Eamon Ryan (Dublin Bay South, Green Party)
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Transport Infrastructure Ireland is conscious of fulfilling it’s statutory obligations in this regard as well as being committed to the EU Biodiversity Strategy for 2030 - a comprehensive, ambitious, long-term plan for protecting nature and reversing the degradation of ecosystems.

As set out in the Strategy for the Future Development of National and Regional Greenways, greenway routes require environmental assessment in their planning and design and are constructed in compliance with the requirements of Irish and European law including, but not limited to, EU Directive 2014/52/EU.

As the approving authority under the Public Spending Code, Transport Infrastructure Ireland (TII) are responsible for funding the planning, design and construction of Greenways. TII requires that TII funded Greenway Projects are delivered in accordance with the TII’s Project Management Guidelines (PMGs). Phase 3: Design and Environmental Evaluation (of an 8-stage process) of the PMG ensures that projects are developed in compliance with all appropriate environmental directives and legislation. The form of Statutory Process may include, but is not limited to, the following: Local Authority Own (Part 8) Development; 177AE of the Planning and Development Act, 2000, as amended (Appropriate Assessment); and Environmental Impact Assessment (EIA).

Projects are assessed for environmental impacts and any necessary changes / mitigation measures are incorporated into the scheme design for the Greenway. The relevant Local Authority will conduct the Appropriate Assessment Screening and the Environmental Impact Assessment as required.

Some sections of the emerging preferred route of the Galway to Athlone National Greenway are in, bounding or proximate to Special Areas of Conservation (SACs). As part of the Design and Environmental Evaluation phase, the entirety of the Galway to Athlone National Greenway [including the sections of the route that are in, bounding or proximate to Special Areas of Conservation (SACs)] will be assessed from an environmental perspective. An Appropriate Assessment Screening Report , Natura Impact Statement and full Environmental Impact Assessment Report, will be prepared. This will include extensive engagement with relevant stakeholders including the National Parks and Wildlife Service. These documents will be submitted to An Bord Pleanála as part of a future planning application and it will be for ABP to decide whether the proposed development is in compliance with all appropriate environmental directives and legislation.

This process ensures that any potential adverse environmental impacts are identified by these rigorous environmental assessments and that, any impact that is identified is eliminated or mitigated by design amendments.

Eamon Ryan (Dublin Bay South, Green Party)
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As the approving authority under the Public Spending Code, Transport Infrastructure Ireland (TII) requires that TII funded Greenway Projects are delivered in accordance with the TII’s Project Management Guidelines (PMGs). Phase 2: Options Selection (of an 8-stage process) of the PMG ensures that a number of options are examined to determine a Preferred Option. During Phase 2 all reasonable / feasible options are examined and their costs, benefits and effects on the environment are interrogated to identify a preferred option, if any, that will progress to Phase 3 Design and Environmental Evaluation.

The existing cycleway on a section of realigned N67 road between Ballinderreen and Kinvara was assessed as a one of the possible route options for the Galway to Athlone Greenway. Following an extensive review involving a detailed multi criteria assessment, the section of realigned N67 road between Ballinderreen and Kinvara did not emerge as the preferred option as it does not meet the objectives for this greenway scheme or the criteria as set out in the Strategy for the Future Development of National and Regional Greenways.

Eamon Ryan (Dublin Bay South, Green Party)
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The Strategy for the Future Development of National and Regional Greenways, sets out that the preferred model for future Greenways is to maximise the use of lands already in State ownership where possible. It also sets out several options for project promoters to use for accessing privately-owned land for Greenways such as permissive access and land purchase.

The Code of Best Practice, published in 2021, provides details on the stages involved in project development, the consultation process, the factors to be considered when choosing a route. It provides details on appropriate types of accommodation works, appropriate levels of payment for land, suitable types of access both for landowners and the public, ways of minimising severance, range of possible mitigation works and mechanisms to minimise disruption and to ensure the smooth and timely delivery of Greenway projects. The Code will facilitate the engagement between local authorities and affected landowners and, in particular, prioritises the voluntary acquisition of lands over the use of compulsory purchase, which is available as a backstop for the acquisition of lands not otherwise acquired by agreement. The Code acknowledges the important role of farmers and landowners in the process. It outlines the procedures to ensure that they are treated fairly and equitably.

The 200km long Galway to Athlone scheme starts near Ballyloughane Beach to the East of Galway City and then proceeds close to or through the following settlement areas: Oranmore, Rinville, Clarinbridge, Kilcolgan, Kinvara, Gort, Woodford, Portumna, Meelick, Clonfert, Ballinasloe, Shannonbridge, and Athlone Castle. It links places of interest, established tourism centres, public parks, and outdoor amenities.

This project, which is being overseen by TII, includes dedicated Local Authority project liaison officers who have been engaging directly with landowners since 2021 in accordance with the Code of Best Practice. They have undertaken well over 1,800 consultations (either face-to-face meetings or telephone calls) with landowners since May 2021. Approximately 100km of the preferred route is situated with state owned lands. A further 100km is situated on lands in private ownership by approximately 450 landowners.

In over 90% of these cases, severance has been avoided as the greenway traverses the permitter of landholdings. In some other cases the greenway traverses along a particular field boundary at the request of the landowner. In a limited number of cases it is not feasible to avoid severance completely. Where unavoidable severance arises the introduction of an underpass to minimise the impacts of severance on the landholding are explored with the landowner.