14

4 DESKTOP REVIEW

4.1 The Route

4.1.1 The proposed trail route extends from Navan, in Co. Meath, to Kingscourt, in Co. Cavan and follows the route of the old Navan – Kingscourt Railway corridor. At present, the Navan- Kingscourt Railway is classified as a disused railway. The line is under the ownership of the State and Irish Rail undertakes maintenance and track clearance along the line. The trail route begins at the new Navan Town Park and finishes at the old Kingscourt Railway Station. The trail is approximately 30.1km in length and over 98% of the route is along a traffic free, segregated route. The only on-road section is the initial 500m between the Navan Town Park and the access to the railway line at the level crossing on the Ratholdren road.

4.1.2 The railway line pass through a number of old railway stations and these stations form well defined access points to the corridor as well as providing direct references to the rail heritage. The stations along the length of the trail route are Kilberry, Wilkinstown, Castletown, Nobber, Kilmainhamwood and Kingscourt. The trail passes through or connects to a number of local settlements of varying sizes. The route also passes through the Gibbstown Gaeltacht area, one of two Gaeltacht areas in County Meath. These main settlement areas are summarized in Table 4.1 and Map 4.1.

Settlement Population Proximity to Trail Access Points Trail Access Point

Navan 28,599 Direct access Navan Town

Drogheda 38,500 23km Navan Town

Ashbourne 11,300 25km Navan Town

Kells 5,888 11 km Wilkinstown Station

Trim 8,268 15km Navan Town

Kilberry <200 1.7km R163 crossing road

Wilkinstown <200 Direct access. Wilkinstown Station

Castletown <200 0.7km Castletown Station

Nobber 357 Direct access. Nobber Station

Kilmainhamwood 312 1 km. Kilmainhamwood Station

Kingscourt 2,326 Direct access Kingscourt Station

Dumconrath 370 8 km Nobber Station

Ardee 4,927 15 km Nobber Station

Carrickmacross 4,925 9 km Kingscourt Station

Ballieborough 2,530 13 km Kingscourt Station

Shercock 531 12km Navan Town

Mullagh 1,137 12km Kilmainhamwood Station

Carlanstown 631 9 km Wilkinstown or Castletown

Slane 1,349 12 km Navan or Castletown

Baldradagh 363 8km Navan Town

Kenstown 1,099 10km Navan Town

Athboy 2,397 17km Navan Town

Table 4.1 : List of Local Settlements near Trail

15

4.1.3 The majority of the route lies within Co. Meath and a small portion lies within Co. Cavan. There is approximately 28.2km of the trail within the Co. Meath and 1.9km of the route within Co. Cavan. The route travels through a variety of landscapes from the plains around Navan into drumlin country and then into the lakelands of north Meath and County Cavan.

4.2 History of the Navan – Kingscourt Railway

4.2.1 The Navan – Kingscourt Railway was part of the rail network that connected Navan to Drogheda and Dublin. The line from Navan to Drogheda was opened by the Dublin and Drogheda Railway in 1850, and was extended to Kells in 1853 and Oldcastle in 1863. In 1862, the Dublin and Meath Railway opened a line from Clonsilla to Navan. In 1872 the Navan and Kingscourt Railway extended this line to Kilmainhamwood and then to Kingscourt exactly three years later. The Drogheda – Navan line and the Kingscourt-Clonsilla line converged at Navan junction. It was worked from the start by the Midland Great Western Railway via Clonsilla and leased by that company in 1875.

4.2.2 The typical daily service on the Kingscourt branch line consisted of two passenger trains from Dublin to Kingscourt and a third to Navan, along with a daily goods train to North Wall. Passenger services were withdrawn in 1947 but a weekly goods service ran from Kingscourt to North Wall until 1958. Following the closure of the Clonsilla-Navan Junction line in 1963, all trains operated via the Navan-Drogheda line. With the increase in cement production, a daily Monday-Friday gypsum train operated from Kingscourt with traffic for the cement factories at Platin (Drogheda) and Castlemungret (Limerick).

