FAQ’S

Kilkenny County Council is the lead authority and in partnership with Tipperary County Council, Transport Infrastructure Ireland (TII) and the Department of Transport (DoT) is developing the N24 Waterford to Cahir Project. The project is being managed by Tramore House Regional Design Office with Arup appointed as lead consultant to advance the project through the planning and design process.

The N24 is a strategic corridor from Limerick to Waterford and is particularly important for the enhancement of accessibility to the towns it passes either directly through or nearby, namely Tipperary Town, Cahir, Clonmel, Carrick-on-Suir, Mooncoin and other rural hinterland. The N24 Waterford to Cahir Project endeavours to resolve the existing transport and safety issues along the section of the N24 between Waterford and Cahir.

The Preferred Transport Solution is a combination of the alternatives and options that represent the best balance and most benefit for the project. It is an integrated sustainable transport solution that includes Active Travel measures for walking and cycling, improvements to public transport services, demand management measures and road components. The road component includes new infrastructure within Clonmel with Clonmel Road Links 1,2 & 3 and a Preferred Option Corridor within which the existing N24 will be upgraded in places, and new off-line road infrastructure will be developed where deemed necessary.

Transport Infrastructure Ireland (TII) has produced guidelines for the development of projects and the process is broken into eight individual phases. Phase 0 (Scope and Pre-Appraisal) involved the preparation of the Project Appraisal Plan which was approved by TII in July 2019. Phase 1 (Concept and Feasibility) of the project commenced in July 2020 following the appointment of the Technical Adviser (ARUP). During this phase the need for intervention was identified and the project objectives were defined. Following approval to proceed from TII, Phase 2 (Options Selection) commenced in April 2021. The purpose of Phase 2 is to identify constraints to the development of the project, followed by the development and assessment of potential feasible transport solutions in order to determine the preferred solution for the project.

The incremental development of the potential solutions i.e., Alternatives and Options, for assessment at Phase 2 was undertaken in line with both the Modal and Intervention Hierarchies as detailed within the National Investment Framework for Transport in Ireland (NIFTI) available at https://www.gov.ie/en/publication/cfae6-national-investment-framework-for-transport-in-ireland-nifti/. The Modal Hierarchy requires prioritisation of active modes and public transport ahead of private vehicles. The Intervention Hierarchy requires prioritisation of options that seek to maintain, optimise or improve the existing road prior to options that propose building new road infrastructure.

Since the conclusion of Public Consultation No. 2 on Alternatives and Options, the design team have completed their review of the feedback received from the public and undertaken a systematic assessment of the Alternatives and Options under the 6 multi-criteria headings, namely Economy, Safety, Accessibility & Social Inclusion, Integration, Environment and Physical Activity, and determined a Preferred Transport Solution to deliver a reliable and sustainable transport solution for the N24 corridor between Cahir and Waterford, that has been developed in line with the principles of NIFTI as noted above.

The cost of the overall Preferred Transport Solution is estimated to be within a range of €500m – €1BN corresponding to category E in table 5.1 of Ireland’s National Development Plan 2021-2030. This cost estimate is for the completion of the entire road component and Active Travel measures of the Preferred Transport Solution. However, it is possible that different elements of the solution could be progressed on a phased basis subject to the availability of funding for the project to progress. The current cost estimates are preliminary in nature based upon the level of detail available at this stage of the project. The Preferred Transport Solution will be developed in greater detail during Phase 3 (Design and Environmental Evaluation) and the cost estimate will be reviewed and updated based upon this level of detail.

The information is very valuable as additional constraints were identified through the feedback from Public Consultation No. 1. This helped inform our development of Alternatives and Options. Feedback from the public regarding the Alternatives and Options during Public Consultation No. 2 helped the project team to develop/ refine these Alternatives and Options for a more detailed assessment at Stage 2. This in in turn helped to inform the selection of the Preferred Transport Solution.

