NWKTC A6 Londonderry to Dungiven Dualling Scheme

Department for Regional Development 

Roads Service 

A6 LONDONDERRY TO DUNGIVEN 

SECTION 2: CLAUDY TO DUNGIVEN 

AECOM 

9th Floor, 

The Clarence West Building, 

2 Clarence Street West, 

Belfast, 

BT2 7GP 

Public Inquiry 

September/October 2012 

Proof of Evidence 

Environmental Statement 

By 

FAY LAGAN

A6 Londonderry to Dungiven Dualling Public Inquiry Proof of Evidence 

Environmental Statement Section 2: Claudy to Dungiven 

Table of Contents 

1.0 INTRODUCTION 1 

2.0 AIR QUALITY 6 

3.0 CULTURAL HERITAGE 9 

4.0 ECOLOGY & NATURE CONSERVATION 12 

5.0 LANDSCAPE EFFECTS 17 

6.0 LAND USE 25 

7.0 NOISE & VIBRATION 28 

8.0 PEDESTRIAN, CYCLIST, EQUESTRIAN & COMMUNITY EFFECTS 32 

9.0 VEHICLE TRAVELLERS 34 

10.0 ROAD DRAINAGE & THE WATER ENVIRONMENT 37 

11.0 GEOLOGY & SOILS 44 

12.0 CONSTRUCTION PHASING 46 

13.0 CONCLUSIONS 50 

Fay Lagan i September 2012



1 INTRODUCTION 

1.1 Introduction 

1.1.1 My name is Fay Lagan and I am a Principal Environmental Consultant with AECOM. I am the 

Environmental Coordinator for Section 2 (Claudy to Dungiven) scheme and am responsible for the 

Environmental Impact Assessment (EIA) of the scheme and delivery of the Environmental 

Statement (ES). 

1.1.2 I am a Chartered Environmentalist with a wide ranging experience in the environmental field. I have 

over 10 years experience in major infrastructure projects. My principal experience is in the EIA of 

highway projects throughout the UK and Ireland. 

1.1.3 I am a Full Member of the Institute of Environmental Management and Assessment and am a 

graduate of Queen’s University with a Masters in Applied Environmental Sciences. 

1.1.4 The environmental impact assessment reported in the ES has been undertaken by environmental 

specialists from AECOM, with technical inputs from Dr. Alan McIlmoyle (agriculture) and Dr. Paul 

Johnston (fisheries). 

1.2 Scope of Evidence 

1.2.1 My evidence will deal only with the EIA of the proposed scheme and should be taken in context of 

the other proofs for the scheme by Mr. Alan Keys (DRD Roads Service), Mr. Ronald Greig (AECOM 

Project Manager) and Mr Tim Robinson (AECOM – Traffic Consultant). Additionally consideration 

should be given to evidence relating to Section 1 of the proposed scheme (Londonderry to Claudy), 

presented by URS. 

1.2.2 The ES adopts the structure set out in the Design Manual for Roads & Bridges (DMRB) Volume 11: 

Environmental Assessment. The following environmental topics were addressed: 

• Air Quality; 

• Cultural Heritage; 

• Ecology and Nature Conservation; 

• Landscape Effects; 

• Land Use; 

• Noise and Vibration; 

• Pedestrian, Cyclist, Equestrians and Community Effects; 

• Vehicle Travellers; 

• Road Drainage and the Water Environment; and, 

• Geology and Soils. 

Fay Lagan 1 September 2012



1.2.3 The effects resulting from construction, and any associated disruption, are assessed under the 

individual section headings as listed above. The effects on specific policies and plans relevant to 

the environmental assessment are reported where they are most relevant (i.e. under the project 

description and the individual section headings). 

1.2.4 The opening Departmental Statement has already covered the general topic of ‘Policies and Plans’. 

1.3 Structure of ES 

1.3.1 The ES was issued in accordance with EC Council Directive 85/337/EEC as amended by EC 

Council Directives 97/11/EC and Directive No. 2003/35/EC of the European Parliament and Council 

and required by Part V of the Roads (Northern Ireland) Order 1993 as substituted by the Roads 

(Environmental Impact Assessment) Regulations (Northern Ireland) 1999 and amended by the 

Roads (Environmental Impact Assessment) Regulations (Northern Ireland) 2007. 

1.3.2 Where relevant, reference has been made to the methodologies outlined in the Design Manual for 

Roads and Bridges (DMRB), Volume 11 – Environmental Assessment. 

1.3.3 The ES adopts the following structure (which incorporates DMRB HD48/08): 

VOLUME 1 

Non Technical Summary 

1.3.4 Part I: Introduction 

• Introduction; 

• Strategic Need for the Proposed Scheme; 

• Existing Conditions; 

• Alternatives Considered; 

• Scheme Description; and, 

• Consultation Process. 

1.3.5 Part II: Environmental Assessment 

• Environmental Assessment Methods; 

• Air Quality; 

• Cultural Heritage; 

• Ecology and Nature Conservation; 

• Landscape Effects; 

• Land Use; 

• Noise and Vibration; 

• Pedestrians, Cyclists, Equestrians and Community Effects; 

• Vehicle Travellers; 

• Road Drainage and the Water Environment; 

• Geology and Soils; and, 

• Construction Phasing. 




Conclusions – including interacting and cumulative impacts. 

References and Glossary 

Volume 2 (Appendices) and Volume 3 (Figures) are also provided in support the Statement. 

1.3.6 Each of the environmental topics is reported in the same format: 

• An Introduction describing the purpose of the section; 

• A description of the Assessment Methodologies used in the section; 

• The relevant Regulatory/Policy Framework; 

• A description of the aspects of the Existing Environment or Baseline Conditions relevant to the 

environmental topic under consideration; 

• An assessment of the Predicted Impacts (Construction and Operation) of the proposed 

scheme on the environmental topic including cumulative and secondary impacts where relevant; 

• Recommendations for Mitigation and Enhancement Measures (both Operation and 

Construction) to reduce or eliminate any significant negative impacts identified; 

• An assessment of the Residual Impacts which will remain assuming that the recommended 

mitigation measures are fully and successfully implemented; and, 

• Conclusions are then provided. 

1.4 Compliance with Legislation 

1.4.1 The format presented corresponds to the list of environmental topics specified in the European 

Directives as follows: 

EIA Directive Topic: Covered in A6 Londonderry to Dungiven ES 

under: 

Population Landscape Effects 

Land Use 

Pedestrian, Cyclist, Equestrian & Community 

Effects 

Regulatory/Policy Framework 

Flora Ecology & Nature Conservation 

Fauna Ecology & Nature Conservation 

Soil Land Use 

Geology & Soils 

Water Ecology & Nature Conservation 

Road Drainage & the Water Environment 

Geology & Soils 

Air Air Quality 

Noise & Vibration 

Climatic Factors Air Quality 

Material Assets Cultural Heritage 

Land Use 

Pedestrian, Cyclist, Equestrian & Community 

Effects 

Architectural and Archaeological Cultural Heritage 




Heritage 

Landscape Landscape Effects 

1.4.2 Inter-relationships and cumulative impacts are assessed in the ES as required. 

1.5 Consultation 

1.5.1 As part of the scoping for the EIA, the following statutory and non-statutory bodies were consulted: 

− Association of Community Groups − Historic Monuments Council 

− Automobile Association − Housing Executive 

− Ballyarton Fish Farm − Ilex 

− Irish Business & Employers 

− British Trust for Ornithology 

Confederation (IBEC) 

− Cable & Wireless Communications Ltd − Irish Whooper Swan Study Group 

− Centre for Environmental Data and 

Recording − Kevin Lynch's Hurling Club 

− Confederation of British Industry − Limavady Borough Council 

− Council for Nature Conservation & the 

Countryside − Londonderry Chamber of Commerce 

− Department of Agricultural and Rural 

Development (DARD) – Countryside 

− Loughs Agency (Foyle, Carlingford & 

Management Branch 

Irish Lights Commission) 

− DARD - Quality Assurance − Magherafelt District Council 

− DARD - Veterinary Service − Mobilise 

− DARD Rivers Agency − National Trust 

− NICMA - The Child Minding 

− DCAL Inland Fisheries 

Association 

− Northern Ireland Agricultural Producers 

− DCAL Inland Waterways 

Association 

− DCAL Central Management − Northern Ireland Bat Group 

− Northern Ireland Council for Voluntary 

− Department of Education 

Action 

− Northern Ireland Fire and Rescue 

− Derry City Council 

Service 

− Derry City Council, Biodiversity Officer − Northern Ireland Raptor Study Group 

− Derry City Council, Environmental 

Health Officer − Northern Ireland Tourist Board 

− Derry City Council, Recreation Officer − Northwest Development Office 

− Derry GAA County Board − Police Service of Northern Ireland, 

− DETI Geological Survey of Northern 

Ireland − Regional Development Office 

− DETI Invest Northern Ireland − River Faughan Anglers Ltd 

− Roe Valley Chamber of Trade & 

− DOE NIEA Built Heritage 

Commerce 

− DOE NIEA Water Management Unit − Roe Valley Cycling Club 

− Royal Society for the Protection of 

− DOE NIEA Environmental Protection 

Birds 

− DOE NIEA Land and Resource 

Management − Rural Development Council 

− DOE NIEA Natural Heritage − Sperrins Tourism Ltd 

− DOE Planning & Environmental Policy 

Group − St Canices GAC 




− DOE Planning Service, Minerals Unit − St John's Primary School 

− DOE Planning Service, Planning 

Headquarters − St Peter's and St Paul's Church 

− DOE Planning Service, Special Studies 

Unit − St Peter's and St Paul's Primary School 

− DOE Planning Service, Londonderry 

Division − Sustrans Northern Ireland 

− DOE Planning Service, Tree 

Preservation Orders − Translink 

− DOE Planning Service Division 

Regional Planning Manager, Belfast − Ulster Angling Federation 

− DRD Roads Service − Ulster Farmers Union 

− Driver Vehicle Agency − Ulster Wildlife Trust 

− Valuation Service (Land & Property 

− DSD Regional Development Office 

Services) 

− Dungiven Bypass Committee − Western Education & Library Board 

− Eglinton Equestrian Club − Wildfowl and Wetlands Trust 

− Federation of Small Businesses − Woodland Trust 

− Foreglen Community Centre − WWF Northern Ireland 

− Freight Transport Association − Historic Buildings Council 

− Glenshane Community Development 

1.5.2 Public representatives including local councillors, MLAs, and MPs have been involved in the 

consultation process and a number of meetings have been arranged to facilitate discussion and 

debate on specific topics of interest. 

1.5.3 The responses received from consultees were used in establishing the baseline conditions for each 

specialist ES section, and in highlighting likely significant impacts resulting from the scheme. 

1.5.4 A copy of consultee responses is provided in Appendix 4A of Volume 2 of the ES (Section 2). 

1.6 Summary 

1.6.1 The likely significant environmental effects of the proposed scheme have been identified and are 

presented in the ES Section 2. These effects have been investigated and reviewed, and are 

presented in Chapters 7.0 through to 19.0. Extensive consultations have helped to scope the 

assessment and provided valuable information on baseline conditions. 

1.6.2 The methodology used for the assessment is set out, followed by findings, mitigation measures, and 

conclusions. 




2 AIR QUALITY 

2.1 Methodology 

2.1.1 Construction Phase 

A qualitative construction phase assessment was undertaken considering the location, sensitivity of 

receptors and dust generating potential of the proposed scheme, with respect to the scale and 

duration of the works. 

2.1.2 Operational Phase, Local Air Quality 

The Stage 3 assessment for corresponded to a local air quality Detailed Level Assessment with 

reference to the methodology outlined in the Highways Agency’s Design Manual for Roads and 

Bridges, Volume 11, Section 3, Part 1 HA 207/07. A Detailed Level assessment was undertaken 

primarily due to existing air quality issues in Dungiven, and the potential for the scheme to 

significantly improve air quality in Dungiven. A Detailed Level assessment allows local factors to be 

taken into account in the assessment. 

Detailed dispersion modelling, using the AAQuIRE dispersion modelling software, was undertaken 

to determine the impact, both beneficial and adverse, of the scheme on traffic derived pollutant 

concentrations (nitrogen dioxide (NO2) and fine particulate matter (PM10)) at sensitive receptors 

near to the proposed scheme and existing A6. The absolute concentrations were compared with 

relevant legislative national standards and European limits. 

The local and regional assessments were conducted for a base year, 2008, and Do-Minimum (DM, 

without the proposed scheme) and Do-Something (DS, with the proposed scheme) scenarios for 

the proposed opening year, 2016 and a future year, 2031. 

Since the ES was submitted in December 2011, the operational phase local air quality assessment 

has been updated. The update was completed in August 2012. This update was undertaken in 

response to the release on 29 June 2012 of a revised vehicle Emission Factor Toolkit (v5.1.2) by 

the Department for Transport and Defra, and also the release by Defra of revised modelled 

background concentrations for the whole of the UK. The update also included assessment of 

impacts at a greater number of receptors, including objector addresses. 

2.1.3 Operational Phase, Regional Air Quality and Carbon Emissions 

A regional air pollution and greenhouse gas assessment was conducted in accordance with the 

DMRB screening methodology. The ‘regional’ calculation spreadsheet (version 3.1c, July 2007) 

was used to determine the total emissions of carbon monoxide (CO), total hydrocarbons (THC), 

PM10, nitrogen oxides (NOx) and carbon (C). 

2.2 Findings 


The main potential impacts associated with the construction phase are the annoyance effects of 

dust deposition resulting in the soiling of surfaces, visible dust plumes, elevated PM10 

concentrations as a result of dust generation and an increase in PM10 and NO2 due to exhaust 

emissions from diesel powered vehicles and equipment. 

The construction phase assessment determined that due to the large geographic scale and duration 

of the works, the potential of the scheme to generate dust was high. The receptors of most concern 

were the scattered farmhouses adjacent to the proposed scheme and the properties near to the 

proposed Dungiven East roundabout. Main Street in Dungiven has been declared an Air Quality 




Management Area (AQMA). Consequently this area was identified as being sensitive to exhaust 

emissions from construction vehicles using Main Street. 

The assessment concluded that the unmitigated risk of impacts was high; however, standard 

mitigation would be applied as discussed below. 

2.2.2 Operational Phase, Local Air Quality 

The operational phase assessment determined that both detrimental and beneficial local air quality 

impacts were predicted due to the proposed scheme. 

In agreement with Limavady Borough Council’s pollutant monitoring, exceedances of the annual 

mean NO2 objective were predicted at several receptors in the base year (2008), all of which are 

located in the Dungiven AQMA. 

Due to the scheme, beneficial NO2 local air quality impacts were predicted at receptors situated 

adjacent to the existing A6. The largest beneficial impacts were predicted at receptors on Main 

Street within the Dungiven AQMA, where air quality is currently worst. Due to the magnitude of the 

impacts, the scheme has the potential to result in the revocation of the Dungiven AQMA. 

Detrimental NO2 impacts were predicted at receptors near to the proposed scheme. However, for 

these receptors, which are located in areas where there are not currently exceedances of the air 

quality criteria, and where background concentrations are currently low, the impacts were 

concluded to be negligible. 

Similarly, both detrimental and beneficial PM10 impacts were predicted; however, the impacts were 

deemed to be negligible at all modelled receptors. 

The update undertaken in August 2012, as discussed earlier in Section 2.1.3, involved generating 

revised predictions of pollutant concentrations. The outcome of the work was that the predicted 

absolute concentrations for 2016 and 2031 were higher than those predicted in the ES. In addition 

the magnitudes of impact, both beneficial and detrimental, were predicted to be greater. 

Nevertheless, overall the update was concluded to not materially affect the conclusions presented 

in the ES, which were that the proposed scheme would not lead to any exceedences of the air 

quality criteria. 

As required under the DMRB methodology, the results of a local air quality Transport Appraisal 

Guidance (TAG) appraisal were presented in the ES. For NO2 and PM10, it was assessed that 

overall improvements in local air quality would result from the scheme. 

2.2.3 Operational Phase, Regional Air Quality and Carbon Emissions 

The results of the regional air quality assessment determined that total emissions of CO and C were 

predicted to increase in 2016 and 2031, when compared to 2008. THC, NOx and PM10 emissions 

were predicted to decrease by 2016, relative to 2008, but increase by 2031. 

The impact of the scheme upon total emissions was predicted to be beneficial for CO and THC in 

2016 and 2031 but detrimental for NOx, C and PM10. These impacts were not concluded to be 

significant. 

2.3 Mitigation Measures 


Several construction phase mitigation measures were proposed to minimise the amount of dust and 

vehicle emissions. Measures included restricting the movement of HGVs through the Dungiven 

AQMA or where these are unavoidable, vehicles should avoid travelling at peak hours and stopping 

unnecessarily. Other measures included protecting bare surfaces from winds until sealed and 




stable, use of water sprays, reduced drop heights when loading/unloading, screening material, 

wheel washes, covering loaded vehicles and ensuring construction vehicles conform to at least 

Euro III standards. 

Effective implementation of the recommended mitigation measures through a Construction 

Environmental Management Plan was predicted to reduce the risk of impacts to acceptable levels. 