4.2.3 However, following the ILDA train drivers’ dispute, Kingscourt to Drogheda traffic was largely transferred to road and traffic on the line had dropped from the daily train to a weekly train operating to the Limerick factory. No services have operated on the Navan to Kingscourt line since 2002 and the line is now disused, however the railway tracks and ballast are still in place and the line is maintained by Irish Rail.

Photo 4.1 : Weed spraying train at Kilmainhamwood http://www.geograph.ie/profile/5835

17

4.3 The National Cycle Network

4.3.1 The National Cycle Network (NCN) consists of a number inter-urban cycle routes that will connect the main population centres throughout Ireland. Map 1.2 shows the location of the Boyne Valley Lakelands County Greenway in relation to the National Cycle Network. The overall NCN is shown in Figure 4.1.

4.3.2 The proposed trail will connect directly to Corridor 13, Drogheda to Trim, in Navan. The trail also has the potential to form a connection to Corridor 1, Dundalk to Sligo and regionally be connected to Corridor 2, Dublin to Clifden and Corridor 5, Dundalk to Wexford. The potential connections provided by the proposed trail would complement the National Cycle Network and would link the Boyne Valley to Lakelands County Greenway to the population of the Greater Dublin Area.

Figure 4.1: National Cycle Network

18

4.4 Other Regional Trails and Tourist Attractions

4.4.1 The Greenway connects to a number of other existing and potential cycling, walking trails and driving trails in the region, shown on Figure 4.2 and Map 4.2. The proposed trail connects with the existing and proposed regional trails detailed in Table 4.2.

Trail Type Status Distance from Boyne Valley to Lakelands trail

Táin Trail Inter-regional cycle trail Existing Connects with trail at Wilkinstown

Meath Heritage Trail County wide driving/cycle trail

Existing Connects with trail at Navan

Monaghan Way 2 day walking trail Existing 17km from Kingscourt

Trim Navan Drogheda Greenway

Countywide cycle/walking trail

Proposed Connects with trail at Navan

Boyne Ramparts Heritage Walk

Walking trail Existing Route begins in Navan

Dun na Ri Forest Park Forest Park with walking trails

Existing Approximately 1km from Kingscourt Station

Dee Valley Walkway Walking/Cycling Trail Existing 15km from Nobber (connected to trail by Táin Trail)

Dee Valley Walkway extension to Annagassan

Walking/Cycling Trail Proposed 15 km from Nobber (connected to trail by Táin Trail)

Table 4.2 : List of Existing and Proposed Trails

4.4.2 The landscape character assessment section of the Meath County Council Development Plan 2013 – 2019 divides the county into a number of different character areas and identifies the key tourist attractions in each of these character areas. These character areas are shown in Figure 4.3 below. The proposed trial runs through character area numbers 2, 3, and 20. It also runs close to character area numbers 4 and 5.

4.4.3 Character Area 2, the North Meath Lakelands, is referred to as a “complex drumlin landscape” that “is wetter and more wooded that the rest of Meath and has significantly less built development”. The central area between Nobber and Kilmainhamwood is particularly attractive, due to “more visible historic references, such as stonewalls and vernacular buildings”. Just south of Kingscourt is the gypsum factory whose white smoke can be seen from some distance.

4.4.4 There are two proposed National Heritage Area (PNHA’s) in this section. Breakey Loughs, which is 7km south west of Kingscourt and Ballyhoe Lough, which is on the Meath/Cavan border. Rathe House, which is an equestrian centre outside Kilmainhamwood, is identified as a secondary tourist attraction within the landscape character assessment.

19

Figure 4.2: Meath Landscape Character Assessment - Tourist Attractions

4.4.5 Character Area 3, the North Navan Lowlands, is “a large area of agricultural land to the north of Navan contained in the east and west by the River Blackwater and Boyne respectively and to the north by a more complex hilly landscape along the north Meath border”. The landscape area is noted as being in “a degraded condition”, it is a mixture of pasture and arable fields that have been enlarged by removal of traditional boundaries.

