Issue No.
8 - Summer 2005
Kinnegad - Kilcock
Motorway News
Quarterly news on the Kinnegad - Enfield - Kilcock (M 4) Motorway Project
Progress in the past months
During the last period, construction works on the
mainline motorway and local county roads have
progressed well. The laying of blacktop in all three
sections has mapped out the pathway for the future
motorway which can be clearly seen from the
numerous county roads that have been opened during
Kilcock Interchange is ready for the N4 traffic diversion
the last quarter. On 26th May the Kilcock Interchange
diversion opened to public traffic to facilitate the tie-ing
in phase with the existing M4 Motorway at Kilcock and
almost all local county roads are now running across
the new overbridges. Upon opening of the last two
roads in the East section at Cappagh Hill and Cloncurry,
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the adjacent rock plugs underneath were immediately
removed to join the mainline carriageways to the east
and west.
Finishing works, including top soiling and seeding have
progressed well in all three sections.
Cloncurry Road Realignment
Consultations with third parties including Local
Authorities, the Gardai and Landowners have continued
and progressed well and we express our gratitude to
the local Gardai for their continued assistance and
co-operation in relation to traffic management
arrangements and diversions.
Kinnegad - Kilcock Motorway News – Issue No. 8
 DESIGN DEVELOPMENT - PART 2
In the previous issue of Eurolink Kinnegad – Kilcock
Motorway News we discussed the main processes that
are involved in the development of a road design. To
compliment the design there are many other elements
that enhance the safety, usability and minimise the impact
on the environment.
Most road users will be subconsciously aware of the top
surface of a road but it is not until it starts to become
damaged that the drive quality is noticed. Below the top
layer there are several other layers that make up the road
all of which are known as the ‘Pavement’. The Pavement
design is based upon predicted future traffic flows and
layers above the foundation all tend to be bitumen based
and as they get closer to the surface they become thinner
and stronger. The top surface that we drive on is known
as the wearing course.
The wearing course is relatively thin and very strong as it
is the layer that is subject to wear from vehicle use. To
make the road safe to use in wet weather coated
chippings are applied to the wearing course to achieve a
surface texture that assists water to drain away, thereby
preventing skidding which can occur when breaking or
turning at high speed.

Pavement: different stages in construction

takes into account the expected growth of traffic. The Within each layer of the pavement strict quality control
higher the traffic flow the thicker the Pavement needs to ensures that the correct material is used in the layer and
be. that it is placed and compacted properly. Good quality
control and the correct use of materials mean that the
At the bottom of a road there is usually two layers made Pavement will be comfortable to drive and will have a
from crushed rock.These layers are the foundation of the long life giving value for money and minimising future
road and prevent it from sinking into the ground. The maintenance disruption for road users.

