Alternatives Discussion Paper

A5 Western Transport Corridor

June 2010

Produced for

Roads Service Western Division

Prepared by Andrew Heap Deputy Project Manager

Project Office: Mouchel Shorefield House 30 Kinnegar Drive Holywood County Down Northern Ireland BT18 9JQ

T 028 9042 4117 F 028 9042 7039 E [email protected]

Project Office:, Mouchel, Shorefield House, 30 Kinnegar Drive, Holywood, County Down, Northern Ireland, BT18 9JQ, T 028 9042 4117 F 028 9042 7039 [email protected] www.mouchel.com Mouchel Limited Registered in England and Wales no. 1686040 at Export House, Cawsey Way, Woking, Surrey, UK, GU21 6QX

Document Control Sheet Project Title A5 WTC

Report Title Alternatives Discussion Paper

Revision 1

Status Issue

Control Date 05-2010

Record of Issue

Issue Status Author Date Check Date Authorised Date

1 Final Draft Virginia Kangley 05-2010 05-2010 05-2010

2 Issue Virginia Kangley 06-2010 06-2010 06-2010

Distribution

Organisation Contact Copies

Roads Service Conor Loughrey 2

Project Office:, Mouchel, Shorefield House, 30 Kinnegar Drive, Holywood, County Down, Northern Ireland, BT18 9JQ, 718736-0000-R-013 Alternatives Discussion Paper T 028 9042 4117 F 028 9042 7039 [email protected] www.mouchel.com Mouchel Limited Registered in England and Wales no. 1686040 at Export House, Cawsey Way, Woking, Surrey, UK, GU21 6QX

A5WTC - Comparison of Alternatives

A5 WESTERN TRANSPORT CORRIDOR – ALTERNATIVES Since the announcement of the Preferred Route in July 2009, the scheme design has been developing to take on board comments from landowners as well as more detailed information including Ground Investigation, Drainage Surveys and Flood Modelling. Input from the appointed contractors has also contributed to the design development.

As a result of the additional information becoming available, a number of alternatives have been considered. This paper presents a comparison of the alternatives that it is proposed to adopt on the basis that they compare favourably when assessed against the 5 key criteria namely

- Safety - Economics - Environment - Integration - Accessibility

For each alternative the plans indicate the undeveloped Preferred Route as well as the proposed alternative while the discussion table outlines the rationale behind the recommendation to adopt the suggested alternative.

At the end of this paper, alternatives that were suggested and assessed but subsequently not adopted, are highlighted.

Statistics on Alignments lengths: Preferred Route (km) Specimen Design (km) Section 1 22.77 22.84 Section 2 31.3 30.6 Section 3 32 31.5 Total 86.07 84.94

The remainder of this report discusses the alternatives that were adopted.

SECTION 1 - NEW BUILDINGS – Alternative 1

Background

Through consultation in landowner meetings a desire was raised to move the mainline closer to the river to try and reduce severance to the landholdings local to the existing A5.

An Alternative was developed and investigated on that basis.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics There is no significant difference between the Preferred Route and the Alternative.

The marginal increase in length of the Alternative (40m) will slightly reduce the benefits occurring from reduced journey time savings.

Environment Both routes provide the opportunity for environmental mitigation. The Alternative has a ‘better fit’ into the natural landform and would reduce the need for significant earthworks to screen the alignment, although it is likely to have a greater impact on the setting of the River. The Alternative is also further from residential dwellings reducing visual noise and air quality impacts but is closer to the River Foyle resulting in increased risk of a contamination event during construction and operation. This would consequently require additional mitigation measures to minimise this increased risk and this will be addressed in the Construction Environmental Management Plan (CEMP). However the consequence of such an event would be similar because of the high dilution capacity of the watercourse.

The Alternative is marginally preferable to the Preferred Route.

Integration The Alternative is marginally preferable to the Preferred Route.

