cover the need to keep distances between origin and destination short, through making developments permeable (i.e. easy for pedestrians and cyclists to pass through without making long detours) and well connected. Transportation infrastructural designs need to be cycling friendly meaning that routes taken by cyclists are safe, direct, coherent, attractive and comfortable The framework proposed a hierarchy of measures including the following measures for cycle route development and states the focus needs to be on: reducing volumes of through-traffic, especially HGVs, in city and town centres and especially in the vicinity of schools and colleges; calming traffic / enforcing low traffic speeds in urban areas; and making junctions safe for cyclists and removing the cyclist-unfriendly multi-lane one-way street systems Cork County Development plan The Cork County Development plan sets out an overall strategy for the proper planning and sustainable development of Cork County over a 6 year period. The Development Plan vision and main aims for the County is underpinned by the core principles of sustainability, social inclusion, quality of design and climate change adaptation. A key aim of the plan includes: a) Enhanced quality of life for all, based on high quality residential, working and recreational environments and sustainable transportation patterns; The plan sets out a number of policies and objectives related to transport and in particular walking and cycling: TO 7-1:Walking/Cycling and Greenways: Promote the development of walking and cycling routes throughout the County as an activity for both international visitors and local tourists in a manner that is compatible with nature conservation and other environmental policies. TM 1-1: Transport Strategy: - a) Provide a choice of transport modes for all citizens and visitors. Foster sustainable economic and population growth by maintaining and developing an efficient and integrated transport system for the County and, at the same time, encourage balanced investment in less polluting and more energy efficient modes of public and private transport /P8/CYC/001 6

10 TM 2-1: Walking - a) Encourage and facilitate a safe walking route network and a culture of walking where possible and practical. TM 2-2: Cycling - a) Encourage and facilitate a safe walking and cycling route network and a culture of walking and particularly cycling in the county, as a viable alternative travel choice. Local Area Plans will set out Active Travel Strategies (cycling and walking) for individual towns and their hinterlands. - d) Promote the development of an integrated and coherent local and countywide cycle network to form part of the wider National Cycle Network. Routes will be promoted which generally seek to avoid or minimise impacts on the environment and on EU designated sites. TM 3-1: National Road Network: Seek the support of the National Roads Authority in the implementation of the following major projects: Projects Critical to the Delivery of Planned Development: N28 (Cork Ringaskiddy). M8 (Dunkettle Interchange Upgrade). Cork Northern Ring Road (N22/N20/M8) Key NSS Projects M 20 (Blarney Mallow Limerick). N 25 (Carrigtwohill Midleton Youghal). The plan recognises that a number of strategies, studies and other projects have already been developed or are underway in the County which seek to put cycling to the forefront including in the County Metropolitan Area the County, a cycle strategy that identifies both strategic and future local cycle links both within and from the Metropolitan Towns Cork Cycle Network Plan Cork City Council and Cork County Council prepared a Cycling Network Plan for the Cork City Metropolitan Area and surrounding towns. The objective of the plan is to provide a clear plan for the future development of the cycling network within the Metropolitan Area to encourage greater use of cycling for trips to work, school, recreation and leisure. The network has been categorised into different categories including: Urban Cycle Network - Primary: Main cycle arteries that cross the urban area and carry most cycle traffic - Secondary: Link between principal cycle routes and zones - Feeder: Cycle routes within local zones and/or connections from zones to the network levels above (primary and secondary) Inter-Urban Cycle Network: Links the towns and city across rural areas and includes elements of the National Cycle Network Green Network: Cycle routes developed predominantly for tourist, recreational and leisure purposes but may also carry elements of the utility cycle route network above The Plan sets proposals for the cycle network with Cork City and the metropolitan towns and includes corridors to connect the Metropolitan Towns to Cork City and also to connect the suburban areas to Cork City Centre /P8/CYC/001 7