4.4.6 The landscape around Navan is noted as being “not well integrated”, with the racecourse and Tara mines having a particularly negative impact on the landscape. The landscape becomes more attractive the further from Navan with a more undulating topography. The Navan-Kingscourt railway line is noted as “not a very prominent part of the landscape character but it does from a well-wooded spine through the centre of this area”.

4.4.7 There are two proposed National Heritage Areas in the area, Corstown Lough and Mentrim Lough. In terms of tourism, Navan is noted as a good base for exploring the county with Navan Racecourse and the Navan Golf course being noted as specific tourist attractions in this area.

4.4.8 The proposed trail runs close to the western boundary of Character Area 4 in the vicinity of Kilberry. Area 4 is a small area of rolling hills around the north of Slane. The area is predominately smooth textured agricultural landscape with large fields attached to estate farms. There are no designated areas within this area, however there are a number of mature woodland habitats and mature parklands associated with estate houses.

20

4.4.9 Character Area 5 is the Boyne Valley area. The proposed trail connects to Area 5 at Navan and this area is “arguably the most significant and highly valued landscapes in the county because it contains the Bru na Boinne World Heritage Site and the heritage towns of Trim and Slane”. The landscape is characterized by a steep river valley with areas of rolling lowland adjacent to the River Boyne. There are four proposed National Heritage Areas; Boyne Woods, Rosnaree Riverbank, Slane Riverbank and Trim Wetland , one Candidate Special Area of Conservation; Boyne River Islands and one Special Protection Area; Boyne River Estuary. There is a wealth of tourist attractions in Area 5 including – Newgrange, Dowth and Knowth, Bru na Boinne, Hill of Slane, Slane Castle, Bective Abbey and Trim Castle.

22

4.5 Future Developments – Navan Railway, Navan North Train Station

4.5.1 The proposed plans for the Navan North railway station have been reviewed to determine whether it would be possible to accommodate the Greenway, if and when the Navan Railway is constructed. There appears to be sufficient room to accommodate the Greenway along the eastern side of the new railway track in a 5m wide corridor space, however at some locations new retaining walls or gabions will be required to accommodate the Greenway and the access point for the Greenway will need to be taken from public space within the adjacent housing estate on Rathholdren Road.

4.6 National Monuments

4.6.1 The National Monument Database was also reviewed to identify National Monuments that may be impacted by the proposed works. A list of all the National Monuments within 500m of the proposed trail is contained within Appendix C and illustrated in Map4.3. It is highly unlikely that any of these national monuments would be impacted by the proposed trail, as the trail route is along an existing railway corridor.

4.7 Natura 2000 Sites

4.7.1 NATURA 2000 sites are protected habitats for flora and fauna of European importance. They comprise Special Areas of Conservation, designated under the Habitats Directive and Special Protection Areas, designated under the Birds Directive.

4.7.2 The National Parks and Wildlife Service database was reviewed to determine if the route could have any impact on Special Areas of Conservation, Special Protection Areas, Natural Heritage sites or proposed Natural Heritage SitesMap4.4 illustrates the sites of relevance to the route. The Appropriate Assessment screening report reviews the sites in detail.

4.7.3 Although not Natura 2000 sites the forest/woodlands areas of Kingscourt Forest Park, Milltown Glen, Brittas and Knightstown are all defined as Ancient/Long Established Woodlands, and there is a wildlife sanctuary at Newcastle Lake.

4.7.4 The Appropriate Assessment screening report indicates that the project will have no significant or indeterminate impacts on any Natura 2000 sites.