2.3.2 Operational Phase 

As the proposed scheme was not predicted to have a significant detrimental impact during the 

operational phase, no mitigation measures were recommended. 

2.4 Conclusions 

2.4.1 The construction phase assessment determined that if appropriate mitigation measures were 

adopted then the significance of the impacts would be reduced to acceptable levels. 

2.4.2 The operational phase local air quality assessment determined that beneficial impacts would be 

experienced at receptors adjacent to the existing A6, including those within the Dungiven AQMA. 

Such beneficial impacts may have the potential to lead to the revocation of the Dungiven AQMA. 

Any detrimental impacts were of far smaller magnitude than the beneficial impacts and would occur 

in areas where air quality is good and would not lead to any exceedences of the air quality criteria. 

Consequently, overall the scheme can be concluded to benefit local air quality. This conclusion is 

reinforced by the results of the local air quality TAG assessment, which indicated an overall 

reduction in human exposure to air pollutants. 

2.4.3 The regional and greenhouse gases assessment concluded that impacts were not significant. 




3 CULTURAL HERITAGE 


3.1.1 The assessment was undertaken in accordance with the guidelines detailed in the Volume 11, 

Section 3 of the Design Manual for Roads and Bridges (DMRB) (HA 208/07 August 2007 - Cultural 

Heritage). The guidance encompasses the sub-topics of Archaeological Remains, Historic Buildings 

and Historic Landscapes. A study area of approximately 300m either side of the proposed scheme 

was assessed in order to gain an understanding of the nature of the surrounding archaeological 

landscape as well as cultural heritage resources that may be impacted by the proposed scheme. 

3.1.2 Data was collected from The Monuments and Building Record (MBR) held at Northern Ireland 

Environment Agency (NIEA), the Industrial Heritage Records held at NIEA, the Register of Historic 

Parks, Gardens and Demesnes, the Northern Ireland Buildings Database (NIEA) and documentary 

and cartographic records relating to the site and its environs from the Public Record Office of 

Northern Ireland (PRONI). Scheme-specific aerial photographs were also examined and the 

scheme was subject to an archaeological walkover survey. 

3.1.3 The results of the data collection were used to form the baseline assessment of the archaeological 

and cultural heritage background of the proposed scheme (Chapter 9 of the ES Volume 1). 

3.1.4 Consultation was undertaken with NIEA at several stages. The data sources were agreed. It was 

also agreed that the geotechnical work, undertaken as part of the ground investigative work for the 

design of the proposed scheme, should be monitored by an archaeologist and this was undertaken 

by Northern Archaeological Consultants (NAC) under licence from NIEA. Following completion of 

the archaeological and cultural heritage assessment an additional meeting was held with NIEA: 

Historic Monuments Unit (HMU) on 31 st August 2011 regarding mitigation for the scheme. 

3.2 Findings 

3.2.1 Fifty-six archaeological and cultural heritage sites were identified within the study area. There are 

two Scheduled Monuments in the study area, one of which, Dungiven Priory, is also in state care. 

The other Scheduled Monument is that of a standing stone. This standing stone is in close proximity 

to Dungiven Priory. 

3.2.2 There are three listed buildings within the study area. These are St Peter and Paul’s church in 

Foreglen, a Grade B listed building, St Patrick’s Roman Catholic Church in Dungiven, Grade B2 

listed, and 126 Foreglen Road, Ballymaclanigan a Grade B2 listed building. An area of 

archaeological potential has been identified in the draft Northern Area Plan 2016 close to Dungiven. 

3.2.3 During the prehistoric periods (to 400 AD), evidence within the study area is limited to remains of 

Neolithic and Bronze Age date and these sites are limited to a number of standing stones (including 

the scheduled example discussed above) and burials. 

3.2.4 The Early Christian period saw a focus on agriculture and many archaeological remains of this date 

are associated with this activity. There are six sites with evidence of Early Christian date (400 to 

1200 AD) within the study area. These comprise two sites of possible raths, a bullaun, a well, an 

alleged fort and Dungiven Priory. Dungiven Priory was originally an Early Christian monastery, likely 

built before the 12 th century. It continued in use throughout the medieval period and into the postmedieval 

periods and it survives as a standing structure to the present day. 

3.2.5 During the medieval period (1200 to 1500 AD) settlement was concentrated on the western end of 

the scheme near Dungiven, although the rest of the study area is likely to have been used for 

agricultural purposes. The area of archaeological potential covers this area, which contains the 

Priory and the purported site of the old village of Dungiven. This was subject to geophysical survey 

and evaluation excavation in 2004 and 2006 but this does not appear to provide any evidence of the 




village and it has been suggested that the old village was actually located further to the south, 

outside of the land take of the proposed scheme. 

3.2.6 During the post-medieval period (1500 to 1900 AD) Dungiven Priory saw the construction of a 

manor house and bawn within the curtilage of the Priory in the early 17 th century. The site was 

eventually abandoned in the early 1700s although burials continued to take place there after this 

date. The tower-house was probably built pre-16 th century whilst much of the bawn and later 

fortifications were constructed in the early 17 th century. The village was located near to this and was 

apparently a small settlement of 12 houses in 1627 and the site went out of use in 1711. 

3.2.7 Industrialisation of the study area also occurred during this period as a number of mills were 

constructed, mainly for flax and corn. Other smaller settlements, such as Foreglen and within the 

townland of Ballymaclanigan also developed in this period. 

3.2.8 A number of other sites of uncertain date were also recorded from analysis of aerial photographs 

and from the walkover survey. These include evidence of former field systems, earthworks and 

other features of uncertain origin. An area of palaeoecological potential was also identified. 

3.2.9 Monitoring of the geotechnical trial pits was also undertaken. One pit, which was close to Dungiven 

Priory contained archaeological remains of burnt material. This was dated to AD 890 to 1030 by 

radiocarbon dating. 

3.2.10 An assessment of archaeological potential was also made. This determined that there was potential 

for remains of Neolithic, Bronze Age and Early Christian date to be located along the route, as well 

as remains of medieval date close to Dungiven. 

3.2.11 During construction there will be adverse physical effects upon 16 recorded sites. Only two of these 

are considered to have a significant physical effect. These will be on the reputed site of Dungiven 

old village and the area of palaeoecological potential. Four sites will experience large adverse 

significance of effects on their setting prior to any mitigation measures. These occur on the Priory 

and nearby standing stone, both of which are Scheduled Monuments, and two megalithic standing 

stones located in close proximity to one another. The impacts result from the construction activities 

being located within the immediate surrounds of these sites and the disruption of their setting. 

3.2.12 During operation of the proposed scheme there will be impacts upon the setting of archaeological 

and built heritage sites. Four of these are beneficial and result from the diversion of traffic from the 

existing A6 to the proposed scheme, away from heritage sites. There are four large adverse 

significant effects during operation; on Dungiven Priory, the nearby standing stone and the two 

further standing stones located near Feeny Road. These result from the degradation of their setting 

and context caused by the proximity of the proposed scheme. 


3.3.1 Mitigation measures were agreed in consultation meetings with NIEA: Built Heritage regarding 

impacts upon Dungiven Priory and with NIEA: Historic Monuments Union, regarding archaeological 

mitigation for the remainder of the scheme. 

3.3.2 To mitigate impacts on the setting of heritage assets, landscaping opportunities have been 

identified to alleviate visual impacts where feasible and where these in themselves do not create 

visual impacts. These consist of earthen bunds and landscape vegetation planting of native 

species to control the visibility of the proposed scheme where it is feasible to do so. Mitigation 

measures for Dungiven Priory and the nearby standing stone are detailed in the landscape section. 

3.3.3 The archaeology along the proposed scheme will be assessed through a programme of 

archaeological evaluation trenching prior to construction. The distribution of trenches will 

encompass the whole of the land vesting boundary. Three areas have been identified for a higher 

density and frequency of trenches due to the higher potential for archaeological and/or 

palaeoenvironmental remains. These areas are in the area between Dungiven Priory and the 




standing stone where the old village is believed to be located; an area of peat bog deposits located 

between a group of standing stones and the Owenrigh River; and an area where there is a 

concentration of standing stones close to Feeny Road. 

3.3.4 Any features exposed will be fully sampled and recorded in compliance with the Excavation 

Standards Manual (Department of the Environment 2004). A full methodology for this 

Archaeological Evaluation Strategy will be developed and agreed with NIEA prior to 

commencement of this evaluation phase. 


3.4.1 There will be residual significant impacts upon the scheduled standing stone at Dungiven and on 

the other standing stones near Feeny Road. The impact upon one of these near Feeny Road will 

remain as large adverse, even with the mitigation measures of screen planting. The significant 

impact on Dungiven Priory will be reduced through mitigation measures and there will be no 

significant residual effect. 

3.4.2 Excavation of evaluation trenches along the proposed scheme will allow for the identification of any 

previously unrecorded archaeological sites and ensure that they are fully excavated and recorded. 




4 ECOLOGY & NATURE CONSERVATION 


4.1.1 The assessment was undertaken in accordance with the requirements of DMRB Volume 11, 

Section 3, Part 4. The chapter also incorporates supplementary advice provided in Volume 11, 

Section 2, Parts 5 & 6 of the DMRB and Supplementary Guidance Interim Advice Notes 116/08 

(with regard to bats) and 125/09 (with regard to cumulative impacts). 

4.1.2 The assessment methodology included both desktop and field survey methods in order to assess 

the likely significant impacts of the proposed scheme. Consultations were carried out with the 

relevant statutory bodies and with a wide range of conservation non-governmental organisations. 

4.1.3 Sites designated at international, national and local level for their conservation value within 5km of 

the study area were identified, in order to assess the potential for effects from the scheme. 

4.1.4 Habitats were surveyed along a corridor around 200m wide, centred on the proposed scheme, while 

for mobile species the corridor was extended. 

4.1.5 Watercourses were surveyed over a distance of 500m on each side of the proposed scheme for 

signs of otter. Badger surveys were carried out over a corridor 500m wide centred on the proposed 

scheme; this was extended as necessary to locate setts of badgers that showed field signs of using 

this corridor. 

4.1.6 An assessment of the potential use of habitat features by bats was undertaken along the proposed 

scheme. Potential feeding, flight paths or roost areas (mature trees and buildings) were surveyed 

and recorded. 

4.1.7 An amphibian survey was undertaken. All appropriate habitats were identified and assessed for 

Frog and Smooth Newt. 

4.1.8 Other surveys included marsh fritillary butterfly, lizard, breeding and wintering birds and a fisheries 

assessment of affected watercourses. 

4.2 Findings 

4.2.1 River Roe and Tributaries Special Area of Conservation (SAC) 

The impact on the designation features of the site (salmon, upland oakwood, otter and water 

crowfoot streams) will be negligible following implementation of mitigation measures. The residual 

impact on the SAC is assessed as to be negligible magnitude and neutral significance. 

4.2.2 River Faughan and Tributaries Site of Community Interest (SCI) 

The proposed scheme will not have a direct physical contact with the SCI, but has a potential for 

remote effects on the protected site designation features (salmon, otter) through impacts on 

tributary streams that feed into the Faughan. The residual impact on the SCI is assessed as to be 

of neutral significance. 

4.2.3 Ovil Site of Local Nature Conservation Importance (SLNCI) 

The current area of the SLNCI will be reduced as the proposed scheme will pass through part of the 

proposed designated area. However, the part of the site which is of least conservation value, 




consisting of rushy grassland that is a frequent habitat type in the general area, and a young conifer 

plantation, will be affected. The residual impact is considered to be of slight adverse significance. 

4.2.4 Watercourses and fish populations 

4.2.5 Otter 

4.2.6 Badger 

4.2.7 Bats 

Scheme design and construction working practices will ensure that damage to the key features of 

local watercourses and their important attributes will be minimised. There will be a reduction of 

riparian habitats in the immediate vicinity of river crossings, but impacts will be restricted to the 

footprint of bridges and essential work space. It is assessed that residual impacts on watercourses 

and their fish populations will be of slight adverse significance. 

Free passage will be provided for otters during and following construction. Measures will be 

adopted that will minimise risks to the river environments that might arise from contamination by 

constructional or operational pollutants. It is anticipated that the proposed scheme will have a 

negligible residual impact on otters and will be of neutral significance. 

Badger fencing will be provided to protect badgers during and post construction. Measures will be 

adopted that will minimise risks to the local badger clans that might arise from fatalities as a result 

of vehicle collisions. There will be a loss of badger foraging habitat as a result of the scheme, 

however the residual impact is of slight adverse significance. 

Mitigation measures will be provided to protect the local bat population during and post 

construction. Measures will be adopted that will minimise risks to the local bat populations that 

might arise from fatalities as a result of vehicle collisions. There will be a minor loss of bat foraging 

habitat as a result of the scheme; however significant new areas of foraging habitat will be created 

during construction. The creation of the native woodland around the Dungiven Priory, the creation of 

the Foreglen Bog Restoration Site as well as the overall landscape plan for the scheme all 

constitute positive biodiversity gains for the local bat population, through the provision of new 

foraging areas. Single span bridges over the major rivers will maintain major commuting routes and 

flightlines. The overall residual impact is therefore assessed to be of neutral significance. 

4.2.8 Breeding birds 

There will be a loss of generally poor quality habitats that are used by breeding birds. Over much of 

the proposed scheme, the low biodiversity status of agricultural fields and species-poor hedgerows 

has resulted in low population densities of mainly widespread bird species. 

However, a number of habitats support more diverse or denser breeding bird populations. The 

mainly conifer plantation to the south of Foreglen, while of low conservation interest as a habitat 

type, nevertheless supports a community of woodland birds that mainly exploits edge effects around 

and within the woodland block. The proposed scheme will also directly affect breeding bird 

populations through landtake of semi-natural open habitats, most particularly to the south and south 

east of Foreglen. 




The close proximity of the proposed scheme to open marshy grassland habitats to the west of 

Foreglen suggests that increased traffic noise may adversely affect breeding birds that use these 

areas. 

Overall with mitigation, the impact of the scheme on the breeding birds is likely to be neutral. 

4.2.9 Wintering birds 

4.2.10 Habitats 

Survey has shown that the study area is of limited importance for wintering birds. Landtake will be 

mainly of agricultural grassland habitats that are used by small numbers of winter thrushes and 

gulls. The impact on foraging opportunities for these species is likely to be minor adverse, and of 

minor significance. The valley mire to the south of Foreglen supports small numbers of wintering 

snipe, and the provision of wetland ponds will provide compensatory habitat for this species. In 

terms of availability of suitable winter habitat, both within the scheme study area and in the local 

area generally, there is likely to be a neutral impact on this species. 

Bog woodland/modified raised bog mosaic 

There will be no direct physical impact on the bog woodland developing on modified raised bog. 

The residual impact on the woodland/bog mosaic is likely to be neutral to beneficial. 

Wet heath/dry heath/acid grassland mosaic 

Excavation of the cutting along the mid slopes of Mullaghmeash Hill will result in the removal of wet 

and dry heath habitats. After the implementation of the mitigation measures, there will be a neutral 

impact on the extent of heathland habitats generally, although there may be a redistribution of wet 

and dry types. 

Valley mire 

Construction of the proposed scheme will require excavation of peat, mainly from the low 

conservation interest, rush-dominated fields to the south of Foreglen and similar habitats to the 

north of Crock-na-Brock Road, with the subsequent construction of an embankment across the 

valley. Smaller areas of relict, but severely degraded mire habitats will also be removed. The 

residual impact on valley mire, with the provision of compensatory habitats, is assessed to be 

beneficial. 

Species-rich hedgerows 

There is an absence of such hedgerows in the study area; however one will be removed. With 

replacement or compensatory hedgerows, the scheme will result in a beneficial impact on this 

habitat. 


4.3.1 Measures required to address ecological impacts during the construction phase will be incorporated 

within an approved Contractor’s Construction Environmental Management Plan. Avoidance and 




impact reduction measures will ensure that there should be no net loss of broad priority habitat 

types (biodiversity offsetting). 

4.3.2 Measures will be incorporated into the design of watercourses crossings to ensure no significant 

impacts to the aquatic ecology during operation. In their construction, strict measures will be 

implemented to prevent adverse impacts on rivers and other watercourses as a result of 

sedimentation and pollution. 

4.3.3 Any removal of vegetation, including hedgerows, will take place outside the bird-nesting period, 

(March to August, inclusive). Where the need for any vegetation removal becomes evident during 

the bird breeding season, all vegetation will first be checked for breeding birds by a qualified 

ecologist before removal. 

4.3.4 Measures for the protection species are outlined in the ES will be implemented. These include 

licensed exclusion of badgers from affected setts, appropriate felling of potential roosts and 

mitigation of design features, such as no lighting of the underside of bridges. 

4.3.5 The scheme will be re-surveyed for the presence of badger, otter, kingfisher and sand martins 

immediately prior to the commencement of works. Where protected species are identified 

mitigation measures, as outlined in the ES, will be implemented, under licence from NIEA, as 

appropriate. 

4.3.6 Compensatory measures are designed to offset losses resulting from the works. Measures that will 

enhance the conservation value of the study area will also be considered. Existing broad seminatural 

habitat types, where they exist, will be retained within compensation schemes. Thus, areas 

that are designed to compensate for loss of open habitats will, in general, be provided with new 

open habitats rather than, for example, developing new woodland habitats. 

