KERRY COUNTY COUNCIL ENVIRONMENTAL IMPACT …docstore.kerrycoco.ie/KCCWebsite/planning/skgreenway/intro.pdf · Volume 2 – Main EIAR/EIS LE15-017-01 Chapter 1 - Page 3 of 17 . 1.2

KERRY COUNTY COUNCIL ENVIRONMENTAL IMPACT ASSESSMENT REPORT / ENVIRONMENTAL IMPACT STATEMENT FOR THE SOUTH KERRY GREENWAY, CO. KERRY VOLUME 2 – MAIN EIAR/EIS CHAPTER 1 – INTRODUCTION August 2018

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TABLE OF CONTENTS Page

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

1.1 INTRODUCTION .......................................................................................................... 1 1.2 BACKGROUND ............................................................................................................ 3

1.2.1 Project Inception ................................................................................................ 3 1.2.2 Project Evolution and Timeline ............................................................................. 4

1.3 HISTORY OF THE GREAT SOUTHERN RAILWAY LINE ................................................................ 7 1.4 NEED FOR THE SCHEME ................................................................................................. 7 1.5 SCHEME OBJECTIVES ................................................................................................... 8 1.6 SCHEME BENEFITS ...................................................................................................... 9

1.6.1 Farm diversification, employment opportunities and increased product demand ......... 9 1.6.2 Maintenance Payment ......................................................................................... 9 1.6.3 Local Amenity .................................................................................................. 10 1.6.4 Wider Economic Benefit .................................................................................... 10 1.6.5 Connectivity .................................................................................................... 11 1.6.6 Education ........................................................................................................ 11 1.6.7 Strategy for the Future Development of National and Regional Greenways .............. 11 1.6.8 Summary ........................................................................................................ 12

1.7 PROJECT APPRAISAL REPORT ........................................................................................ 12 1.8 STATUTORY PROCESS AND EIAR .................................................................................... 12

1.8.1 Planning Application and Requirements to Submit an EIAR .................................... 12 1.8.2 EIAR Structure ................................................................................................. 13 1.8.3 EIAR Methodology ............................................................................................ 14 1.8.4 Chapter Methodology / Structure ....................................................................... 15 1.8.5 Contributors to the preparation of the EIAR ......................................................... 15 1.8.6 Difficulties Encountered .................................................................................... 16

1.9 IMPACTS OF THE SCHEME ............................................................................................ 16 1.10 VIEWING AND PURCHASING THE EIAR .......................................................................... 17

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LIST OF FIGURES

Page

FIGURE 1-1: SCHEME LAYOUT ............................................................................................... 2 FIGURE 1-2: CHRONOLOGY OF THE SOUTH KERRY GREENWAY.......................................................... 6 LIST OF TABLES TABLE 1-1: CONTRIBUTORS TO THE PREPARATION OF THE EIAR .................................................... 15

Chapter 1 - Introduction Kerry County Council EIAR/EIS for the South Kerry Greenway

Volume 2 – Main EIAR/EIS

LE15-017-01 Chapter 1 - Page 1 of 17

1 Introduction 1.1 Introduction Kerry County Council are currently progressing the design of the South Kerry Greenway project which involves the proposed construction of a greenway from a trail head carpark at Reenard (south west of Caherciveen) to Glenbeigh in the north east. The proposed project includes the construction of a 32km greenway, with 3m wide paved surface and grass verges, securely fenced from adjoining landholdings. Trail head facilities include car parks, demountable toilets and signage. The proposed greenway is to be constructed using, where available, the existing abandoned railway corridor and infrastructure. All significant existing railway structures (bridge, viaducts and tunnels) will be repaired and reused where possible. A new gabion wall structure will be required to facilitate the greenway route where the original line has been subsumed into the adjacent N70 at Drung Hill, and a new bridge at this location is required to replace the original Nimmo’s bridge. The proposed route follows the railway corridor where feasible. There are several locations however, where the proposed greenway is outside of the original rail corridor for various design reasons, including for example where there are obstructions on the track or where route options suggested by landowners were assessed to be of benefit to the scheme. A location plan is shown overleaf. Kerry County Council sought direction from An Bord Pleanála (ABP) under Section 50 (1)(c) of the Roads Act 1993 (as amended) as to whether an EIAR / EIS would be required for the proposed project. The subsequent ABP Decision (reference 08.HD0039) directed that an EIS (now EIAR) be prepared. A Natura Impact Statement has also been prepared pursuant to Article 6(3) of Directive 92/43/EEC as the Stage 1 Screening Report concluded that significant effects on the conservation objectives of certain Natura 2000 sites could not be ruled out. The proposed greenway is a road development within the meaning of Section 68 (1) of the Roads Act 1993 (as amended) and the project requires an EIAR. It is the intention of Kerry County Council to apply under Section 51 (2) of the Roads Act 1993 (as amended) seeking approval to carry out the proposed development.




Figure 1-1: Scheme Layout




1.2 Background The construction of the Great Southern railway from Killorglin to Caherciveen in 1893, which was part of a network of railways throughout County Kerry, provided access for farmers to markets within and outside of the county, and served as one of the initial economic drivers intended to sustain the local economy. Whilst the railway stations throughout the county served as departure points for many emigrants, they also served to bring tourists into the county. The extent to which it transformed the county by greatly increasing the number of tourists can be seen in the development of railway-owned hotels throughout the county. However, by the mid-20th century with the development of the road network, increased car ownership and goods vehicles, the rail network fell into commercial decline, and ultimately the South Kerry railway line closed in 1960. Notwithstanding its decline, a significant portion of the original infrastructure remains in place, with its iconic elevated structures and outstanding panoramic scenic views across Dingle Bay and the Atlantic Ocean. The original railway was developed out of the need for an enabler to energise the economic development of the wider South Kerry area. The railway was very successful in this objective and during its operation continued to act as economic artery for the area and supported the communities within the region until its closure in 1960. Similarly, the need for the South Kerry Greenway also has its roots within the communities through which the route of the former railway passes. These communities comprise Reenard, Caherciveen, Foilmore, Kells, Glenbeigh and the intervening rural areas. The communities in these areas have for decades been experiencing ongoing social and economic decline. It is hoped and intended that the redevelopment of the railway corridor as the South Kerry Greenway will see it once again act as an enabler of rural economic regeneration for the area. 1.2.1 Project Inception A clear sign of the current decline in the area through which the scheme passes is the ongoing population loss in these communities. These communities and particularly the town of Caherciveen have not experienced the same level of growth as other similarly sized towns on the Ring of Kerry or indeed nationally. In fact, Caherciveen has not seen any growth, instead its population has declined by 9.7% and 10.9% in the last two intercensal periods 2006/11 and 2011/16, that’s a combined decline for the period of approximately 20% compared to growth in Killorglin (+) 28% and (+) 5.6% (i.e. 35%) and Kenmare (+) 27.9% and (+) 9.2% (i.e. 40%) over the same period. School enrolments in the area continue to decline and employment figures reflect a similar trend (see Chapter 7). This ongoing decline has been the subject of much concern and ongoing debate both locally and at county level for some time. Arising from this debate and analysis and having identified a correlation between viable employment and population loss, both local development companies, the South Kerry Development Partnership (SKDP) and A Caherciveen Area Resource Development (ACARD) separately examined several projects aimed at reversing this declining population trend. The theme of the discussions was to leverage existing local assets such as the scenery and existing disused infrastructure, in order to expand and develop on established economic drivers to create new opportunities for farm diversification and to energise rural regeneration. The development of a greenway was identified by both groups as a project with huge potential. It would be self-attracting in its own right and would contribute and support the overarching themes and build upon existing assets. Both development companies subsequently progressed separate greenway proposals with ACARD progressing the Fertha Greenway (from Caherciveen to Reenard) and SKDP progressing the section from Caherciveen to Glenbeigh. ACARD made a number of planning applications for different portions of the proposed Fertha Greenway from Cahirciveen to Reenard including, 13/421 (Garrnaebane), 13/532 (Garranearagh), 14/352 (Garranearagh and Reenard) and a subsequent route amendment under 14/756. Planning approval for portions of this proposal was granted in 2014.




Under the support of the SKDP, a Feasibility Study on the viability of the Caherciveen to Glenbeigh greenway project was completed in 2011. The projects progressed by both development companies are now included within the South Kerry Greenway proposal.

Fertha River Estuary and Caherciveen 1.2.2 Project Evolution and Timeline In the light of the above situation, Kerry County Council has recognised for some time that the abandoned railway line in South Kerry with its outstanding views, rail structures, unique breath-taking and varied landscapes, could provide an exceptional ‘world class’ walking and cycling route. The walking and cycling route has the potential to deliver a range of environmental, social and economic benefits to the area. For these and other reasons the development of the old railway line as a greenway has been an objective of the Kerry County Development Plan (CDP) since 2003 and this objective has been successively retained in the CDP since that date, up to and including the current Kerry County Development Plan 2015 to 2021. In April 2013, Fáilte Ireland commissioned market research consultants ‘Strategic Marketing’, to undertake a Target Cycling Market Survey in relation to what attributes make up a good cycling destination, and in particular what makes a good cycling tourism trail. The survey confirmed that cycle tourists are motivated by a number of factors especially the need to be close to nature and to relax in a safe environment. The research clearly demonstrates a preference for greenways that have the following attributes:

o Scenery, a main priority amongst both the domestic and overseas markets; o Safe and traffic free routes, particularly to meet the needs of the high proportion of cyclists who travel

with children; o Short distance routes (0 to 50km) with easy gradients; and o Routes where a variety of other activities are available

Following on from this research, in August 2013 the Department of Transport, Tourism and Sport announced approximately €6.5 million in funding to local authorities to deliver cycle routes under the National Cycle Network Local Authority Funding Scheme 2014-2016. The proposed routes were required to be predominantly off-road which would appeal to a broader range of cyclists. The South Kerry Greenway satisfied Fáilte Ireland and grant criteria. Following on from the work completed by the local development companies Kerry County Council made an application for funding under this scheme for the Glenbeigh to Cahirciveen section and in April 2014 funding was approved by the Department of Transport, Tourism and Sport.