Planning reviews will be undertaken on all planning applications of interest through the duration of the project. Since the Preferred Transport Solution has now been selected, the area of interest for planning referrals will be refined down to a buffer around the Preferred Transport Solution Corridor.

All of the constraints mapping is available on the project website (www.n24waterford2cahir.ie/) and the interactive web map displays the Alternatives and Options that were considered for Public Consultation No.2. All of the material that was presented at each of the public consultations can be accessed using the Consultation tab on the project website.

Pedestrian and cycling facilities were assessed for their potential to address the transportation problems identified. As part of the development of Alternatives, a series of potential Active Travel measures, which include pedestrian and cycle facilities, were developed for consultation and assessment as part of the process in determining a preferred solution. The road-based solution being taken forward, is supplemented with the provision of Active Travel measures where appropriate. Such measures will be developed in more detail at Phase 3 (Design and Environmental Evaluation).

Our full Privacy Statement with regards to the collection and usage of personal data is available on the project website. Personal data provided to the project team is stored securely and in accordance with General Data Protection Regulation (GDPR) requirements. The data will only be used for the purposes of the N24 Waterford to Cahir Project. Data will not be retained for any longer than is necessary.

The decision to give planning permission for the project will be made by An Bord Pleanála after an Oral Hearing.

Progression of the Project to Phase 3 (Design and Environmental Evaluation) is subject to approval and the availability of funding. Phase 3 (Design and Environmental Evaluation) is currently scheduled to take approximately two years, culminating in the submission of a planning application to An Bord Pleanála, which marks the commencement of Phase 4 (Statutory Processes). Once the planning application is submitted, An Bord Pleanála dictate the project timeline for the Oral Hearing (if one is required) and their decision date.

Subject to approval for the project to proceed to Phase 3 and subsequently Phase 4, the earliest date a planning application could be submitted to An Bord Pleanála is Q1 2026. Once the planning application is submitted, An Bord Pleanála dictate the project timeline for the Oral Hearing (if one is required) and their decision date. If a positive decision is made by An Bord Pleanála, and there are no legal challenges to this decision, funding for construction would then require approval by government. The detailed design of the project would then need to be undertaken along with the appointment of a contractor to construct the project. The timelines for these processes are unknown at this stage and are outside the control of the current project. The duration for construction is also currently unknown as the approach to the delivery of the Preferred Transport Solution is also unknown at this stage. It is possible that implementation of the project could be delivered on a phased basis over time, dependent on the availability of funding.

Previous projects were developed and assessed over 10 years ago and a lot may have changed in those years in terms of constraints and people’s movements (travel for work, education and recreation). There have been significant changes to environmental legislation, government policy and design standards in this period also. Therefore, it was important to start from a blank canvas to fully understand what the current constraints and transport issues are, what are the trip generators and attractors and what is the optimal transport solution. Whilst the current project did start from a blank canvas, it took cognisance of previous study outcomes and current planned, committed and aspirational schemes when developing the Alternatives and Options that were assessed in order to identify the Preferred Transport Solution for the project.

Yes, the project team remain available for the full duration of the project to answer any questions the public and interested parties may have in relation to project. The project team will be able to advise of any potential conflicts between the proposed planning application and this project.

Yes, all transport modes including walking and cycling facilities and improved public transport were considered in determining the Preferred Transport Solution. Future technologies such as facilities for autonomous vehicles will also be considered as part of the development of the design at Phase 3 (Design and Environmental Evaluation) and the subsequent project phases.

The N24 Waterford to Cahir Project’s objectives take cognisance of current national, regional and local policy and plans in regard to climate, the environment and future transport hierarchy. In determining the preferred solution, all the Alternatives and Options were tested against these objectives to ensure that the preferred solution aligns as appropriate with government policy.