4.3.7 In particular, the following compensatory and enhancement measures has been identified: 

• Cuttings in peat substrates – such areas provide suitable locations for the creation of new 

habitats of high conservation potential; 

• Bog Restoration Area – It is proposed to create a large area of bog, heath and wetland along the 

former valley mire in two distinct blocks, one to the north of the scheme, the other to the south 

(7.2ha and 8.5ha respectively). These will be located between the Crock-na-Brock and 

Altnagarron Roads. These new areas of bog will be developed to follow a restoration plan; 

• Proposed new wetland ponds – Small, wet fields at Ch. 2,300 that have retained a limited 

wetland flora will be stripped and the surface layer stockpiled separately and labelled, and will be 

used around the margins of the constructed wetland ponds; 

• Where linear boundaries to the proposed scheme are formed, species-rich hedgerows will be 

planted. New hedgerows and existing hedgerows will be planted/infilled with native species of 

local provenance, with the aim of creating species diverse hedgerows with mature trees; and, 

• The provision of roost/nest sites for bats and riverine bird species will be considered in the 

design of bridges spanning watercourses. 

4.3.8 In order to ensure that mitigation measures function as designed, they will be monitored following 

their inclusion in the works. Newly created habitats will be monitored in their first two years, and 

any failed planting replaced. A mammal mitigation monitoring program will be developed, with visits 

to mammal mitigation structures after four weeks, six months and one year after road completion. 


4.4.1 The results of ecological surveys were used to influence the scheme design as it went through 

numerous iterations before being finalised. This included avoiding sensitive habitats (including deep 




peat) and bridging the River Roe and Tributaries SAC at locations which allowed the construction of 

single span bridges, thereby avoiding the emplacement of structures within the boundary of the 

SAC. 

4.4.2 The habitats and species groups present were considered according to their relative importance 

ranging from sites/species of very high importance (River Roe SAC and bats) to sites or species of 

negligible conservation value. Detailed mitigation measures have been discussed and agreed with 

NIEA to reduce and minimise the impact of the road on site ecology to such an extent that in 

general the construction impacts would be neutral to slight adverse. 

4.4.3 A number of significant beneficial impacts will also result from the road scheme. These include a ‘no 

net loss’ of broad semi-natural habitat types; the creation of 35 hectares of new native woodland, 

trees (of local provenance) and shrubs across the scheme; the creation of a 15.7 hectare bog 

restoration area (as compensation for the loss of similar habitat) to the south of Foreglen and the 

incorporation of three new bespoke bat roosts into the bridges which cross the River Roe and 

Tributaries SAC. These combine to provide new foraging opportunities for a range of protected 

species, as well a providing a net gain of semi-natural habitats as a result of the scheme. 

4.4.4 Although the construction phase impacts for the proposed scheme are Slight Adverse for some 

habitats, overall with mitigation, in the medium to long term the scheme will result in Beneficial 

impacts on the ecology and nature conservation interests of the area as the proposed landscape 

and ecological mitigation planting matures and develops. 




5 LANDSCAPE EFFECTS 


5.1.1 The landscape effects assessment was undertaken in accordance with the Design Manual for 

Roads and Bridges (DMRB) Volume 11, Section 3, Part 5. 

5.1.2 Reference was also made to the Department of Transport’s web-based Transport Analysis 

Guidance (WebTAG) Unit 3.3.7 the Landscape Sub-Objective (2004) and Guidelines for Landscape 

and Visual Impact Assessment (GLVIA) Second Edition, published by the Landscape Institute and 

the Institute of Environmental Management and Assessment (Spon, 2002). 

5.1.3 Landscape effects refer to the impacts of the scheme on the landscape as a resource in its own 

right. The landscape assessment provides an evaluation of the implications of the scheme in terms 

of direct impacts on key landscape components and features. It also considers the extent to which 

a loss of features would influence perception of the wider landscape, including more subtle effects 

on the overall pattern of elements that together determine the landscape character and sense of 

place or local distinctiveness. 

5.1.4 Visual effects relate closely to landscape effects but concern changes in views and people’s 

perception and response to visual amenity. In-line with DMRB methodology, two assessments of 

visual impacts were undertaken using different assumptions. The first was in the winter of the year 

of opening (to represent a worse case, not accounting for planted mitigation) and the second in the 

summer and winter in year 15 to take account of planted mitigation and representing residual 

effects. 

5.1.5 Site surveys were undertaken on numerous occasions between summer 2009 and winter 2011, 

including both summer and winter, and in a range of weather conditions. 

5.1.6 Desk based study was also undertaken to establish an understanding of baseline conditions. The 

following published documentation was reviewed as part of this process: 

• Derry Area Plan 2011; 

• Limavady Area Plan 1984-1999; 

• Draft Northern Area Plan 2016; 

• Current Ordnance Survey mapping and aerial photographs; and, 

• Northern Ireland Landscape Character Assessment. 

5.2 Findings 

5.2.1 Baseline Conditions 

Regulatory and Policy Framework 

The study area is covered by the Derry Area Plan 2011, the Limavady Area Plan 1984-1999 and 

the Draft Northern Area Plan 2016 and there are a number of landscape designations and features 

of importance within the study area. These are illustrated in Figure 11.4 of the ES. 

Landscape designations include: 

• The Sperrin Area of Outstanding Natural Beauty (AONB); and 

• Five Local Landscape Policy Areas (LLPAs) including Foreglen River, Dernaflaw, Ogilby Estate, 

St Canice’s and Dungiven Castle. 




The Sperrin AONB encompasses a complex mountain area of 118,206 ha. Only a small proportion 

of the AONB, focussed around the River Roe, at the northern edge of the AONB and to the south 

east of Dungiven, lies within the study area. Although the scheme is situated at the very edge of the 

AONB, DMRB 11.3.5 states that: 

“Wherever possible roads will be kept away from AONBs. Where there is a risk that a proposed 

scheme will affect such an area it should be examined with particular care to establish that a new 

road is needed and that the route is being designed, or has been chosen, to do as little damage to 

the environment as practicable” (1987 Roads White Paper, para 5.1) 

This guideline has been taken into account in the assessment and mitigation of the proposed 

scheme. Policy ENV2 of the Draft Northern Area Plan states that within LLPA, there is a 

presumption against development where it adversely effects: 

• “those features, or combination of features, that contribute to the environmental quality, integrity 

or character of a designated LLPA.” 

• There are also a number of features designated for their cultural heritage within the study area. 

Those of particular note include two Scheduled Monuments within the AONB; at Dungiven Priory 

and a Standing Stone south west of St Patricks Roman Catholic Church in Dungiven. There are 

also a number of Listed Buildings within the wider landscape context. 

In addition to designated features, there are a number of planning policies related to the 

conservation of landscape features and the protection of existing trees and hedgerows, where 

practical, as part of development. These include policy ENV4 of the Draft Northern Area Plan, 

Policies ENV 6, ENV 7 and ENV 9 of the Derry Area Plan and a principal objective in the Limavady 

Area Plan 1984-1999. In the majority of cases provision is made for replacement of these features 

should they be affected by development. 

5.2.2 Landscape Character 

National Landscape Character 

At a national level, the landscape of Northern Ireland has been characterised in the Landscape 

Character Assessment 2000 by Northern Ireland Environment Agency (NIEA). The proposed 

scheme is located within two Landscape Character Areas (LCA), namely: 

• Sperrin Foothills; and, 

• Roe Basin. 

The Sperrin Foothills LCA provides the landscape context for the scheme within the Foreglen 

valley, and the Roe Basin LCA provides the landscape setting for the rest of the scheme. 

The following LCAs border the study area in two limited areas, at the western end of the Foreglen 

valley and to the south east of Dungiven respectively: 

• Loughermore Hills; and, 

• Binevenagh. 

Although included within the study area, these two LCAs are not directly affected by the scheme, 

but do form part of the landscape context. Notably, the study area for the scheme does not include 

the Sperrin Mountains LCA which is located south of the study area, and forms the upland core of 

the AONB. 

The only part of the AONB directly affected by the scheme lies within the Roe Basin LCA, in the 

vicinity of the Roe Valley. The Roe Basin LCA description from the NIEA document includes 

guidance on how best to integrate new development within the character area. It states that: 




“Throughout the basin, native tree planting should be used to integrate new buildings into the 

surrounding landscape pattern; more extensive woodland planting, linked visually to the 

Loughermore forests, would be an appropriate means for integrating new development on the 

relatively open landscapes towards the margins of the basin” 

This guidance was form the basis of the proposed mitigation for the scheme. 

Local Character Zones 

In accordance with guidance in DMRB Volume 11, the local landscape has been classified into 

broadly similar landscape units - Local Character Zones (LCZs). LCZs are more localised and are 

smaller areas than the larger LCAs). Three LCZs have been identified (see Figure 11.2 of the ES) 

in the study area, each of which has been assessed in terms of scenic quality and sensitivity to 

change (of the type proposed): 

• LCZ 1 – East of Claudy to Ovil and Altahullion Hills (‘Low’ to ‘Medium’ Sensitivity and ‘Good’ to 

‘Ordinary’ Scenic Quality); 

• LCZ 2 – Ovil and Altahullion Hills to West of the River Roe (‘Low’ Sensitivity and ‘Good’ to ‘Very 

Attractive’ Scenic Quality); and, 

• LCZ 3 – Roe Valley (High Sensitivity and ‘Highest Quality’ to ‘Very Attractive’ Scenic Quality). 

5.2.3 Visual Context 

A Zone of Theoretical Visibility (ZTV) has been produced to illustrate the approximate area from 

which the proposed scheme could be visible illustrated on Figure 11.6 of the ES. 

Visual receptors are mostly residential with a small number of public viewpoints and commercial 

properties identified. The majority of receptors identified are located within 1km of the existing A6 

and their visual amenity is adversely affected by the existing road to varying degrees. A small 

proportion of receptors lie within the Sperrins AONB at the eastern end of the scheme, in proximity 

to Dungiven and the Roe Valley. 

5.2.4 Landscape Effects 

The landscape effects of the scheme are presented in detail within Chapter 11 of the ES and are 

summarised in the associated assessment tables in Appendix 11B of the ES. A summary of the 

operational and residual effects is provided below, with reference to the three local character zones 

identified in the baseline assessment. 

LCZ1: East of Claudy to Ovil and Altahullion Hills 

In the short term, the scheme would have the following effects on the landscape character within 

LCZ 1: 

• Adverse effect on tranquillity due to the removal of existing roadside vegetation, the introduction 

of local road bridges and large scale cuttings and embankments, and the introduction of traffic 

into a previously unaffected area of landscape in the valley bottom; 

• Adverse effect on the pattern of the landscape due to the loss of woodland, agricultural land, 

peat bog and traditional field boundaries, and introduction of a new linear feature which would 

disrupt the traditional field pattern; and, 

• Adverse effect on the topographic pattern of the landscape due to the introduction of large scale 

cuttings and embankments. 




Adverse effects to tranquillity and pattern would constitute a small scale change within the wider 

context of the valley, which is a large scale, well settled landscape influenced by a number of 

urbanising elements. Effects would also be highly localised, and as a result, would not be 

significant. However, due to the scale of the change to topographic pattern at Foreglen, the scheme 

would have a short term, Moderate Adverse impact upon landscape character prior to 

establishment of planted mitigation. 

Following establishment of planted mitigation throughout this part of the proposed scheme, the 

proposed scheme would be successfully integrated into the valley landscape and the impact would 

reduce to Slight Adverse in the mid to long term. 

The residual effect of the scheme on LCZ 1 would not be significant. 

LCZ 2: Ovil and Altahullion Hills to West of the River Roe 

In the short term, the proposed scheme would be largely assimilated into the wider landscape of the 

Roe Basin due to the scale of the character area and the contained, well vegetated character of the 

landscape. However, the scheme would have the following, albeit localised, effects: 

• An adverse effect on tranquillity due to the introduction of a highway into the agricultural 

landscape, including large scale cuttings and embankments and a grade separated junction at 

Feeny Road, which in combination with the existing A6 would extend the urbanising influence of 

the existing road corridor; 

• Adverse effects to landscape pattern due to the removal of existing trees, woodland and field 

boundary hedgerows; and, 

• Adverse effect on the topographic pattern of the landscape due to the scale of the cutting 

required at Ovil Hill. 

Although the proposed scheme would not significantly affect the character of the wider landscape 

setting, the cutting at Ovil Hill, the introduction of urbanising elements, and the apparent extension 

of the existing road corridor into the rural landscape would result in a Moderate Adverse impact in 

localised areas, prior to establishment of planted mitigation. 

Although the proposed scheme would continue to be a new linear feature in the Roe Basin with 

some lasting adverse effects at localised points along the proposed scheme, proposed planted 

mitigation would assimilate the scheme further into the well vegetated landscape of the Roe Basin. 

Following establishment of planted mitigation, effects would become increasingly localised with the 

scheme better integrated into the landscape setting. The impact would reduce to Slight Adverse by 

summer year 15. 

The residual effect of the scheme on LCZ 2 would not be significant. 

LCZ 3: Roe Valley 

The AONB designation, indicative of high scenic quality, forms the wider landscape context of the 

Roe Valley and the new features forming the road would be detracting elements within this. 

However, the effects identified would be localised to the Roe Valley landscape and would not have 

a significant impact on the wider landscape character of the AONB, of which the Roe Valley forms a 

small peripheral part. 

In the short term effects on LCZ 3 would include: 

• Adverse effects on topographic pattern of the Roe Valley due to the scale of proposed 

earthworks and the bridge crossing the River Roe which would be at odds with the relatively 

enclosed character in this location; 




• Although the area is already compromised by its proximity to the urban edge of Dungiven, there 

would be a further significant loss of tranquillity within the Roe Valley through the introduction of 

the scheme; and, 

• Adverse effects on the historic landscape including the setting of the two Scheduled Monuments 

and the unscheduled (but registered) Linen Mill. 

The setting of the Standing Stone would be directly affected by the introduction of the scheme in 

deep cutting through the hillock on which it is located. Although Dungiven Priory and its immediate 

environs would not be directly affected, its wider setting and approach on Priory Lane route would. 

In the short term, adverse effects would have a significant, adverse impact on the landscape 

character of LCZ 3 as mitigation measures would initially be of limited effect. Collectively these 

effects would have a Large Adverse impact prior to establishment of planted mitigation. 

In the longer term, the effects on landscape character of LCZ3 would be reduced as considerable 

levels of mitigation and enhancement, in keeping with the area’s character, are proposed (See 

Figure 11.8 of the ES). However, the effects of the scheme could not be fully mitigated and there 

would be the following, permanent effects: 

• Although well integrated by planting, an adverse effect on the tranquillity of the landscape will 

remain due to the scale of embankments and the bridge structure at the River Roe crossing; 

• Although mitigation measures include creation of positive new elements within the setting of the 

Standing Stone, this would only partially compensate for the permanent loss of tranquillity, due 

to the proximity of the scheme; and, 

• Dungiven Priory and its main approach route would be separated from the proposed scheme by 

a new native woodland which would form an appropriate addition to its setting and as such, the 

long term impacts on the Priory are considered, to be neutral. 

Following establishment of planted mitigation, impacts on landscape character would reduce over 

time from Large Adverse at scheme opening to Moderate Adverse as the extensive areas of 

planting mature and the scheme and its associated features become integrated within the wider 

landscape. 

The residual effect of the scheme on LCZ 3 would remain significant, although the impact on the 

wider AONB landscape would not be affected due to the localised nature of the effects. 

5.2.5 Visual Effects 

Full details of the assessment made for individual receptor groups can be found in the Visual Impact 

Assessment Tables in Appendix 11C and illustrated on Figure 11.5 in the ES. 

Operational Phase (Opening Year) 

Of the 153 receptor groups identified 68 groups (comprising 162 individual receptors) would 

experience significant adverse impacts (between Substantial and Moderate Adverse) in the year of 

scheme opening (prior to establishment of planted mitigation): 

In general, significant impacts would occur where: 

• Receptors are in close proximity to the scheme; 

• There are uninterrupted views of, or along the line of the proposed scheme; 

• The prominence of traffic would noticeably increase or become a dominant feature in a 

previously uninterrupted view; and/or, 

• Receptors are intrinsically of high sensitivity due to them being proprietary in nature, key 

recreational resources, designated features and/or situated within an area of recognised 

landscape value (i.e. AONB). 




Many of the receptors identified would not experience significant adverse visual impacts as a result 

of the scheme in the year of opening. In general terms, in long distance views from elevated 

receptors (see Figure 11.6 of the ES) the proposals would form a very small part of a wide, often 

panoramic and expansive view and would not result in a significant change due to the distance of 

the view and small scale of the proposals. The impact of the scheme in the year of scheme opening 

would not be significant in views from 85 receptor groups identified. 

Roadside properties on the existing A6 would benefit by the reduction in traffic from their views, with 

the existing A6 remaining as a local road. The removal of the majority of traffic from Dungiven would 

have a visual benefit in views from road side properties within the town along Foreglen Road, Main 

Street and Chapel Street. 

Residual Effects (Year 15) 

After 15 years, following establishment of planted mitigation, the number of receptors to continue to 

experience significant adverse effects (Substantial to Moderate) would reduce substantially. 