Map 4.3: Boyne Valley to Lakelands County Greenway - National Monuments within 500m

Legend

Boyne Valley to the Lakelands County Greenway

National Monuments within 500m

Map 4.4: Location of Special Areas of Conservation, Special Protection Areas, Natural Heritages Sites

or proposed Natural Heritage Sites

Ancient/Long Established Woodlands

Natural Heritage Areas

Proposed Natural Heritage Areas

Special Area of Conservation

LegendBoyne Valley to the Lakelands County Greenway

Main Town Names

25

5 EXISTING CHARACTERISTICS OF THE RAIL CORRIDOR

5.1 Trail Sections

5.1.1 During the site walk through of the existing railway, the width available for the greenway construction was recorded. Generally the prevailing width of the tracked section is approximately 3m. The available widths along the trail are as follows:

5.1.2 In many cases, the available width is wider than 3m, however in order to minimise the potential environmental impact and minimise costs, it is recommended that the maximum width of 3.0m be used in the respective sections.

5.1.3 The proposed trail will follow the route of the existing railway and the centre line of the existing track will, in general, become the centre line of the new greenway. However there are sections, where the existing embankment is wider on one side, therefore it is recommended to realign the centreline on these sections to the middle of the embankment. As well as the width, during the site walk through the existing railway the general types of sections were recorded as “flat”, “embankment” and “cut”. The total length of each section type is as follows;

Trial Type Length (km)

Flat 13.1

Embankment 10.6

Cut 5.8

Available trail width

Length (km)

≥ 3m 25.8

2.5-3m 2.9

2-2.5m 0.75

26

5.1.4 A general description of the Greenway route is set out in Sections 5.2 to 5.9 below with accompanying maps presented in Appendix A as follows:

Map No. Route Character Section

5.1 Navan Town Park to Kilberry: Chainage 0 – 4km

5.2 Kilberry to Wilkinstown: Chainage 4km – 8km

5.3 Wilkinstown to Castletown: Chainage 8km – 12km

5.4 Castletown to Nobber: Chainage 12km – 16km

5.5 Nobber: Chainage 16km – 20km

5.6 Nobber to Kilmainhamwood: Chainage 20km – 24km

5.7 Kilmainhamwood to Enniskeen: Chainage 24km – 28km

5.8 Enniskeen to Kingscourt: Chainage 28km to 30km

27

5.2 Navan Town Park to Kilberry ( 0 – 4km)

The trail begins at the Navan Town Park site, from here it will continue along the Ratholdren Road for approximately 500m. For cyclist this first section of the trail will be on-road. The Ratholdren Road will need to be resurfaced to accommodate these on-road cycle lanes. It is also recommended that between the railway line and the inner distributor road that the path along the northern side of the Ratholdren Road is widen to a minimum typical width of 3m. This would connect the Greenway to the existing cycle network along the inner distributor road. After approximately 500m the trail joins the disused Navan to Kingscourt Railway line. At the beginning of this off-road section the railway corridor is very wide, there is ample room for the provision of a trailhead with parking and information maps, see Photo 5.1. A section of the railway tracks should be kept in place so users are reminded of the heritage of the trail. The railway line is predominately on a flat section at this starting point. The railway line continues with this typical alignment for another 500m, it then enters a short section of cut. In this section the existing drainage is blocked and the ground is very soft. This section of cut is approximately 250m in length. The trail then emerges back into a wide railway corridor. The railway line is on a low embankment and there is a wide grassy area running along the eastern side of the railway tracks. There is evidence that this area is currently being used to transport livestock between fields. A fence would be required along this area if the movement of livestock continues when the trail is in operation. This cross-section continues for approximately 500m, until the trail goes through a short cut section of approximately 300m in length. Again drainage is an issue through this section of cut. After this the railway line continues through relatively flat ground with a wide grassy area running along the east side. At approximately 2km into the trail, the existing Tara Mines facility is the western side of the Trail, with an access point and crossing point at Chainage 2.9 km. The boundary fencing along the Tara Mines facility appears is good condition. The railway line continues on a relatively flat /small embankment section with a wide grassy area running along the eastern side. After the Tara Mines crossing point, the railway lines becomes very overgrown until Chainage 4km. The railway line appears to be on flat ground through this section with a wide cross-section.

