This chapter assesses
the impacts on socio-economics for each of the route options. For each option, the majority of the route
crosses agricultural land. The impacts
on farms affected and the use of agricultural land is assessed in Chapter 14.
In assessing
impacts, the following significance criteria have been used:
|
Significance Criteria |
|
|
Severe adverse impact |
Separation of many small communities
in the area from facilities and services.
Severance of major residential areas and facilities within urban
settlements. Isolation/severance of
many businesses. Splitting of many
discrete communities. Significant
impact to many tourist attractions/facilities. |
|
Major adverse impact |
Separation of a number of small
communities and scattered residential properties from facilities and
services. Isolation/severance of some
businesses. A number of discrete communities split. Impact to a large number of tourist attractions/facilities.
Significant impact to a small number of tourist attractions. |
|
Moderate adverse impact |
Separation of a small number of small
communities and scattered residential properties from facilities and
services. Reduction in passing trade
for a large number of businesses.
Impact to a number of tourist attractions/facilities. One small
community split. |
|
Minor adverse impact |
Separation of a small
number of residents from facilities and services. Increase in distance and travelling time to access facilities and
services. Reduction in passing trade
for a number of businesses. Impact to
a small number of tourist attraction facilities |
|
No impact |
No change in the current
situation. |
|
Minor beneficial impact |
Promotes inward investment
locally. Improved access to
facilities and services for a small number of communities and scattered
residential properties. Some
improvement of access for businesses from reduced traffic congestion. Improved road safety in towns. Improved access/visibility of tourist attractions |
|
Moderate beneficial impact |
Meets national and
regional objectives to promote inward investment. Improved access to facilities and services for urban areas,
small communities and scattered residential properties. Improved access for businesses from
reduced traffic congestion.
Significant improvement in road safety in towns. |
The information
provided within this section has been obtained both from surveys, and from the
Regional and Local development plans
·
Southern and
Eastern Region NUTS II Regional Development Strategy(16.1)
·
Cork
County Council (Cork C.C. 1996) (Plan currently under review. The new draft Plan was anticipated to be
placed on display in December 2001 for public comment, and the final version is
expected to be published in January 2003 (16.2).
·
Macroom
Urban District Council (Macroom 1996). (Plan currently under review) (16.3).
The majority of
business types within the area fall within the hospitality sectors (public
houses, B&Bs), shops (general stores, clothes shops), garages and light
industries. Public amenities in the
area include churches, sports pitches, sports clubs, indoor sports centre,
schools, health centres, museums, car parks, golf courses and a pitch and putt
course. There is a broad mix of
industry within the area ranging between modern technological industry and more
traditional resource based industry, although one major technological employer
has recently announced its withdrawal from Macroom. The food industry and
construction sectors are also important employers within the area. Macroom is the dominant commercial centre
within the Study Area. There are also a
number of valuable natural resources within the area (i.e. The Gearagh, the Lee
Valley and Carrigadrohid and Innishcarra Reservoirs and Farran Forest Park).
The overall objectives for the Southern and Eastern Region NUTS II
Regional Development Strategy include developing Cork, and other urban centres
as a means of alleviating further congestion in Dublin. Other objectives
include maintaining a strong economically viable rural community, maintain and
improve the quality of life and distribute economic growth and its benefits
throughout the region. Improved access
between Cork and Tralee, via the N22 corridor, is defined as a Regional
priority, and the N22-N25 route (Tralee – Rosslare) is designated as being of
“strategic economic importance”.
Data provided in the South
Cork Development Plan indicates the population, covered by this plan, in 1991 was
163,200, demonstrating an upward trend since 1971 when the population was
106,200 (figures exclude the area covered by Cork Corporation). Between 1971
and 1991 the population increased by 57,000 (54%), although 87% of this
increase occurred in an area covered by Cork City suburbs, harbour and satellite towns.
Further information provided by Cork C.C. indicates that the population
of this area demonstrated further increases for the period 1991 to 1996 to
173,659,and had a population of 185,739 projected for 2001.
The South Cork Development Plan states
that most of the employment growth in the South Cork economy (up to 1991) has
come from professional services, and that this sector is the largest employer
in the region. The manufacturing,
distribution and finance sectors are also very significant employers. Other employment areas are transport,
utilities, public administration, agriculture, mining and construction.