Planting measures would reduce visual impacts on the wider landscape to insignificant levels 

except where receptors would be located in proximity to large embankments and/or structures in 

Foreglen and the Roe Valley. The visual amenity associated with the setting of the Standing Stone 

at Dungiven Priory would also be significantly altered, although effects on the visual amenity 

experienced at Dungiven Priory are considered neutral in the long term. 

By year 15, following the establishment of the mitigation measures, of the 153 receptor groups 

identified, 36 groups (comprising 62 individual receptors) would experience significant adverse 

impacts (between Substantial and Moderate Adverse) in winter, and 29 groups (comprising 41 

individual receptors) would experience significant adverse impacts (between Substantial and 

Moderate Adverse) in summer. 

Following establishment of planted mitigation, the residual impact of the scheme in winter year 15 

would not be significant in views from 117 receptor groups. By summer year 15 that number would 

increase to 125. 


5.3.1 Landscape mitigation 

Landscape mitigation and enhancement measures have been developed with reference to DMRB 

guidance to minimise potential impacts as far as possible and to meet the aims of local planning 

policy. Mitigation proposals are summarised below and are illustrated on Figure 11.7: Landscape 

Mitigation Strategy (1-4) of the ES. 

The primary approach to minimising landscape and visual impacts of the scheme is sensitive design 

of the horizontal and vertical route alignment, which has been undertaken. 

Where impacts cannot be avoided, compensatory planting and enhancement through mass native 

planting and ground modelling will help integrate the scheme into the landscape setting and provide 

screening where appropriate. Mitigation measures are primarily focussed in areas where there is 

potential for significant residual effects due to the scale of the proposals, or the proximity to 

sensitive receptors. 

Full details of the mitigation proposals are provided in the ES. In summary, the following measures 

will be employed to help integrate the proposals throughout the length of the scheme: 

• Mass woodland, scrub and hedgerow planting will be provided. This will to compensate for the 

loss of existing vegetation and the amount of proposed planting will more than replace that lost. 

The proposed planting will help integrate the road corridor into the wider landscape setting and 

minimise visual impacts; 




• Hedge lines broken by the line of the proposed scheme will be connected to other areas of 

vegetation, either linking to mass planted areas or new hedgerow planting for landscape and 

ecological benefit; 

• Gaps in planting are proposed in less visually sensitive areas along the proposed scheme to 

minimise the linearity of the proposed scheme, particularly in less sparsely vegetated landscape 

of the Foreglen valley; 

• Naturalistic design of proposed drainage features to minimise their engineered appearance and 

increase their nature conservation value; and, 

• Limit proposed lighting to new junctions only, to minimise impact at night. 

To maximise ecological value, all planting will be of native plant species and of Irish native 

provenance throughout. In key locations, plants of local native provenance will be proposed as far 

as possible. 

5.3.2 Mitigation within the AONB 

Particular emphasis has been placed on the development of specific landscape mitigation within the 

Sperrin AONB, where the character of the landscape is particularly distinctive and more sensitive to 

change. Mitigation in this area has been developed in consultation with NIEA, and it is proposed to 

acquire additional land for the purposes of mitigation in proximity to key features at Dungiven Priory 

and the nearby Standing Stone to take account of the cultural importance of these features. 

Details of the strategy for mitigation within the AONB are illustrated on Figure11.7 of the ES and 

additional details relating to the setting of the Standing Stone and Dungiven Priory, approved by 

NIEA, are illustrated on Figures 11.18 - 11.21. Measures include: 

• Bespoke bridge crossings over the River Roe and over the proposed scheme at Priory Lane (to 

accommodate pedestrian and maintenance access). Both bridge structures will respond to the 

character of the AONB, and minimise their visual prominence as far as possible. The use of 

appropriate colouring and materials, such as those typical of the local vernacular, will be 

considered. Further consultation with NIEA will be undertaken on their appearance; 

• Large scale ground modelling to the east of Dungiven Priory will create a mound to screen views 

of the proposed scheme from early in construction. There will be new native woodland along the 

proposed scheme, on top of proposed mounding and within the setting of the Standing Stone. 

The woodland will be designed and managed to develop into sessile oak woodland; 

• A section of the existing woodland plantation to the north of Dungiven Priory, will be obtained 

and managed for landscape and visual benefit, to avoid potential impacts associated with any 

future proposal to clear fell the plantation woodland; 

• A new viewpoint of the Standing Stone will be created within an area of open space adjacent to 

the new woodland area north of the Priory as an enhancement to its setting; and, 

• The Dungiven East Roundabout will be designed as a gateway to the town, and the surrounding 

land will be remodelled and densely planted to provide a sense of separation between the 

roundabout and the Roe Valley. 



The residual landscape effects of the scheme would not be significant within LCZ 1 and LCZ 2 

following establishment of landscape mitigation. Although the mitigation measures will reduce 

effects on landscape character within LCZ3, residual adverse effects will remain significant due to 

the permanent loss of tranquillity within the Roe Valley. 




Due to its location within the Roe Valley, the scheme will directly affect the landscape character of 

the Sperrin AONB. Although a landscape of high sensitivity, the Roe Valley is located on the 

periphery of the AONB and as such shares very few characteristics with the distinctive upland 

landscape associated with the more mountainous core of the Sperrin region. Due to the enclosed 

nature of the Roe Valley, effects on landscape character will be contained and highly localised to 

within the valley landscape, and as such will not affect the intrinsic qualities and wider character of 

the AONB. 

Nonetheless, the value and importance of the Roe Valley landscape is recognised as part of the 

design of the scheme, and particular care has been taken to minimise landscape effects within this 

area, which also contains Dungiven Priory and a Standing Stone, features of cultural heritage value. 

The design of the scheme has been developed in close consultation with NIEA and, through a 

combination of considered route alignment and large scale landscape mitigation, effects on 

character and the historic landscape will be minimised. 

Throughout the wider scheme, the introduction of the proposed scheme into an area of rural 

landscape will have an adverse effect on the sense of tranquillity in the short term. With the 

exception of the AONB, this effect will not be significant due to the character of the existing 

landscape, within which the sense of remoteness is already adversely influenced by a number of 

urbanising elements, including existing transport and energy infrastructure, large scale recreational 

facilities, and the scattered settlement pattern and sub-urban style housing. In addition, landscape 

mitigation measures throughout the length of the scheme will further reduce the effect on tranquillity 

through integration of the proposed scheme, associated structures and traffic. 

The proposed scheme will also require the removal of existing field boundaries and other existing 

vegetation to varying extents along its length. Landscape mitigation measures will more than 

compensate for the loss of existing vegetation through compensatory planting, in accordance with 

local planning policy requirements. 

Specifically, where removed, existing field boundary hedgerows will be replaced and/or 

supplemented else ware to reinforce the landscape pattern. The species used will be of native Irish 

provenance. Once successfully established, the boundaries will be handed back to landowners. 

5.4.2 Visual Effects 

Visually, 68 receptor groups would experience a significant adverse effect in the year of opening. 

After 15 years, following establishment of planted mitigation, the number of receptors to continue to 

experience significant adverse effects would reduce substantially to 36. The majority of receptor 

groups (125) would have no significant impacts and roadside properties on the existing A6 would 

benefit. 

A thorough assessment of visual impact has been undertaken in accordance with DMRB guidance 

to identify the significance of visual impacts associated with the scheme. Where potentially 

significant visual effects have been identified, receptor specific landscape mitigation measures are 

proposed to help to integrate the scheme in views as far as practically possible. In the majority of 

cases, following establishment of proposed planting, the significance of effects would reduce. 

In a small number of locations, the impact of the scheme will remain significant after 15 years due to 

the close proximity of receptors, the prominence of the proposals in the view and/or the limited 

space available for mitigation. 




6 LAND USE 


6.1.1 The assessment has been undertaken in accordance with the requirements of DMRB Volume 11, 

Section 3, Part 6 and considered the impacts of the proposed scheme on existing and future land 

use in terms of private property; and agricultural, community and development land. 

6.1.2 The assessment of impacts on agricultural land focused on individual agricultural holdings with 

particular reference to impacts resulting from loss of land, severance, fragmentation and loss of 

operational efficiency. 

6.1.3 The assessment also considered the potential loss of residential, commercial (including farming), 

industrial and other properties; including loss of gardens, garages and other parking spaces, and 

ancillary areas within land parcels, in part or in whole, because of the scheme. 

6.1.4 Areas where potential demolitions and land-take may occur were identified using aerial 

photography, base mapping and OSNI Pointer data. This identified building use (residential, 

commercial, community, etc.), address and townland information. A site survey was conducted to 

verify the findings. 

6.1.5 Development land was identified through record of planning applications held by the Department of 

the Environment Planning NI (Planning Service) and through the review of Local Area Plans. 

6.2 Findings 

6.2.1 Due to the nature of the study area and the length of the scheme, it is inevitable that there would be 

cases where properties would be affected by land take and possibility demolition. The proposed 

scheme would require the demolition of one residential building, 12 commercial properties (all of 

which are agricultural outbuildings), and three other demolitions of a disused kiln, a pumping station 

and a derelict building. 

6.2.2 The environmental value of the buildings to be demolished was assessed as low and the worstcase 

magnitude of impact was assessed as major; therefore, the demolition of private property and 

associated land-take will have a slight adverse impact during the scheme construction phase. The 

proposed scheme would result in the loss of 34.63 hectares (ha) of community land. This included 

land at Owenbeg Centre of Excellence, Dungiven Castle LLPA, Sperrins AONB and land providing 

public access to Dungiven Priory. 

6.2.3 The areas involved are: 

• Public Access Historic Site (Dungiven Priory Scheduled Monument) – 2.18 ha (21.9% of the total 

designated area); 

• Owenbeg Centre of Excellence – 0.11 ha (0.5% of the total designated area); 

• Dungiven Castle Local Landscape Policy Area – 13.5 ha (6% of the total designated area); 

• Sperrins AONB – 18.8 ha (0.02% of the total designated area); and, 

• Tree Preservation Order area – 0.04 ha (0.7% of the total designated area) – No trees directly 

impacted. 




6.2.4 A Green Belt was designated around Dungiven that restricted development until the publication of 

PPS 21, which renders green belt designations obsolete. As the designation is no longer valid, it is 

not included in the totals above. The scheme will result in a loss of 22.6 ha of a total area of 1,149 

ha designated as Green Belt land (2% of the total). 

6.2.5 Overall, there will be moderate adverse impact in terms of Loss of Land Used by the Community. 

6.2.6 In terms of development land zoned in the draft Northern Area Plan 2016, the scheme would 

encroach upon 0.04 ha (0.8%) of Housing Zoning DGH 09 in Dungiven; 0.02 ha (0.1%) of land 

within the Foreglen Settlement Development Limit (SDL), 0.003 ha (0.02%) of land within the 

Dernaflaw SDL; and 0.87 ha (0.6%) of land within the Dungiven SDL. 

6.2.7 Ten active/approved planning applications (as of the time the ES was finalised) would also be 

impacted upon and would result in a land-take of 1.49 ha (13.8%) of the area subject to these 

planning applications. 

6.2.8 The proposed scheme would result in the loss of approximately 130 ha of agricultural land. A total 

of 72 individual agricultural land plots would be directly affected by the proposed scheme; however 

one was not currently in agricultural usage. Within these 72 plots 66 land parcels were currently in 

agricultural usage during the assessment. Of these 1 would experience a significant adverse 

impact, 5 would experience a moderate adverse impact and the other 60 would experience a slight 

adverse impact. 

6.2.9 Overall, the aggregated impact to agricultural land was assessed as slight adverse during the 

construction phase of the proposed scheme. 

6.2.10 The operational phase will have a slight adverse impact on land use. 


6.3.1 Whilst the design of the proposed scheme sought to minimise land-take and severance wherever 

possible, a degree of adverse impact is unavoidable and there are limited options available to 

mitigate against these impacts. New accesses will be provided to properties, land and community 

facilities affected by land-take and severance and replacement boundaries will be constructed 

where appropriate. Appropriate nets will be erected at the Owenbeg Centre of Excellence to ensure 

there is no issue with footballs from the playing fields and the proposed scheme. 

6.3.2 During the construction phase, the appointed Contractor will adhere to current best practice 

techniques, including: 

• A land liaison officer who would be principal point of contact between the contractor and 

landowners to discuss and resolve all and any relevant issues prior to and during the 

construction phase; 

• Ensuring landowners are informed on the timing of works that will affect direct access to property 

and access will be maintained as required; 

• Access to residential property from public roads is affected by construction, alternative access 

arrangements will be provided at an appropriate location; 

• If an access is degraded or any structures such as boundary walls, fences and gateposts 

demolished, the replacement will be of an equal quality and standard to the existing material 

unless otherwise agreed with the owners; 

• Details of boundary treatment to properties affected by partial land-take will be agreed at the 

Detailed Design Stage. Any access affected will be reinstated to an agreed standard; 

• Measures to minimise noise, air quality and water quality impacts during the construction phase 

will be implemented; and, 




• Landscape mitigation planting will be implemented along the proposed scheme to minimise the 

visual impacts. 


6.4.1 The effect of the proposed scheme will result in 16 demolitions, including one residential dwelling, 

12 commercial buildings (all of which are agricultural outbuildings), and three other buildings 

(disused kiln, a pumping station and a derelict building). Other effects on land use are 

predominantly related to land-take issues, in particular development land and agricultural land. 

The following loss of land will take place because of the proposed scheme: 

• 34.63 ha of community land (of which 32.3ha is designated land for its landscape value); 

• 0.04 ha of development land zoned for housing; 

• 1.49 ha of land for planning applications; and, 

• 130ha of agricultural land. 

6.4.2 There will be 72 individual agricultural land plots directly affected by the proposed scheme. Of the 

66 land parcels currently in agricultural usage, one will experience a significant adverse impact, five 

will experience a moderate adverse impact and the other 60 will experience a slight adverse impact. 

6.4.3 Overall, the impact to land use because of the proposed scheme is assessed as slight adverse. 




7 NOISE & VIBRATION 


7.1.1 The assessment 

The assessment of noise and vibration impacts was undertaken in accordance with the 

requirements of the Design Manual for Roads and Bridges (DMRB) Volume 11, Section 3, Part 7 

HD 213/11 ‘Noise and Vibration’ (The Highways Agency et al., 2011) Detailed Assessment 

Methodology. Road traffic noise levels have been predicted in accordance with the guidance 

contained in the Department of Transport and Welsh Office publication Calculation of Road Traffic 

Noise, 1988 (CRTN) (Department of Transport, 1988) and, where appropriate, supplemented with 

the additional guidance contained in Annex 4 of HD 213/11 (The Highways Agency et al., 2011) 

The detailed DMRB assessment considers the change in noise and vibration impacts for the 

following scenarios: 

• Do Minimum scenario in the Baseline Year (2016 DM) versus the Do Minimum scenario in the 

Future Year (2031 DM); 

• Do Minimum scenario in the Baseline Year (2016 DM) versus the Do Something Scenario in the 

Baseline Year (2016 DS); and 

• Do Minimum scenario in the Baseline Year (2016 DM) versus the Do Something scenario in the 

future assessment year (2031 DS). 

• The Do-Minimum Scenario refers to the road network as it would exist without the proposed road 

scheme, and the Do-Something scenario refers to the road network with the proposed scheme 

in place. 

In accordance with DMRB the study area extends one kilometre from existing routes that are being 

improved or bypassed, and any proposed new routes. The Calculation Area is then defined as 

being the area that extends 600m from affected routes within the study area: where an affected 

route is defined as those routes predicted to experience a 1dB or more change in noise levels as a 

consequence of the proposed scheme in the Baseline Year. Roads were a change of at least 1 dB 

are predicted to occur can be determined by considering changes in traffic flow; where a 25% 

increase equates to an increase in noise of 1 dB and a 20% decrease in traffic flow equates to a 1 

dB decrease in noise level. 

Whilst DMRB does not provide guidance on assessing the significance of noise effects, the reported 

noise impacts have been assessed using a significance of noise impacts that is based on the 

predicted noise levels; the magnitude of noise level change between compared scenarios; and the 

sensitivity of noise receptors. The criteria used to classify the sensitivity of receptors to noise 

impacts associated with the proposed scheme are defined in Table 13.5 of the ES; the magnitude of 

impacts in Tables 13.6 and 13.7; and the significance of impact in Table 13.8. 

All predicted road traffic noise levels were calculated using the CadnaA © noise prediction software, 

which predicts the LA10,18hr traffic noise level at receptor locations in accordance with the 

Department of Transport’s publication “Calculation of Road Traffic Noise” (CRTN, Department of 

Transport, 1988). CadnaA © models have been built for the Do-Minimum and Do-Something 

Scenarios for both the Baseline Year (2016) and Future Year (2031). The only noise mitigation 

included in the noise model is that from existing or proposed earthworks. All calculations are based 

on the predicted traffic flows and associated variables as supplied in the form of 18 Hour AAWT 

(Annual Average Weekday Traffic) for the Baseline Year, and Future Years. Additional input data 

included annual average speeds (km/h) and HGV percentages. 