In addition, Kerry County Council received Stimulus Funding in 2014 for the completion of the greenway from Cahirciveen to Reenard, thereby connecting the route with the ferry crossing to Valentia Island. Kerry County Council has pledged additional funding out of its own resources to fund the greenway scheme. At the outset and during the initial discussions it was hoped that it might be possible to acquire all of the land required for the development by agreement as there is overwhelming local and countywide support for the project. Following the initial stages of the consultation in November 2014, however it became apparent that this would not be possible. A number of landowners voiced their opposition to the proposed greenway route along the former railway line with a number of alternatives being proposed including along local roads or adjacent to the N70. Having considered the need for the scheme, and the options available, the decision to proceed to Compulsory Purchase (CPO) was formally put before the Councillors of Kerry County Council in December 2014. A final decision by the elected members was however deferred to February 2015 to facilitate further landowner consultation. After further discussions with landowners however, agreement could not be reached and in February 2015 the Councillors of Kerry County Council voted by a majority of 24 to 8 with the recommendation and decision of the Chief Executive on the need to acquire the lands compulsorily. All members were unanimous on the need for the scheme while eight councillors opposed the use of the CPO mechanism. This vote confirmed the views of the elected members of Kerry County Council of the need for the scheme and reiterated their desire that such a scheme should be progressed as outlined in the objectives of the County Development Plan. The recently published Government Strategy for the Future Development of National and Regional Greenways recognises that the objective is: “to establish Greenways on a “permissive access” basis, where the landowner (private or public) gives permission for the Greenway to pass over the property” and “where a long term legal agreement will be necessary in order to provide certainty of continuous access to the facility given the very significant level of State funding required in their development”. However, the Strategy also recognises that: “despite everyone’s best efforts, there may be instances where voluntary agreement cannot be reached and an economically feasible alternative route, that meets the requirements of Greenway users in terms of gradient and access to scenery and things to see and do, does not exist”. “In such circumstances and when efforts to arrive at a mutually agreeable solution have been exhausted, the purchase of the land using the available legal mechanisms may need to be considered”.

Caherciveen Railway Bridge




Figure 1-2: Chronology of the South Kerry Greenway




1.3 History of the Great Southern Railway Line The concept of major infrastructural development bringing major economic and social benefits to Caherciveen and its hinterland is not new. In 1811 the Scottish engineer Alexander Nimmo, while working in the area, identified the need for a new road to serve the area. Construction of this road was completed in 1822. Its benefit to the area is clearly evident in subsequent census figures. In 1821 the town of Cahersiveen had a population of 205 while the rural part of Cahir parish had a population of 3,742 people. By 1831 following the completion of the road, the town population had risen to 1,192 with the remainder of the parish rising to 4,461. By 1841 the population of the town was 1,492. The first proposal for a railway line to Reenard point was drawn up in 1835, but it was not until 1882 that the first leg connecting Farranfore to Killorglin was commenced. This section opened on 15th January 1885. It was another 5 years before Canon Timothy Brosnan turned the sod on the Valentia Harbour to Killorglin section in December 1890. The contractor appointed for the works was T.H. Falkiner.

Gleensk Viaduct During its construction phase Falkiners employed 273 skilled men and 1149 unskilled men. On Tuesday 31st May 1892 an engine ran for the first time on a 1.5-mile section from Caherciveen westwards towards Valentia. Gleensk Viaduct was crossed for the first time on 29th May 1893 and the Caherciveen Viaduct, costing £20,000, was crossed for the first time by the contractor’s works locomotive on 1st June of that year. The line was officially opened on 12th September 1893 with the distinction of having the most Westerly railhead in Europe, surpassing the railhead at Dingle harbour by 11 seconds of longitude, by 210 metres. The overall cost of the 26.9-mile route was £236,000 or £8,800 per mile. By the 1920’s the increase in the use of motor vehicles was emerging as a threat to the economic viability of the railways. By 1957 the Beddy Report had recommended the closure of rural branch lines and with the 1958 Transport Act giving CIE independence for deciding on the operation of the lines, the future of the South Kerry Line was in doubt. The final train on the line ran on the 30th January 1960 having operated for 67 years. (Reference material from ‘The Farranfore to Valentia Harbour Railway’ by Patrick O’Sullivan). 1.4 Need for the Scheme The specific need for the South Kerry Greenway is inherently linked to its remote location in a unique and spectacular landscape setting and in an area, which has experienced ongoing local population loss and economic and social decline.




While complying with all European, National, Regional and Local policies in relation to the development of greenways and cycling infrastructure, the primary goal of the South Kerry Greenway, is one of rural development and regeneration. In addition, it will provide a world class tourist attraction and amenity facility for the benefit of tourist visitors and the local population. The South Kerry Greenway will be located along the Wild Atlantic Way and will be complimentary to the economy of the surrounding region where there is an established track record in developing tourism as a key driver of the county and regional economy. This ongoing economic and population decline in the area of South Kerry is in sharp contrast to both state and countywide trends with the percentage of people in the area in employment being less than state and Kerry county figures. The extent of social decline is also clearly established among the numbers of students enrolled in both primary and post‐ primary schools in the area. Primary schools have experienced a 14% decline in numbers since 2010 with post‐primary attendance experiencing a 40% decline since 1999. The need for the scheme is supported by aligned policy and objectives hierarchies from European to National, Regional and Local Planning and Development policies including the Kerry County Development Plan CDP since 2003. The project represents a community driven initiative to develop a vibrant, viable and sustainable rural community for existing and future generations, capitalising on its local assets in an area where development opportunities of this nature are limited. The need for the scheme has its roots within the communities through which it passes and within which it has significant support. The Need for the Scheme is presented in detail in Chapter 2. 1.5 Scheme Objectives The scheme Objectives are derived from the Need for the scheme as outlined above and in Chapter 2 of this EIAR. The following objectives have been developed to guide the development of the project.

The scheme objectives are to:

o Increase the economic contribution of tourism to the Irish economy, by increasing the value of tourism service exports, that is, by generating increased levels of overseas revenue

o Provide a catalyst for the economic regeneration of the local economy by: - Successfully delivering an iconic world class visitor experience - Supporting a tourism sector that is profitable and will achieve a sustainable level of growth

and deliver jobs - Facilitating local communities to play an enhanced role in developing tourism in their area,

thereby strengthening and enriching these communities - Recognising, valuing and enhancing the natural environment as the cornerstone of Irish

Tourism o Maximise the economic potential of the project by:

- Attracting the maximum number of visitors - Optimising the amenity value of the route - Designing the route for all users including the elderly and disabled as well as families with

children - Maximising the safety of the route

o Contribute to the health and well‐being of the local community by providing a facility which encourages physical exercise and participation in outdoor activities.

The development of the former railway line as a greenway has been an objective of the Kerry County Development Plan (CDP) since 2003, which recognised that the abandoned railway line in South Kerry with outstanding views, rail structures and unique, varying landscapes could provide an exceptional ‘world class’ walking and cycling route and had the potential to deliver a range of environmental, social and economic benefits to the area.




1.6 Scheme Benefits It is considered that the proposed South Kerry Greenway will address some of the identified needs within the area as outlined above. In summary it is considered that the benefits of the scheme meeting its above objectives will:

o Support the economic development of the County and in particular the South West region o Create sustainable employment and growth in the tourism sector o Provide an iconic tourism product to attract foreign and national tourists o Promote farm diversification and agri‐tourism o Provide employment opportunities o Increase direct demand for farm produce o Provide additional farm income by scheme maintenance payments o Provide an accessible recreational amenity for local use o Target the adventure tourism market identified by Fáilte Ireland as one of the major tourism growth

areas 1.6.1 Farm diversification, employment opportunities and increased product demand The success of agri-tourism is largely dependent on activities and attractions located near the enterprise. The presence of the Greenway will provide a major activity attraction.

Activities and Attractions have a twofold function. They allow visitors to access the landscape which is why tourists come here in the first instance and they provide the vital component of the holiday experience which is ‘something to do’…… Without a clear understanding and common vision of your community’s “niche” as defined by its attractions and activities, success in the market place may be severely difficult and limited. An audit and an analysis of the attraction mix in your locality defines your area as a pass-through, day trip, touring option or an overnight destination1

The South Kerry Greenway therefore provides the opportunity to significantly enhance the viability of, and income from, agri-tourism in the locality. The project will also provide employment opportunities for farm household members in the hospitality sector to supplement farm incomes. For a peripheral rural area like South Kerry with the local scenery being one of its greatest assets tourism provides significant potential to address economic and social decline. 1.6.2 Maintenance Payment In recognition of the need to maximise the benefit of the project for the directly affected landowners, Kerry County Council have developed a payment scheme to landowners through whose land the greenway passes. Kerry County Council are responsible for the overall maintenance of the greenway but may contract SKDP to administer the maintenance scheme. This scheme will ensure that affected landowners will receive an annual payment, for the maintenance of the Greenway through their lands. Such duties may include, strimming of grass and weed control around the new fencing, litter picking, inspection of fencing, gates and trail furniture, maintaining gates closed and reporting to SKDP. It is considered that this payment will exceed potential earnings from the land used for the project.