Kinnegad - Kilcock Motorway News – Issue No. 8

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As the road comes closer to completion more familiar
features appears such as the ‘Traffic Signs and Road
Markings’. Without the correct Signs and Road Markings
users would not know where they were going, when to
expect a junction or where traffic lanes stop and start.
This element of design is fundamental to ensure the
correct usage of the road and is designed strictly in
accordance with the ‘Traffic Signs Manual’ (TSM). It is
unlikely that drivers will be familiar with the TSM but this
manual is based upon the Roads Traffic Act which is also
the basis for the more commonly read booklet, ‘Rules of
Concrete Barrier at the median in the N4 Section East of Kinnegad
the Road’, usually read by learner drivers. As both
documents have the same basis drivers can be assured
that when on a new road they will see familiar Signs and
Road Markings allowing them to drive safely to their
destination.
Continuing on the grounds of safety an essential element
of the design are the ‘Safety Barriers’.These Barriers are
erected to prevent a vehicle crossing the central reserve
of a dual carriageway, falling into rivers or ditches, down
on embankments or colliding with a stationary hazard
should the driver of a vehicle lose control.To ensure the
safety of drivers is fully taken into account the design
standard gives strict guidance on where and when a
barrier should be provided to protect drivers from a
hazard.
If we take a minute to look at the users of the road we
must consider what would make their journey easier,
safer and give them reassurance should something
happen during their journey.Two elements that make the
driver’s journey easier and safer are ‘Road Lighting’ and
‘Emergency Telephones’.
Road Lighting on a scheme is provided where there is a
particularly difficult area to negotiate and generally is
reserved for junctions and toll areas in a rural
environment. Each light unit casts a pool of light onto the
road surface in a specific pattern that is then used to
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Installation of Wire Rope Safety Barrier at the Motorway Median
establish the spacing of the lights. To minimise the impact
yet provide a good level of lighting for drivers strict
controls over the height, type and strength of the light are
given.
As longer journeys are becoming more common there is
an increasing risk of a breakdown for drivers leaving them
stranded in remote areas. To assist drivers that may be
unfortunate on new motorways there is a requirement to
provide Emergency Telephones at a maximum spacing of
1.5km. These Telephones are directly linked to a local
control stations that can then dispatch the appropriate
services to the stranded driver. The Emergency
Telephones are located in the verge area and mean that
the furthest a driver has to walk for assistance would be
750m. It is hoped that these facilities will provide drivers
with increased security and additional support if needed.
Usually the last element of work carried out on a scheme
is the ‘Landscaping’. This is due to planting seasons and
that the planting forms the final layer. Despite being last
this item is one of the most visible statements on the
scheme and is critical in assisting the integrating of the
road into its surroundings. In the early stages of the
scheme an Environmental Statement was carried out
which included specific Landscaping requirements that the
designer must comply with. A good Landscape design is
one that is natural and allows the road to integrate with
the surrounds. The use of over planting or non-native
species results in a road not sitting comfortably into its
environs. Given time native trees, plants, bushes and
shrubs integrate more fully than non-native species
assisting to soften the impact of the road and
re-establishing wildlife areas.
The completion of a road design and its construction is a
lengthy process with the design undergoing continual
review through Road Safety Audits, consultation and
certification which ultimately leads to the highest
standards possible being achieved.
Kinnegad - Kilcock Motorway News – Issue No. 8
 Programmed works for the coming months

Pipe and duct laying works will continue and the areas
where the old county roads crossed the motorway path
will be excavated and transformed to match the level of
the adjacent new carriageways.

Works to the Toll Plaza and Administration Building at

Killickaweeney will continue throughout the summer
months, and the Maintenance and Salt Buildings at Enfield
will also progress.

Weather conditions in the last period have been

reasonable and it is hoped that the weather during the
summer of 2005 will remain favourable to allow works to
continue. Good weather conditions are favoured in order
to maximize the above construction works.

Seeding Topsoil

Tarmac laying will progress in all three sections which will

entail the laying of the final layer of surfacing to the
mainline motorway.This will be followed by the laying of
road markings and road studs which are used to
differentiate between the running lanes and the hard
shoulders on each carriageway.

Top soiling works followed by grass seeding will also

continue in all areas with planting and landscaping
programmed to commence in the late autumn and which
will continue into the spring of 2006. Hydroseeding of Slopes

Completion works to all over bridges will introduce final

snagging and the construction of the hard landscaping to Third party consultations have continued with all affected
the side slopes underneath. parties during the last period and the ongoing
co-operation from landowners and the local residents is
Boundary fencing, safety fencing and the erection of signs greatly appreciated in particular in relation to the traffic
will also be carried out over the next period. Boundary diversions on the local county roads.
fencing will include the erection of three strands of
barbed wire to the existing concrete post and mesh
fencing throughout the scheme, and further fencing will
also be erected to the access tracks.

Contact Details:
EuroLink MO Ltd Westroute JV Westmeath County Emergency Phone:
Inmaculada Roche Martin Maher Council Emergencies related to the works
Meadowbrook, Cloncurry, Enfield Project Office can be reported to
Michael Kelly, Deirdre O’Neill
County Meath Johnstown Hotel Road 1890 500 333
Westmeath County Council,
Telephone: 046 95 40265 Enfield
National Roads Design Office
24-hour voicemail: 046 95 42919 County Meath
Culleen Beg, Mullingar
Fax: 046 95 40269 Telephone: 046 95 49610
County Westmeath
E-mail: i.roche@cintra.es Fax: 046 95 49866
Telephone: 0443 4250
E-mail: mmaher.eire@ferrovial.es
Fax: 0444 3661
E-mail: mkelly@wccprojectoffice.ie /
dmoneill@wccprojectoffice.ie
Kinnegad - Kilcock Motorway News – Issue No. 8
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