Photo 5.1 : Trail joins the Navan-Kingscourt Railway

Photo 5.2 : Railway enters a cut section

Photo 5.3 : Tara Mines crossing point

28

5.3 Kilberry to Wilkinstown (4km – 8km )

Just after the 4km mark the railway exits the overgrown section and back into flat section with a wide grassy scrub area along the west of the railway tracks. Around Chainage 4.2 km the old railway platform of Kilberry Station is evident, Photo 5.4. The platform is very overgrown and works would be required to return the platform to a presentable level. There is sufficient width through this the station to retain the railway tracks, again this would add to the overall heritage experience of the trail. The trail then then crosses the R163 road. Vehicle speeds along this section of regional road are high; however there is good visibility of the crossing from both approaches. After the road crossing the railway line continues on another flat wide section with the grassy/scrub area running along the eastern side. This continues for another 300m, the railway then goes through a short cut, followed by a wide embankment section. At Chainage 5km the railway line returns to a relatively flat and wide section with grassy verges either side. The alignment of railway is very straight through this section per Photo 5.5, creating an attractive avenue feel which provides the user with a long vista of the trail .The grazing of sheep on this section creates the appearance of a well maintained route. At approximately Chainage 5.5 km the railway line begins to climb at a steady but noticeable gradient for short distance of approximately 200m. This section is in cut. At Chainage 5.8 km the notable climb is over and the longitudinal alignment is relatively flat. The railway itself continues on either flat ground or a wide low embankment until Chainage. 7.6 km. At this point the railway line goes through a minor cut. For the full length of these sections the railway provides a wide cross-section with grassy/scrub verge areas along both sides of the railway line, per Photo 5.6 To the immediate west of the road crossing in Kilberry there is a hard standing area accessed off the R163. This area appears to be used for storing of road materials and could form a trail access point with a provision of car parking spaces.

Photo 5.4 : Platform at Kilberry

Photo 5.5 : Well-maintained section of Railway

Photo 5.6 : Typical of railway between Chainage.6km - Chainage.8km

29

5.4 Wilkinstown to Castletown (8km – 12km)

At Chainage 8.3km the trail crosses the R162 at Wilkinstown. The old Wilkinstown railway station is located on the immediate north side of the railway line. This building is occupied and privately owned and some accommodation works may be required at this house. After Navan, Wilkinstown is the first area where a user could leave the trail to get refreshments nearby. There is a public house and shop located less than 100m to the north of the trail and the area around the old train station would provide a pleasant rest area. The area on the opposite side of the public house could provide a possible parking area for access to the trail. A footpath link from here to the trail would be easily achievable. From Chainage 8km to Chainage 10.7 km the trail is predominately on flat ground or on a low embankment with a wide grassy/scrub margins along both sides of the railway tracks. At the Chainage 10.7 km the railway meets it first significant embankment and the first restriction in available width for trail. This section is approximately 250m in length. Following this embankment section the trail returns to a flat section with wide grassy/scrub areas on both sides. This section prevails for 400m, after which the trail goes through a cut section before returning to an embankment at Chainage 11.6km. Again, this embankment restricts the width of the trail and may require some fencing along the sides. The embankment section ends after 150m and the trail returns to a flat section with approximately 2m wide grass margins along both sides. After the Wilkinstown road crossing, there are a further 3 road crossing on this section. All of these road crossing are on rural roads with very minor levels of traffic. At Knightstown the owner in the cottage on the northeast of the road crossing is currently using the railway line at a grazing area for ponies. Some accommodation works may be required at this location, given the proximity of the property of the railway line .