11 This includes key inter-urban routes (IU-1) which comprises: Segregated cycle path from Midleton to Dunkettle Roundabout via Carrigtwohill, Little Island and the Dunkettle Interchange where it can collect trips from Glanmire. The proposed development is located in the Glanmire, Glounthaune and Little Island metropolitan network. The plan highlights that lack of facilitates in the area and in particular Little Island which has no dedicated cycling facilities going to or from the Island and is accessed via the Dunkettle interchange, the N25 junction slip roads or via an overbridge which connects it with the Old Dublin Road north of the N25. The following networks are proposed in the vicinity of the proposed development and the Dunkettle Interchange Upgrade Scheme. Interurban - IU-1: Parallel to Midleton Rail Corridor and Old N25 (Midleton to Dunkettle Roundabout/Lower Glanmire Road) Primary - CCN-U26: Lower Glanmire Road (Dunkettle Roundabout to Pemrose Quay) - GL-U1: Glanmire Road (Dunkettle Roundabout to Lower Glanmire) - GL-U3 Dunkettle Road (East Cliff Road to N25) - LI-U2 R623 Eastgate Entrance to St. Lappans Church/Island Cross - LI-U6 To R623 (Future Link to Dunkettle Interchange) Potential Primary - LI-U10: Little Island to Lower Glanmire Road (From Dunkettle Interchange Link to Dunkettle Roundabout via waterfront) Secondary - LI-U9: Factory Hill (Dunkettle Road to Old N25) The proposed development is consistent with part of the route of the proposed IU-1 Parallel to Midleton Rail Corridor and Old N25 Inter-urban corridor for the section between Dunkettle Roundabout and Dunkettle Road. The plan proposes that the infrastructure should be fully segregated cycle track (physically segregated from motorised traffic) running parallel to the rail line from Midleton to the west of Carrigtwohill village where it is proposed to provide a two way segregated cycle track within the corridor of the old N25. The plan proposes that this route can form part of the Eurovelo Network between Waterford and Kerry, connecting to the west through the proposed network in the City Centre. The proposed development, as part of the proposed IU-1 directly links with the proposed networks CCN-U26, GL-U1, and GL-U3. In addition, the other north-south cycling facilities provided as part of the Dunkettle Interchange form network LI-U6 and link to LI-U9, LI-U2, LI-U10 and connect back to IU-1. The proposed development in the context of the Dunkettle Interchange Upgrade Scheme and the Cork Cycle Network Plan is shown on Drawing /CYC/P8/ /P8/CYC/001 8

12 4. Description of the Proposed Development 4.1 Design Standards The proposed shared use cycle and pedestrian facility has been designed in accordance with TII Publications Standards including: DN-GEO Cross-Sections and Headroom; and DN-GEO Rural Road Link Design. The facility shall be provided within the road boundary of the Dunkettle Upgrade Scheme but as far from the edge of the carriageway as possible to increase the safety and comfort of users. Table 4.1 : Design Standard Criteria Type of Facility Type of Use Direction Standard Adopted Cycle Track Shared Use with pedestrians Two Way The Shared Surface Street shall be designed in accordance with the Design Manual for Urban Roads and Streets. 4.2 Cross-Section The following cross-section has been adopted for the scheme. References to Left Hand and Right Hand are with respect to the direction of travel with increasing chainage (i.e. travel from Dunkettle Roundabout to Dunkettle Road) Table 4.2 : Cross-Section Approximate Chainage Section Description Cross-Section Left Hand Verge Facility Width Right Hand Verge (Lateral Clearance) (Separation Distance) Start to 100m N8 Glashaboy River 0.25m hardened verge 1.75m 1.5m hardened verge 100m to 200m N8 Cycletrack 0.5m min grass verge 4m 0.5m grass verge 200m to 800m Off-road Cycletrack 0.5m min grass verge 4m 0.5m grass verge 800mm to culde-sac Length of cul-desac Off-road Cycletrack 0.5m min grass verge 3m 0.5m grass verge Shared surface street Varies 4.8m max Varies 4.3 Design Speed The design speed of the cycle facility shall be 50 km/h in accordance with TII Publications DN-GEO Rural Road Link Design. However, on approach to junctions a reduced design speed of 10 km/h is acceptable. In addition, on long downward slope sections (steeper than 5% and longer than 150 m), a design speed of 50 km/h should be implemented /P8/CYC/001 9

13 4.4 Route Description The proposed development is shown on Drawing /CYC/P8/003 accompanying this report. The proposed facility commences at the Dunkettle Roundabout. The roundabout will be signalised as part of the Dunkettle Upgrade Scheme and includes crossings for pedestrians and cyclists but does not form part of this Part 8 Planning submission. The facility heads eastbound to cross the Glashaboy River. A new kerb line will be constructed across the structure to create a raised verge on which the segregated facility will run. The 1.75m wide shared facility will be separated from the carriageway horizontally by a 1.5m wide separation strip and vertically by the kerb. A 0.25m horizontal clearance will be provided between the facility and the parapet which will be replaced with a new 1.4m high parapet. Figure 4.1 : Cross-Section across Glashaboy River Bridge Having crossed the river, the facility will widen to its full 4m width with a 1.5m separation zone maintained to the carriageway. The cycleway crosses a private residential access before diverging from the N8 carriageway approximately 200m from the start of the facility. The cross-section of the facility comprises a 4m shared cycle track with 0.5m grass verges on each side. The facility is physically separated from the carriageway by a large horizontal distance and vertically by a difference in elevation between the road and the shared facility. In addition, a boundary fence is provided at the back of the shared facility verge. Figure 4.2 : Cross-Section of facility remote from the road /P8/CYC/001 10

