N9/N10 Bennettsbridge Information Update
Bennettsbridge
New N9/N10 High Quality Dual Carriageway
Information Update
This Information Update, from the Design Team of the N9/N10 High Quality Dual Carriageway aims to answer questions, which have been raised recently, clarify certain issues of concern to local residents and provide the latest information available on the scheme as it relates to Bennetsbridge.
The design of the N9/N10 Kilcullen to Waterford Scheme began in October 2000. The first stage was a review of all significant features and land uses within a broad area, where possible routes could be located. This stage was reported in the Constraints Study Report (May 2001).
Having considered all the known issues, a series of route corridor options were developed that attempted to minimise the effects across the full 110km length of the scheme. These route corridor options were the subject of a full public consultation and display in May 2001. The information gathered through the consultation, and further consideration of the known issues, were reviewed as part of a comparative assessment of route corridor options, addressing environmental, engineering, economic evaluation and costing aspects. This assessment resulted in the selection of a Preferred Route Corridor, which was displayed publicly in October 2001.
Following publication of the Preferred Route Corridor, a process of public consultations and landowner meetings highlighted a number of previously unknown issues along the full length of the project and as a result, consideration was given to modifications to the preferred route corridor in 11 different sections of the scheme in County Kilkenny.
What were the main issues in the Dunbell / Kilree areas?
- The existence of a disused local authority landfill site in Kilree.
- The location of a proposed limestone / dolomite quarry extension in Dunbell.
- The existence of a State Mining Lease.
To take account of these issues, it was necessary to propose a realignment of the route corridor approximately 300m to the south of the preferred route corridor. The plan for the realignment was published in the Route Selection Report (March 2002). he report confirmed this new route corridor as the most favourable choice and the starting point for the preliminary design stage of the project. During the preliminary design stage, the route is finalised and more extensive environmental, engineering and economic investigations are undertaken (including ground investigations) which will result in the publication of the Environmental Impact Statement(EIS) and Compulsory Purchase Orders(CPO).
The early preliminary design within the recommended route corridor confirmed the difficulties highlighted previously. Therefore, a revised route selection study was necessary for the Dunbell / Kilree area. This study was published in October 2003 and following a further round of public consultations and display, a further corridor alignment, approximately 250m to the south of the recommended route corridor, was adopted. A report on this study was published in October 2003, entitled Technical Paper No. 315, Design Development between Dunbell and Kilree.
It must be stressed that as further information is gained and as the results of more extensive investigations become known to the Design Team changes to the final alignment may be required to be made to the final alignment. This is common to all National Road Schemes.
Why not just move the landfill?
Disposal costs alone for the landfilled material that would need to be excavated are estimated at €15 million. There would be additional costs for excavation, removal and transport, in addition to stabilisation of the remaining site and ongoing monitoring. The option of clear spanning the landfill was provisionally considered, however, the option of a bridge structure over the landfill, if such was to be adopted, would also entail an estimated cost of €15 million.
Why would a proposal for a quarry extension have such an impact on the scheme?
With deposits of approximately 22.5 million tonnes of dolomite and limestone rock estimated to exist in the proposed quarry extension area, Roadstone may be entitled to up to €22.5 million or €1 per tonne in compensation as a result of the Preferred Route Corridor impinging on the commercial activities of the quarry. This estimate reduces to €5 million for the most favourable alignment within the Recommended Route Corridor (published in March 2002), based on an estimated volume of approximately 5 million tonnes sterilised.
Dolomite rock is what is termed a scheduled mineral under the Mineral Development Act, 1940. This in essence means that it is considered an important national resource and as the Roadstone quarry holds a State Mining Lease (SML) issued by the Department of Communications, Marine and Natural Resources (DCMNR), it is under the Act, required to pay a royalty to the Department for the extraction of dolomite. In addition, the Department has objected to the preferred route corridor because it impinges on a current State Mining Facility. The Department however, has no objection to a route in the vicinity of the recommended route corridor, provided that a reasonable compensation figure is negotiated in respect of known mineral deposits sterilised or rendered undevelopable by the proposed road scheme. It may seek compensation of up to €0.38 per tonne on potentially exploitable dolomitic reserves sterilised by such a route. Therefore, a further compensation claim of up to €2 million to the Department may result, depending on the nature and extent of dolomite reserves.