The TRL report ‘Converting the UK traffic noise index LA10,18h to EU noise indices for noise mapping’ 

(Abbott & Nelson, 2002) was used to derive the night-time noise levels for each scenario. Method 3 

of the TRL report has been used to convert the predicted daytime noise levels (LA10,18h) to 

equivalent Lnight,outdoors noise levels. 




7.1.2 Noise Nuisance 

DMRB HD213/11 states that the change in noise nuisance should be carried out for each property 

where noise calculations have been undertaken. Due to variability in individual responses, DMRB 

HD213/11 recommends that community annoyance ratings are used for each noise level. It is 

therefore important to note that the results of the DMRB HD213/11 nuisance assessment should not 

be related to individual annoyance responses. 

The term ‘nuisance’ in DMRB HD213/11 means the percentage of people bothered by traffic noise 

(i.e. those who say they are ‘very much’ or ‘quite a lot’ bothered on a four point worded scale). The 

DMRB method of assessing traffic noise and vibration nuisance is outlined in Annex 6 of HD 

213/11. 

7.1.3 Vibration 

The DMRB Detailed Assessment requires an assessment of traffic induced vibration, including the 

assessment of the numbers of people bothered by airborne vibration. It should be appreciated that 

the vibration assessments are for comparison only and, as such, are not indicative of an individual’s 

responses. Also, only properties within approximately 40m of the centre line which have predicted 

or measured levels greater than 58 dB LA10,18hr have been included. This is because the DMRB 

vibration bother relationship is only validated up to a distance of 40m. 

With regard to groundborne vibration, this should be assessed if considered to be a potential 

problem adjacent to existing roads. TRL report 246 (Watts, G.R., 1990) indicates that groundborne 

vibration should not be a problem for residents located adjacent to smooth and well maintained road 

surfaces free of discontinuities and potholes. Within the vicinity of the proposed scheme there are 

no known complaints of road traffic groundborne vibration. Moreover, should, in the future, 

groundborne vibration complaints arise it is likely that following suitable carriageway repairs these 

will desist. Hence, road traffic induced ground borne vibration is not considered to be an issue for 

the proposed scheme. 

7.1.4 Construction Noise 

In line with many other major schemes where the planning application is in outline, the detail of the 

control and management of construction noise and vibration impacts can be reserved by condition 

and addressed using the Control of Noise (Code of Practice for Construction Sites) Order (Northern 

Ireland) 2002 prior to consent. 

7.1.5 Construction Vibration 

BS 5228:2009 (BSI, 2009) also provides recommendations for basic methods of vibration control 

relating to construction and open sites where work activities/operations generate significant 

vibration levels, including industry specific guidance. With consideration to the nature and size of 

the development as well as the likely construction processes, it is considered that piling processes 

are the only on site activities that have the potential to give rise to significant vibration impacts. 

It is anticipated that all piling will be of the rotary bored type, which typically generates lower levels 

of vibration than other forms of piling, such as sheet piling. The use of Continuous Flight Auger 

(CFA) rigs coupled with the relative distance between the likely piling locations and the sensitive 

receptors, piling vibration problems are considered unlikely. 

7.2 Findings 

7.2.1 In summary, with regards to the day-time magnitude of noise impacts, in the short term there will be 

an increase in the magnitude of noise impacts for 138 dwellings where the increase in noise level is 

less than 1dB and there are predicted to be 76 Minor Adverse impacts, 65 Moderate Adverse 

impacts and 117 Major Adverse impacts as a result. However, there will also be 710 decreases in 

noise level of less than 1dB; 313 properties will experience a Minor Beneficial noise impact, 86 




properties will experience a Moderate beneficial noise impact and 19 properties will experience a 

major beneficial noise impact. Similar noise impacts are predicted to occur at the first floor level. 

7.2.2 In the long term, there are 393 more properties predicted to have an increase in noise levels for the 

Do Minimum Baseline Year versus the Do Something Future Year scenario than for the Do 

Minimum Baseline year versus the Do Minimum Future year scenario. 

7.2.3 In summary, with regards to the day-time magnitude of noise impacts in the long term, 1041 

dwellings will experience an increase in noise and 619 dwellings will experience a decrease in 

noise. There will be an increase in the magnitude of noise impacts for 848 dwellings where the 

increase in noise level is less than 3dB, i.e. a negligible impact. There is predicted to be 67 Minor 

Adverse impacts, 96 Moderate Adverse impacts and 30 Major Adverse impacts. However, there 

will also be 548 dwellings with a decrease in noise level of less than 3dB (a negligible impact). 

There will be 64 dwellings will experience a Minor Beneficial noise impact and 7 dwellings will 

experience a Moderate Beneficial noise impact. Similar noise impacts are predicted to occur at the 

first floor level. 

7.2.4 With regard to the night-time noise, when comparing the Do Minimum Baseline versus the Do 

Something Future Year scenario with the Do Minimum Baseline versus the Do Minimum Future 

Year scenario there are 71 fewer dwellings that are predicted to experience noise increase such 

that noise level increase to above LAeq,16hr 55dB with the scheme in place, however there will 324 

more properties predicted to experience an increase in noise levels with the scheme in place. 

Similar noise impacts are predicted to occur at the first floor level. 

7.2.5 In the short term there are more properties which would experience a decrease in noise levels 

(Beneficial impacts) with the scheme in place. In the long term there are more properties which 

would experience an increase in noise levels compared to the Do-Minimum scenario. 

7.2.6 As presented in Table 13.34 of the ES, there are more increases in noise nuisance for the Do 

Something scenario compared with the Do Minimum with 601 more properties predicted to 

experience an increase in noise nuisance. In the long term, following the introduction of the 

scheme there are 458 dwellings that are predicted to experience a noise nuisance reduction at the 

ground floor, and 403 for the Do Minimum Scenario. Similar results are predicted for the first floor. 

7.2.7 With regard to airborne traffic induced vibration, when comparing the Do Something Scenario with 

the Do Minimum Scenario there are 44 more properties within 40m of affected roads predicted to 

experience an increase in vibration nuisance in the long term. 

7.2.8 With regard to the occurrence of groundborne vibration, it is necessary to have defects in the road 

surface. Since it must be assumed that the proposed scheme will initially have a surface that is of a 

high standard without defect it can be assumed that on opening groundborne vibration will not be an 

issue. However, should the road surface condition deteriorate sufficiently that road surface defects 

occur then, as vehicles traverse over these defects groundborne vibrations will be generated. To 

mitigate against the potential adverse impacts that may arise because of defective road surfacing 

on the proposed roads, it is recommended that the authority responsible for the upkeep of the road 

maintain it in good repair. Accordingly, should the proposed scheme be maintained in good repair 

groundborne vibration is not likely to be an issue. 

7.2.9 With regard to groundborne vehicle induced vibration on existing roads, it is likely that if peak 

particle velocities equal to, or in excess of, 0.3mm/s were currently being experienced by residents 

that complaints to the appropriate authorities would have been registered by residents exposed to 

this level of vibration. There are no known complaints arising due to groundborne vibration. 

Accordingly, groundborne vibration from existing roads in the vicinity of the proposed scheme 

options is not considered to be an issue. Moreover, in the future, should groundborne vibration 

become an issue, remedial action, in the form of road surface repairs, can be undertaken to return 

the road surface to a state of repair such that complaints cease. 





7.3.1 The only noise mitigation measures included in the noise model are those that arise from existing or 

proposed earthworks and all new roads were modelled with a low-noise road surfaces such as 

Stone Mastic Asphalt (SMA). 

7.3.2 To qualify for noise insulation in accordance with the Noise Insulation Regulations (Northern 

Ireland) 1995 (NIR) the following noise criteria should be met: 

• Criteria 1: The property concerned must be within 300 m from the nearest point of the new or 

altered carriageway; 

• Criteria 2: The façade noise levels due to road traffic on any highway (the ‘relevant’ noise level) 

for the design year, or for any intervening year if noisier, must equal or exceed 68 dB LA10,18h dB 

(the ‘specified’ noise level), with levels of 67.5 dB(A) rounded upwards; 

• Criteria 3: The ‘relevant’ noise level for the design year, or for any intervening year if noisier, 

must be at least 1dB LA10,18h higher that the preconstruction year road traffic noise level; and, 

• Criteria 4: Noise from the new or altered road must contribute at least 1 dB LA10,18h to the 

‘relevant’ noise level. 

7.3.3 It is understood that noise mitigation is only to be provided if a residential property meets all criteria 

for noise insulation in accordance with NIR. There are no properties that meet all four criteria and, 

as such, no additional mitigation is proposed over and above that which is provided by the proposed 

earthworks design. 


7.4.1 The overriding benefit of the proposed scheme at Claudy to Dungiven is that there will be fewer 

properties in proximity to the proposed new dual carriageway than adjacent to the existing A6 and 

hence, with strategic traffic rerouting onto the proposed scheme there will be a net benefit with 

reduced noise levels for properties adjacent to the existing A6. 

7.4.2 There are properties that due to their rural location are currently exposed to existing ambient noise 

levels that will become subject to increased noise levels due to road traffic noise. However, there at 

no property is the predicted road traffic noise increase such that would be eligible for noise 

insulation in accordance with requirements of the Noise Insulation Regulations (Northern Ireland) 

1995. 




8 PEDESTRIAN, CYCLIST, EQUESTRIAN & COMMUNITY 

EFFECTS 


8.1.1 The assessment methodology was in accordance with the DMRB Volume 11, Section 3, Part 8. A 

review of existing community facilities, walkways, cycleways and equestrian routes was undertaken. 

These facilities and existing Non-Motorised Users (NMU) routes were reviewed for impacts at both 

the construction and operational phases of the proposed scheme. 

8.1.2 NMU surveys were used to inform the baseline of the assessment. These surveys were conducted 

at key locations along the existing A6. Bus stops along the existing A6 were also surveyed for NMU 

activity. 

8.1.3 The assessment identified likely significant effects to journey lengths, journey patterns and amenity 

levels within the construction and operational phases of the proposed scheme. 

8.1.4 The relief of any existing severance and the creation of any new severance were also assessed in 

accordance with DMRB guidelines. 

8.2 Findings 


In terms of journey lengths and local travel patterns, construction activities would not have a 

significant impact on communities or rural dwellings in the study area. In terms of community 

severance, the assessment found that construction activities have the potential to disrupt access 

and movement of people. Construction traffic has the potential increase severance along the 

existing A6. 

On the eastern portion of the scheme it is expected that the two non-asserted Public Rights of Way 

(PROW) Priory Lane and Bleach Green Lane may be temporarily closed during construction 

activities. The three cycle routes - the Faughan Valley Cycleway Route 3, Banagher Cycle Route 

and National Cycle Route 93 may also be temporarily closed during construction. Other NMU routes 

along the existing road network crossed by construction will be similarly affected – such as 

footpaths in the vicinity of Dungiven East Roundabout, Tracy’s Way and the Ulster Way. . 

The assessment found that the amenity of walkways and cycleways will be affected during the 

construction period. 

There would be no loss or demolition of community facilities associated with the construction of the 

proposed scheme. While some land will be taken from the Owenbeg Centre of Excellence grounds, 

there will be no impact to the use of the facility. 

There are equestrian facilities located within the vicinity of the proposed scheme but no direct 

impact is expected on any known equestrian facilities. 


In the operational phase of the proposed scheme there would be no significant impacts to NMUs. 

All cycleway and walkways will be maintained with no significant increases in journey lengths and 

journey patterns. Minor changes in journey distances will occur at Ballyhanedin Road 

(approximately 150m) and Priory Lane (approximately 21m). NMUs using Crock-na-Brock Road will 

be required to divert to provide alternative routes as this road will be severed and closed 

permanently. 




Access to Dungiven Priory will be maintained through a pedestrian footbridge over the proposed 

scheme. There will also be NMU access at Dungiven East Roundabout to accommodate existing 

NMU journeys and a proposed Park and Ride/Share site. 

The proposed scheme is likely to impact upon amenity levels through visual effects of the 

cycleways and walkways within the vicinity of the scheme. 

In term of community severance, the Do Minimum scenario would result in increased traffic levels in 

future years resulting in unsafe conditions for NMUs. The Do Something scenario is likely to result 

in fewer vehicles on the existing A6 meaning safer crossing opportunities for NMUs. The reduced 

traffic flows on the existing A6 will reduce community severance; with a moderate beneficial impact 

overall. 


8.3.1 Mitigation and enhancement measures include clear signage of temporary diversions to cycle 

routes and walkways. The access for the non asserted Public Rights of Way (Dungiven Priory and 

Bleach Green Lane) will be maintained. Other accesses which will be maintained include Faughan 

Valley Cycleway Route 3, Banagher Cycle Route and National Cycle Route 93. Access to 

Dungiven Castle Ecotrail and the Ulster Way will be maintained. Amenity impacts are due to 

mitigated by planting as outlined by Landscape mitigation methods. The proposed overbridge from 

Priory Lane to Dungiven Priory will maintain access for users. 


8.4.1 Impacts to journey times, journey patterns and amenity were assessed. Baseline data included a 

review of community facilities, NMU routes and NMU surveys. Temporary diversions of cycleways 

and walkways will be required. Construction phase impacts without mitigation were assessed as 

moderate adverse. There are proposed underpasses and overbridges incorporated into the design 

of the scheme which will maintain access for NMUs. A slight adverse impact is expected within the 

construction phase after mitigation. The operational phase of the scheme is expected to have a 

neutral impact. Adverse impacts include closure of the Crock-na-Brock Road and minor changes to 

the existing road network. Beneficial outcomes include a reduction in community severance as a 

result of the proposed scheme. 




9 VEHICLE TRAVELLERS 


9.1.1 The effects of the scheme on vehicle travellers have been assessed in compliance with DMRB 

Volume 11, Section 3, Part 9. The impact of the scheme on vehicle travellers included the ‘view 

from the road’ and ‘driver stress’. 

9.1.2 An assessment of views from the road for both the existing road network and proposed alignments 

was made, drawing upon the landscape assessment. The assessment considered types of scenery 

or landscape character, extent to which travellers may be able to view the scenery, landscape 

quality and features of particular interest or prominence in the view. 

9.1.3 In terms of driver stress, the assessment was carried out in accordance with the method set out in 

the DMRB, based on traffic flows and journey speed, comparing scenarios with and without the 

proposed scheme. 

9.2 Findings 

9.2.1 Construction phase 

In terms of view from the road, construction plant and traffic management will partially obscure 

views and will attract the attention of vehicle travellers away from available views beyond the 

highway edge. Views to the south from the existing A6, and east and west from minor roads being 

crossed by the proposed scheme, will be restricted due to vegetation loss, earthworks and the 

presence of construction plant and haulage vehicles on the existing A6. Views to the north from the 

existing A6 will be unaffected. The construction impact was assessed as Slight adverse, compared 

to the existing conditions. Any construction affects on travellers’ views will, however, be of a 

temporary / short-term nature. 

With regard to driver stress, users of the existing A6 are likely to experience the effects of 

temporary lane or road closures, diversion routes and the presence of construction traffic on those 

minor roads south of the existing A6. Crock-na-Brock Road will be severed and closed permanently 

by the proposed scheme. However, traffic flows on Crock-na-Brock Road are low and the crossings 

available at Altagarran Road (at Foreglen) and at Ballyhanedin Road (further east of Foreglen) will 

accommodate this local traffic. Lane restrictions in certain areas during construction may increase 

congestion, particularly during peak hours. It was assessed that across the proposed scheme that 

a temporary Moderate adverse effect on driver frustration. However, any impact will be temporary 

and will affect limited locations, where the proposed scheme will tie into or cross over or under the 

existing road network. 

During construction, traffic management measures will cause temporary disruption, until the works 

are complete. Traveller speeds and journey times will be impacted by this disruption, and this will 

consequently impact upon fear of accidents. Construction traffic leaving the construction site and 

entering the existing road network has the potential to deposit mud and debris onto road surfaces. 

Spray rising from moving traffic has the potential to land on vehicle windscreens and reduce driver 

vision potentially increasing the fear of accidents. 

Changes to traffic management measures during the construction phase may also generate 

confusion leading to a fear of accidents. Overall fear of accidents is assessed as a temporary 

moderate adverse effect; however, any impact will be temporary and will affect limited locations, 

where the proposed scheme will tie into the existing road network. 

Users of the existing road network are likely to experience route uncertainty because of temporary 

lane or road closures and diversion routes such as the Crock-na-Brock Road. Lane restrictions in 

certain areas during construction could increase route uncertainty, particularly during peak hours 




and a temporary Moderate adverse effect will be experienced by travellers attributed to increased 

route uncertainty. 

Overall the scheme will have a Moderate adverse impact on vehicle travellers during construction, 

because the proposed scheme may result in restricted views from the existing road network arising 

from construction structures blocking views and driver stress will be Moderate adverse. 


Travelling eastbound from Claudy the proposed scheme will take the majority of traffic offline, which 

will create new views from the proposed scheme, mainly consisting of areas of open space. 

Therefore, the view from the proposed scheme, as compared to the existing A6, will be positively 

changed from intermittent to open as traffic will not pass through Foreglen and instead pass through 

open countryside. 

Traffic will continue south of Dernaflaw and the views will be more rural compared to the existing 

route. The view from the road will be intermittent / open with views of open space, the Sperrin 

Mountains and agricultural land. 