The Macroom Development Plan indicates
that the population of Macroom town in 1991 was 2,363 decreasing by 86 (3.5%)
since 1986. Further information from Cork C.C., indicates that the 1996
population of the town was 2457, and the projected 2001 population to be 2555,
an increase of 4% on the 1986 population. The population of the Macroom rural district
also decreased during that period, from 13,345 in 1986 to 13,199 in 1991, a
decrease of 146 (1.1%). The slight
population decrease is thought to be due to the national drop in the birth
rate, and an increase in migration. Of the total population of Macroom, 85%
live in the rural district, with only 15% living in Macroom town (for 1991).
The manufacturing sector was the most significant employer in Macroom in 1991
(25%), followed by the finance & business sectors (23%) and the
professional services sectors (15%). Other employment areas include
agriculture, building, transport and public administration.
Each of the options for the road scheme would
result in local community severance to some extent. To these communities, there would be severe adverse impacts
associated with the severance caused by the bypass. In the regional and national context, construction of the road
scheme, whatever route is progressed, would result in beneficial impacts for
the area as it supports strategies developed to improve quality of life and
distribute economic growth and its benefits throughout the region, as set out
in the Southern and Eastern Region NUTS II Regional Development Strategy.
Where appropriate the existing N22 would be
retained as a regional road to provide access for local traffic. There would be moderate beneficial impacts
for properties and communities located along the existing N22 as a result of
improved road safety. Reducing the large volumes of traffic within the towns
and villages along the N22, particularly Macroom, would improve road safety,
ease congestion and facilitate better access to amenities in the towns by local
people and visitors, resulting in a moderate beneficial impact. Whilst local businesses would be expected to
experience a decrease in potential custom, reduced congestion in the town would
be expected to have a moderate beneficial impact by improving access for
businesses and attracting additional customers into the shopping area. Access to Cork and Ballincollig is also
likely to improve, particularly for residents and communities to the west of
Macroom.
In the description of impacts, ‘severance’ is the
term used to describe the cutting or splitting of an existing road, by the
proposed new route. Communities
situated on severed routes may be separated from facilities or services, or may
retain access to these services using alternative routes. Other roads may be crossed by the proposed
route but would be provided with underbridges, overbridges or junctions, such
that access to services is retained. It
is recognised that there would, in some cases, be an increase in distance and
journey time for vehicle users on those roads affected.
The proposed route would take the N22 approximately
1km further north of Macroom than the northern bypass route presented within
the Macroom Development Plan. Comments
received during Public Consultation 1 indicate that local people believe that
the town should be easily viewed from the bypass to encourage tourists and
shoppers into the town.
Minor Impact. The route severs a number of minor roads,
such that the residents along which would be separated from facilities and
services.
Minor Adverse Impact. Only the road to Cappagh Bridge would be
crossed by this section, and access to services etc would be maintained, as it
would be provided with an underbridge.
The shops and businesses situated in Ballyvourney may receive less
passing trade as this route passes behind the village.
Moderate Adverse Impact. The route severs a number of minor roads,
separating a number of communities from services, including those along the
road leading to Ullanes West, and those on the roads leading to Cappagh
East. Businesses on the existing N22,
and in the villages of Ballyvourney and Ballymakeery would be likely to receive
less passing trade. Businesses likely
to be most affected by a decrease in passing trade are; petrol stations,
B&Bs, hotels and shops, of which there are a number in these villages and
on the N22.
Moderate Adverse Impact. The route severs a number of local roads,
although communities should retain access to services although distance and
journey time may increase. Whilst some
residents may have slightly increased distance and journey time to access
services at Clondrohid R582, they may potentially have improved access to
services at Macroom.
Clondrohid village would be split by this section
of the route, as the road would cross the area zoned for housing within the
village, and sever the road to Ballymacocoran at the west of the village. It is possible that the few businesses in Clondrohid
may receive less passing trade. The Ballyveerane road, which is part of the
Aginagh Cycle Way, would be severed by this route, although alternative access
to Macroom would be available (via the link to the roundabout on the Dromduff
road).
Moderate Adverse Impact. The route severs a number of minor roads,
although all communities should retain access to services in Macroom, although
some residents may have increased distance and journey time to access services. A large number of businesses situated in
Macroom are likely to experience a decrease in passing trade, particularly
those that service the tourist industry.
Major Adverse Impact. The route severs a number of minor roads,
such that some communities, including Aughariddera Bridge, Derreen and
Walshestown would be isolated. Other
communities, whilst retaining access to facilities, would be separated from
neighbouring communities e.g. Fergus Cross Roads would be separated from
Fergus. The roads that make up the
Aginagh Cycle Way would not be severed by this section.