1 Teagasc 2016 Rural Tourism - Rural Economy & Development Programme




1.6.3 Local Amenity The health benefits of cycling are universally recognised, and the promotion of cycling is enshrined at all levels of European and national policy. The greenway will provide a safe predominantly segregated environment for cyclists and walkers and act as a stimulus to encourage greater participation in outdoor activity for locals and visitors to the area. 1.6.4 Wider Economic Benefit Aside from the benefits for the local agricultural hinterland, the project will promote employment in the accommodation and food sectors of the local economy and, as an activity attraction, has the potential to extend the tourism season and provide increased year-round demand. Government policy as outlined in ‘Energising Ireland’s Rural Economy’ recognises the need for rural areas to capitalise on their indigenous assets in order to provide employment and rural regeneration. The route is located on and incorporates some of the most magnificent scenery of the world famous ‘Ring of Kerry’ tourist route. This is a unique local asset and one which can be utilised for the benefit of the local community. The scenery and culture of this region is on a par with, if not exceeding that of the Dingle peninsula. Yet it has not been able to capitalise on these assets and attract the tourist numbers which Dingle experiences. While very few visitors to the Dingle Peninsula today will be aware of, or remember, the making of the film ‘Ryan’s Daughter’, it is recognised that this was the catalyst that led to the growth of the highly successful tourism industry on the Dingle Peninsula. It is considered that this project, could provide an iconic world class experience, and has the potential to deliver significant benefits to this area of South Kerry, through the generation of local brand identity and recognition, and attract a critical mass of visitors to support a wider range of other attractions into the future. There are many other existing tourism products in the locality of the project which will also benefit from the South Kerry Greenway including:

o Skellig experience centre / Skellig Islands

o Dark Sky Reserve

o Caherciveen Barracks

o Caherciveen Marina and Blueway

o Valentia Island, Cable station, Tetrapod tracks, Slate Quarry, Bray Head, Geokaun, Lighthouse

o Glenleam House and Gardens

o Blue Flag Beaches, Rossbeigh, Kells

o The Kerry Way In addition to existing projects there are also proposals for the development of several new initiatives in the locality. These include the Skellig Coast Visitor Experience Development Plan, the Bray Head Discovery Point redevelopment, continued development of the Kerry Dark Sky Project which is designated as an International Gold Tier Dark Sky Reserve and development of a Blueway network. A Blueway is a recreational water activity trail that is developed for use by non-motorised water activity enthusiasts. In July 2015 the government launched the South-West Region-Action Plan for Jobs 2015-2017, this document notes that the tourism sector provides one in four jobs in Kerry and it has been recognised that with the further development of the Wild Atlantic Way by Fáilte Ireland and the greenways in North and South Kerry, there is further potential for job creation. One of the key objectives for the development of the South Kerry Greenway is to:

“Increase the economic contribution of tourism to the Irish economy, by increasing the value of tourism service exports, that is, by generating increased levels of overseas revenue”




1.6.5 Connectivity ‘The largest potential market for cycling in Ireland is Germany, due to its large population and high proportion of people who cycle abroad’2 Kerry Airport is of strategic importance to County Kerry and the wider region. The development of the greenway, which will be self-attracting, will be of significant benefit to the airport. The gateway provided by the airport to established cycling markets will increase footfall through the airport and facilitate ease of access for cycling tourists wishing to visit the area and to use the South Kerry Greenway. Kerry Airport now provides two direct flights from German cities, Frankfurt and Berlin. This will facilitate ease of access and the attractiveness of the scheme as a destination for visitors from this market. 1.6.6 Education To maximise the attraction of the route, aside from its more obvious amenity value, it is also intended to maximise the educational value to users thereby enhancing the experience of the local environment through which they pass. The scheme has huge educational potential from an environmental, heritage and historical perspective. It is intended to provide educational signage along the route as well as a location specific trail app that will inform users of the areas rich local history, heritage, geology and ecology. Similarly, to complement this educational aspect and give it a more tangible aspect it is intended to manage the greenway corridor in a manner that promotes biodiversity and environmental protection. 1.6.7 Strategy for the Future Development of National and Regional Greenways The proposed South Kerry Greenway is a “Regional Greenway” as defined by the recently published (July 2018) Strategy for the Future Development of National and Regional Greenways since it complies with each of the five key objectives of the strategy as set out below (see also section Chapter 6 Policy for the stated objectives). Objective 1: The South Kerry Greenway may become considered as part of a Flagship route because of its spectacular scenery, local facilities and its connection to other cycleways on the Iveragh Peninsula and County Kerry as part of the Strategic Greenway Network, Objectives 2: As outlined in the EIAR, the scale of the proposed development and its unique location has significant potential to deliver an increase in activity tourism to the otherwise established and successful tourism county of Kerry, for the health benefit of overseas tourists, local tourists and the local community alike. Objective 3: The proposed South Kerry Greenway will be a Regional Greenway which will be a “Substantially Segregated” Greenway for the “Shared Use” of pedestrians and people cycling and for a range of other users including vulnerable users and emergency responders. Objective 4: The project has been developed following detailed consultation with the local community including the local development partnerships. As set out in this EIAR a detailed economic study has been undertaken which highlights the potential to leverage the Greenway for the development of new businesses and the enhancement of existing business initiatives, which will contribute to reversing the current trend of rural decline and local depopulation and it is hoped greatly to improve the local economy. Objective 5: The proposed South Kerry Greenway has been developed in full- compliance with the design standards referred to in the Strategy and following full and detailed consultation with local community and landowners.

2 Fáilte Ireland research 2013




1.6.8 Summary The proposed project will provide a sustainable tourism product capitalising on the beautiful scenery of the area. It will maximise tourism numbers by being accessible to all users including families and the elderly and, as a predominantly segregated route, maximise safety. The greenway has the potential to provide the critical mass of tourism necessary to make marginal proposals viable and to stimulate growth of additional tourism products. It will also, through the employment likely to be generated by same in the area, maintain and create a viable demand for local services such as shops, schools, post offices and transport linkages vital for the future of sustainable rural communities. The project represents a community driven initiative to develop a vibrant, viable and sustainable rural community for existing and future generations, capitalising on its local assets in an area where development opportunities of this nature are limited. 1.7 Project Appraisal Report This project has been subjected to a detailed project financial appraisal, including a full cost benefit assessment. The BCR ranges from a best outcome scenario of 4.12 to a most conservative case scenario of 1.80. This indicates that the return on investment will be between 1.8 to 4.12 times the amount invested in the project. The scheme would result in a positive economic impact. The Project (Economic) Appraisal Report has been submitted to Strategic Research and Analysis Division (SRAD) of the Department of Transport, Tourism and Sport (DTTaS) for assessment. It has been assessed under the Public Spending Code methodology and has been confirmed as compliant with the Public Spending Code. 1.8 Statutory Process and EIAR 1.8.1 Planning Application and Requirements to Submit an EIAR The planning application to An Bord Pleanála for the South Kerry Greenway is being made under Section 51 (2) of the Roads Act 1993 (as amended). On 20th January 2017 Kerry County Council wrote to An Bord Pleanála requesting them to issue a direction as to whether an Environmental Impact Statement was warranted in respect of the scheme in accordance with section 50(1) (c) of the Roads Act 1993, as amended. On 10th March 2017 An Bord Pleanála replied with its decision directing Kerry County Council to prepare an Environmental Impact Statement (now EIAR) in respect of the proposed road development. This EIAR / EIS (hereinafter referred to as the EIAR) is being prepared of foot of that direction. Pursuant to Directive 2011/92/EU and the more recent Directive 2014/52/EU and in accordance with Circular letter PL 1/2017 “Advice on Administrative Provisions in Advance of Transposition” from the Department of Housing, Planning, Community and Local Government (DHPCLG), this report constitutes an Environmental Impact Assessment Report (EIAR) / Environmental Impact Statement (EIS) and complies fully with both the 2011 and 2014 Directives. The Environmental Impact Assessment Report (EIAR) / Environmental Impact Statement (EIS) is a report of the effects, if any, which a proposed development, if carried out, would have on the environment. The EIARi provides the competent authorities and the public with a comprehensive understanding of the project, the existing environment, the impacts and the mitigation measures proposed. The Competent Authority (in this case An Bord Pleanála) is obliged to carry out an Environmental Impact Assessment (EIA). The obligations imposed on the Competent Authority by the EIA Directive are set out in Part X of the Planning and Development Act 2000 as amended. In addition, the project has also been subjected to a Stage 1 Appropriate Assessment screening and a Natura Impact Statement (NIS) is also submitted with this application.




1.8.2 EIAR Structure Section 50(2) of the Roads Act 1993, as amended, details the information required in an Environmental Impact Assessment Report. The structure for the EIAR is as follows: Volume 1 – Non-Technical Summary (NTS) (including figures) Volume 2 – Main EIAR Volume 3 – Appendices to the Main EIAR Volume 4 – Drawings The EIAR has been prepared using the “grouped format structure” as outlined in EPA guidance documents (EPA, 2002; EPA, 2003; Draft EPA 2015; Draft EPA 2017) and in light of the 2014 EU Directive 2014/52/EU which required to be transposed into Irish Law by the 16th of May, 2017 but which does not impose any duties in connection with Environmental Assessments in respect of which the determination as to whether an EIAR was required was made prior to the 16th of May, 2017 as occurred in this case. Nevertheless, for the purposes of providing the greatest degree of environmental information, the additional material and information provided for in the 2014 Directive has been furnished herein. The format of this EIAR is designed to ensure that standard methods are used to describe all sections of the report. Using this structure within Volume 2 there is a separate chapter for each topic, e.g. air quality and climate, biodiversity / ecology, hydrology etc. The description of the existing environment, the proposed development and the potential impacts, mitigation measures and residual impacts are grouped in each chapter. The grouped format makes it easy to review topics of interest and to cross-reference between specialist studies. The EIAR Volume 2 consists of the following chapters:

1. Introduction 2. Need for the Proposed Development 3. The Proposed Development 4. EIA Scoping, Consultation and Key Issues 5. Alternatives 6. Policy 7. Population, Human Health and Material Assets including Agronomy 8. Air Quality and Climate 9. Traffic and Transportation 10. Noise and Vibration 11. Biodiversity 12. Soils, Geology and Hydrogeology 13. Hydrology and Water Quality 14. Landscape and Visual 15. Archaeology, Architectural and Cultural Heritage 16. Interactions of the Foregoing

A separate Natura Impact Statement (NIS) has also been submitted with the application and is included as Appendix 11 to this report. The potential cumulative impact of the project in combination with other existing, planned or proposed developments in the area is considered in each chapter with the purpose of identifying the influence the proposed development will have on the surrounding environment when considered cumulatively and in combination with relevant existing, permitted and proposed projects in the vicinity of the proposed site.