How much longer is the proposed route in comparison to the first option?
In comparison to the original proposed corridor, the new proposed route is only 280m longer than the original corridor.
How near is the proposed bridge to the existing bridge in Bennettsbridge?
The distance between the centres of the existing bridge over the River Nore at Bennettsbridge and that of the proposed bridge over the Nore is estimated at 933m.
Will the proposed bridge be visible from the village?
In general the bridge will not be visible from the village of Bennettsbridge. However it will be partially visible for a person standing on top of the existing bridge in the town.
To give local residents an impression of the vertical scale of the scheme, cherry-pickers have been placed along the proposed centreline of the route in the Dunbell / Kilree area, with their platforms raised to the proposed height of the road at each of the locations.
How high/wide is the proposed bridge?
The proposed bridge crossing of the River Nore will be 260m long and 26m wide. It will be supported by two sets of three piers, which will be designed to account for the natural contours of the valley. At the centre of the river and on the centreline of the proposed road, the bridge deck level will be 17m above the normal river level. This height will reduce as the valley rises to meet the proposed road level on either side.
This layout has been agreed in consultation with the appropriate state agencies, including the National Parks & Wildlife Services.
What is the cost of the current plan and new bridge?
The construction cost of the current plan is estimated at €481 million (inclusive of VAT). This does not include Design Costs, land and property acquisition, archaeological investigations etc., which are still being quantified. The preliminary design cost estimate for the bridge over the River Nore, on the current alignment, is €11.9 million. The estimated additional cost of this over a bridge on the preferred route corridor is c. €750,000.
What was the cost of the Preferred Route Corridor set out in October 2001?
At the route selection stage of national roads projects, cost differences only relate to the different lengths of the corridors. All of the Route Corridor Options considered were costed using NRA approved unit rates (based on tenders received). This is normal practice as the route corridor set out in 2001 was only indicative and is displayed publicly to invite comments. Investigations into potential constraints have to be carried out before the completion of preliminary design and detailed costing. The additional cost of the current route over the preferred route corridor is now estimated at €2.2 million (inclusive of all costs). It is clear, however, that the cost of potential compensation and the consideration of moving/spanning the landfill would far outweigh the extra cost of the currently proposed route.
Will the proposed route shadow the beach?
The beach area to the south (and downstream) of the crossing point is more than 100m away from the proposed bridge. There will be no disturbance of the beach area and no impediment to the ongoing use of the beach site, as a result of the scheme. There is not anticipated to be any significant shading effects at the beach site.
What happens now?
A series of meetings and numerous communications have been conducted between the Design Team, local residents and landowners. Comments and concerns have been documented, considered and responded to. Final reporting on a number of further issues in the area is currently being completed, in response to concerns raised. It is proposed to complete these studies shortly and publish the EIS and CPO in the near future.
Issues relating to the environmental impacts of the route concerned and its acceptability are matters for determination by An Bord Pleanala as part of the statutory approval process applying to national road schemes. In the event of objections to the road scheme, An Bord Pleanala will arrange for a public oral hearing and will consider the report and findings of the Inspector, before reaching a decision.
In the meantime, should you have any queries, please feel free to contact us at 1800 488 884 or visit our offices at Dean Street. Photomontages of the proposed bridge can be viewed at the Roads Project Office, 1 Dean Street, Kilkenny, during normal working hours.
K.C.C.
Note
The Steering Committee for the road project comprises the following bodies;
Roughan and O Donovan-Faber Maunsell Alliance
Arup Consulting Engineers
National Roads Authority
Tramore Regional Design Office
Kilkenny County Council
Carlow County Council
The role of the Steering Committee is to monitor the work of the designers, Arup Consulting Engineers, in their development of the scheme. The committee has the role of formal approval of various milestones on the project e.g. publication of Constraints Study, publication of Route Selection Report, publication of C.P.O. and Environmental Impact Statement. The committee includes representatives from the NRA as promoters of the scheme and Tramore Regional Design Office as the Project Managers of the scheme. Kilkenny County Council has a liaison role with all affected landowners and the general public, as the scheme passes through its administrative area. Kilkenny County Council is also a member of the committee, and monitors technical issues as they may affect other technical functions of the Council.
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