Photo 5.7 : Old Train Station at Wilkinstown

Photo 5.8 : Embankment section

Photo 5.9 : Knightstown section

30

5.5 Castletown to Nobber (12km – 16km)

At Chainage 12km the railway is on flat ground with approximately 2m wide grass margins along both sides . This is the prevailing condition of the existing railway line until Casletown, with the exception of a minor cut and short section of embankment at Chainage 12.2km and Chainage 12.5km respectively. At the old Castletown halt the railway crosses the L3046 road. There is a reasonable level of traffic on this road and traffic speeds along this section can be quite high. Castletown village is only 700m to the northeast of this crossing and there appears to be sufficient space to install a new footpath within the existing grass margin to connect to the village. The village of Castletown is very attractive and with an existing shop and bar within the village centre it could be a good stopping point on the trail. It also has a large parking area beside the local Church, this would form a good access point for the trail. After the Castletown halt the railway enters a short cut followed by a long section of embankment, approximately 700m in length. There are ponds of standing water on either of the embankment and there is evidence that these ponds have flooded onto the railway track recently. Further investigation into the drainage at this location is required. The available width for the trail is restricted along the length of this embankment. After this embankment section the railway returns of a short flat section followed by a small section of cut. It then crosses over a local road. This is a quiet local road with low volumes of traffic. The railway then proceeds northwards onto a high embankment and crosses the N52 national road. The existing bridge of the N52 was removed following a road accident. The width available for the trial is restricted along this high embankment section. After the N52 bridge crossing the railway enters an attractive tree-lined section of cut before returning to an embankment approximately 150m before Chainage 16 km. This section of cut is at least 2m deep. The original drainage system is overgrown and blocked and will need to be re-established.

Photo 5.10 : Castletown halt

Photo 5.11 : Bridge removed at N52

Photo 5.12 : Railway Line enters a cut just before Chainage 16km

31

5.6 Nobber (16km – 20km)

The section of embankment at Chainage 16 km prevails until the railway enters into a cut just before it passes under the R162 road bridge at Ch16.6 km. The width of this section of embankment is restricted and fencing will probably be required. After the R162 road bridge the railway returns to an embankment. At Chainage17.3 km the railway passes along the perimeter of an unsightly site with old bus coaches and other scrap. Screening will be required at this location. Again the width of the trail is restricted along this section of embankment. Just after the yard the railway goes through a short section of cut before returning to a wide flat section at Chainage 17.5 km. This prevails until the road crossing of the L3042. On the north side of the L3042 road crossing the railway enters a bench-cut into the side of a hill. At Chainage 17.8 km the line crosses over a bridge on the River Dee, per Photo 5.13. At present there is just a simple post and wire fence along the edge of the bridge. New bridge parapet railings will be required on both sides of the bridge. At Chainage 18km the railway enters into a wide cut for approximately 100m and then onto another embankment along the grounds of the Nobber GAA pitches. This embankment is wide enough to accommodate a 3m wide trail. The embankment lasts for approximately 150m when the railway enters into cut before passing under the bridge of a local road. Before the bridge the railway passes along the backs of the properties at Bridge Park. Although these properties are set back and on top of an embankment it is possible to see into the back gardens from the railway line. Screening works will be required at this location. After the bridge the trail arrives at the old station in Nobber, Photo 5.14. This is an ideal location to take a break and there are attractive views towards the west. Access to the Nobber town centre is also achievable from this location and this provides an opportunity for users to avail of food and refreshments. There is also on-street parking available in Nobber, to facilitate a trailhead. The railway is wide enough through Nobber station to allow the track to remain in place whilst still providing a 3m wide trail. There is a local wastewater treatment plant viewable from the Nobber station and screening will be required to mitigate the view of this facility. The railway leaves Nobber station on a fairly wide embankment. At Chainage 19km the railway travels along a tree-lined section on a low embankment and minor cut. This prevails until Chainage 20km.