1.8.3 EIAR Methodology Article 3 of the 2014 EIA Directive states that an ‘environmental impact assessment shall identify, describe and assess in an appropriate manner, in the light of each individual case, the direct and indirect significant effects of a project’ on stated factors. The 2014 Directive terminology for the report produced as part of EIA is an Environmental Impact Assessment Report (EIAR). As the 2014 Directive has not yet been transposed into Irish legislation, but the date for the transposition of same has passed (being the 16th of May 2017) the term used throughout this report will be EIAR and will address the key items as required by both the 2011 and 2014 Directive. The EIAR has been prepared in accordance with the contents of Directive 2014/52/EU of the European Parliament (“the 2014 Directive”) which has amended Directive 2011/92/EU. Schedule 6 of the Planning and Development Regulations 2001, as amended, and Annex IV of the 2014 Directive sets out the contents of an EIAR. The EIAR methodology has been undertaken in accordance with the following best practice EIA guidelines and has considered the draft guidance documents published by the EPA in 2017 which will be finalised following statutory legislative provision to facilitate the transposition of the 2014 Directive:

o Guidelines on the Information to be contained in Environmental Impact Statements, (EPA, 2002)

o Advice notes on Current Practice (in the preparation of Environmental Impact Statements) (EPA, 2003)

o Revised Guidelines on the Information to be contained in Environmental Impact Statements (EPA, Draft, 2015)

o Guidelines on the Information to be contained in an Environmental Impact Assessment Report (EPA, Draft 2017)

o Advice Notes for Preparing Environmental Impact Statements (EPA, Draft 2015)

o Guideline for Planning Authorities and An Bord Pleanála on carrying out Environmental Impact Assessment (DECLG, 2013)

o European Commission Guidance on Integrating Climate Change and Biodiversity into Environmental Impact Assessment, EU 2013

In the preparation of this EIAR an initial or informal scoping of possible impacts of the proposed development was carried out. Consultation with private and public agencies highlighted a number of issues and these were addressed during the EIS process. Kerry County Council undertook extensive public consultation throughout the development of the scheme. The public consultation process provided detailed information to the general public, and in particular to those who might possibly be directly affected, about the road scheme proposal, the manner by which the eventual route will be selected and the considerations that will inform this choice. The NRA / TII project management guidelines outline the level of public consultation recommended for the development of roads projects. The level of public consultation for this greenway project has exceeded these recommendations. A total of twenty consultation events were held throughout the process. The aim of these consultation days was to outline the scope of the proposed greenway project and invite comments and suggestions regarding the proposal. In many instances these suggestions have been incorporated into the final design as presented resulting in significant changes from the project as originally envisaged. Details of the consultation carried out for the proposed development are outlined in Chapter 4.




1.8.4 Chapter Methodology / Structure The methodology applied during the specific environmental assessments is a systematic analysis of the proposed development in relation to the existing environment. The broad methodology framework for these assessments is outlined below and is designed to be clear, concise and allow the reader to logically follow the assessment process through each environmental topic. In some instances, more specific topic related methodologies are outlined in the relevant chapters of the EIAR. Some chapters deal with specific environmental topics for example, traffic, air and climate change, hydrology, noise, etc. These assessments may involve specialist studies and evaluations. The broad methodology framework used in all chapters includes:

o Introduction o Methodology o Existing Environment o Potential Impacts o Mitigation Measures o Residual Impacts

1.8.5 Contributors to the preparation of the EIAR Fehily Timoney & Co. (FT) was retained by the applicant to undertake the detailed environmental assessment and prepare the EIAR for the proposed development. In accordance with the requirements of directive 2014/52/EU, specialist and competent contributors prepared this EIAR as outlined in Table 1.2 below. Curricula Vitae of each of the contributors are presented in Appendix 1.1. Table 1-1: Contributors to the preparation of the EIAR

Chapter No. Organisation Personnel and Qualifications

Chapter 1 – Introduction FT Dr Elaine Bennett, BSc. PhD

Chapter 2 – Need for the Development FT

Siún McCarthy, BA, MPlan, MIPI

Chapter 3 – The Proposed Development FT

Dr. Elaine Bennett BSc PhD Tanya Ruddy BA MSc CSci

Chapter 4 – EIA Scoping, Consultation and Key Issues FT Siún McCarthy, BA, MPlan, MIPI

Chapter 5 - Alternatives FT Siún McCarthy BA, MPlan, MIPI

Chapter 6 – Policy FT Siún McCarthy BA, MPlan, MIPI

Chapter 7 - Population, Human Health and Material Assets FT, DOSAgri

Siún McCarthy BA, MPlan, MIPI, Eamon Hutton BSc MSc Diarmuid O’ Sullivan B.Agr.Sc Tanya Ruddy BA MSc CSci

Chapter 8 - Air Quality and Climate FT Donna O’ Halloran Dip Hort., BSc Agr., MSc (Agr) ERM, MSc Ecology

Chapter 9 – Traffic and Transportation FT Trevor Byrne, MSc, BSc (Hons), MIEI

Chapter 10 – Noise and Vibration FT John Mahon, BSc. PhD





Chapter 11 – Biodiversity Malachy Walsh & Partners Muiread Kelly MSc BSc PGDip

Chapter 12 - Soils, Geology and Hydrogeology FT James Dunn BSc MSc

Chapter 13 - Hydrology and Water Quality FT Emer Nic Aoidh B Eng. MSc

Chapter 14 - Landscape and Visual Macroworks Richard Barker BA MLA

Chapter 15 - Archaeology, Architectural and Cultural Heritage

John Cronin and Associates Tony Cummins BA MA

Chapter 16 – Interactions of the Foregoing FT Eamon Hutton BSc MSc

BSc – Bachelor of Science, BA – Bachelor of Arts, B Eng – Bachelor of Engineering, MSc – Master of Science; MA – Master of Arts, MLA – Master of Landscape Assessment, Dip – Diploma, MPlan – Master of Planning; PhD – Doctor of Philosophy. 1.8.6 Difficulties Encountered There were no technical difficulties encountered in the preparation of this EIAR. However, the consent of a number of landowners for access to parts of the site was not always readily available. The specific locations of the withholding of access did not have any negative impact on the data acquisition process given the nature of the surveys to be completed and alternatives that were available when required. The most significant access issue surrounded completion of the preliminary ground investigations. The purpose of these was to validate desktop data in relation to underlying ground conditions in order to provide greater certainty in relation to project costs. The investigation relied upon trial holes and boreholes to verify underground conditions. Of the twenty-one locations identified for assessment nineteen were completed. Key among these was the underpass at Kells Station where a larger excavation would be required to go under the N70. Significant time was spent in attempting to secure access by agreement, but it was unfortunately unsuccessful. 1.9 Impacts of the Scheme The impacts of the project have been assessed and it is considered that the project will have a beneficial impact on human beings through rural regeneration, job creation, health benefits, and traffic safety. Some of the primary potential impacts are outlined below. At Gleensk and Kilkeehagh a stone gabion wall structure is required as the original railway route has been incorporated into road improvements. The level of the greenway on the gabion wall is below the level of the original railway This resulted in a much less imposing structure matching the existing stone and providing additional stability to the existing embankment. The earthworks required is minimised as the Greenway is being constructed on the new retaining gabions. The construction is also located on ground previously disturbed as a result of previous road widening and is less environmentally sensitive. It is considered that the proposal will have minimal impact on landowners or residential amenity and the report outlines recommendations to minimise this impact through screening and boundary treatments where necessary. As the scheme is primarily used by cyclists and walkers, with occasional maintenance vehicles, the scheme will not have a material impact on noise or air quality.




The impacts of increased traffic associated with greenway users on road capacity and parking has been assessed. Adequate parking is being provided and increased traffic will not have a material impact. In considering the potential ecological impact of the proposal the Construction Methodology and outline Construction Environmental Management Plan (CEMP) outlines extensive mitigation measures to ensure that there is no impact from siltation during the construction phase of the project. Overall it is anticipated that the residual impacts of the scheme as proposed are in the range of low to moderate. 1.10 Viewing and Purchasing the EIAR Copies of this EIAR including the Non-Technical Summary (NTS) and the Natura Impact Statement (NIS) may be inspected free of charge, or purchased for the reasonable cost of making such copies (the price of which are set out below), by any member of the public during normal office hours at the following locations: Kerry County Council Princes Street Tralee Co. Kerry Kerry County Council Area Offices (Cahersiveen) Court House Cahersiveen Co. Kerry Kerry County Council Area Offices (Killorglin) Library Place Iveragh Road Killorglin Co. Kerry The application including copies of this EIAR including the Non-Technical Summary (NTS) and the Natura Impact Statement (NIS) is also available for viewing and downloading on the Kerry County Council Website at: www.kerrycoco.ie Schedule of Prices: • Environmental Impact Assessment Report -

Volume 1 Non-technical Summary €5.00

• Environmental Impact Assessment Report - Volume 3 Appendices €25.00

• Environmental Impact Assessment Report - Volume 2 Main Report €25.00

• Natura Impact Statement - Volume 5 €20.00 (text) plus €1.25 per A1 Drawing

• Environmental Impact Assessment Report - Volume 4 Drawings €1.25 per A1 Drawing