The N24 Waterford to Cahir Project’s objectives take cognisance of current national, regional aAt this stage of the project, the cross-section for the road component of the Preferred Transport Solution has not yet been determined. The Preferred Transport Solution corridor is generally 300m wide in rural areas and 150m wide in urban areas. These corridors represent a corridor within which new road infrastructure could be constructed, however the road solution will not require a 300m wide corridor. Further assessment and traffic modelling will be undertaken at Phase 3 (Design and Environmental Evaluation to inform the decision on the appropriate cross-section for the road component of the Preferred Transport Solution.

Our studies to date have shown that Public Transport Improvements (Bus and Rail) in isolation will not resolve the transport issues identified and meet the project objectives but they do form part of an overall sustainable transport solution which caters for all modes.

A1.20 Having assessed all of the constraints, issues identified, and feedback received from the public consultation, the design team, which includes a team of environmental specialists, made a recommendation on the Preferred Transport Solution to the Steering Committee.

A1.21 The corridor for Clonmel Road Links 1, 2 and 3 is 150m wide whereas the design within this corridor will be significantly less than this. Accordingly, there is scope even within the corridor to vary the exact route of the proposed road links. The design is not complete at this time and as such the actual width required is unknown. However, depending on the topography in the area, the width of possible landtake corridor could vary from 30m to 100m to facilitate the road-based solution and associated facilities for pedestrians and cyclists.

A1.22 The corridor for the road component of the Preferred Transport Solution published in January 2024 is generally 300m wide. At Phase 3 (Design and Environmental Evaluation), the Preferred Transport Solution will be refined following detailed consideration of the outcomes of landowner engagement, stakeholder feedback and environmental surveys. Junction layouts will need to be designed and potential Active Travel routes and demand management measures will be identified. The design will continue to be progressed with more detail added as a result of further surveys, and investigations, information received from stakeholders and technical and environmental inputs. During Phase 3 this will enable land acquisition requirements to be identified. Updates will continue to be made available on the project website as the design is developed during Phase 3. This will include more detailed development of the road geometry, junction design, access arrangements, structures, drainage and boundary treatment.

The Preferred Transport Solution Corridor is generally 300m wide whereas the design within this corridor will be significantly less than this. Accordingly, there is some scope even within the chosen corridor to vary the exact route of the proposed road component. It is unlikely that there will be major modifications to the Preferred Transport Solution Corridor, however, some adjustments may occur as the detailed design is undertaken in consultation with landowners and other stakeholders.

A2.1 The initial study area was developed to ensure there was enough scope to consider all aspects of a sustainable transport solution for this section of the N24 corridor. It encompassed the extents of the former Emerging Preferred Route Corridors (EPRC) from previous studies while also allowing for the development of additional Alternatives and Options as well as fully including the existing N24 under consideration and the towns and villages along the route.

The selection of the study area was further influenced by the following factors;

• Topography within the area
• Extent and catchment of public transport infrastructure
• Environmental criteria
• Potential zone of influence of Alternatives and Options

In addition to the project study area the project has a transport model study area that assessed the wider benefits of Alternatives and Options, including public transport corridors which fall outside of the immediate study area.

A2.2 The initial step in the Phase 2 (Options Selection) process was to undertake a detailed Constraints Study in order to identify the nature and extent, at an appropriate level of detail, of constraints within a defined study area.

The identification of constraints involved initially carrying out desktop studies. The extent and nature of certain constraints were then verified by means of windshield or walkover field surveys. These surveys were further supplemented through stakeholder engagement and public consultation.

These constraints were documented and mapped and were used to inform the development of feasible solutions for the project. The feedback received from the Alternatives and Options consultation helped inform updates to the design, including to reduce potential impacts where possible. The updated designs were then appraised against the 6 multi-criteria headings namely Economy, Safety, Accessibility & Social Inclusion, Integration, Environment and Physical Activity. The results of this appraisal informed the selection of the Preferred Transport Solution.

A2.3 A large team of specialists are conducting the environmental assessments for the project. The numerous disciplines and their relevant specialists are listed below.