Photo 5.13 : Bridge Crossing of River Dee

Photo 5.14 : Old Station at Nobber

Photo 5.15 : Typical section at Chainage 19 km

32

5.7 Nobber to Kilmainhamwood (20km – 24km)

From Chainage 20 km to Chainage20.7km the railway proceeds along a section of low embankment to a minor cutting to another embankment. The latter embankment is about 250m in length. The available width of the trail is restricted along this latter section of embankment. After this embankment the railway returns to a wide flat section, which lasts until Chainage 21.3 km. Along this flat section there is evidence of the grass margin on the western side of the railway being used to move livestock between fields. At Chainage 21.3 km the railway enters a section of bench cut along the side of hill. This provides a wide landscape view along the western side, Photo 5.16, which provides a change in view after the tree-lined avenue effect of the previous couple of kilometres. This view prevails for approximately 250m, after which the railway passes alongside Whitewood Lough with intermittent views of the water. Along the side of the lake the route returns to a flat section which continues until Kilmainhamwood station and the road crossing of the local road. Along the route the railway passes over the small watercourse that runs between Newcastle Lough and Whitewood Lough. The Kilmainhamwood station is located at Chainage 23km, Photo 5.17. The old station and associated railway buildings are currently occupied, well maintained and well presented. This is an attractive area where consultation with the property owners will be required. Kilmainhamwood is only 700m to the west of the station along a quiet county road. After Kilmainhamwood station the railway proceeds on a wide flat section that provides good views of the surrounding country side, Photo 5.18. This is the typical cross-section until just after Chainage24 km.

Photo 5.16 : Bench cut into side of hill

Photo 5.17 : Well-presented Kilmainhamwood Station

Photo 5.18 : Typical corridor around Chainage 23km

33

5.8 Kilmainhamwood to Enniskeen (24km – 28km)

Approximately 150m after Chainage 24km the railway enters a narrow cut approximately 2m deep. This cut section is about 400m in length. The existing drainage ditches are blocked and the ground within the cut is very wet. This section of cut is followed by an embankment section which runs from Chainage 24.6km to the R162 road crossing at Chainage 25.7km. Photo 5.19 is typical of the embankment along this section. The embankment is wide enough to accommodate a 3m wide greenway. The wildlife sanctuary at Newcastle Lake is visible from the railway along this section. The railway then crosses the R162 regional road. This is a busy road with fast moving vehicles and a significant proportion of Heavy Goods Vehicles. On the other side of the R162 the railway enters into a cut and begins a notable climb that last for approximately 300m. The existing drainage system in this area is blocked and the ground in this area was very wet. In addition, a landowner on the east side has cut away a ditch in order to provide a drainage outlet onto the rail line. At the top of this climb there is a dilapidated footbridge over the line and the railway arrives at the Gyproc industrial plant. There is evidence of possible contamination in this area and Irish Rail and Gyproc have agreed remediation works at this location. There are also tailing ponds and deep water drainage ponds on either side of the railway. Fencing will be required along both sides of the greenway to prevent any users accessing these ponds. This fencing should be back-planted to ensure that these ponds are screened from users of the trail. The Gyproc facility extends for approximately 500m, so a cyclist will be through is area in approximately 3 minutes and a walker in approximately 6minutes. After the Gyproc facility the railway is on a wide embankment. The embankment is relatively open and good views of the surrounding countryside are available. This embankment should be wide enough to accommodate a 3m wide greenway without the need for fencing. This embankment section prevails until Chainage 27.2 km when the railway enters a wide flat section. Again this section is relatively open and provides good views of the surrounding countryside. At Chainage27.6 km the railway is back on a low embankment section. In this section the available width for the Greenway is restricted. This embankment lasts for approximately 200m. For the final 200m before Chainage28 km the railway enters a section of cut.