• Electronic copy of all of the above documents on Compact disk (CD) €15.00

i EIAR reference shall include EIS

http://www.kerrycoco.ie/

LE15-017-01 i/ii

TABLE OF CONTENTS Page

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

1.1 INTRODUCTION .......................................................................................................... 1 1.2 BACKGROUND ............................................................................................................ 3

1.2.1 Project Inception ................................................................................................ 3 1.2.2 Project Evolution and Timeline ............................................................................. 4

1.3 HISTORY OF THE GREAT SOUTHERN RAILWAY LINE ................................................................ 7 1.4 NEED FOR THE SCHEME ................................................................................................. 7 1.5 SCHEME OBJECTIVES ................................................................................................... 8 1.6 SCHEME BENEFITS ...................................................................................................... 9

1.6.1 Farm diversification, employment opportunities and increased product demand ......... 9 1.6.2 Maintenance Payment ......................................................................................... 9 1.6.3 Local Amenity .................................................................................................. 10 1.6.4 Wider Economic Benefit .................................................................................... 10 1.6.5 Connectivity .................................................................................................... 11 1.6.6 Education ........................................................................................................ 11 1.6.7 Strategy for the Future Development of National and Regional Greenways .............. 11 1.6.8 Summary ........................................................................................................ 12

1.7 PROJECT APPRAISAL REPORT ........................................................................................ 12 1.8 STATUTORY PROCESS AND EIAR .................................................................................... 12

1.8.1 Planning Application and Requirements to Submit an EIAR .................................... 12 1.8.2 EIAR Structure ................................................................................................. 13 1.8.3 EIAR Methodology ............................................................................................ 14 1.8.4 Chapter Methodology / Structure ....................................................................... 15 1.8.5 Contributors to the preparation of the EIAR ......................................................... 15 1.8.6 Difficulties Encountered .................................................................................... 16

1.9 IMPACTS OF THE SCHEME ............................................................................................ 16 1.10 VIEWING AND PURCHASING THE EIAR .......................................................................... 17

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LIST OF FIGURES

Page

FIGURE 1-1: SCHEME LAYOUT ............................................................................................... 2 FIGURE 1-2: CHRONOLOGY OF THE SOUTH KERRY GREENWAY.......................................................... 6 LIST OF TABLES TABLE 1-1: CONTRIBUTORS TO THE PREPARATION OF THE EIAR .................................................... 15




1 Introduction 1.1 Introduction Kerry County Council are currently progressing the design of the South Kerry Greenway project which involves the proposed construction of a greenway from a trail head carpark at Reenard (south west of Caherciveen) to Glenbeigh in the north east. The proposed project includes the construction of a 32km greenway, with 3m wide paved surface and grass verges, securely fenced from adjoining landholdings. Trail head facilities include car parks, demountable toilets and signage. The proposed greenway is to be constructed using, where available, the existing abandoned railway corridor and infrastructure. All significant existing railway structures (bridge, viaducts and tunnels) will be repaired and reused where possible. A new gabion wall structure will be required to facilitate the greenway route where the original line has been subsumed into the adjacent N70 at Drung Hill, and a new bridge at this location is required to replace the original Nimmo’s bridge. The proposed route follows the railway corridor where feasible. There are several locations however, where the proposed greenway is outside of the original rail corridor for various design reasons, including for example where there are obstructions on the track or where route options suggested by landowners were assessed to be of benefit to the scheme. A location plan is shown overleaf. Kerry County Council sought direction from An Bord Pleanála (ABP) under Section 50 (1)(c) of the Roads Act 1993 (as amended) as to whether an EIAR / EIS would be required for the proposed project. The subsequent ABP Decision (reference 08.HD0039) directed that an EIS (now EIAR) be prepared. A Natura Impact Statement has also been prepared pursuant to Article 6(3) of Directive 92/43/EEC as the Stage 1 Screening Report concluded that significant effects on the conservation objectives of certain Natura 2000 sites could not be ruled out. The proposed greenway is a road development within the meaning of Section 68 (1) of the Roads Act 1993 (as amended) and the project requires an EIAR. It is the intention of Kerry County Council to apply under Section 51 (2) of the Roads Act 1993 (as amended) seeking approval to carry out the proposed development.




Figure 1-1: Scheme Layout




1.2 Background The construction of the Great Southern railway from Killorglin to Caherciveen in 1893, which was part of a network of railways throughout County Kerry, provided access for farmers to markets within and outside of the county, and served as one of the initial economic drivers intended to sustain the local economy. Whilst the railway stations throughout the county served as departure points for many emigrants, they also served to bring tourists into the county. The extent to which it transformed the county by greatly increasing the number of tourists can be seen in the development of railway-owned hotels throughout the county. However, by the mid-20th century with the development of the road network, increased car ownership and goods vehicles, the rail network fell into commercial decline, and ultimately the South Kerry railway line closed in 1960. Notwithstanding its decline, a significant portion of the original infrastructure remains in place, with its iconic elevated structures and outstanding panoramic scenic views across Dingle Bay and the Atlantic Ocean. The original railway was developed out of the need for an enabler to energise the economic development of the wider South Kerry area. The railway was very successful in this objective and during its operation continued to act as economic artery for the area and supported the communities within the region until its closure in 1960. Similarly, the need for the South Kerry Greenway also has its roots within the communities through which the route of the former railway passes. These communities comprise Reenard, Caherciveen, Foilmore, Kells, Glenbeigh and the intervening rural areas. The communities in these areas have for decades been experiencing ongoing social and economic decline. It is hoped and intended that the redevelopment of the railway corridor as the South Kerry Greenway will see it once again act as an enabler of rural economic regeneration for the area. 1.2.1 Project Inception A clear sign of the current decline in the area through which the scheme passes is the ongoing population loss in these communities. These communities and particularly the town of Caherciveen have not experienced the same level of growth as other similarly sized towns on the Ring of Kerry or indeed nationally. In fact, Caherciveen has not seen any growth, instead its population has declined by 9.7% and 10.9% in the last two intercensal periods 2006/11 and 2011/16, that’s a combined decline for the period of approximately 20% compared to growth in Killorglin (+) 28% and (+) 5.6% (i.e. 35%) and Kenmare (+) 27.9% and (+) 9.2% (i.e. 40%) over the same period. School enrolments in the area continue to decline and employment figures reflect a similar trend (see Chapter 7). This ongoing decline has been the subject of much concern and ongoing debate both locally and at county level for some time. Arising from this debate and analysis and having identified a correlation between viable employment and population loss, both local development companies, the South Kerry Development Partnership (SKDP) and A Caherciveen Area Resource Development (ACARD) separately examined several projects aimed at reversing this declining population trend. The theme of the discussions was to leverage existing local assets such as the scenery and existing disused infrastructure, in order to expand and develop on established economic drivers to create new opportunities for farm diversification and to energise rural regeneration. The development of a greenway was identified by both groups as a project with huge potential. It would be self-attracting in its own right and would contribute and support the overarching themes and build upon existing assets. Both development companies subsequently progressed separate greenway proposals with ACARD progressing the Fertha Greenway (from Caherciveen to Reenard) and SKDP progressing the section from Caherciveen to Glenbeigh. ACARD made a number of planning applications for different portions of the proposed Fertha Greenway from Cahirciveen to Reenard including, 13/421 (Garrnaebane), 13/532 (Garranearagh), 14/352 (Garranearagh and Reenard) and a subsequent route amendment under 14/756. Planning approval for portions of this proposal was granted in 2014.




Under the support of the SKDP, a Feasibility Study on the viability of the Caherciveen to Glenbeigh greenway project was completed in 2011. The projects progressed by both development companies are now included within the South Kerry Greenway proposal.

Fertha River Estuary and Caherciveen 1.2.2 Project Evolution and Timeline In the light of the above situation, Kerry County Council has recognised for some time that the abandoned railway line in South Kerry with its outstanding views, rail structures, unique breath-taking and varied landscapes, could provide an exceptional ‘world class’ walking and cycling route. The walking and cycling route has the potential to deliver a range of environmental, social and economic benefits to the area. For these and other reasons the development of the old railway line as a greenway has been an objective of the Kerry County Development Plan (CDP) since 2003 and this objective has been successively retained in the CDP since that date, up to and including the current Kerry County Development Plan 2015 to 2021. In April 2013, Fáilte Ireland commissioned market research consultants ‘Strategic Marketing’, to undertake a Target Cycling Market Survey in relation to what attributes make up a good cycling destination, and in particular what makes a good cycling tourism trail. The survey confirmed that cycle tourists are motivated by a number of factors especially the need to be close to nature and to relax in a safe environment. The research clearly demonstrates a preference for greenways that have the following attributes:

o Scenery, a main priority amongst both the domestic and overseas markets; o Safe and traffic free routes, particularly to meet the needs of the high proportion of cyclists who travel

with children; o Short distance routes (0 to 50km) with easy gradients; and o Routes where a variety of other activities are available

Following on from this research, in August 2013 the Department of Transport, Tourism and Sport announced approximately €6.5 million in funding to local authorities to deliver cycle routes under the National Cycle Network Local Authority Funding Scheme 2014-2016. The proposed routes were required to be predominantly off-road which would appeal to a broader range of cyclists. The South Kerry Greenway satisfied Fáilte Ireland and grant criteria. Following on from the work completed by the local development companies Kerry County Council made an application for funding under this scheme for the Glenbeigh to Cahirciveen section and in April 2014 funding was approved by the Department of Transport, Tourism and Sport.