14 The route of facility continues eastwards following the line of the road boundary from approximately 400m before heading north following the line of road boundary of the M8. The shared facility is segregated from the M8 motorway through a horizontal separation zone in addition to a 2.4m high security fence positioned at the back of the verge of the shared facility. To minimise vegetation loss at the northern end of the facility the width of the shared surface will reduce to 3m at the 800m mark and continue to the end of the new facility where it ties in with the cul-de-sac. The overall length of the new facility is 913m. The proposed off road cycletrack terminates at a cul-de-sac on Dunkettle Road where it will continue as a shared surface street. The shared surface will be retrofitted over the length of the cul-de-sac where it ties in with future primary network GL-U6 as highlighted in the Cork Cycle Network Plan The Propose Shared Street will be finished with a contrasting surfacing to indicate that the carriageway is an extension of the pedestrian domain. The shared street shall have a maximum carriageway width of 4.8m which will be demarcated with flush kerbs fully embedded within the surface of the street. The remaining width between the existing walls shall act as refuge zones allowing pedestrians to step on and off the carriageway to let cars pass. 4.5 Gradient The elevation of the route rises from 4 mod east of the Glashaboy River to approximately 22 mod at the tie-in at the Dunkettle Road cul-de-sac at an average gradient of 2.2%. The gradient follows the natural topography and increases towards the tie-in to the Dunkettle Road cul-de-sac with a section of 4.4% gradient for approximately 165m to the tie-in with the shared surface street. 4.6 Pavement Construction of the shared facility shall consist of bound flexible pavement with the exception of the length of the Glashaboy River Structure which shall be concrete. The shared surface street shall be in accordance with the Design Manual for Urban Roads and Streets. The exact specification and design of the pavement shall be determined in the detailed design. 4.7 Vehicular Access The route crosses a single private residential access. The crossing facility shall; be a bend out crossing in accordance with TII Publications DN-GEO Geometric Design of Junctions. The bend out junction treatment includes a straight approach for cyclists to ensure that cyclists are provided with full visibility on entry to the junction treatment. The horizontal radii of 10 metres on the cycle facility shall be introduced to encourage lower cycle speeds on approach to the junction. A colour contrast treatment shall be provided along the cycle route warning cyclists of the upcoming conflict with motorised traffic. 4.8 Drainage The cycle facility shall be constructed with a crossfall generally between 1.0% and 3.0%, with a maximum of 5.0% permitted over short sections. Surface water runoff from the cycletrack will be collected by direct runoff into combined surface water and ground water filter drains. 4.9 Public Lighting The new section will be fully lit /P8/CYC/001 11

15 4.10 Signage and Road Markings At the start and end of a cycle facility and where the cycle facility connects with a public road, Sign RUS 058 (Traffic Signs Manual) for facilities shared between pedestrians and cyclists will be erected. Figure 4.3 : RUS 058 Sign In addition, road markings will be provided on Dunkettle Road in advance of the junction with the shared surface street to warn of the presence of cyclists Boundary Fencing Permanent road side boundary fencing will be erected as part of the Dunkettle Interchange Upgrade Scheme at the extent of the land purchased for the scheme. In addition, boundary fencing will be erected at the back of the right hand verge of the cycle facility in the off-road section between chainage 200m and chainage 900m. The fencing shall be timber post and tensioned mesh with the exception of the section adjacent to the M8 motorway between chainage 670m and 900m which shall be 2.4m high palisade fencing for security purposes /P8/CYC/001 12

16 5. Environmental Summary 5.1 Appropriate Assessment An AA Screening for the Dunkettle Interchange Upgrade Scheme was undertaken by Scott Cawley on behalf of Jacobs in 2011 and concluded that an Appropriate Assessment (AA) would be required for the scheme. The Appropriate Assessment was undertaken and a Natura Impact Statement (NIS) published in As a result of the appropriate design of the Dunkettle Upgrade and proposed mitigation measures, the NIS concluded that the proposed development will have not result in impacts on the integrity of any European Sites. The NIS can be downloaded from the Dunkettle Interchange Upgrade Scheme website: Environmental Impact Statement The Environmental Impact Statement for the Dunkettle Scheme was published in 2012 including a schedule of environmental commitments. The purpose of these environmental commitments is to mitigate or ameliorate potentially significant adverse impacts that have been identified in the EIS. This is included Specific Landscape Measures (SLM01) to the boundary of Dunkettle House comprising the retention and protection of the existing vegetation to Dunkettle House boundary to maximum extent feasible. Upon completion of new earthworks and road alignment plant low canopy woodland with high percentage of evergreen species (EW1) to embankments. This mitigation will also be implemented for the construction of the shared facility. The EIS can be downloaded from the Dunkettle Interchange Upgrade Scheme website: /P8/CYC/001 13

17 6. Submissions Written submissions or observations with respect to the proposed development may be made in writing to: Cork National Roads Office Richmond Glanmire Co Cork /P8/CYC/001 14