Photo 5.19 : Typical section around Chainage25km

Photo 5.20 : At Gyproc

Photo 5.21 : Section of Cut near Chainage28 km

34

5.9 Enniskeen to Kingscourt (28km – 30km)

At Chainage 28km the railway enters a short section of flat ground. Here the railway corridor is wide with grass margins on both sides. In this section at Chainage 28.1km there is a blocked culvert where the watercourse has flooded across the existing railway. At a Chainage 28.3 km the railway enters a section of narrow deep cut. The section of cut is approximately 2m high and extends for approximately 150m. At Ch28.4 km the railway passes the old Enniskeen graveyard, Photo 5.22. Although this is not currently accessible from the railway corridor the provision of a link between the two would be easily achievable. At the Enniskeen graveyard the railway leaves the section of cut and enters onto a section of low embankment that extends for approximately 500m, Photo 5.23. The embankment section is wide enough to accommodate a greenway of 3m and there is no need for fencing on either side. At Chainage 28.6 km the railway crosses over a local road. This is a quiet local county road that links directly into the town centre of Kingscourt. After the embankment the railway enters a tree lined section of cut . The cut section is steep and the width available for the greenway is restricted is approximately 2.5m. This section of cut runs from Chainage 28.9 km to Chainage 29.2 km. After this the railway is on an embankment. This is a wide embankment with sufficient width to accommodate a 3m wide greenway, however fencing will be required due to the height of embankment. This embankment section prevails until Chainage 29.5 km when the railway enters into a section of minor cut. Just before the road crossing of the R165, the railway passes along the boundary of a local hardware stores yard. The railway crosses the R165 at Ch29.7 km. The R165 is a busy road just outside of the urban speed limit boundary of Kingscourt. The R165 provides a link to and from the Kingscourt town centre. Although the current footpath provision ends before the railway crossing the footpath and the speed limit boundaries could be extended out to the Greenway. The railway ends at the Old Kingscourt railway station at Chainage 30.1 km, Photo 5.24. The Kingscourt station has a significant amount of railway and industrial heritage. This heritage, including the tracks should be maintained as much as possible.

Photo 5.22 : Old Graveyard at Enniskeen

Photo 5.23 : Embankment section around Chainage 28.5km

Photo 5.24 : End of Railway at Kingscourt

35

6 OPTIONS CONSIDERED

6.1 Route Alignment

6.1.1 A key issue to be considered from the outset of the study was whether or not the Greenway could be delivered along the full extent of the rail line or were there locations where other route options would need to be considered. Constructing the Greenway on the rail corridor was the default preferred option and an overriding desirable objective of the scheme in order to provide a traffic free high quality amenity for walkers and cyclists. Two locations gave rise to potential consideration of alternative options; the N52 bridge and the vicinity of the Gyrpoc facility. Both of these locations were reviewed through consultation with Irish Rail and Meath County Council. Details of theses consultations are contained in Section 8 and in both cases it was determined that the Greenway could be constructed on the route of the rail line.

6.2 Greenway Width

6.2.1 National Trails Office guidance recommends Greenway widths of between 2.0m and 3.0m to facilitate dual walking and cycling on a shared facility. The actual width to be constructed depends on issues such as available width and likely level of use. Certain sections of the Greenway along sections of the higher embankments and in narrower sections of cut will be limited in width to approximately 2.0m due to construction costs and constructability issues. Where widths of 3.0m or greater are feasible a maximum width of 3.0m has been applied.

6.3 Surface Finish

6.3.1 Options regarding surface finish are based on providing a bound or unbound finish. Bound finishes, normally incorporating a bituminous macadam material, are more expensive to construct and usually limited to urban areas. On the other hand an unbound finish is generally considered more conducive and sympathetic to rural locations. The bound finish is better in term of ride quality for cyclists, however it can lead to an increase in speeds for cyclists which can cause concern of other trail users.

6.3.2 The specification of the unbound surface can facilitate the growth of a light covering of grass on the route which serves to both bind the surfacing and to give the Greenway an appearance akin to a boreen. The provision of an bound surface finish would increase the cost of the proposed Greenway trail by approximately €1million.

6.3.3 Based on the rural nature of the route, cost and visual impact an unbound finish has been recommended.

36

6.4 Retention or Removal of the tracks and sleepers

6.4.1 The retention or removal of the rail tracks and sleepers has a cost and constructability implication and potential legal implications in terms of land ownership were considered. Both of these issues were the subject of consultation, as outlined in Section 8, with Irish Rail and both Meath and Cavan County Councils and it was concluded that the rail track and sleepers can be removed whilst the route would remain in the freehold ownership of CIE

6.5 Lighting

6.5.1 The Greenway is almost entirely rural in nature and in such circumstances Greenways lighting is normally precluded in terms of cost and environmental considerations. The Greenway would potentially be subject to a high level of use during daylight hours but, owing to its relatively remote rural setting, the demand for use outside of daylight hours would be nominal. Therefore public lighting is not included along any section of the route.