The proposed green route would replace the R619 as
the main route, north of the Lee Valley lakes, to Ballincollig and Macroom,
bypassing Coachford, which currently receives all traffic using this
route. Businesses within the village
and situated along the existing N22, such as pubs, shops and petrol stations,
may experience a decline in passing trade, as the proposed new National road
may take through traffic and most local traffic.
Minor Adverse Impact. A number of roads would be severed by this
route, however residents would retain access to services although distance and
journey time may increase.
Any businesses situated along the existing N22
would be likely to experience a decrease in passing trade, as the proposed new
National road may take through traffic and most local traffic.
No Impact. No roads would be severed along this section
of route.
Minor Adverse Impact. The route crosses the Cappagh Bridge road,
which is provided with an underbridge, retaining access to services in
Ballyvourney and Ballymakeery. The
shops and businesses situated in Ballyvourney may receive less passing trade as
this route passes behind the village.
Minor Adverse Impact. The route severs a number of minor roads,
although communities along these roads would retain access to services at
Ballyvourney and Ballymakeery via alternative roads. Some residents may experience an increase in travel time and
distance to access services at these villages.
This may contribute (in addition to the fact that the route would pass
behind the villages) to a decrease in trade for the businesses of the villages,
several of which are of a type (garages, pubs, shops and hotels) which are
likely to be most affected by a decrease in passing trade.
Minor Adverse Impact. Any residents located on those roads and
tracks severed by this section of the route would retain access to services via
alternative routes, although time and distance may increase. A number of minor
roads with no properties are also severed.
These roads provide access to the Sullane River, a popular coarse
angling river for local people and tourists.
Businesses situated along the existing N22 may
experience a decrease in passing trade.
These includes B&Bs, pubs, and craft shops, which rely heavily on
trade from tourist traffic, the majority of which would be likely to use the
proposed new route.
Minor Adverse Impact. The route crosses one regional road, and two
local roads, all of which support a large number of small communities. Of these roads, the Regional road (and the
local Clondrohid road that joins it), would be linked to the proposed route by
a roundabout. The local road which joins Kilnagurteen with Macroom would cross
the proposed route via an overbridge. Access to services would therefore be
maintained. However, businesses situated
along the existing N22 and within Macroom, which rely on passing trade, may
experience a decrease in business.
Moderate Adverse Impact. A number of roads would be severed by this
section of the proposed route. This includes the road to Dromduff, and the road
that currently skirts the northern outskirts of Macroom (to the north of the
Sullane), leading to Bealick.
Communities situated along these routes should be able to access services
at Macroom, albeit with an increase in distance and journey time. However, the northern Macroom road could not
be used to access communities to the east of Macroom, such as Bealick or
Coachford, although alternative routes would be available. A large number of businesses situated in
Macroom may experience a decrease in passing trade, which would impact most on
those businesses such as B&Bs, hotels and gift shops which rely on tourist
traffic that currently passes through the town.
The Ballyveerane road, part of the Aginagh Cycle
Way, would be severed by this route, although alternative access to Macroom
would be available via the Dromduff road.
Minor Beneficial Impact. This short section severs one minor road
with no properties, but which provides access to the Sullane River, an
important angling river. The route
passes very close to the Heritage Centre at Bealick Mill, an important local
tourist attraction which may affect its setting, but is also likely to improve
its visibility to passing tourists. The junction with the R618 provided at New
Bridge would provide ready access for tourists, and may increase its passing
trade. The junction should also provide
improved access to Cork and the rest of the county for businesses located in
Macroom.
Access between Coolacisha Cross to Macroom (part of
the Aginagh Cycle Way) would be maintained.
Minor Adverse Impact. This section of route would sever a number
of minor roads and lanes. The majority
do not have properties built along them, and are able to access facilities via
other routes, albeit with an increase in distance and journey time. However, the minor road, immediately to the
south of the crossing point of the Carrigadrohid reservoir would be severed,
leaving the residents along this route isolated as no alternative access is
available.
Businesses located along the existing N22 may
experience a decrease in passing trade.
Minor Adverse Impact. This section of the route severs a number of
minor roads and lanes, which either do not have properties along their length,
or have alternative access to services, albeit with an increase in time and
distance. One severed lane provides
access to the Buingea River, which is used by anglers, and may also provide
access for river maintenance works.