There is no significant difference between the Preferred Route and the Alternative.

Accessibility There is no significant difference between the Preferred Route and the Alternative

Outcome The Alternative has been promoted on the basis of lesser impacts on the human environment and in response to feedback from public consultation. Mitigation measures during construction and operation will control and minimise the risk and impacts to the River Foyle. The alternative also resulted in a reduction in severed land from approximately 341,000m2 to approximately 111,500m2 for the 9 landowners affected by the route.

Statistics on Alternative

No. of Landowners Directly Affected by Preferred No. of Landowners Directly Affected by Alternative No. of Landowners no Longer Directly No. of new Landowners Directly Affected Route Affected 10 9 1 0 Equivalent Length of Preferred Route 2420m Length of Alternative 2460m

SECTION 1 – BREADY – Alternative 2

Background

During the development of the Specimen Design a review of the constraints, identified at route selection stage, led to the redefining of the constraint local to Magherareagh.

An Alternative was also suggested by a number of local residents during the first round of public consultation.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Alternative significantly reduces the earthworks required; changing from a Preferred Route predominantly on embankment to an Alternative with considerably smaller embankments and areas of cutting. This yields a reduction in earthworks and therefore scheme costs for the Alternative.

The Alternative will require a reduced length of side road diversions compared to the Preferred Route. There is no difference between the reliability and wider economic impacts of the Preferred Route and the Alternative.

The Alternative is preferable to the Preferred Route in terms of construction works/costs.

Environment There will be potentially significant landscape and visual impacts for both options. Although the Alternative would result in substantial impacts to the rear of the properties set along the A5, the avoidance of a significant length of embankment would reduce the anticipated effect on of the properties along the A5. The potential to mitigate the visual impacts of the Alternative is higher than the Preferred Route as a result of the likelihood that remnants of fields could be vertically modified and planted which would be in keeping with the local blocks of existing woodland/copses.

The Alternative has less potential for significant impacts on areas of importance for wintering birds on Grange Foyle.

Fewer Landowners are affected by the Alternative although the impact on one landowner is greater.

The Alternative is preferable to the Preferred Route

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility Overall the Alternative severs fewer landowners and is marginally preferrable to the Preferred Route.

Outcome The Alternative has been promoted on the basis of the reduced scheme cost, potentially lower impacts on the built and natural environment, and the marginal benefits in terms of accessibility and community practice. Statistics on Alternative

Equivalent Length of Preferred Route 2160m Length of Alternative 2150m

SECTION 1 - McKEAN’S MOSS – Alternative 3

Background

Following receipt of the Ground Investigation in this area, it became apparent that the depth of poor ground being crossed by the Preferred Route was such that significant engineering solutions would be required in order to construct it. This was confirmed following discussion with the Construction JV for Section 1. As well as having cost implications, this could also directly impact on McKean’s Moss ASSI.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Preferred Route will require a significant and costly engineering solution to cross the deep poor ground local to McKean's Moss ASSI. The level of risk and future maintenance liability of the Preferred Route may result in potentially high whole life costs, with the possibility of future re-engineering of the road not being ruled out.

The Alternative removes a large length of the alignment from the poor ground on to higher, better quality ground thus reducing the engineering cost of the scheme.

The cost of an alternative alignment that acquires the 2 storey property, single storey dwelling and business results in a net saving due to the reduced bulk earthworks quantities, structures, poor ground and local road network compared to avoiding the property and associated injurious affection costs that would be liable.

Although the Alternative is 90m longer than the Preferred Route the reduction in economic benefits from this longer length is offset by the positive impact the Alternative has on the Cost Benefit Ratio (CBR) for the scheme. The Alternative also provides greater engineering cost certainty in this area.

The Alternative is preferable to the Preferred Route.

Environment The Preferred Route runs in very close proximity to the designated McKean’s Moss ASSI. Due to the poor ground and the need for temporary surcharging it is likely that the Preferred Route would pass within the area designated as ASSI – a significant impact, which would require consent from NIEA.