Landscape and Visual – Brady Shipman Martin

Biodiversity – Scott Cawley Ltd.

Archaeology and Cultural Heritage – Irish Archaeological Consultancy (IAC)

Population and Human Health – Optimize Consultants

Air Quality – Arup

Climate – Arup

Noise and Vibration – AWN Consulting

Soils and Geology – Arup

Hydrogeology – Arup

Hydrology – Hydro Environmental Ltd. Agronomy – Curtin Agricultural Consultants

A2.4 A Flood Risk Assessment (FRA) will be carried out in accordance with the Planning System and Flood Risk Management Guidelines (2009). This assessment will investigate the potential flood risk to the proposed project itself and the potential flood impact arising from the proposed project, including the construction of embankments. This assessment will be undertaken in accordance with the DoEHLG Planning System and Flood Risk Management Guidelines for Planning Authorities. To inform the FRA for the proposed project, the website floodinfo.ie, the Preliminary Flood Risk Assessment (PFRA) and the Catchment Flood Risk Assessment and Management (CFRAM) flood mapping will be consulted.  Hydraulic flood modelling will be carried out for river crossings and their associated flood plains to estimate the design flood level and potential impact of the proposed project. The assessment will identify the sources of flood risk to the proposed project. This can include fluvial (i.e., flooding arising from rivers/streams), pluvial (i.e. flooding arising from rainfall) and groundwater sources. The objective of the design of the project is to ensure the proposed design will not incur flood risk on the project itself or on the surrounding lands.

A2.5

Following the identification of the project constraints, a range of environmental assessments were carried out on the Alternatives and Options in order to contribute to the identification of the Preferred Transport Solution. The below statutory environmental assessments will be carried out on the Preferred Transport Solution in subsequent phases, as required.

Environmental Impact Assessment

The Environmental Impact Assessment (EIA) identifies, describes and assesses the direct and indirect effects of a proposed project in relation to a range of environmental factors.

The purpose of EIA is to protect the environment by ensuring, before deciding whether to grant planning permission for a development proposal, that the planning authority fully understands the significant effects the project is likely to have on the environment and has factored that into the decision. The Preferred Transport Solution will be subject to EIA, as required.

Appropriate Assessment

An Appropriate Assessment (AA) is a detailed study of the likely impacts of a proposed plan or project on the ecology of a designated European site (also known as a Natura 2000 site). A plan or project can only be approved, where it can be demonstrated beyond reasonable scientific doubt, that it will not negatively affect the integrity of a Natura 2000 site. The Preferred Transport Solution will be subject to AA, as required.

Flood Risk Assessment

A Flood Risk Assessment (FRA) will be carried out in accordance with the Planning System and Flood Risk Management Guidelines (2009), as required. This assessment will investigate the potential flood risk to the proposed project itself and the potential flood impact arising from the proposed project, including the construction of embankments. This assessment will be undertaken in accordance with the DoEHLG Planning System and Flood Risk Management Guidelines for Planning Authorities. To inform the FRA for the proposed project, the website floodinfo.ie, the Preliminary Flood Risk Assessment (PFRA) and the Catchment Flood Risk Assessment and Management (CFRAM) flood mapping will be consulted.  Hydraulic flood modelling will be carried out for river crossings and their associated flood plains to estimate the design flood level and potential impact of the proposed project. The assessment will identify the sources of flood risk to the proposed project. This can include fluvial (i.e., flooding arising from rivers/streams), pluvial (i.e. flooding arising from rainfall) and groundwater sources. The objective of the design of the project is to ensure the proposed design will not incur flood risk on the project itself or on the surrounding lands.

A3.1 Formal objections can be submitted to An Bord Pleanála, but only after a Compulsory Purchase Order (CPO) and the EIAR have been published.  In the interim, please feel free to contact the project team with your concerns as it may be possible to mitigate issues throughout the design process.

