frequently asked questions
The project is the development of a single road scheme from north of Oilgate to Rosslare Harbour. Mott MacDonald Ireland Limited has been appointed as the consultant. The Oilgate to Rosslare Harbour Scheme is the improvement of the N25 and N11, starting from the south of the M11 Gorey to Enniscorthy Motorway Scheme and finishing at Rosslare Harbour. This scheme will improve the safety and reduce the journey time from Oilgate to Rosslare. The development of this scheme is subject to the relevant approvals and funding being granted.
The project aims to meet the objectives of the National Development Plan 2018 – 2027, the National Planning Framework – Project Ireland 2040 and the Wexford Development Plan. The need for the project will be tested by the level of service provided to road users by the network now and into the future with a focus on road safety, traffic levels, journey times, operational performance and network deficiencies.
The constraints study and route selection process is being revisited due to the nine year time lapse since the previous processes were completed in 2011. The studies completed at that time will be utilised for the current studies and will be complemented with up to date studies to identify any changes to the natural and built environment in the intervening years. This will ensure that critical decisions on the project are made on the basis of up to date information and assessments.
The upgrade of the N11 and N25 has been identified within a list of key projects in the recently published National Planning Framework and National Development Plan however the advancement of the scheme is subject to ongoing funding and statutory approval.
The scheme will be developed in accordance with best practice as well as relevant legislation, regulations and guidelines. A study area is defined, and the constraints identified. From this point there is a period of non-statutory public consultation, and the public is invited to make submissions or comment on the study area and constraints. Initial feasible route corridor options will then be identified and assessed, and a shortlist of route options is then selected. These route corridor options will be further refined and appraised before an emerging preferred route corridor is identified.
The route corridor for this project is initially 300m in width. The route corridor does not represent the actual final width of the road scheme or the extent of lands that are needed. The corridors give an idea of the area within which the final road alignment will be designed. For example the final road, if a new motorway or dual carriageway, may be approximately 40 to 80m wide. In some instances, the route corridor may be increased at particular locations, typically to accommodate engineering needs, environmental assessments or to address feedback provided by the public consultations.
Feedback obtained from the public consultation and ongoing surveys and environmental/engineering assessments will be considered by the Project Team and, if appropriate, route corridors may be adjusted. Route corridors are initially typically shown 300m in width to allow for adjustments to route options as described above. The adjustments to the route alignment options will generally occur within the route corridor but in some instances the route corridor may need to be increased. Combinations of different sections of route corridor options may also be examined if it is thought such combinations of sections could result in a better overall scheme.
Several principles are applied when considering and developing options to evaluate the adequacy and steer the development of options. These principles include; How options respond to the Project objectives, Options shall be significantly different, insofar as possible, Options shall be designed with environmental considerations in mind from the start, An incremental approach to the development of options is to be adopted, Management options shall be examined as part of the assessment of alternatives, and Packages of measures shall be examined as part of the assessment of options. Initially all reasonable and feasible options will be developed. Stage 1 of the route selection process is the ‘Preliminary Options Assessment’. The assessment criteria of the initial Feasible Route Corridor Options and ‘Engineering’, ‘Environment’ and ‘Economy’.
After the Initial Feasible Route Options are assessed and shortlisted under the headings ‘Engineering’, ‘Environment’ and ‘Economy’, the Route Options will go on public display and there will be a period of non-statutory public consultation. Feedback and comments received through public consultation will be considered by the Project Team when identifying an Emerging Preferred Route Corridor. Route options are eliminated and the remaining route options are assessed under Stage 2 of the TII Option Selection process. The assessment criteria will be ‘Economy’, ‘Safety’, ‘Environment’, ‘Accessibility and Social Inclusion’, ‘Integration’ and ‘Physical Activity’. The Emerging Preferred Route Corridor is the Corridor which is likely to be the Preferred Route, based on Stage 1 and Stage 2 Option Selection assessments. During Stage 3 of the Option Selection Process a further period of non-statutory public consultation takes place and the public can make submissions or comment on the Emerging Preferred Route.
Given the extent of the scheme it is likely that some residential property will be affected, and it is possible that a very small number may need to be purchased to facilitate the scheme. Each property is considered a constraint and in so far as possible, the scheme will seek to avoid and/ or minimise impacts on residential properties. If property acquisition is needed to facilitate the project, Wexford County Council and the project team will engage directly and comprehensively with affected property owners.
Given the scale of the project, it is likely that all lands required for the schemes will be acquired by a Compulsory Purchase Order (CPO). Should any part of a person’s private land / property holding be included in the CPO, the land / property owner is entitled to compensation. This may also be the case for a person who may have an interest in any land/ property identified in the CPO. Compensation will be provided in accordance with CPO legislation. A guide to the CPO process and the legislation is provided by the Citizens Information Website.
New planning developments within the route corridors may have an impact on the delivery or cost of a future road scheme. Planning applications for new developments may still be granted within the study area/ route corridors. As some planning applications may affect the scheme all relevant planning applications will be reviewed by the design team. Each application will be considered on a case by case basis and a considered engineering opinion will be formed in relation to the potential impact of the application on the scheme. In some cases, the design team may recommend an application is premature subject to the preferred route corridor being determined.
The status of bypassed sections of national road has not yet been decided. Generally bypassed sections of national roads are reclassified to regional or local roads following the completion of new sections of the national route.
The Project Team will consider inputs from members of the public, such as submissions received through the public consultation process, or identification of local issues. This will contribute to the development of the route selection process and scheme design.
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