The Preferred Route will require a complex drainage solution in order to minimise the engineering footprint that lies within floodplain; something that the Alternative minimises.

The Alternative will impact more significantly on the built environment, requiring the acquisition of property and moving closer to residential dwellings.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis that the engineering solution for the Preferred Route requires significant construction works and cost. The long term risk and maintenance of the Preferred Route is unknown. The Alternative, whilst requiring acquisition of property, moves the alignment from the proximity of McKean’s Moss ASSI and offers a viable, buildable and maintainable solution.

Statistics on Alternative No. of Landowners Directly Affected by Preferred No. of Landowners Directly Affected by Alternative No. of Landowners no Longer Directly No. of new Landowners Directly Affected Route Affected 5 6 0 1 Equivalent Length of Preferred Route 1490m Length of Alternative 1580m

SECTION 1 – BALLYMAGORRY – Alternative 4

Background

During public consultation, requests were made by a number of landowners to try and push the Preferred Route westwards towards a field drain that forms the natural boundary between adjacent landowners. In addition, the development of the traffic model showed that the junction location was a key influence on route location and that connectivity to Woodend Road was required. The result of the more detailed flood modelling also showed that the areas of higher ground were potentially viable and thus routes that had previously been discounted were reconsidered.

An Alternative was therefore considered to account for the factors above.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics Both the Preferred Route and the Alternative cross long lengths of the River Foyle floodplain and as such will require a number of structures to mitigate and maintain flood characteristics. The Alternative will reduce the volume of bulk earthworks required as it introduces areas of cutting through the ridge of higher ground. The location of the junction on the Alternative provides greater economic benefits in traffic terms and provides significant relief to the existing A5 thus improving journey reliability for local road users.

The Alternative is preferable to the Preferred Route.

Environment The key difference between the Preferred Route and the Alternative is the impacts on the River Foyle floodplain. Along the length of the alternative under consideration from south of Spruce Road the flood displacement levels are comparable to that of the Preferred Route. North of Spruce road due to the alternative route being on high ground, out of the floodplain for the majority of its length, the alternative displaces a lesser volume of water. The Alternative is a greater distance from the greater density of residential properties but does impact on a number of individual dwellings. The proposed location of the junction on the Alternative would be less visually intrusive than the Preferred Route and its location would also tie into the existing landform more effectively.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility In comparison to the Preferred Route the location of the junction at Ballymagorry on the Alternative means that there is improved connectivity between the Woodend Road, existing A5 and A5WTC. The Alternative is marginally preferable to the Preferred Route.

Outcome The Alternative has been promoted on the basis of improved economic benefits and that there are reduced impacts on the River Foyle floodplain, improved setting within the landscape, better connectivity and accessibility due to the junction location.

Statistics on Alternative No. of Landowners Directly Affected by Preferred No. of Landowners Directly Affected by Alternative No. of Landowners no Longer Directly No. of new Landowners Directly Affected Route Affected 8 10 2 4 Equivalent Length of Preferred Route 3190m Length of Alternative 3100m

SECTION 1 - SOUTH OF RIVER MOURNE – Alternative 5

Background

The Preferred Route was developed to minimise the impact on the Mourne/Finn River floodplain by staying at the periphery of it. However, this resulted in the major structure required to cross the River Mourne being skewed and tapered. An Alternative was developed to improve this situation and to allow for improved junction geometry.

An Alternative was also suggested by landowners during the consultation process.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Alternative reduces the complexity and therefore the cost of the Structure spanning the River Mourne. However, in straightening the River Mourne crossing, additional land will be required to facilitate the junction linkage to the existing A5 south of the River Mourne.

The Alternative is preferable to the Preferred Route.

