Newlands Cross Upgrade EIS - European Investment Bank

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South Dublin County Council N7 Newlands Cross Upgrade Environmental Impact Statement Arup Consulting Engineers These figures are out-turn costs and exclude risk items, fees and land acquisition costs. The following assumptions have been made in developing the construction costs: • Construction will commence in early 2009 and take up to two years for the overpass and up to three years for the underpass • The procurement method for the works will be Design and Build • No lane rental costs have been included • No special phasing requirements have been included • The costs include for construction inflation of 4% per annum until early 2009 and 5% per annum thereafter • The costs include the costs of all temporary traffic management It should be noted that the construction costs presented here represent the main cost difference between the two options. The permanent and temporary land costs are assumed to be equal as the landtake is assumed to be the same, even though in the case of the Underpass option, the temporary land will be required for a longer period. The principal reasons for the difference in construction costs between the options are: • The underpass includes for the excavation of a significant quantity of competent limestone bedrock • The cost of the retaining structures required for the Underpass is significantly greater that the cost of those required for the Overpass. • The cost of the pavement for the Underpass includes a concrete base slab to resist groundwater pressures • The longer construction duration of the Underpass option increases the Conractor’s Preliminaries costs 3.15 Conclusions and Recommendations In this report we considered two proposed options i.e. Underpass and Overpass, in the context of their respective construction and operational impacts. A summary of the impacts is presented in the Options Matrix (See Figures 3.11a – 3.11c). In summary however, our examination of both options revealed the following issues. Firstly, there are significant construction issues with the Underpass Option when compared with the Overpass Option. To construct the Underpass, approximately 6 metres of rock would need to be excavated, which given the location of the junction, would be a time consuming and onerous task. As a result of this issue construction of the underpass could take approximately 1 year longer. This increased duration in turn has a number of knock on effects with regard to traffic disruption, severance, noise and dust. On a national road of such importance these issues equate to significant impacts. Conversely, the Overpass Option has greater operational impacts. Noise levels will increase slightly at approximately 5 No. receptors. However, this impact can be mitigated back to at least existing levels. There will also be an increased visual impact with the overpass option particularly at a number of residences along the northern boundary east of the junction, at Bewleys Hotel and at the Golf Club. These impacts can also be mitigated somewhat through a combination of materials selection and landscape design. Following mitigation, the impact will be moderate and neutral. December 2007 Page 65
South Dublin County Council N7 Newlands Cross Upgrade Environmental Impact Statement Arup Consulting Engineers In addition, there is a significant difference in the cost for construction of both options. The Overpass will cost approximately €53 million whereas the Underpass will cost approximately €78.7 million. Therefore, having considered the environmental impacts, engineering characteristics and the economics of both options it was recommended that the overpass was the preferred junction choice. References 1 National Roads Authority (2004). Guidelines for the Treatment of Noise and Vibration in National Road Schemes, Revision 1. 2 Department of Transport Welsh Office, HMSO, (1988). Calculation of Road Traffic Noise. 3 The Noise Insulation Regulations (UK) (1975). (S.I. No. 1763 of 1975) UK Department of the Environment. 4 National Roads Authority (2007). Manual of Contract Documents for Road Works. 5 CEC Commission of the European Communities (2005). Proposal for a Directive of the European Parliament and of the Council on ambient air quality and cleaner air for Europe, COM2005 447 (Provisional Version), 2005/0183 (COD). 6 TA Luft (2001). Technical Instruction on Air Quality. 7 Environmental Protection Agency (2006). Environmental Management in the Extractive Industry (Non Scheduled Minerals), Environmental Management Guideline. 8 O’Leary, B. (2007). Air Quality in Ireland 2006 – Key Indicators of Ambient Air Quality. Office of Environmental Assessment, Environmental Protection Agency, PO Box 3000, Johnstown Castle, Co. Wexford. 9 http://www.airquality.co.uk/archive/laqm/tools/Year_Adjustment_Calculator.xls 10 National Roads Authority (2006). Guidelines for the Treatment of Air Quality During the Planning and Construction of National Road Schemes. 11 http://www.naei.org.uk/ 12 http://www.meteireann.ie 13 CAAS Environmental Services Ltd. (2002). EPA Guidelines on the information to be contained in Environmental Impact Statements, March 2002, Environmental Protection Agency, Co. Wexford, Ireland. 14 CAAS Environmental Services Ltd., 2003, EPA Advice Notes on Current Practice (in the preparation of Environmental Impact Statements), September 2003, Environmental Protection Agency, Co. Wexford, Ireland. 15 National Roads Authority (2005). Guide to Landscape Treatments for National Road Schemes in Ireland’ 16 National Roads Authority (2006). Environmental Impact Assessment of National Road Schemes - A Practical Guide. 17 UK Department of Transport (1993, updated 2000). Design Manual for Roads and Bridges Volume 11. Section 3, Part 8 Community Effects. December 2007 Page 66
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PLATES
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APPENDIX A5 - TRAFFIC AND TRANSPORT
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0 kilometres 2 Scale N.T.S Ordnance
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APPENDIX A8 - NOISE AND VIBRATION
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APPENDIX A9 - AIR QUALITY
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APPENDIX A11 - ECOLOGY
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APPENDIX A12 - ARCHAEOLOGY, ARCHITE
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Newlands Cross Upgrade EIS - European Investment Bank

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