In addition, Kerry County Council received Stimulus Funding in 2014 for the completion of the greenway from Cahirciveen to Reenard, thereby connecting the route with the ferry crossing to Valentia Island. Kerry County Council has pledged additional funding out of its own resources to fund the greenway scheme. At the outset and during the initial discussions it was hoped that it might be possible to acquire all of the land required for the development by agreement as there is overwhelming local and countywide support for the project. Following the initial stages of the consultation in November 2014, however it became apparent that this would not be possible. A number of landowners voiced their opposition to the proposed greenway route along the former railway line with a number of alternatives being proposed including along local roads or adjacent to the N70. Having considered the need for the scheme, and the options available, the decision to proceed to Compulsory Purchase (CPO) was formally put before the Councillors of Kerry County Council in December 2014. A final decision by the elected members was however deferred to February 2015 to facilitate further landowner consultation. After further discussions with landowners however, agreement could not be reached and in February 2015 the Councillors of Kerry County Council voted by a majority of 24 to 8 with the recommendation and decision of the Chief Executive on the need to acquire the lands compulsorily. All members were unanimous on the need for the scheme while eight councillors opposed the use of the CPO mechanism. This vote confirmed the views of the elected members of Kerry County Council of the need for the scheme and reiterated their desire that such a scheme should be progressed as outlined in the objectives of the County Development Plan. The recently published Government Strategy for the Future Development of National and Regional Greenways recognises that the objective is: “to establish Greenways on a “permissive access” basis, where the landowner (private or public) gives permission for the Greenway to pass over the property” and “where a long term legal agreement will be necessary in order to provide certainty of continuous access to the facility given the very significant level of State funding required in their development”. However, the Strategy also recognises that: “despite everyone’s best efforts, there may be instances where voluntary agreement cannot be reached and an economically feasible alternative route, that meets the requirements of Greenway users in terms of gradient and access to scenery and things to see and do, does not exist”. “In such circumstances and when efforts to arrive at a mutually agreeable solution have been exhausted, the purchase of the land using the available legal mechanisms may need to be considered”.

Caherciveen Railway Bridge




Figure 1-2: Chronology of the South Kerry Greenway




1.3 History of the Great Southern Railway Line The concept of major infrastructural development bringing major economic and social benefits to Caherciveen and its hinterland is not new. In 1811 the Scottish engineer Alexander Nimmo, while working in the area, identified the need for a new road to serve the area. Construction of this road was completed in 1822. Its benefit to the area is clearly evident in subsequent census figures. In 1821 the town of Cahersiveen had a population of 205 while the rural part of Cahir parish had a population of 3,742 people. By 1831 following the completion of the road, the town population had risen to 1,192 with the remainder of the parish rising to 4,461. By 1841 the population of the town was 1,492. The first proposal for a railway line to Reenard point was drawn up in 1835, but it was not until 1882 that the first leg connecting Farranfore to Killorglin was commenced. This section opened on 15th January 1885. It was another 5 years before Canon Timothy Brosnan turned the sod on the Valentia Harbour to Killorglin section in December 1890. The contractor appointed for the works was T.H. Falkiner.

Gleensk Viaduct During its construction phase Falkiners employed 273 skilled men and 1149 unskilled men. On Tuesday 31st May 1892 an engine ran for the first time on a 1.5-mile section from Caherciveen westwards towards Valentia. Gleensk Viaduct was crossed for the first time on 29th May 1893 and the Caherciveen Viaduct, costing £20,000, was crossed for the first time by the contractor’s works locomotive on 1st June of that year. The line was officially opened on 12th September 1893 with the distinction of having the most Westerly railhead in Europe, surpassing the railhead at Dingle harbour by 11 seconds of longitude, by 210 metres. The overall cost of the 26.9-mile route was £236,000 or £8,800 per mile. By the 1920’s the increase in the use of motor vehicles was emerging as a threat to the economic viability of the railways. By 1957 the Beddy Report had recommended the closure of rural branch lines and with the 1958 Transport Act giving CIE independence for deciding on the operation of the lines, the future of the South Kerry Line was in doubt. The final train on the line ran on the 30th January 1960 having operated for 67 years. (Reference material from ‘The Farranfore to Valentia Harbour Railway’ by Patrick O’Sullivan). 1.4 Need for the Scheme The specific need for the South Kerry Greenway is inherently linked to its remote location in a unique and spectacular landscape setting and in an area, which has experienced ongoing local population loss and economic and social decline.




While complying with all European, National, Regional and Local policies in relation to the development of greenways and cycling infrastructure, the primary goal of the South Kerry Greenway, is one of rural development and regeneration. In addition, it will provide a world class tourist attraction and amenity facility for the benefit of tourist visitors and the local population. The South Kerry Greenway will be located along the Wild Atlantic Way and will be complimentary to the economy of the surrounding region where there is an established track record in developing tourism as a key driver of the county and regional economy. This ongoing economic and population decline in the area of South Kerry is in sharp contrast to both state and countywide trends with the percentage of people in the area in employment being less than state and Kerry county figures. The extent of social decline is also clearly established among the numbers of students enrolled in both primary and post‐ primary schools in the area. Primary schools have experienced a 14% decline in numbers since 2010 with post‐primary attendance experiencing a 40% decline since 1999. The need for the scheme is supported by aligned policy and objectives hierarchies from European to National, Regional and Local Planning and Development policies including the Kerry County Development Plan CDP since 2003. The project represents a community driven initiative to develop a vibrant, viable and sustainable rural community for existing and future generations, capitalising on its local assets in an area where development opportunities of this nature are limited. The need for the scheme has its roots within the communities through which it passes and within which it has significant support. The Need for the Scheme is presented in detail in Chapter 2. 1.5 Scheme Objectives The scheme Objectives are derived from the Need for the scheme as outlined above and in Chapter 2 of this EIAR. The following objectives have been developed to guide the development of the project.

The scheme objectives are to:

o Increase the economic contribution of tourism to the Irish economy, by increasing the value of tourism service exports, that is, by generating increased levels of overseas revenue

o Provide a catalyst for the economic regeneration of the local economy by: - Successfully delivering an iconic world class visitor experience - Supporting a tourism sector that is profitable and will achieve a sustainable level of growth

and deliver jobs - Facilitating local communities to play an enhanced role in developing tourism in their area,

thereby strengthening and enriching these communities - Recognising, valuing and enhancing the natural environment as the cornerstone of Irish

Tourism o Maximise the economic potential of the project by:

- Attracting the maximum number of visitors - Optimising the amenity value of the route - Designing the route for all users including the elderly and disabled as well as families with

children - Maximising the safety of the route

o Contribute to the health and well‐being of the local community by providing a facility which encourages physical exercise and participation in outdoor activities.

The development of the former railway line as a greenway has been an objective of the Kerry County Development Plan (CDP) since 2003, which recognised that the abandoned railway line in South Kerry with outstanding views, rail structures and unique, varying landscapes could provide an exceptional ‘world class’ walking and cycling route and had the potential to deliver a range of environmental, social and economic benefits to the area.




1.6 Scheme Benefits It is considered that the proposed South Kerry Greenway will address some of the identified needs within the area as outlined above. In summary it is considered that the benefits of the scheme meeting its above objectives will:

o Support the economic development of the County and in particular the South West region o Create sustainable employment and growth in the tourism sector o Provide an iconic tourism product to attract foreign and national tourists o Promote farm diversification and agri‐tourism o Provide employment opportunities o Increase direct demand for farm produce o Provide additional farm income by scheme maintenance payments o Provide an accessible recreational amenity for local use o Target the adventure tourism market identified by Fáilte Ireland as one of the major tourism growth

areas 1.6.1 Farm diversification, employment opportunities and increased product demand The success of agri-tourism is largely dependent on activities and attractions located near the enterprise. The presence of the Greenway will provide a major activity attraction.

Activities and Attractions have a twofold function. They allow visitors to access the landscape which is why tourists come here in the first instance and they provide the vital component of the holiday experience which is ‘something to do’…… Without a clear understanding and common vision of your community’s “niche” as defined by its attractions and activities, success in the market place may be severely difficult and limited. An audit and an analysis of the attraction mix in your locality defines your area as a pass-through, day trip, touring option or an overnight destination1

The South Kerry Greenway therefore provides the opportunity to significantly enhance the viability of, and income from, agri-tourism in the locality. The project will also provide employment opportunities for farm household members in the hospitality sector to supplement farm incomes. For a peripheral rural area like South Kerry with the local scenery being one of its greatest assets tourism provides significant potential to address economic and social decline. 1.6.2 Maintenance Payment In recognition of the need to maximise the benefit of the project for the directly affected landowners, Kerry County Council have developed a payment scheme to landowners through whose land the greenway passes. Kerry County Council are responsible for the overall maintenance of the greenway but may contract SKDP to administer the maintenance scheme. This scheme will ensure that affected landowners will receive an annual payment, for the maintenance of the Greenway through their lands. Such duties may include, strimming of grass and weed control around the new fencing, litter picking, inspection of fencing, gates and trail furniture, maintaining gates closed and reporting to SKDP. It is considered that this payment will exceed potential earnings from the land used for the project.

