Appendix B Assessment of Alternatives Summary

Three main alternatives were considered during the development of the NR2040 to comply with the SEA Directive Article 5, which requires the SEA process to identify, describe and evaluate ‘reasonable alternatives’ of attaining the objectives of the NR2040 strategy. These are presented at length in Chapter 7 of the SEA Environmental Report and summarised in this section.

The alternatives include:

»Alternative 1: Do Nothing scenario »Alternative 2: Predict and Provide scenario »Alternative 3: Policy-Led scenario

Alternative 1, a ‘Do Nothing’ scenario is the baseline or current situation, referencing 2018 when NR2040 development was initiated, as the ‘base year’. This approach does not involve any additional investment or changes to the National Roads network. Furthermore, the ‘Do Nothing’ scenario does not include current emission reduction targets and assumes that economic growth will continue in accordance with normal cycles. For example, it does not consider potential recession or inflation of energy / fuel prices.

Considering these omissions, transport planning was guided predominantly by the 2015 Strategic Investment Framework for Land Transport (SIFLT) which recognised three, hierarchical, priorities:

1 Achieve steady state maintenance

2 Address urban congestion

3 Maximise the value of existing land transport networks

The ‘Do Nothing’ approach was discounted as it fails to address new policy framework, does not provide TII with a long-term vision and identified to likely have a negative effect, directly or indirectly, on Environmental Protection Objectives (EPO).

Alternative 2, a ‘Predict and Provide’ scenario involves forecasting future travel demand and providing the required infrastructure and services to meet this demand. In essence, it would be an improved version of the SIFLT based on similar principles. Opportunities for sustainable travel, protection and renewal portfolios would also be included as part of this approach.

This scenario assumes land use development and travel patterns develop according to the NPF, and seeks to provide for the predicted travel needs resulting thereof. This scenario would likely result in provision of more road capacity, i.e., construction of roads, in a ‘predict and provide’ manner that would not be consistent with the NIFTI approach involving investment decisionmaking based on use of NIFTI intervention and modal hierarchies.

The ‘Predict and Provide’ approach was discounted based on the shifting policy, probable substantial negative environmental effects over a range of EPOs as well as poor resource efficiency, due to the expected development of more roads.

Alternative 3, a ‘Policy Led (Decide & Provide)’ scenario includes a strategic vision for the National Roads network that recognises the continuously changing environment and takes policy change into account while also contributing to policy development at national, regional, and local levels

(including sectors of the Irish economy).

The ‘Policy Led’ approach supports the NPF NSOs and consequently NIFTI. It guarantees alignment between government policies and the operational and functional requirements of National Roads. This approach sets a standard where TII will ‘provide’ for National Roads investments adhering to the national policy requirements to support population growth and the economy. It supports the internationally recognised ‘Avoid, Shift and Improve’ policy approach and promotes sustainable mobility to reduce negative effects on the EPO’s.

Integration of multiple modes will limit growth in vehicle kilometres. Bus and truck priority will be deployed where it can provide for more efficient movement of people and goods. Provision of walking and cycling infrastructure, in particular where it addresses severance, will reduce unnecessary car travel. All investments will be carried out in line with NIFTI modal hierarchy. In addition, this approach prioritises utilisation of existing assets, in line with NIFTI intervention hierarchy, prior to the development of new roads.

The ‘Policy Led’ approach was selected to move forward with in the development of NR2040 as it is aligned with current and emerging international and national policy in terms of supporting an integrated transportation network that will result in fewer negative effects on the EPO’s when compared with the other alternatives.