The proposed scheme will travel south of Dungiven, taking the majority of vehicle travellers out of 

the town. This will open up views and vehicle travellers will have a view of the Sperrin AONB, the 

River Roe, and the Dungiven Priory and nearby Standing Stone. As a result, the view from the road 

in this area will change from restricted to intermittent and open. The significance of the overall 

impact on vehicle travellers across the existing road network for views from the road is assessed as 

Moderate beneficial. 

Driver stress impacts were predicted from traffic flow data. Traffic flows and speeds have been 

predicted for future scenarios for the design year 2031 and 2008 (existing baseline). The data 

shows for Foreglen Road between Foreglen and Ballyhanedin Road reduced traffic flows and 

increased average traffic speed, which maintains a Driver stress level of Low. 

For Foreglen Road between Feeny Road and Drumrane Road, the data predicts reduced traffic flow 

and increased average speed both eastbound and westbound resulting in a change of driver stress 

level in both directions from High to Moderate. 

At Chapel Road between Curragh Road and Garvagh Road, it is predicted that both eastbound and 

westbound traffic flows decrease and average speeds increase resulting in a change of driver 

stress level from High to Moderate in both directions. 

Driver frustration is assessed as Large beneficial with improved overtaking, simplified junctions and 

no expected congestion. Fear of Accidents is assessed as Moderate beneficial with improved 

overtaking, simplified junctions and no pedestrian crossing and no expected congestion. Route 

Uncertainty is assessed as Slight beneficial as some accesses will change which may cause 

uncertainty for regular users of these routes though this should be temporary. 

Overall, vehicle travellers utilising the proposed scheme and the affected existing road network will 

experience improved views from the road and lower levels of driver stress than those currently 

experience by vehicle travellers. The significance of the overall impact on vehicle travellers across 

the existing road network for both driver stress and views from the road is assessed as Moderate 

beneficial. 






No measures were proposed to mitigate impacts to views from the road during construction phase 

due to these impacts being temporary in nature. 

The mitigation proposed to alleviate driver stress during construction phase stress is: 

• The contractor undertaking the construction of the proposed scheme shall plan road junction 

closures and restrictions in agreement with Roads Service and other appropriate stakeholders. 

Agreed plans and programmes of work shall be published and made available to the public prior 

to start of construction; 

• Driver stress in terms of route uncertainty shall be minimised by the provision of signs designed 

and sited in accordance with the appropriate standards; and, 

• Road surfaces in the vicinity of the construction site are to be kept clear of mud and debris and 

surface water run-off to and from the road network is to be managed to appropriate best practice 

standards. 


In terms of the operational phase mitigation measures were not required for views from the road as 

new, likely attractive, views will be created of open space, hills and agricultural land. 

Due to the forecasted reduction in driver stress levels with scheme implementation no further 

mitigation is required. Careful traffic management procedures will minimise the overall level of 

disruption experienced. Any points of frustration that may result from the scheme would be 

mitigated by the provision of signs designed and sited in accordance with the appropriate 

standards. 


9.4.1 In general the temporary construction impacts to the view from road would be slight adverse and 

driver stress would be moderate adverse for the existing road network. 

9.4.2 The operational phase impacts for the proposed scheme in terms of views from the road are Slight 

Adverse and Moderate beneficial for driver stress. As the proposed landscape mitigation planting 

matures, views of the proposed scheme will improve and views from the proposed scheme will 

become less open for vehicle travellers. The existing road network will be retained and will have 

changed views and reduced driver stress. 




10 ROAD DRAINAGE & THE WATER ENVIRONMENT 


10.1.1 The assessment of Road Drainage and the Water Environment has been carried out in accordance 

with guidance in the DMRB Volume 11, Section 3, Part 10, Road Drainage and the Water 

Environment (HD45/09). It determines the potential impacts on the water environment by assessing 

the likely effects of the proposed scheme during construction and operation. In addition to the 

qualitative assessment of construction impacts, there are four qualitative/quantitative assessments 

of potential operational impacts: 

• Effects of routine runoff on surface waters; 

• Effects of routine runoff on groundwaters; 

• Spillage risk assessment; and, 

• Flood impacts. 

10.2 Findings 

10.2.1 Surface Water Environment 

All watercourses which are crossed by the proposed scheme drain into two river systems: the 

Faughan River system (which drains the western part of the study area) and the River Roe system 

(which drains the eastern part of the study area). Both river systems ultimately flow into Lough 

Foyle. 

The proposed scheme crosses nine watercourses in total and will also directly affect a further one 

watercourse, including: 

• Foreglen River and unnamed tributaries; 

• Wood Burn; 

• Owenbeg River and an unnamed tributary; 

• Owenrigh River; and, 

• River Roe. 

All watercourses are at, or are expected to achieve, Good Ecological Status by 2015, other than 

Owenrigh River which is heavily modified and is expected to still be at Moderate Ecological 

Potential (due to hydrological regime and total copper concentrations). 

Prior to the Water Framework Directive (WFD), NIEA monitored watercourses within the study area 

using the General Quality Assessment scheme. In 2007 (the last year of monitoring) the Roe, 

Foreglen and Owenrigh rivers all had very good chemical water quality, and the Wood Burn had 

good quality. There was no data for the Owenbeg River. In terms of biological water quality, the 

Owenbeg River had very good water quality, the Owenrigh, Roe and Foreglen Rivers (downstream 

of the scheme) had good water quality, the Wood Burn fairly good water quality, and finally the 

Foreglen River upstream of the site had fair water quality. 

The Rivers Roe, Foreglen, Wood Burn, Owenbeg and Owenrigh are all designated as salmonid 

rivers. 

The Glen Oak Fishery and the Ballyarton Hatchery both abstract water from the River Faughan. 

The Foreglen River (crossed by the scheme) is a tributary of the Faughan and there is a distance of 




approximate 4.4 km between the downstream extent of the proposed construction work and the two 

fisheries. 

The proposed drainage design for the scheme represents a substantial improvement on the existing 

A6, which provides very little treatment of runoff, other than gullies and collector pipes, before 

discharging into nearby watercourses. 

The proposed scheme will require e 22 new outfalls and a number of watercourse crossings. 

New outfalls will be installed along Foreglen River, at tributaries of the Foreglen River, Wood Burn 

River, Owenbeg River, Owenrigh River, and the River Roe. Open span bridges are proposed for the 

River Roe, Owenrigh River and the Owenbeg River. Bottomless pre-cast concrete arch culverts are 

proposed for the two crossings of the Foreglen River. Finally, box culverts and other piped culverts 

are proposed for the crossings of four tributaries of the Foreglen River, Wood Burn and numerous 

minor field drains. 

The majority of the surface runoff will be collected by concrete channels or kerbs and gullies which 

will then feed into a collector pipe to convey runoff to a series of permanently wet ponds prior to 

discharging into the various watercourses. The ponds will be lined and will control discharge rates 

providing an opportunity for attenuation and treatment. The ponds will discharge to watercourses 

via pipes, lined or unlined drainage ditches approximately 0.8 m deep. Unlined cut off-ditches are 

also proposed along the proposed scheme to intercept small surface water drains/ channels 

surrounding the proposed scheme that will be discharged directly into watercourses, however, 

these ditches will not include surface runoff discharges with the exception of Outfall 18. Good 

practice mitigation measures have been recommended and will reduce the risk of water pollution 

from silt laden runoff and chemical / fuel spillages to neutral for the majority of water bodies. 

However, due to the extent of the works within the catchment of the Foreglen River a significant 

adverse impact of moderate / large significance is predicted. 

Assessment was also carried out of the potential effects of the construction works on the Glen Oak 

Fishery, who, although 4.4 km downstream and located on the Faughan River (into which the 

Foreglen River flows), have raised concerns regarding suspended sediment concentrations. 

Although difficult to quantify, there is the potential for silt laden runoff and direct mobilisation of 

sediments from in river construction works to increase concentrations of suspended sediment in the 

Foreglen River, and thus the Faughan River from where Glen Oak Fishery abstract water. To 

mitigate this risk the Roads Service will ensure that stringent mitigation measures are implemented 

and maintained by the appointed Contractor, including regular liaison with Pollution Control Officers 

from NIEA. Glen Oak Fishery will also be consulted further by the Contractor during the detailed 

design period in advance of the works commencing. These measures should avoid any significant 

adverse effects on the fishery. 

During operation there will be beneficial impacts on surface water quality from the introduction of 

new treatment measures (e.g. SuDS ponds), which will protect receiving watercourses from the 

effects of routine runoff displaced from the existing A6 where little or no treatment measures 

currently operate. The spillage risk from the proposed scheme is also predicted to be neutral. 

In the long term the introduction of new bottomless arch and box culverts on the Wood Burn, 

Foreglen River, and some of its tributaries will result in a permanent adverse effect on their 

morphology, although the impact will be isolated and unlikely to lead to long term significant impacts 

on water quality and aquatic ecology. 

At the water body level, this scheme is considered to be compatible with the WFD as treatment has 

been provided and any morphological changes will be very localised. 

10.2.2 Groundwater 

Potential Superficial Aquifers have been identified along the scheme. The bedrock underlying the 

scheme is classified as a Bl(f) Limited Productivity Fracture Flow Aquifer. Lacustrine deposits, Peat, 




Alluvium, Glaciofluvial Ice-Contact deposits and Glaciofluvial Sheet deposits underlying the scheme 

are classified as Class 4e (high vulnerability, where Superficial Aquifers are present). 

Areas of Class 4a (high vulnerability, where there is Sand and Gravel cover over a non-aquifer) are 

present in the west of the scheme around Claudy and Munreery and areas of Class 5 (highest 

vulnerability) around Ovil. An area around Ovil is classified as Class 4c (high vulnerability, where 

there is a low permeability cover). An area of Class 2 (low vulnerability) is present around 

Owenbeg. 

According to the North Western River Basin Management Plan, the groundwater underlying the 

scheme has an overall ‘good status’ under the WFD. 

The NIEA have identified that there are five Public Water Supply Abstractions and Public Water 

Supply Abstractions license applications and 28 groundwater authorisations for agricultural 

discharges within a 5 km radius of the proposed scheme. 

The assessment identified that potential adverse impacts could occur if mitigation is not considered. 

Construction phase effects are temporary and can be mitigated by following good site practice and 

management, and adhering to pollution prevention guidance during the construction phase. Overall, 

all residual effects were predicted to be neutral. 

The assessment also considered the potential impact on groundwater from highway runoff and 

spillages. Mitigation measures for surface water runoff are proposed. Therefore, impacts to 

groundwater are likely to be minimal as surface water runoff may only enter the ground in short 

unlined drainage ditches, primarily between the ponds (where runoff has been treated), and the 

outfall to watercourses. Additionally, as there is currently limited existing treatment of surface runoff 

along the existing A6, the construction of a new drainage system as part of the proposed scheme 

will have a beneficial impact on receiving water bodies. The effect of runoff on groundwater is 

therefore considered to be neutral. 

10.2.3 Spillages Risk Assessment 

During the operational phase of the development contamination of the groundwater may occur from 

spillages and or leaks of oil/ fuels on the carriageway. Contaminated water or spillages may enter 

the groundwater via surface water runoff. However, as the vast majority of runoff will outfall to 

watercourses, as described above, impacts to groundwater are likely to be minimal. 

10.2.4 Flood Risk 

Based on the Rivers Agency’s Strategic Flood Map during a 1-in-100 year flood event the proposed 

scheme could potentially flood from the Foreglen River, Owenbeg River and Owenrigh River. There 

is also historical information to suggest the existing A6 has previously flooded from the Owenrigh 

River. Also, the proposed scheme could potentially flood from the Foreglen River, Owenbeg River 

and Owenrigh River if an appropriate mitigation strategy is not implemented 

Appropriate mitigation measures have been proposed to ensure that the proposed scheme does not 

have an adverse impact on flood risk within the study area. However, there is the potential for 

temporary slight adverse impacts on river flooding during construction, as construction work within 

the watercourse channels is required. 

The impact of the proposed scheme on river flooding has also been considered. There is the 

potential for the operation phase of the proposed scheme to impact on the risk of river flooding from 

the Foreglen River, Owenbeg River and Owenrigh River. For example, the proposed scheme could 

result in a loss of floodplain storage and/ or cause afflux at the proposed watercourse crossings, 

which could in turn increase the risk of river flooding. 




The Rivers Agency agreed with the findings of the flood risk assessment, which determined t that it 

would not be necessary to provide compensatory floodplain storage providing the design of the 

proposed scheme and watercourse crossings met the rest of the River Agency’s requirements (no 

increase in flood risk elsewhere). It was demonstrated above that the proposed scheme will not 

adversely impact on flood risk. Furthermore, the loss of floodplain attributed to the proposed 

scheme is relatively negligible in terms of volume. 

Taking into account the proposed scheme design (including watercourse crossings and drainage 

design), and the mitigation measures that should be implemented, the impact of the proposed 

scheme on flood risk is considered to be neutral. 



Surface Water 

The following summarises the measures proposed to manage the construction works in such a way 

as to avoid, minimise and reduce any potentially significant effects on the water environment, taking 

into account relevant good practice and standards. The appointed Contractor will be responsible for 

implementing appropriate measures to ensure that there is a management and maintenance regime 

in place to ensure the effective functioning of the proposed measures. The Contractor will also be 

responsible for ensuring that appropriate consents and permissions (e.g. temporary discharges and 

works that interfere with watercourses) are obtained from the NIEA, Loughs Agency and Rivers 

Agency prior to undertaking any works and for making sure activities are carried out in accordance 

with any conditions specified. 

The Rivers Foreglen, Owenbeg, Owenrigh and Roe and the Wood Burn are designated as salmonid 

watercourses. Therefore, the timing of any works to any of the existing crossings or for any of the 

new crossings will need to take into account the timing of salmon (and other migratory / game fish 

that may be present) migrations and spawning. 

To prevent pollution from occurring, a Construction Environmental Management Plan (CEMP) will 

be prepared by the Contractor that will describe the mitigation measures to protect the environment 

from adverse effects. This will refer to good practice guidance documents listed earlier and will 

include measures to control and manage silt-laden runoff (e.g. filter drains and cut off channels), 

control mud deposits, and prevent leaks and spillages. The CEMP will also include measures and 

procedures to be followed if a spillage or other pollution event occurs on site. 

The appointed Contractor will provide Method Statements (s) to the NIEA at least 2 months before 

carrying out any works, and their Environmental Manager will meet monthly with NIEA’s Pollution 

Control Manager. 

The Contractor will prepare and implement a Silt Management Strategy to: 

• Programme and manage construction activities to prevent sediment generation; 

• Protect water bodies from sediment pollution by preventing silt-laden runoff reaching 

watercourses; and, 

• Propose adequate measures to treat runoff prior to discharge (under consent from NIEA if to 

watercourse). 

More stringent mitigation measures will be required where works are required adjacent to and within 

watercourses. In addition to good practice, obtaining appropriate consents and the mitigation 

measures described above, all works in rivers would need to be undertaken in accordance with a 

method Statement approved by the Loughs Agency. Works in rivers will be minimised and carried 

out in accordance with the NIEA’s PPG 5 and Consents from the NIEA and Rivers Agency. It will be 




important to undertake works during dry weather and stable river flows, and where salmonids may 

be present, only between May and September. Works in the channel will be carried out in a bunded, 

dry working space with any waste water pumped out for treatment as described earlier. As a 

precaution, a boom will be set out across the channel downstream to collect and oil or surface 

material. Wherever possible, pre-fabricated structures will be deployed to minimise the need for 

fabrication of structures and the use of wet concrete near the watercourse. Spillage mitigation is 

discussed later. Finally, following completion of any in-channel works (where the watercourse has 

been fully diverted or a new channel constructed, the channel will be cleared of debris/materials, the 

natural bed reinstated, and water allowed to flow from downstream spilling up channel to prevent 

remobilisation of loosened material. 

Construction of new culverts and other diversion works need to be carefully managed to prevent silt 

and chemical pollution and erosion of the bed and banks of the watercourse. Any diversion should 

be carried out under consent from the NIEA, Loughs Agency and Rivers Agency and the diversion 

protected from silt and other pollutants as if it were a natural watercourse. Care should be taken 

during the work not to erode the banks or beds other than those areas where material is removed 

for the placement of new structures. Arrangements to remove all fish from the natural channel 

should be made prior to diverting the channel. The movement of plant across the bed should be 

avoided. Before water is allowed to flow back into the channel it should be cleared of any debris, 

materials or potentially polluting substance. Water should be allowed to well up from the 

downstream end before water is released in a controlled manner from the upstream end. 

Storage and Spillage Emergency Response 

The storage and use of potentially polluting chemical substances, including fuel and other oils will 

be in accordance with good practice guidance and will include as a minimum the following 

measures: 

• Fuel and other potentially polluting chemicals will be stored in the Construction Compound well 

away from watercourses (minimum more than 50m) in a secure impermeable and bunded 

storage area (minimum capacity 110%); 

• Refuelling of plant and maintenance of vehicles and equipment will take place in a designated 

area at the site compound only (more than 50 m away from any watercourse); 

• Fixed plant will be self bunded; 

• Mobile plant will be in good working order, kept clean and fitted with drip trays where 

appropriate; 

• A Pollution Prevention Plan will be prepared and construction workers trained to respond to 

spillages; 

• Spillage kits and oil absorbent material will be carried by mobile plant and located at vulnerable 

locations (e.g. crossings of land drains and ditches); 

• Designated concrete wash out areas (with containment for tinkering away) will be constructed 

not near watercourses more than 50 m away) in accordance with good practice guidance and 

will be clearly identified and used; 

• Boot/wheel wash facilities will be available with water collected and treated prior consented 

discharge; 

• Stockpiles of fill material will be kept to a minimum size, well away from any watercourse, 

bunded or seeded with grass as required (more than 50 m away); 

• Runoff from machine wash / service areas, construction waste / debris will be prevented from 

entering any water body; and, 

• The site will be secured to prevent vandalism, which could lead to pollution. 




