5 Development of Preferred Route

5.3 Southern Assessment

Archaeology and Cultural Heritage
The area is relatively rich in archaeology with 105 sites identified. A full description of the sites is given in Appendix C of Volume 3 and the sites are shown on RSR3 Figures 11.1 to 11.5 and includes fulacht fiadh sites, ring forts, souterrains, moated sites, castles and town houses, ecclesiastical remains and holy wells. Notable sites are: -

• National Movements at Tullaherin (close to E6) and at Sheepstown (close to F1).
  
• One site protected by a Preservation Order at Danesfort (affected by E1).
  
• One site listed as a Registered site at Church Hill.
  

In addition to the above, 37 sites were identified as sites of Architectural Importance and 18 Industrial Archaeological sites.

Agricultural Land Use
The land quality within the study area is generally very fertile and free draining. There is a higher percentage of tillage farming in Section E as opposed to Sections F and G. Farm size tend to be larger in Section E as opposed to Sections F and G. There are no discernable patterns identified for the degree of severance resulting from route corridors through these sections.

There are known stud farms which would be affected by route corridors E6 (node 45 - 46), E1 (node 38 - 41), G1 (node 51 - 50), E4 (node 40 - 44), F2 (node 46 - 47) and E2 (node 33 - 42). Another key agricultural enterprise would be affected by route corridor E6 (node 45 - 46).

This evaluation has shown little difference in Section E between the options under the headings of soil type, land quality and land use. Routes E1, E2, E4 and E6 all contain stud farms or key agricultural enterprises within these route corridors and therefore, have been classed as Moderate / Major impacts. Route E6 has the highest level of agricultural enterprises which would make it the least favourable of the E route options.

Option F1 contains tracts of poor quality land; option F3 contains reasonable good quality land. There is a stud farm located within the F2 corridor. This would make route F1 the most favourable option of these three routes as it takes poorer quality agricultural land and it does not contain a key agricultural enterprise.

G1 is the least favourable in Section G as it has a stud farm near Kilmacow. Land quality on the northern end of option G3 is of poorer quality than land quality on G1 and therefore option G3 would be the more favourable route corridor option.

Landscape and Visual
Through the Section E study area, E2 has the least landscape and visual impact. The E2 alignment has little in the way of landscape or landscape planning impact and has less incidence of visual impact when compared to other corridors. Route Sections E1 and E1/E6 have the greatest incidence of potentially severe and major impact on properties. In terms of landscape and landscape planning, Route Sections E3 and E6 have particularly severe landscape and landscape planning impacts especially at the King's River / River Nore confluence and the respective river valleys which are areas of designated high amenity landscape.

Through the Section F study area, F2 is the least impacting corridor followed by F1. In overall terms there is little to distinguish between the three corridors especially in terms of visual impact from properties. However, given that F2 and F3 are only possible by connecting through from either of the particularly adverse E3 or E6 Sections, F1 is considered to be the least impacting route corridor. Given that the landscape impact at Knockadrina Hill by F1 could also be avoided by a minor westward adjustment to the alignment. The F1 corridor has potential for further improvement.

Through the Section G study area, G3 is the least impacting corridor followed by G1. In overall terms there is little to distinguish between the three alignments in terms of visual impact from properties. However, both G1 and G2 have a number of landscape impacts with particularly adverse impacts on the River Blackwater and its wooded valley south of Mullinavat. Details of the Landscape Assessment are contained in Appendix D of Volume 3 and on RSR3 Figures 13.1 to 13.5.

Engineering
Following the initial stage where a number of options were discarded for reasons described in Section 6.1 of Volume 3, the remaining route corridors were established with the following broad objectives being considered: -
Section E: Location in relation to Paulstown, Kilkenny, Stoneyford and Thomastown. As the topography in this section is relatively flat a wide range of possible corridors was considered.
Section F: Location of route corridors to avoid high ground and their position in relation to Knocktopher and Ballyhale.
Section G: Location of route corridors to avoid high ground and their position in relation to Lukeswell and Mullinavat. Proximity to the existing N9 and Waterford to Kilkenny railway corridor.

Selection Matrix A in Volume 3 summarises the results of the engineering assessment under the following headings: -

• Length
  
• Cost
  
• Alignment
  
• Rivers
  
• Railways
  
• Roads
  
• Services
  
• Earthworks and construction issues
  

Geology and Hydrogeology
The geological and hydrogeological assessment has been detailed in Appendix E of Volume 3 with impacts recorded on RSR3 Figures 15.6 to 15.10.

The underlying limestone and sandstone bedrocks are major acquifers and are vulnerable to any road construction that cuts into these formations. As such the impact of options is similar and measures will need to be taken to protect any acquifers affected. Some options would pass close to public water supply wells and the possible sterilisation of gravel deposit is also a feature of a number of options in Section E close to crossings of the River Nore.

Hydrology and Drainage
A study was undertaken of the requirements for drainage structures and river/stream outfalls to cope with potential "cross drainage" and "highway drainage". The crossing requirements (i.e. culverts or bridges to allow the passage of rivers or streams) is summarised in Table 16.3 of Volume 3 with highway drainage outfalls summarised in Table 16.4 of Volume 3.

The majority of the rivers and streams to be crossed carry substantial flows and will require bridge structures to enable the conveyance of flows across the proposed carriageway. All routes are likely to require the crossing of the same river and watercourse at some stage, and there is little to distinguish between route options as a result.

The water quality of the rivers and watercourses is of a high standard and pollution control measures would be required to reduce the risk of pollution to the environment. As a minimum, by-pass petrol interceptors should be installed at the outfalls although, secondary pollution control measures such as containment lagoons in the event of accidental spillages, dilution lagoons and tertiary treatment in the form of reed beds should be considered for specific circumstances, as necessary.