1 Teagasc 2016 Rural Tourism - Rural Economy & Development Programme




1.6.3 Local Amenity The health benefits of cycling are universally recognised, and the promotion of cycling is enshrined at all levels of European and national policy. The greenway will provide a safe predominantly segregated environment for cyclists and walkers and act as a stimulus to encourage greater participation in outdoor activity for locals and visitors to the area. 1.6.4 Wider Economic Benefit Aside from the benefits for the local agricultural hinterland, the project will promote employment in the accommodation and food sectors of the local economy and, as an activity attraction, has the potential to extend the tourism season and provide increased year-round demand. Government policy as outlined in ‘Energising Ireland’s Rural Economy’ recognises the need for rural areas to capitalise on their indigenous assets in order to provide employment and rural regeneration. The route is located on and incorporates some of the most magnificent scenery of the world famous ‘Ring of Kerry’ tourist route. This is a unique local asset and one which can be utilised for the benefit of the local community. The scenery and culture of this region is on a par with, if not exceeding that of the Dingle peninsula. Yet it has not been able to capitalise on these assets and attract the tourist numbers which Dingle experiences. While very few visitors to the Dingle Peninsula today will be aware of, or remember, the making of the film ‘Ryan’s Daughter’, it is recognised that this was the catalyst that led to the growth of the highly successful tourism industry on the Dingle Peninsula. It is considered that this project, could provide an iconic world class experience, and has the potential to deliver significant benefits to this area of South Kerry, through the generation of local brand identity and recognition, and attract a critical mass of visitors to support a wider range of other attractions into the future. There are many other existing tourism products in the locality of the project which will also benefit from the South Kerry Greenway including:

o Skellig experience centre / Skellig Islands

o Dark Sky Reserve

o Caherciveen Barracks

o Caherciveen Marina and Blueway

o Valentia Island, Cable station, Tetrapod tracks, Slate Quarry, Bray Head, Geokaun, Lighthouse

o Glenleam House and Gardens

o Blue Flag Beaches, Rossbeigh, Kells

o The Kerry Way In addition to existing projects there are also proposals for the development of several new initiatives in the locality. These include the Skellig Coast Visitor Experience Development Plan, the Bray Head Discovery Point redevelopment, continued development of the Kerry Dark Sky Project which is designated as an International Gold Tier Dark Sky Reserve and development of a Blueway network. A Blueway is a recreational water activity trail that is developed for use by non-motorised water activity enthusiasts. In July 2015 the government launched the South-West Region-Action Plan for Jobs 2015-2017, this document notes that the tourism sector provides one in four jobs in Kerry and it has been recognised that with the further development of the Wild Atlantic Way by Fáilte Ireland and the greenways in North and South Kerry, there is further potential for job creation. One of the key objectives for the development of the South Kerry Greenway is to:

“Increase the economic contribution of tourism to the Irish economy, by increasing the value of tourism service exports, that is, by generating increased levels of overseas revenue”




1.6.5 Connectivity ‘The largest potential market for cycling in Ireland is Germany, due to its large population and high proportion of people who cycle abroad’2 Kerry Airport is of strategic importance to County Kerry and the wider region. The development of the greenway, which will be self-attracting, will be of significant benefit to the airport. The gateway provided by the airport to established cycling markets will increase footfall through the airport and facilitate ease of access for cycling tourists wishing to visit the area and to use the South Kerry Greenway. Kerry Airport now provides two direct flights from German cities, Frankfurt and Berlin. This will facilitate ease of access and the attractiveness of the scheme as a destination for visitors from this market. 1.6.6 Education To maximise the attraction of the route, aside from its more obvious amenity value, it is also intended to maximise the educational value to users thereby enhancing the experience of the local environment through which they pass. The scheme has huge educational potential from an environmental, heritage and historical perspective. It is intended to provide educational signage along the route as well as a location specific trail app that will inform users of the areas rich local history, heritage, geology and ecology. Similarly, to complement this educational aspect and give it a more tangible aspect it is intended to manage the greenway corridor in a manner that promotes biodiversity and environmental protection. 1.6.7 Strategy for the Future Development of National and Regional Greenways The proposed South Kerry Greenway is a “Regional Greenway” as defined by the recently published (July 2018) Strategy for the Future Development of National and Regional Greenways since it complies with each of the five key objectives of the strategy as set out below (see also section Chapter 6 Policy for the stated objectives). Objective 1: The South Kerry Greenway may become considered as part of a Flagship route because of its spectacular scenery, local facilities and its connection to other cycleways on the Iveragh Peninsula and County Kerry as part of the Strategic Greenway Network, Objectives 2: As outlined in the EIAR, the scale of the proposed development and its unique location has significant potential to deliver an increase in activity tourism to the otherwise established and successful tourism county of Kerry, for the health benefit of overseas tourists, local tourists and the local community alike. Objective 3: The proposed South Kerry Greenway will be a Regional Greenway which will be a “Substantially Segregated” Greenway for the “Shared Use” of pedestrians and people cycling and for a range of other users including vulnerable users and emergency responders. Objective 4: The project has been developed following detailed consultation with the local community including the local development partnerships. As set out in this EIAR a detailed economic study has been undertaken which highlights the potential to leverage the Greenway for the development of new businesses and the enhancement of existing business initiatives, which will contribute to reversing the current trend of rural decline and local depopulation and it is hoped greatly to improve the local economy. Objective 5: The proposed South Kerry Greenway has been developed in full- compliance with the design standards referred to in the Strategy and following full and detailed consultation with local community and landowners.

2 Fáilte Ireland research 2013




1.6.8 Summary The proposed project will provide a sustainable tourism product capitalising on the beautiful scenery of the area. It will maximise tourism numbers by being accessible to all users including families and the elderly and, as a predominantly segregated route, maximise safety. The greenway has the potential to provide the critical mass of tourism necessary to make marginal proposals viable and to stimulate growth of additional tourism products. It will also, through the employment likely to be generated by same in the area, maintain and create a viable demand for local services such as shops, schools, post offices and transport linkages vital for the future of sustainable rural communities. The project represents a community driven initiative to develop a vibrant, viable and sustainable rural community for existing and future generations, capitalising on its local assets in an area where development opportunities of this nature are limited. 1.7 Project Appraisal Report This project has been subjected to a detailed project financial appraisal, including a full cost benefit assessment. The BCR ranges from a best outcome scenario of 4.12 to a most conservative case scenario of 1.80. This indicates that the return on investment will be between 1.8 to 4.12 times the amount invested in the project. The scheme would result in a positive economic impact. The Project (Economic) Appraisal Report has been submitted to Strategic Research and Analysis Division (SRAD) of the Department of Transport, Tourism and Sport (DTTaS) for assessment. It has been assessed under the Public Spending Code methodology and has been confirmed as compliant with the Public Spending Code. 1.8 Statutory Process and EIAR 1.8.1 Planning Application and Requirements to Submit an EIAR The planning application to An Bord Pleanála for the South Kerry Greenway is being made under Section 51 (2) of the Roads Act 1993 (as amended). On 20th January 2017 Kerry County Council wrote to An Bord Pleanála requesting them to issue a direction as to whether an Environmental Impact Statement was warranted in respect of the scheme in accordance with section 50(1) (c) of the Roads Act 1993, as amended. On 10th March 2017 An Bord Pleanála replied with its decision directing Kerry County Council to prepare an Environmental Impact Statement (now EIAR) in respect of the proposed road development. This EIAR / EIS (hereinafter referred to as the EIAR) is being prepared of foot of that direction. Pursuant to Directive 2011/92/EU and the more recent Directive 2014/52/EU and in accordance with Circular letter PL 1/2017 “Advice on Administrative Provisions in Advance of Transposition” from the Department of Housing, Planning, Community and Local Government (DHPCLG), this report constitutes an Environmental Impact Assessment Report (EIAR) / Environmental Impact Statement (EIS) and complies fully with both the 2011 and 2014 Directives. The Environmental Impact Assessment Report (EIAR) / Environmental Impact Statement (EIS) is a report of the effects, if any, which a proposed development, if carried out, would have on the environment. The EIARi provides the competent authorities and the public with a comprehensive understanding of the project, the existing environment, the impacts and the mitigation measures proposed. The Competent Authority (in this case An Bord Pleanála) is obliged to carry out an Environmental Impact Assessment (EIA). The obligations imposed on the Competent Authority by the EIA Directive are set out in Part X of the Planning and Development Act 2000 as amended. In addition, the project has also been subjected to a Stage 1 Appropriate Assessment screening and a Natura Impact Statement (NIS) is also submitted with this application.




1.8.2 EIAR Structure Section 50(2) of the Roads Act 1993, as amended, details the information required in an Environmental Impact Assessment Report. The structure for the EIAR is as follows: Volume 1 – Non-Technical Summary (NTS) (including figures) Volume 2 – Main EIAR Volume 3 – Appendices to the Main EIAR Volume 4 – Drawings The EIAR has been prepared using the “grouped format structure” as outlined in EPA guidance documents (EPA, 2002; EPA, 2003; Draft EPA 2015; Draft EPA 2017) and in light of the 2014 EU Directive 2014/52/EU which required to be transposed into Irish Law by the 16th of May, 2017 but which does not impose any duties in connection with Environmental Assessments in respect of which the determination as to whether an EIAR was required was made prior to the 16th of May, 2017 as occurred in this case. Nevertheless, for the purposes of providing the greatest degree of environmental information, the additional material and information provided for in the 2014 Directive has been furnished herein. The format of this EIAR is designed to ensure that standard methods are used to describe all sections of the report. Using this structure within Volume 2 there is a separate chapter for each topic, e.g. air quality and climate, biodiversity / ecology, hydrology etc. The description of the existing environment, the proposed development and the potential impacts, mitigation measures and residual impacts are grouped in each chapter. The grouped format makes it easy to review topics of interest and to cross-reference between specialist studies. The EIAR Volume 2 consists of the following chapters:

1. Introduction 2. Need for the Proposed Development 3. The Proposed Development 4. EIA Scoping, Consultation and Key Issues 5. Alternatives 6. Policy 7. Population, Human Health and Material Assets including Agronomy 8. Air Quality and Climate 9. Traffic and Transportation 10. Noise and Vibration 11. Biodiversity 12. Soils, Geology and Hydrogeology 13. Hydrology and Water Quality 14. Landscape and Visual 15. Archaeology, Architectural and Cultural Heritage 16. Interactions of the Foregoing

A separate Natura Impact Statement (NIS) has also been submitted with the application and is included as Appendix 11 to this report. The potential cumulative impact of the project in combination with other existing, planned or proposed developments in the area is considered in each chapter with the purpose of identifying the influence the proposed development will have on the surrounding environment when considered cumulatively and in combination with relevant existing, permitted and proposed projects in the vicinity of the proposed site.