A3.2 Landowners or reputed landowners identified as being directly affected by the Preferred Transport Solution were contacted by letter in advance of the Public Display of the Preferred Transport Solution. If your property is within the Preferred Transport Solution Corridor as shown on our website interactive map and the public display material and you have not received a letter, please let us know.

A3.3 Compensation is payable wherever land or property is directly affected (i.e., land or property has been purchased).

A3.4 The local authority will review instances where there is a requirement to acquire residential property for the project on a case-by-case basis. Each landowner affected would be compensated financially on an individual basis particular to their circumstances. All planning matters arising out of relocation of families will follow normal planning procedures and due process. 

A3.5 Compensation shall be assessed on a case-by-case basis preferably by agreement between the County Council and the landowner. The compensation includes for the value of land, the extent of severance, disturbance and injurious affection caused by the project.

• Value of land – This shall be the market value of the land acquired and shall be the value on the date that the Notice to Treat is served.
• Extent of severance – Payment shall be made where the loss of the land acquired by CPO reduces the value of the land retained due to severance.
• Disturbance – This covers items such as relocation expenses, the costs associated with purchasing replacement land and disruption / inconvenience.

Injurious affection – covers the damage to the land by reason of the new use of the land acquired by CPO (e.g., loss of privacy and noise / pollution).

A3.6 Yes. When complete, the reports will be placed in the local council offices and on the project web site.

A3.7 This shall be considered during the Design Stage and Environmental Evaluation. Detailed noise and vibration, air quality and visual impact assessments will be carried out as part of the Environmental Impact Assessment (EIA) process. Where deemed necessary, mitigation measures will be incorporated into the design of the project to reduce these impacts e.g., natural screening, environmental /noise barriers and landscaping.

A3.8 Adverse noise, air or visual impacts shall be considered during the Design Stage and Environmental Evaluation. Where deemed necessary, the design may include noise, air and visual mitigation measures, e.g., natural screening, environmental/noise barriers and landscaping. There shall be no financial compensation for noise, air or visual disturbance if there is no land acquisition. Non-permanent road closures or diversions are designed to be in effect for the shortest time possible. There shall be no financial compensation for loss of business due to intermittent road closures or diversions or bypassing.

A3.9 Environmental specialists may have already been carrying out non-invasive site surveys (e.g., site walks for archaeology, habitat/mammal surveys for ecology etc.) on your property as part of the environmental studies. Landowners impacted by these site surveys will have received a letter in August 2021 informing them of the survey access requirements.

Preliminary ground investigation surveys were also undertaken in 2022/ 2023 to inform the Phase 2 Options Selection Process. Where access was required, landowners were contacted in advance to seek consent to enter onto land prior to commencing any works.

Further surveys related to the Preferred Transport Solution, including environmental surveys, ground investigation surveys, topographical surveys and archaeological geophysical surveys, may be required at Phase 3 (Design and Environmental Evaluation). All specialists carry identification and a letter of authorisation from Kilkenny County Council as lead authority for the N24 Waterford to Cahir Project. If you have any concerns about the people requesting to enter your land, please contact the project team by email at: N24waterford2cahir@kilkennycoco.ie or using the details on the Contact Us section of the project website.

A3.10 Access to land for investigative work shall be required by the local authority and its consultants at different stages in the planning of a project. At the early stages superficial examination of the land may suffice. More detailed investigation shall be necessary as planning progresses to determine the actual line of the project and the ground conditions that could affect construction.

With your co-operation, only persons authorised by the local authority will be entitled to enter onto land at reasonable times for the purpose of road planning and related functions. The persons concerned may carry out surveys, investigations, excavations, borings or tests in connection with the project. The project commenced non-invasive surveys in Summer 2021 and preliminary ground investigation surveys in 2022/ 2023 for which landowners received notification via letter.