Businesses situated on the N22 may experience a
decrease in passing trade, although the junction with the R590 should ensure
that Crookstown businesses retain their current level of trade.
Moderate Adverse Impact. All communities would retain access to
services and facilities despite some severance of routes, via alternative
accesses, although an increase in distance and journey time is likely. The R585 would not link directly to the
proposed route, although access would be available via a junction at Farnanes
Cross and the proposed route, or through Crookstown and the R590. The small community situated to the south of
Farranvarra and to the north of Kilcrea Abbey would be separated by this route
with one half of the village isolated from the other. Access to services in other conurbations would be retained via
alternative roads. Businesses situated
alongside the existing N22 would be likely to suffer a decrease in passing
trade, particularly those that depend on through traffic, such as pubs,
B&Bs and restaurants.
Major Adverse Impact. All communities should retain access to
services and facilities. However, the
route would cross the Knockanemore quarry which would be likely to have an
impact on its viability. Other businesses situated along the existing N22, and
in the village of Ovens may experience a decrease in passing trade.
Minor Adverse Impact. This section of the Yellow route would sever
all roads within Carrigane that it crosses.
Two of these routes would retain access to facilities in Ballincollig
and elsewhere via the Grange Cross Roads.
However the residents situated on one of these roads would be isolated
from services as there is no alternative access available.
Minor Beneficial Impact. No residents are separated from facilities
or services by this route. The route
passes very close to the Heritage Centre at Bealick Mill, an important local
tourist attraction. This may affect its
setting, but is also likely to improve its visibility to passing tourists. Access between Coolacisha Cross to Macroom
(part of the Aginagh Cycle Way) would be maintained, although a major road
junction with the new route would occur along the existing Aginagh Cycle Way.
Minor Adverse Impact. The majority of communities would retain
access to services, although they may experience an increase in distance and
journey times. Some properties would
however be isolated from services. One
of the roads included in the Aginagh Cycle Way (that leading from Aginagh Church)
would be severed by this route. The proposed route skirts the edge of a wooded
picnic area which may have a detrimental impact on its setting and hence
attraction to tourists.
Businesses situated along the existing N22 would be
likely to suffer a decrease in passing trade, particularly from through
traffic.
Minor Adverse Impact. No residents would be isolated from services
or amenities, although distance and journey times to access services may well
increase. The route skims the
southernmost edge of the Lee Valley golf course. The golf course may benefit from improved visibility to passing
motorists, especially tourists. Farran
Forest Park would be situated closer to the main route likely to be taken by
tourists than to the current main tourist route (the existing N22). This may encourage tourists to visit the
site, although the proximity of the proposed route (between 0.5-1.25km) may
have a detrimental impact on the setting of the park. Businesses situated along the existing N22 may experience a
decrease in passing trade.
Major Adverse Impact. This section of the Blue route would cross
the Regional road R618 with an overbridge.
The majority of communities and residents along this route would retain
access to facilities at Macroom and Coachford, although a group of residents
situated on the R618 would be isolated as no other access is available. A number of other routes would be severed,
although in general communities along these roads could still access facilities
via other roads. However, the road to Mashanaglass
would be severed, isolating all residents on this peninsula from services and
neighbouring communities.
Business situated on the existing N22 may
experience a decrease in passing trade, particularly those that service tourist
traffic, such as B&Bs and restaurants etc.
Minor Adverse Impact. Only one local road would be severed,
however alternative access routes would ensure that all residents retain access
to services. Business situated on the
existing N22 may experience a decrease in passing trade, particularly those
that service tourist traffic such as B&Bs and restaurants etc.
Minor Adverse Impact. A number of minor roads and tracks would be
severed by this section of the route, however, alternative access routes would
ensure that all residents retain access to service, although distance and
journey time may increase.
A junction with the R585 would be provided which
should ensure that businesses in Coachford retain similar levels of business as
currently experienced however businesses along the existing N22 are likely to
experience a decrease in passing trade, particularly those that service tourist
traffic.
Major Adverse Impact. The main access road to Knockanemore Quarry
would be severed by the route, isolating the business. No residents would be
isolated from services or facilities by this route. Although the route would also pass between the villages of
Kilumney and Knockanemnore, which are connected by a ribbon of houses, the link
road between them would remain intact, maintaining the social fabric of the
villages.