1.8.3 EIAR Methodology Article 3 of the 2014 EIA Directive states that an ‘environmental impact assessment shall identify, describe and assess in an appropriate manner, in the light of each individual case, the direct and indirect significant effects of a project’ on stated factors. The 2014 Directive terminology for the report produced as part of EIA is an Environmental Impact Assessment Report (EIAR). As the 2014 Directive has not yet been transposed into Irish legislation, but the date for the transposition of same has passed (being the 16th of May 2017) the term used throughout this report will be EIAR and will address the key items as required by both the 2011 and 2014 Directive. The EIAR has been prepared in accordance with the contents of Directive 2014/52/EU of the European Parliament (“the 2014 Directive”) which has amended Directive 2011/92/EU. Schedule 6 of the Planning and Development Regulations 2001, as amended, and Annex IV of the 2014 Directive sets out the contents of an EIAR. The EIAR methodology has been undertaken in accordance with the following best practice EIA guidelines and has considered the draft guidance documents published by the EPA in 2017 which will be finalised following statutory legislative provision to facilitate the transposition of the 2014 Directive:

o Guidelines on the Information to be contained in Environmental Impact Statements, (EPA, 2002)

o Advice notes on Current Practice (in the preparation of Environmental Impact Statements) (EPA, 2003)

o Revised Guidelines on the Information to be contained in Environmental Impact Statements (EPA, Draft, 2015)

o Guidelines on the Information to be contained in an Environmental Impact Assessment Report (EPA, Draft 2017)

o Advice Notes for Preparing Environmental Impact Statements (EPA, Draft 2015)

o Guideline for Planning Authorities and An Bord Pleanála on carrying out Environmental Impact Assessment (DECLG, 2013)

o European Commission Guidance on Integrating Climate Change and Biodiversity into Environmental Impact Assessment, EU 2013

In the preparation of this EIAR an initial or informal scoping of possible impacts of the proposed development was carried out. Consultation with private and public agencies highlighted a number of issues and these were addressed during the EIS process. Kerry County Council undertook extensive public consultation throughout the development of the scheme. The public consultation process provided detailed information to the general public, and in particular to those who might possibly be directly affected, about the road scheme proposal, the manner by which the eventual route will be selected and the considerations that will inform this choice. The NRA / TII project management guidelines outline the level of public consultation recommended for the development of roads projects. The level of public consultation for this greenway project has exceeded these recommendations. A total of twenty consultation events were held throughout the process. The aim of these consultation days was to outline the scope of the proposed greenway project and invite comments and suggestions regarding the proposal. In many instances these suggestions have been incorporated into the final design as presented resulting in significant changes from the project as originally envisaged. Details of the consultation carried out for the proposed development are outlined in Chapter 4.




1.8.4 Chapter Methodology / Structure The methodology applied during the specific environmental assessments is a systematic analysis of the proposed development in relation to the existing environment. The broad methodology framework for these assessments is outlined below and is designed to be clear, concise and allow the reader to logically follow the assessment process through each environmental topic. In some instances, more specific topic related methodologies are outlined in the relevant chapters of the EIAR. Some chapters deal with specific environmental topics for example, traffic, air and climate change, hydrology, noise, etc. These assessments may involve specialist studies and evaluations. The broad methodology framework used in all chapters includes:

o Introduction o Methodology o Existing Environment o Potential Impacts o Mitigation Measures o Residual Impacts

1.8.5 Contributors to the preparation of the EIAR Fehily Timoney & Co. (FT) was retained by the applicant to undertake the detailed environmental assessment and prepare the EIAR for the proposed development. In accordance with the requirements of directive 2014/52/EU, specialist and competent contributors prepared this EIAR as outlined in Table 1.2 below. Curricula Vitae of each of the contributors are presented in Appendix 1.1. Table 1-1: Contributors to the preparation of the EIAR


Chapter 1 – Introduction FT Dr Elaine Bennett, BSc. PhD

Chapter 2 – Need for the Development FT

Siún McCarthy, BA, MPlan, MIPI

Chapter 3 – The Proposed Development FT

Dr. Elaine Bennett BSc PhD Tanya Ruddy BA MSc CSci

Chapter 4 – EIA Scoping, Consultation and Key Issues FT Siún McCarthy, BA, MPlan, MIPI

Chapter 5 - Alternatives FT Siún McCarthy BA, MPlan, MIPI

Chapter 6 – Policy FT Siún McCarthy BA, MPlan, MIPI

Chapter 7 - Population, Human Health and Material Assets FT, DOSAgri

Siún McCarthy BA, MPlan, MIPI, Eamon Hutton BSc MSc Diarmuid O’ Sullivan B.Agr.Sc Tanya Ruddy BA MSc CSci

Chapter 8 - Air Quality and Climate FT Donna O’ Halloran Dip Hort., BSc Agr., MSc (Agr) ERM, MSc Ecology

Chapter 9 – Traffic and Transportation FT Trevor Byrne, MSc, BSc (Hons), MIEI

Chapter 10 – Noise and Vibration FT John Mahon, BSc. PhD





Chapter 11 – Biodiversity Malachy Walsh & Partners Muiread Kelly MSc BSc PGDip

Chapter 12 - Soils, Geology and Hydrogeology FT James Dunn BSc MSc

Chapter 13 - Hydrology and Water Quality FT Emer Nic Aoidh B Eng. MSc

Chapter 14 - Landscape and Visual Macroworks Richard Barker BA MLA

Chapter 15 - Archaeology, Architectural and Cultural Heritage

John Cronin and Associates Tony Cummins BA MA

Chapter 16 – Interactions of the Foregoing FT Eamon Hutton BSc MSc

BSc – Bachelor of Science, BA – Bachelor of Arts, B Eng – Bachelor of Engineering, MSc – Master of Science; MA – Master of Arts, MLA – Master of Landscape Assessment, Dip – Diploma, MPlan – Master of Planning; PhD – Doctor of Philosophy. 1.8.6 Difficulties Encountered There were no technical difficulties encountered in the preparation of this EIAR. However, the consent of a number of landowners for access to parts of the site was not always readily available. The specific locations of the withholding of access did not have any negative impact on the data acquisition process given the nature of the surveys to be completed and alternatives that were available when required. The most significant access issue surrounded completion of the preliminary ground investigations. The purpose of these was to validate desktop data in relation to underlying ground conditions in order to provide greater certainty in relation to project costs. The investigation relied upon trial holes and boreholes to verify underground conditions. Of the twenty-one locations identified for assessment nineteen were completed. Key among these was the underpass at Kells Station where a larger excavation would be required to go under the N70. Significant time was spent in attempting to secure access by agreement, but it was unfortunately unsuccessful. 1.9 Impacts of the Scheme The impacts of the project have been assessed and it is considered that the project will have a beneficial impact on human beings through rural regeneration, job creation, health benefits, and traffic safety. Some of the primary potential impacts are outlined below. At Gleensk and Kilkeehagh a stone gabion wall structure is required as the original railway route has been incorporated into road improvements. The level of the greenway on the gabion wall is below the level of the original railway This resulted in a much less imposing structure matching the existing stone and providing additional stability to the existing embankment. The earthworks required is minimised as the Greenway is being constructed on the new retaining gabions. The construction is also located on ground previously disturbed as a result of previous road widening and is less environmentally sensitive. It is considered that the proposal will have minimal impact on landowners or residential amenity and the report outlines recommendations to minimise this impact through screening and boundary treatments where necessary. As the scheme is primarily used by cyclists and walkers, with occasional maintenance vehicles, the scheme will not have a material impact on noise or air quality.




The impacts of increased traffic associated with greenway users on road capacity and parking has been assessed. Adequate parking is being provided and increased traffic will not have a material impact. In considering the potential ecological impact of the proposal the Construction Methodology and outline Construction Environmental Management Plan (CEMP) outlines extensive mitigation measures to ensure that there is no impact from siltation during the construction phase of the project. Overall it is anticipated that the residual impacts of the scheme as proposed are in the range of low to moderate. 1.10 Viewing and Purchasing the EIAR Copies of this EIAR including the Non-Technical Summary (NTS) and the Natura Impact Statement (NIS) may be inspected free of charge, or purchased for the reasonable cost of making such copies (the price of which are set out below), by any member of the public during normal office hours at the following locations: Kerry County Council Princes Street Tralee Co. Kerry Kerry County Council Area Offices (Cahersiveen) Court House Cahersiveen Co. Kerry Kerry County Council Area Offices (Killorglin) Library Place Iveragh Road Killorglin Co. Kerry The application including copies of this EIAR including the Non-Technical Summary (NTS) and the Natura Impact Statement (NIS) is also available for viewing and downloading on the Kerry County Council Website at: www.kerrycoco.ie Schedule of Prices: • Environmental Impact Assessment Report -

Volume 1 Non-technical Summary €5.00

• Environmental Impact Assessment Report - Volume 3 Appendices €25.00

• Environmental Impact Assessment Report - Volume 2 Main Report €25.00

• Natura Impact Statement - Volume 5 €20.00 (text) plus €1.25 per A1 Drawing

• Environmental Impact Assessment Report - Volume 4 Drawings €1.25 per A1 Drawing

• Electronic copy of all of the above documents on Compact disk (CD) €15.00

i EIAR reference shall include EIS

http://www.kerrycoco.ie/

Documents

KERRY COUNTY COUNCIL ENVIRONMENTAL IMPACT …docstore.kerrycoco.ie/KCCWebsite/planning/skgreenway/intro.pdf · Volume 2 – Main EIAR/EIS LE15-017-01 Chapter 1 - Page 3 of 17 . 1.2