Water Quality Monitoring 

Before commencement of any works the Contractor will identify all Sensitive Locations (to water 

pollution) and highlight on a series of figures there geographical location, together with designated 

nature conservation sites, licensed abstractions (and discharges), designated / commercial / 

recreational fisheries, and any other known sensitive receptor, The Contractor will also identify the 

activities in these locations that have the potential to cause pollution and for each sensitive location 

a Risk Programme will be prepared that will highlight the risk to the watercourse at any given time 

throughout the construction works. This will be maintained as a live document by the Environmental 

Manager and will form the basis of a monitoring programme (i.e. it allows monitoring to take place 

when works that pose a risk to the water environment are being carried out). Baseline data at sites 

upstream and downstream of the proposed works on key watercourses will be collected monthly 

one year before the works commence on site. 

During the construction phase visual and odour observations and monitoring by hand held probe 

will take place upstream and downstream of works as required by the Risk Programme and for the 

parameters described above for pre-construction monitoring. Samples for Total Petroleum 

Hydrocarbon (TPH), heavy metals in aqueous solution and suspended sediment will be collected 

weekly and where observations indicate that the watercourse may have been contaminated. If 

contamination is suspected the procedure set out in the Pollution Prevention Plan will be 

implemented. This monitoring will be continued for as long as potentially polluting works occur and 

potentially for a short period following completion. 

Glen Oak Fishery 

The Glen Oak Fishery is a key receptor on the Faughan River and is sensitive to small changes in 

suspended sediment, as well as other potentially polluting substances, such as hydrocarbons and 

sewage. In addition to good practice, the Glen Oak Fishery has requested that drum filters are 

installed on their abstraction by the Roads Service to ensure that water can be effectively filtered in 

sufficient quantities by the fishery in the event that suspended sediment concentrations rise above 

the threshold whereby adverse impacts may occur. This option will be considered further by the 

appointed Contractor during detailed design. In addition, Glen Oak Fishery has also requested that 

real-time water quality monitoring is installed so that an alarm can be raised if suspended sediment 

concentrations rise above a certain threshold. This has been considered but without effective 

measures to protect the fishery if the alarm was raised there will be no benefit of installing this 

system. 

Groundwater 

The main mitigation measure to prevent adverse impacts on hydrogeological receptors during the 

construction phase of the development is to ensure good site practice and management. It is 

recommended that a comprehensive review of the groundwater regime in the dewatering locations 

is undertaken during the detailed design phase and suitable mitigation measures applied. 

Mitigation measures to control groundwater include impermeable barriers around the excavation, 

and controlled discharge to surface waters or soakaways. 

Flood Risk 

A temporary drainage system will be implemented across the scheme and this will be designed to 

manage surface water runoff and this control the risk from overland flow flooding, to the 

construction site and on nearby third parties. 




10.3.2 Operation Phase 

Surface Water 

The drainage design for the proposed scheme includes SuDS techniques (e.g. attenuation ponds) 

together with conventional measures to provide treatment of road runoff. They have been designed 

to provide treatment of routine runoff and containment of spillages. 

Cut-off ditches draining land either side of the proposed scheme and conveying flows into nearby 

watercourses are proposed throughout the scheme. These will provide some compensation for the 

loss of minor watercourses following severance by the proposed scheme. Assuming cut-off ditches 

are adequately maintained during the operation of the scheme, these will collect land runoff into a 

single stream. As a result flows will be greater and by connecting to the river network will potentially 

improve the riverine habitat. 

Morphological effects have been minimised by the selection of appropriate bridge and culvert 

designs, proportional to the importance of the watercourses being crossed. No further mitigation is 

proposed. 

Roads Service will monitor the performance of new outfalls to ensure that they are no resulting in 

sedimentation of material run off from the proposed scheme. 

In order to mitigate any potentially adverse impacts on flooding from the land (overland flow), an 

appropriate drainage strategy has been prepared. The drainage layout has been designed in 

accordance with the Rivers Agency’s and NIEA’s guidelines and requirements. 

Regular inspection and maintenance will be undertaken by Roads Service to ensure the proposed 

scheme drainage system remains in a suitable condition. If regular inspection and maintenance is 

undertaken there should be no residual flood risk of flooding from the proposed drainage system. 


10.4.1 The potential impacts of the proposed scheme on the water environment, including assessments for 

surface and groundwater, and flood risk have been considered. The following conclusions have 

been made: 

• With the design and mitigation measures proposed, there would be no significant impacts on 

groundwater quality as a consequence of the proposed scheme; 

• Appropriate mitigation measures have been proposed to reduce the magnitude of effect on the 

Foreglen River and the Glen Oak Fishery. There is a potential cumulative effect of multiple 

areas of construction (Section 1 and 2 of the proposed scheme) affecting different parts of the 

Foreglen catchment; 

• The flood risk assessment has been undertaken in accordance with the appropriate guidance 

and no significant effects will occur during the construction or operation phases; 

• In relation to routine runoff, with the proposed design and mitigation measures in place there will 

be no significant adverse water quality impacts (surface and groundwater), and if anything the 

treatment and containment measures that are proposed will constitute a significant beneficial 

effect on the most important watercourses; 

• With the proposed design and mitigation measures in place there will be no significant water 

quality impacts (surface and groundwater) as a result of accidental spillages; and, 

• Significant but localised adverse effects are predicted for the sections of the Foreglen River, 

some of its tributaries and the Wood Burn as a result of the installation of bottomless arch and 

box culverts. 




11 GEOLOGY & SOILS 


11.1.1 The assessment looked at the impact of the proposed scheme on solid and drift geology, 

agricultural soils, groundwater mineral deposits and contaminated land based on the guidelines 

contained within the DMRB Volume 11, Section 3, Part 11. 

11.1.2 A qualitative desk study of the proposed scheme was undertaken to establish a baseline and to 

identify potential impacts on hydrogeological receptors. Geological, hydrogeological and 

contaminated land conditions have been collected through a combination of consultations including 

Geological Survey of Northern Ireland (GSNI), the Department of Agriculture and Rural 

Development (DARD), NIEA, Derry City Council and Limavady Borough Council. Designated sites 

have been established from NIEA and the Northern Ireland Planning Service along with those 

identified in the Earth Science Conservation Review (ESCR). 

11.1.3 In addition to a desktop study, a review of ground investigations was also undertaken along the 

proposed scheme. This included an assessment of trial pits and boreholes to supplement existing 

information on the geology in the area of the proposed scheme. 

11.2 Findings 

11.2.1 The bedrock geology of the western part of the proposed scheme is dominated by Dalradian 

metamorphic rocks of the Dart Formation of the Argyll Group. The greater part of the eastern end of 

the scheme is underlain by sedimentary rocks of the Carboniferous Roe Valley Group. North to 

south and north east to south west trending faults are frequent in the Dungiven area, and the 

Owenbeg River valley is in part fault-delineated. Drift deposits along Foreglen River consist of 

sandy clay (till) with the area in the immediate vicinity of Dungiven and to the west of the town 

mantled with a thick sequence of outwash sands and gravels and flat-topped deltaic deposits 

associated with late-glacial ice withdrawal. Recent alluvium is widespread in valley bottoms along 

the scheme, and is particularly extensive immediately to the south and west of Dungiven. Localised 

peat is also frequent along valley floors. 

11.2.2 Soil development on clay-rich glacial parent materials generally has resulted in the formation of 

poorly drained surface water gleys, occasionally with a higher humic content, along much of the 

proposed scheme. 

11.2.3 The majority of impacts occur within the construction phase of the proposed scheme. The bedrock 

of local geology is extensive as are drift and alluvial deposits, with the significance of impacts on the 

latter expected to be slight adverse overall. A peat stability assessment has been carried out at Ovil 

Hill and Ovil Hill SLNCI (Site of Local Nature Conservation Importance) with both locations being 

assessed as not being at risk of peat instability. Cuttings and embankments will result in localised 

modifications of landforms and as a result, geomorphology impacts are considered to be of slight 

significance. 

11.2.4 The scheme does not directly impact any known contaminated land site. Contaminated lands within 

500m of the scheme have been assessed and it considered highly unlikely that any of the sites 

identified will be a source of environmental pollution as a result of construction phase impacts. 

11.2.5 During excavations and in order to maintain a dry working area, it is likely that local dewatering will 

be required to control the groundwater inflow. The impact of local dewatering will be temporary and 

the overall significance is considered slight. An assessment has been made of the impact on 

groundwater level of the construction of each cutting with all impacts being either neutral or slight. 

11.2.6 Impacts on groundwater quality include risk of spillages / leaks of potentially polluting substances, 

tracking of vehicles leading to reduced recharge rates, disturbance of potentially contaminated 




material and excavation of potentially contaminated material. Risks of spillages/leaks have been 

determined to be moderate adverse with all other groundwater impacts being neutral in significance. 

11.2.7 There are no known sites infested with Potato Cyst Nematode (PCN) or affected by Potato Wart 

Disease (PWD) in the vicinity of the proposed scheme. 

11.2.8 There are three ESCR sites within 5km of the proposed scheme with the closest site located 800m 

away thus any impacts are considered highly unlikely. 

11.2.9 In the operational phase there are unlikely to be any additional significant impacts on geology, peat, 

geomorphology and soils and agricultural land use. Although there will be an increase in the 

potential for adjacent land to become contaminated with residues associated with the operation of 

the road, no significant impacts are expected. The effects of runoff on groundwater are expected to 

be neutral and the impact of permanent de-watering is considered slight. 


11.3.1 To minimise impacts on local geology, as far as possible, material will be re-used and any material 

imported will be from a local source. Similarly, impacts to peat will be minimised by controlling 

working practices and reinstatement of soils to their original location where possible. Excavated 

peat will be re-used within the immediate vicinity of the scheme wherever possible to provide a 

substrate for habitat creation and other uses. 

11.3.2 Any contaminated lands found during either the construction or operational phases will be dealt with 

in accordance with the Model Procedures for the Management of Land Contamination (Environment 

Agency 2004) and with the relevant authorities including any necessary arrangements for 

transportation of material. 

11.3.3 Groundwater impacts during construction will be dealt with by good site practice and management. 

During the operational phase as no impacts are expected on groundwater, no mitigation is 

proposed. 


11.4.1 The assessment has identified that potential adverse impacts may occur during the construction 

and operational phase of the proposed scheme in relation to both geology and hydrogeology. The 

adverse impacts are considered to range from being neutral to moderate significance, the majority 

being neutral, where mitigation is not considered. 

11.4.2 The resulting residual impacts of the proposed scheme are considered to have a slight to neutral 

effect on the geology and soils of the study area. 




12 CONSTRUCTION PHASING 

12.1 Introduction 

12.1.1 This section outlines the potential phased delivery of the proposed scheme – this would be a dual 

carriageway bypass of Dungiven constructed as a separate contract from the remainder of the 

Londonderry to Dungiven dual carriageway scheme. 

12.1.2 This would use part of the proposed Claudy to Dungiven dual carriageway (the proposed scheme), 

starting approximately 590 metres west of Derrychrier Road and continuing south of Dungiven to rejoin 

the A6 Glenshane Road at the proposed Dungiven East Roundabout. 

12.1.3 A new roundabout and short length of additional 500 metres dual carriageway would have to be 

constructed west of Derrychrier Road to connect this bypass of Dungiven to the existing A6 

Foreglen Road. 

12.1.4 In this section of the proof: 

• The new three arm roundabout is referred to as “Dungiven West roundabout”; 

• The short length of additional dual carriageway connecting from Dungiven West roundabout to 

that part of the Claudy to Dungiven dual carriageway as described above is referred to as the 

“link road”; 

• Construction of the Dungiven West roundabout, the link road and that part of the Claudy to 

Dungiven dual carriageway is referred to as “the phased construction”; and, 

• Construction of the remainder of the Londonderry to Dungiven dual carriageway is referred to as 

“the proposed scheme”. 

12.1.5 Construction of Dungiven West roundabout would require relocation of the current access to the 

property at 404 Foreglen Road. This access would be realigned to connect to the existing A6 

Foreglen Road approximately 85m east of its existing location to provide continued access between 

Foreglen Road and 404 Foreglen Road. 

12.1.6 Following the construction of the proposed scheme, the Dungiven West roundabout and the link 

road would become redundant and would be removed and the affected land would be reinstated. 

There would be no long-term connection at this location between the A6 Foreglen Road and the 

Londonderry to Dungiven dual carriageway. 


12.2.1 The assessment of the proposed phased construction was undertaken in accordance with DMRB 

Volume 11, using the same methodologies as outlined for Chapters 8 to 17, the ES (Volume 1, 

Section 2 Claudy to Dungiven). The assessment also made a comparison between a phased 

construction approach and a non-phased construction approach (construction of the entire 

Londonderry to Dungiven dual carriageway). 

12.3 Findings 

12.3.1 Air Quality 

No significant construction residual impacts were predicted as no receptors lie within 50m of the 

Dungiven West roundabout or link road. 




Overall the significance of the impacts at adjacent receptors is deemed to be negligible for both NO2 

and PM10 pollutants. 

Emissions of all pollutants, with the exception of CO and THC, were predicted to increase as a 

consequence of the Claudy to Dungiven part of the whole scheme. Comparisons between the 

proposed scheme and phased construction suggest that similar percentage of impacts is predicted 

regardless of whether the construction of the scheme is or is not phased. 

12.3.2 Cultural Heritage 

There are no additional Cultural Heritage sites nor additional impacts to consider within the study 

area of the proposed Dungiven West roundabout and link road beyond those identified and 

assessed for the proposed scheme. 

12.3.3 Ecology and Nature Conservation 

No additional designated sites or habitats are identified within the footprint of Dungiven West 

roundabout and link road over and above those already identified for the proposed scheme. There 

would be no change to the residual impacts on Ecology and Nature Conservation compared to 

those assessed for construction of the entire scheme. 


The effects of phasing of the works would only directly affect a small proportion of the landscape 

and would not have an additional significant effect on landscape character. The works associated 

with the Dungiven West roundabout and link road may be significant, but they would also be 

temporary and localised. The additional Dungiven West roundabout and link road would not have 

any additional significant effect on either landscape character or visual amenity once the remainder 

of the scheme is complete. Impacts would be reduced by mitigation and eventually would become 

neutral following removal of the Dungiven West roundabout and link road and the completion of 

landscape reinstatement on construction of the remainder of the scheme. 

12.3.5 Land Use 

Phased construction would require additional land in order to construct the Dungiven West 

roundabout and link road. The affected land is agricultural land and has been included in the 

vesting order for the entire scheme and so would not affect any additional landowners. 

The additional land take resulting from the phased construction would be temporary, as the 

proposed roundabout and link road would be removed once the proposed scheme has been 

completed. 

12.3.6 Noise and Vibration 

No additional construction or operational phase noise and vibration impacts over and above those 

already identified are considered likely to occur as a result of phased construction. Whilst the 

construction footprint of Dungiven West roundabout and link road would be closer to residential 

properties, there is unlikely to be any significant increased impacts. No additional mitigation 

measures are proposed. 




12.3.7 Pedestrians, Cyclists, Equestrians and Community Effects 

No additional pedestrian, cyclists, equestrians or community facilities have been identified within the 

area of Dungiven West roundabout and link road. There are footpaths on the existing A6 where the 

Dungiven West roundabout would be constructed. Non-Motorised Users of these footpaths would 

be disrupted during construction and, should no mitigation be implemented, they would also be 

affected during operation. With mitigation in place, there would be a slight adverse impact. 

12.3.8 Vehicle Travellers 

Phased construction would lead to increased disruption during both construction and operation. 

The provision of an additional junction (Dungiven West Roundabout) has the potential to increase 

Driver Stress by increasing driver frustration (disruption during construction and traffic slowing on 

approach to junction) and route uncertainty (increased route options). Phased construction would 

have a slight adverse impact in comparison to construction of the proposed scheme. 

There would be no significant change to Views from the Road. 

Any long term Vehicle Traveller impacts associated with the phased construction would be made 

redundant in the long term once the proposed scheme is constructed. 

12.3.9 Road Drainage and the Water Environment 

The predicted impacts associated with phased construction are similar to those for the proposed 

scheme. Phased construction would temporarily reduce the number of catchments affected; 

however, following construction of the entire scheme, there would be no significant change. No 

additional residual impacts would result from phased construction. 

12.3.10 Geology and Soils 

No additional geology and soils impacts have been identified within the footprint of Dungiven West 

roundabout and link road, including the associated construction areas. 