Moderate Adverse Impact. Two roads are severed by this section, the communities
along which should all retain access to services via alternative routes
although distances and journey times would increase, particularly for residents
of Scronagare. The community of
Clonfadda would be separated by this route, with one half of the village
separated from the remainder. Also the
route severs the road known as the Curra, an old road linking Clondrohid with
Carrigaphooca. This is a popular recreation and walking area, which may be
adversely affected by this route.
Minor Adverse Impact. Communities situated along the roads severed
or crossed by this section would generally retain access to services at
neighbouring villages and towns via alternative routes, although distance and journey
time would be likely to increase.
However, some individual properties would have no other access and would
be isolated. This route would also
result in a decrease in passing trade for businesses situated on the existing
N22 and possibly for those in the village of Coachford. The R618, which is part of the Aginagh Cycle
Way would remain intact.
Minor Adverse Impact. This route would sever a number of minor
roads, and isolate individual properties as no other accesses are available.
Businesses situated alongside the existing N22 and in the village of Lissarda
would be likely to experience a decrease in passing trade.
No Impact. No residents or communities would be
separated from services or facilities by this section of route.
Junctions should be located to ensure that the
maximum number of communities and residents maintain access to nearby towns and
villages providing services and facilities, without excessively increasing
distance or journey time.
Where cycle routes, such as the Aginagh Cycle Way,
are severed, there is the potential for diverting them onto an alternative
route. Where cycle routes cross
main/National road junctions and roundabouts there is the potential that these would
incorporate facilities for cyclists.
The N22 road
scheme would improve communications and access between Cork, Killarney and
Tralee, which is a Regional Priority as set out in the Southern and Eastern
Region NUTS II Regional Strategy. It would also contribute towards distributing
economic benefits throughout the region, as it is part of the N22-N25 route,
designated as being of “strategic economic importance”.
The
construction of the bypass would result in negative impacts for local communities
separated by the route. In the regional
and national context, construction of the new road would result in beneficial
impacts for the region as a whole improving links within the County, with the
rest of the Country and internationally.
The existing
N22 would be expected to be retained as a regional road to provide access for
local traffic. Reducing the large volumes of through traffic within the towns
would ease congestion, facilitate better access to amenities in the towns,
resulting in a moderate beneficial impact.
Reducing traffic, particularly fast moving cars and heavy goods vehicles
from the existing N22 and within the town centres, would improve safety for
pedestrians and other road users.
Reduced congestion would also have a moderate beneficial impact by
improving access for businesses.
As a result of the new road, potential custom for local businesses from
through traffic would be expected to be less than with the existing
situation. For the section west of
Macroom, the green route would have a greater impact than the yellow route
where appropriate signing would provide some mitigation. Ballyvourney is bypassed by both options and
could suffer as a result. For the
section east of Macroom, all businesses will be affected by a loss in passing
trade. The green and red routes take
the traffic away from the existing N22 and the blue and yellow routes will have
local access limitation.
To the west of
Macroom, between nodes 1 to 3, the Yellow and the Green routes are of equal
preference. From node 3 to node 6, the
Green route is the least preferred, and the Yellow route, and routes
incorporating Green (nodes 3 to 4), Link 1 (nodes 4 to 5) and the Yellow route
(nodes 5 to 6) are equally preferred.
Each of these three routes split one small community, Clondrohid (split
by G/04) or Clondfadda (split by both Y/04 and Link 1). As Clondrohid is the larger village,
splitting this village is the least preferred option.
To the east of
Macroom, both the Blue and the Green route could potentially have a high impact
on local communities and residents, as both would sever a number of small
communities from facilities and services.
The Blue, Yellow and Yellow Link routes would also affect the quarry at
Knockanemore, potentially affecting its viability as a business. However, the routes that pass close to
Macroom may potentially exert a slight beneficial effect, as they would pass
close to the tourist site at Bealick Mill, improving its visibility to passing
traffic. For these reasons, the Red
route is the preferred route in terms of socio-economics, and the Blue route is
the least preferred. The routes (to the
east of Macroom) in order of preference are as follows:
·
Red
·
Green/Link3/Red
·
Yellow
& Yellow/Links
·
Green
·
Blue
16.1 Southern and Eastern NUTS II Region,
Development Strategy 2000 – 2006
16.2 Cork County Development Plan: South Cork
1996
16.3 Macroom Development Plan. Macroom Urban
District Council 1996
16.4 Cork County Council. South Cork
Population Statistics 1986-2001 (unpublished)