Where access shall be required to any landholding during Phase 3, the local authority will give at least 14 days prior written notice of the date the authority intends to initially enter onto land and commence any of the works and will, when requested and to the extent feasible, provide an indicative time of arrival to the landowner together with a contact number. Where intrusive surveys are required, written consent will be sought. Where co-operation regarding access to land shall not be forthcoming, the local authority, in the first instance, will seek to engage with the landowner to agree access but failing this it may exercise its legal entitlement under the Roads Act, 1993, to enter onto the lands concerned at all reasonable times. Access to land for site investigation and related activities will be subject to the Code of Practice on disease prevention.

A3.11 You will not be compensated for non-invasive surveys that are undertaken on your property. These walkover surveys will leave no point marks, etchings, holes or other evidence of the survey on the site. You will be compensated for surveys that cause any damage to your land i.e., trial trenches, boreholes, archaeological trial pits etc. There are set rates for this compensation in accordance with the TII guidelines.

A4.1 The existing N24 within the study area is a busy national primary road. The traffic flows measured at the four TII Traffic Monitoring Units (TMUs) within the study area demonstrate variability in traffic volumes along the N24 across the study area. The values present an average with notable daily rises above the averages at peak periods. Up-to-date information about traffic volumes at these sites is available by clicking on the following links on this website https://trafficdata.tii.ie/publicmultinodemap.asp :

• N24 North of Cahir, Kilemly
• N24 Between Clonmel and Cahir, Woodrooffe    
• N24 Between Carrick-on-Suir and Clonmel, Killaloan       
• N24 Between Carrick-on-Suir and Waterford, Piltown

In addition to the TII TMU data outlined above, additional traffic count surveys were undertaken in 2021 to inform the Phase 2 Options Selection Process.  Survey results showed that the highest Annual Average Daily Traffic (AADT) recorded on the N24 along the Clonmel Inner Relief Road was between the Cashel Road Roundabout and the Fethard Road Roundabout where an AADT of 18,000 was observed.

A4.2 As part of Phase 2 traffic surveys were undertaken in September 2021 at locations throughout the transport study area following the easing of Covid restrictions. The data collected from these surveys was used as part of the assessment of Alternatives and Options. Further surveys may be undertaken in Phase 3 if required.

A4.3 Demand management policies seek to influence road user behaviour, to encourage individuals to make journeys at off peak times, travel by a different mode such as cycling, walking and public transport or avoid making the trip altogether. To achieve this objective, a range of both fiscal and non-fiscal measures can be implemented which serve either to reduce or divert demand or achieve a combination of both. Examples of fiscal demand management measures include:

• Road user charging – This may be variable, i.e., related to time of day, vehicle class or emissions class etc.
• Parking charges
• Public transport subsidies
• Fuel taxes

Non-fiscal demand management measures may include:

• Access control and restriction (e.g., ramp metering)
• Public transport improvements
• Traffic control measures (e.g., variable speed limits)
• Smarter travel measures (e.g., intelligent transport systems, incident detection)

Road space reduction/travel restrictions

A4.4 The project team has considered enhancement, extension, or provision of public transport services or public transport infrastructure as part of the development of transport solutions for the project.

The Public Transport Alternatives were tested against the Project Objectives. Enhancements to public transport that were tested included an improved frequency of inter-urban bus service serving key towns, improved frequency of local bus services connecting settlements north of Clonmel to the town of Clonmel during peak periods and improved rail services between Waterford and Limerick.

Public Transport Improvements form part of the Preferred Transport Solution, where improved timetabling for bus and rail services are proposed.

A4.5 At Phase 1 a high-level examination of the transportation issues which affect road safety along the extents of the N24 within the project extents was carried out. The assessment identified higher concentrations of collisions than the expected collision rate for a similar road type when compared to the national average. Collisions are located both within urban areas where there are higher numbers of conflicts between pedestrians and motorised vehicles and on rural sections that have sub-standard road geometry combined with a high frequency of accesses and junctions.