Although the phased construction would be temporary, (it would be landscaped to a similar 

standard as other parts of the scheme. A higher proportion of quick growing native species, such 

as alder and willow, would be used. This would help to assimilate Dungiven West roundabout and 

link road more quickly into the landscape. Quick growing species can return mitigation more 

rapidly, though typically no measureable benefits can be perceived in less than 3-4 growing 

seasons. Irrespective of the length of time between the phased construction and proposed scheme 

construction, it is considered that the landscape effect of additional works would not be sufficient to 

change the overall significance of impact, which would be as identified for the scheme overall. 

12.4.2 Land Use 

With the completion of the proposed scheme construction, the Dungiven West Roundabout and link 

road would become redundant and be grubbed up. Affected land, no longer required for Dungiven 

West roundabout and link road would be reinstated and returned to its current use. 




12.4.3 Pedestrians, Cyclists, Equestrians and Community Effects 

Footpaths and crossings would be incorporated into the Dungiven West Roundabout. 

12.4.4 Vehicle Travellers 

Adequate signage for the Dungiven West roundabout would be provided and the junction would be 

lit at night. Traffic Management would be implemented during construction to minimise disruption to 

traffic flow. 


12.5.1 The phased construction would result in localised disturbances to the landscape and its associated 

visual impacts and additional impacts in terms of Vehicle Travellers and Land Use. In the longerterm, 

following proposed scheme construction of the remainder of the entire Londonderry to 

Dungiven dual carriageway, the Dungiven West roundabout and link road would become redundant 

and would be removed and the effected land would be reinstated and returned to its current use. It 

has been determined that there would be no significant difference as a result of phased construction 

in comparison to proposed scheme construction. 




13 CONCLUSIONS 


13.1.1 This section outlines the likely significant interactive and cumulative effects. Following this an 

overall conclusion is given. 

13.1.2 The assessment of cumulative impacts has been undertaken in line with the Design Manual for 

Roads and Bridges (DMRB) Volume 11, Section 2, Part 5 (Assessment and Management of 

Environmental Effects; HA205/08) and Volume 11, Section 2, Part 6 (Reporting of Environmental 

Impact Assessments; HD 48/08). 

13.1.3 Cumulative effects are the total effect caused by the sum of past, present and reasonably 

foreseeable future actions. Cumulative effects can result from incremental changes caused by the 

interactions between effects arising from a scheme and/or the interaction with the effects from other 

developments. 

13.1.4 The DMRB outlines two types of cumulative impact that are to be considered in the Environmental 

Impact Assessment (EIA) of a proposed scheme. These are: 

• Cumulative impacts from a single project (i.e. Interaction of Impacts); and 

• Cumulative impacts from different projects (in combination with the proposed scheme being 

assessed). 

13.1.5 This includes the cumulative impacts of both sections of the proposed A6 Londonderry to Dungiven 

scheme (i.e. Section 1 Londonderry to Claudy and Section 2 Claudy to Dungiven), as well as other 

projects in line with the requirements of the DMRB. 

13.2 Findings 

13.2.1 Interaction of Impacts 

The key interactive effects are: 

• Ecology & Nature Conservation and the Water Environment – interactions would potentially 

occur on the surface water environment. They would include potential impacts on aquatic 

species. With implementation of the proposed mitigation measures, the impacts would be 

eliminated or minimised; 

• Ecology & Nature Conservation and Air Quality - interactions would potentially occur to habitats 

as a result of nitrogen emissions from vehicles. The assessment has demonstrated that impacts 

on habitats would be negligible; 

• Cultural Heritage and Landscape – interactions would potentially occur in relation to the 

landscape character and setting of cultural heritage assets. Mitigation measures have been 

proposed to minimise the impacts, as far as possible; and, 

• Geology & Soils and the Water Environment – interactions would potentially occur in relation to 

the potential mobilisation of contaminated material. However, with implementation of the 

mitigation measures, the likelihood of occurrence would be minimised. 




13.2.2 Other Planning Applications 

Information on planning applications within the study area was obtained from Planning NI and has 

been assessed as appropriate within the Land Use assessment. The project team is not aware of 

any other applications which would warrant cumulative assessment. 

13.2.3 Other Road Schemes 

Relevant road project schemes within 30 km of the A6 Londonderry to Dungiven scheme are as 

follows: A31 Magherafelt Bypass; A6 Randalstown to Castledawson Dualling; A5 Londonderry 

(Newbuildings) to the border (Aughnacloy) Dualling and A2 Culmore Roundabout. These have 

been scoped out of the assessment as there are no likely significant cumulative effects because of 

the relative distances and the nature of strategic traffic. 

13.2.4 Assessment of Cumulative Environmental Effects 

Air Quality 

The air quality assessment has taken into consideration cumulative traffic impacts for Section 1 and 

Section 2 of the scheme. It has been assessed that the potential cumulative air quality effects are 

not significant. 

Cultural Heritage 

The proposed A6 Londonderry to Dungiven dualling scheme would traverse a landscape 

characterised by prehistoric settlement and burial, Early Christian and medieval settlement, 

churches and defences. This historic landscape has been assessed and it has been determined 

that there are no significant cumulative impacts on the landscape or resources with it (including 

interpretation of those resources) in the wider area. Additionally, there are no significant cumulative 

impacts to the setting of any individual cultural heritage sites. Overall the cumulative cultural 

heritage impact is assessed as Minor. There would also be no loss of, or cumulative impact on 

known cultural heritage assets or historic settings at the interface of the two dualling sections east 

of Claudy. 

Overall it has been assessed that 78 cultural heritage features would be either directly affected by 

impacts associated with construction or operation, or indirect impacts associated with changes to 

visual setting. 

Where archaeological sites, historic buildings and historic landscape assets are physically impacted 

by construction work, an archaeological evaluation and mitigation strategy has been proposed in 

advance of and during construction. This would preserve by record these cultural heritage assets 

prior to their removal. 

Ecology and Nature Conservation 

Cumulatively, the proposed A6 Londonderry to Dungiven scheme would result in the loss of 

approximately 500 ha of Phase 1 habitat. However, the majority of land and associated habitat loss 

would be experienced on Section 1 Londonderry to Claudy, as sizable areas of land are required to 

accommodate flood compensation and soil deposition areas. At the detailed design stage, it is 

feasible that significant proportions of this land would not be required, and thus the habitat loss 

would be significantly lower than that estimated in column 2 (Section 1) of Table 19.4 below. The 

ecological value of the affected land has been assessed within Chapter 10 (Ecology and Nature 

Conservation) of the ES. 




The nature of the scheme at 30 km in length means that the habitat loss will be spread over a wide 

area along the entire length of the scheme. This will help to minimise the overall habitats impacts, 

however there will be an impact at a local level. It has been determined that the A6 Londonderry to 

Dungiven scheme will not have significant cumulative effects in terms of fragmentation of habitat. 

With implementation of mitigation measures (see Chapter 10) the loss of habitat is considered to be 

of minor significance. 

Coordination of the ecological surveys has established that some species populations (such as 

badgers, birds and bats) use the area of both Sections of the scheme for feeding and as part of 

their normal range of activity. Mitigation measures such as landscape planting and badger fencing 

have been integrated to ensure that the cumulative impacts to species are minimised. With 

implementation, the cumulative effects on species will be minor. 

There would be no cumulative effect on European designated sites, such as the River Faughan and 

Tributaries Site of Community Interest (candidate Special Area of Conservation [SAC]) and River 

Roe and Tributaries SAC within the study area as a result of the proposed scheme. This issue is 

considered further in the Habitat Regulations Assessments. 

Landscape Effects 

The proposed scheme between Londonderry and Dungiven would result in permanent residual 

effects, mainly arising from changes in topography (areas of cut, fill and structures) which would 

interfere with the natural contours and affect available panoramic views. The effects would however 

be specific to the type of landscape traversed and the scheme design. Hence the effects would not 

be the same throughout the scheme area. Nevertheless, where the scheme is online, landscape 

effects would typically be Minor adverse and on the offline sections the effects would be more 

significant as a result of introducing new road construction into a rural landscape. 

Views from dwellings near the proposed scheme between Londonderry and Dungiven would also 

change. Effective implementation and establishment of the proposed planting mitigation measures 

would help ‘soften’ landscape and visual effects, however particularly in the vicinity of 

embankments, cuttings and junctions, the effects would remain significant in the medium term at 

least. In the long term, the perception of negative landscape and visual effects would reduce, in 

tandem with the maturing of proposed planting. As the proposed scheme has been designed in a 

collaborative environment, for those properties located at the interface between Sections 1 and 2, 

there would be no obvious difference in scheme characteristics (i.e. road layout etc). Whilst it is 

accepted that the scheme would detract from the visual experience, the view of each section would 

be largely similar. 

Each strategic junction between Londonderry and Dungiven would be lit at night, though the 

perceived adverse effect would be more significant on the Londonderry to Claudy section, due to 

the higher number of junctions in this rural largely unlit environment. 

Land Use 

The proposed A6 Londonderry to Dungiven scheme will result in the cumulative loss of 

approximately 556 ha of land, of which approximately 340 ha is assessed as ‘currently being in 

agricultural usage’. There are two landowners that would experience land take as a result of both 

schemes. The remaining landowners will be affected by one or other of the schemes only. 

Therefore is there is no cumulative increase in terms of impact to landowners. 

The overall loss of agricultural land will be significant on a local level. As would be expected with 

such an extensive dualling scheme, there would also be instances where property would be 

demolished and land lost to accommodate the proposals thus affecting current use. A total of 44 

properties would be demolished (with associated land take). These include 15 Residential, 6 

Commercial, 18 farm buildings and 5 others. Furthermore, a total of 106 properties/areas would 




experience private land loss/impacts. These include 62 Residential, 8 Community, 12 Commercial 

and 24 Farm/Other. The cumulative effect upon zoned development land will be not significant. 

Noise and Vibration 

The traffic data was prepared with due consideration for both sections and thus projected flows for 

the ‘Do-Minimum’ and ‘Do-Something’ scenarios account for changes to the entire road length 

between Londonderry and Dungiven and not just one section in isolation. 

The proposed scheme will result in the reassignment of strategic traffic from the existing A6. This 

will reduce traffic numbers and therefore noise from receptors along the existing A6, resulting in 

beneficial impacts. However traffic noise from the proposed scheme would impact properties that 

are not currently subject to noise from strategic traffic, due to their existing rural location and low 

existing ambient noise levels between Stradreagh and The Cross, and between Claudy and 

Dungiven. 

With the incorporation of a low noise road surface on the mainline, noise impact would be reduced 

by circa 3-5 dB, providing the required level of mitigation and would help reduce the adverse effect 

upon properties that are not currently subject to noise from strategic traffic on the offline stretches of 

the route. Therefore no properties would be eligible under the Noise Insulation Regulations 

(Northern Ireland 1995). 

Pedestrians, Cyclists, Equestrians and Community Effects 

There will be no cumulative impacts for Non Motorised Users or to the community at the interface of 

the two Sections of the A6 Londonderry to Dungiven scheme. The Sections tie-in at a rural 

location, offline from the existing A6 and local road network. In the wider area, the scheme will 

maintain the local road network, cycleways and walkways, with mitigation of over bridges, 

underpasses or short diversions, where required. There will be a beneficial impact to communities 

along the existing A6 who will experience reduced severance as a result of traffic diverting to the 

scheme. Overall the cumulative impacts have been assessed to be not significant. 

Vehicle Travellers 

There would be no cumulative impacts for vehicle travellers at the interface of the two sections at 

Claudy. The proposed scheme would largely have a beneficial effect upon the vehicle traveller’s 

visual experience, particularly in the offline stretches between Stradreagh and The Cross and 

between Claudy and Dungiven. The offline stretches would introduce views that are currently not 

experienced by the vehicle traveller. Whilst there are sections of cutting which would restrict views, 

the majority of the route between Stradreagh and The Cross would either be on embankment or 

bridge structure and stretches of the route between Claudy and Dungiven would be on embankment 

for significant lengths, thus affording panoramic and interesting views of the surrounding landscape. 

The negative changes in visual amenity for the vehicle traveller would primarily be associated with 

major earthworks / structures and changes within the existing road corridor (i.e. loss of amenity 

planting) on the A2 and on the A6 between The Cross and Burntollet, however reconnection of the 

altered landscape would mitigate the impact on landscape character and on views experienced. 

Overall, the cumulative effect on views for the vehicle traveller would be beneficial. 

The construction phase of the proposed scheme, if constructed in a single construction contract, will 

result in increased traffic (as a result of construction traffic) and disruption to vehicle travellers. This 

will cause increased route uncertainty and stress to drivers. Sections of the proposed scheme will 

be construction off-line and so this will minimise impacts to vehicle travellers. Traffic management 

will be required to ensure that access is maintained to the existing A6 and road network. The 

cumulative impact will during construction will be Moderate. 




The proposed scheme would in essence not only result in a reduction in driver stress levels for the 

strategic traveller between Londonderry and Dungiven over both the ‘Do-Minimum’ and existing 

conditions, but also on the residual road network, due to the reassignment of strategic traffic onto 

the proposed scheme. For the vehicle traveller using the proposed scheme between Londonderry 

and Dungiven, driver stress would be low over the entire length. On the residual road network (i.e. 

the existing A514/A6 between Caw and The Cross and the existing A6 from Claudy through to the 

settlement of Dungiven) stress levels would be reduced as a result of a significant reduction in 

strategic and local traffic interaction. As such, the cumulative effect on with regards to driver stress 

would be significantly beneficial. 

Road Drainage and the Water Environment 

The drainage regime for the proposed scheme has been designed in-line with current best practice 

and has incorporated a Sustainable Drainage Strategy (SuDS). Measures such as 

attenuation/detention basins and silt traps will reduce the level of pollutants, such as sediment, 

which are discharged to watercourses in the study area. This will, therefore, contribute to 

improvement in the current status of all watercourses including the Faughan with regard to 

pollutants, such as suspended solids concentrations and sediment deposition. 

Sections 1 and 2 of the A6 Londonderry to Dungiven scheme are located within the Foyle 

catchment, with the Foreglen River occurring in close proximity to both. The river flows roughly 

parallel to a portion of Section 2, and flows west towards Section 1, where it joins with the River 

Faughan and flows onwards to Lough Foyle. Therefore, the scheme has the potential to affect 

water quality of the Foreglen River and have cumulative impacts during the construction and 

operational phases. However, providing that construction works on both sections are carried out in 

accordance with good practice guidance (refer to Chapter 16) and under appropriate consents from 

NIEA, it is predicted that cumulative impacts from both sections will not be any more significant than 

predicted for one section of the scheme considered in isolation. Therefore there will only be minor 

cumulative effects to the aquatic environment. 

In terms of cumulative impacts on the River Faughan & Tributaries Site of Community Interest 

(cSAC), the initial 5.5km of the Claudy to Dungiven scheme is located within the Faughan 

catchment. Mitigation measures (see Chapter 16 of the ES) will be implemented during construction 

and operation on both sections to ensure that the proposed scheme have a neutral/no significant 

impact on the Atlantic salmon as the primary feature of the site. Moreover, the inclusion of SuDS 

detention basins and silt traps as part of the drainage regime between Londonderry and Dungiven 

would reduce sediment loading within the Faughan catchment and should therefore contribute to 

improvement in the current status of the Faughan with regard to Suspended Solids concentrations 

and sediment deposition. 

Geology and Soils 

There would be no designated or non-designated sites of geological or geomorphological interest 

affected by the proposed scheme between Londonderry and Dungiven. From a geology and soils 

perspective, there would be relatively few cumulative effects. There would be no significant impacts 

on solid or drift geology, or on soils of the region and thus the cumulative effect is likely to be not 

significant. Due to the undulating topography of the surrounding landscape, it is inevitable that there 

would be significant earthworks. Where the proposed scheme would be in cutting, there would be 

creation in places, of fresh rock cuttings of varying lengths and heights. Several new exposures 

may be of geological interest and significant quantities of materials may have to be imported to both 

sections for construction. Dewatering during construction and permanent drainage of several of the 

cuttings along the proposed scheme will locally lower the groundwater level mainly in the superficial 

deposits. The cumulative impact to hydrogeology is considered to be minor. 

Potential areas of contaminated land may be encountered at a number of locations throughout the 

study area between Londonderry and Claudy; however few, if any areas were identified as 

potentially being affected between Claudy and Dungiven. Whether or not the proposed scheme 




encounters contaminated land, further investigation will be necessary, including a contaminated 

land risk assessment to assess the appropriate remediation / mitigation measures. As such, the 

cumulative effect would be not significant, if not slightly beneficial as a consequence of remediation 

resulting in improved land quality and reduction in risk to human health and the wider environment. 

It has been assessed that the potential cumulative effects upon geology and soils are not 

significant. 


13.3.1 The ES summarises the environmental assessment carried out in accordance with national and 

European regulatory requirements. 

13.3.2 The environmental assessment has been undertaken following the standard methodology set out in 

the DMRB, Volume 11 (Environmental Assessment). 

13.3.3 It is accepted that the proposed scheme will have various adverse environmental impacts. 

However, the gathering of baseline environmental data and subsequent assessment of the potential 

environmental impacts of the scheme have been used to develop appropriate mitigation measures.

NWKTC A6 Londonderry to Dungiven Dualling Scheme

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