The project has objectives, specifically related to road safety, which target reducing the potential frequency and severity of collisions, reducing the potential for conflict with vulnerable road users and creating a safer and healthier environment which promotes active travel.  

The security of road users is expected to be improved as a result of the interventions proposed along the corridor. An intrinsic element of the PTS is the transfer of traffic to bypasses around Carrick-on-Suir, Kilsheelan and Mooncoin with rationalisation of the existing junctions and accesses along the upgraded on-line section of the N24. The provision of segregated Active Travel facilities along and crossing the Clonmel Inner Relief Road, will significantly improve the security of cyclists and pedestrians using these facilities. Furthermore, the replacement of an existing roundabout with an overbridge on the Clonmel Inner Relief Road, and the introduction of Alternative D Clonmel Road Links (excluding Road Link 4), to the north of Clonmel, removes traffic from the Clonmel Inner Relief Road. This further increases the safety of road users, both strategic traffic passing through Clonmel, and local and wider trips seeking to access Clonmel from the north of the town

A4.6 As part of Phase 2 (Options Selection) the project has considered both road-based Options and Alternatives such as Active Travel, Demand Management and Public Transport. The project has considered how the existing Waterford to Limerick railway could provide a solution to the issues identified on the existing N24 in line with the project objectives and the future transport hierarchy. Based upon traffic modelling outputs the rail improvements in isolation will not solve the transportation issues associated with the existing N24. However, improved time tabling of trains including more frequent services, with departure and arrival times linked to typical working patterns, is proposed as part of the Preferred Transport Solution.

A4.7 The Preferred Transport Solution is made up of multiple components: Active Travel, Public Transport Improvements, Demand Management Measures and a Road component. The four components, which cater for all modes, form part of a sustainable transport solution for the N24 corridor between Cahir and Waterford.

A4.8 As part of Phase 2 (Options Selection) the project considered both road based Options and Alternatives such as Active Travel, Demand Management and Public Transport. The project specifically assessed the potential impact an increase in rail freight along the Limerick to Waterford railway line would have on existing, and forecast, Heavy Commercial Vehicle (HCV) traffic levels along the N24 corridor. This assessment concluded that a considerable increase in the level of rail freight along the N24 corridor is likely to only result in marginal decreases in the level of HCV trips along the corridor. Analysis of the origin and destination of HCV trips, using TII’s National Traffic Model (NTM), indicated a very dispersed trip pattern for HCVs currently using the N24 with their origin and destination spread widely across the region. Additionally, a lot of the HCV trips take place between the main towns and cities along the corridor (Tipperary Town, Cahir, Clonmel, Waterford, Limerick) and are relatively short in distance, making them unsuitable for movement by rail. There are a number of recently published studies external to the N24 Waterford to Cahir Project, such as the Rail Freight Strategy and the All-Ireland Rail Review, which may influence future policy in relation to the transport of freight by rail in Ireland. Potential transport solutions for the N24 project will be guided by any future recommendations from these studies in relation to the Waterford to Limerick railway line.

A4.9 The COVID-19 pandemic and the associated travel restrictions that were introduced by the Government to reduce the spread of the virus in Ireland have had a significant impact on travel patterns. The pandemic may change travel demand, the modes used, peak demand periods and the types of journeys taken. The project undertook surveys in September 2021 following an assessment of traffic levels from TII Traffic Counters in the Study Area which demonstrated that levels had returned to similar pre-pandemic levels. The project continues to monitor the existing traffic flows and Government guidance in relation to Covid-19 restrictions, as relevant, to inform decisions on the timing of future traffic surveys. The project will also take steps such as sensitivity analysis, to identify any impact on the existing base line traffic on the N24 from a potential “new-normal” post restrictions i.e., change to peak hour, demand, types of journey. Assessments will be in line with TII guidance on accounting for the impact on traffic modelling by the pandemic.