Environment The Alternative extends further into the floodplain resulting in marginally greater impacts that are mitigated to some extent by the provision of connectivity through the embankment to land to the east of the Alternative. The Alternative is further away from residential properties and therefore potentially results in reduced noise and air quality impacts.

The Alternative is marginally preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis of the improvements to the junction geometry and benefits in terms of the construction of the major River Mourne structure, with reduced impacts on residential areas but increased impacts on the flood regime.

Equivalent Length of Preferred Route 1600m Length of Alternative 1550m

SECTION 2 – NEWTOWNSTEWART – Alternative 6

Background

The NIEA requested that separation be maximised from Harry Avery's Castle. The Alternative was developed on that basis and has less impact on the setting of Harry Avery’s Castle, which is a State Care Monument and minimises visual impact to the landscape south of the Town. The Alternative moves the proposed road away from the residential property to the north of the alignment but closer to the farm buildings to the south of the alignment along Oldcastle Road.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics There is no significant difference between the Preferred Route and the Alternative, although costs associated with earthworks and watercourse diversions are estimated to be lower with the alternative.

Environment The carriageway of the Alternative is approximately 25m further away from Harry Avery's Castle compared to the Preferred Route. The depth of the cutting opposite the Castle is also reduced as is the height of the embankment further east near Back Burn.

The Alternative also avoids the requirement for a 200m diversion of Back Burn that is required by the Preferred Route. In addition, the mainline landtake is lower for the Alternative due to the improved horizontal geometry, which avoids the need for central reserve widening.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility Both the preferred route and the alternative cause severance to the same landowners.

There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis of reduced environmental impacts on the cultural heritage and setting of Harry Avery’s Castle.

Equivalent Length of Preferred Route 1870m Length of Alternative 1820m

SECTION 2 – OMAGH – Alternative 7

Background

Following receipt of the Ground Investigation data and further assessment of the ecological constraints, an Alternative was developed which avoided the soft ground and woodland area south of Gillygooley Road.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Preferred Route requires a more complex engineering solution to cross the approximately 4-6m deep soft material in the woodland south of Gillygooley Road. The alternative avoids the soft ground at this location.

The Alternative is preferable to the Preferred Route.

Environment The Alternative sits lower in the valley, and avoids the woodland south of Gillygooley Road. This has benefits in terms of reduced landscape and visual impact, retention of existing screening and woodland habitat.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility Both the Preferred Route and the Alternative cause notable severance but affects the same landowners to different degrees.

There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis of economy and lesser environmental impact.

Equivalent Length of Preferred Route 1890m Length of Alternative 1850m

SECTION 3 – DOOGARY – Alternative 8

Background

In determining the Preferred Route one of the main constraints in this area was the raised bog and the soft ground between the existing A5 and Tattykeel Road. The approach was to keep 250m clear of such constraints where possible and this requirement lead to the ‘Doogary loop’ which also avoided property and provided connectivity to the existing A5. There was some objection by the public to the Preferred Route in this area at the Public Exhibitions in July 2009. The main objection was regarding the need to cross the existing A5 twice through good farmland when the perceived logical route was through an adjacent bog.

The Alternative considered did not cross the existing A5 but instead stayed as close to it as possible, passing through the edge of the bog.

Key Criteria

Safety The Alternative remains on the west side of the existing A5 and does not cross the existing road. As such there will be less Traffic Management required and buildability will be simplified.

The Alternative is preferable to the Preferred Route.

Economics The Alternative has lesser earthworks, less complex side road and accommodation track requirements and fewer and less complex structures.

The Alternative does, however, incur additional costs in terms of constructing through the bog, although it is shorter than the Preferred Route by approximately 500m and provides greater long term economic benefit from the associated increase in journey time savings.

The Alternative is preferable to the Preferred Route.

Environment The Alternative is preferable to the Preferred Route in terms of landscape and visual impacts but has more ecological impacts than the Preferred Route.

The Alternative is the preferred option here in terms of potential cumulative environmental impacts and effects.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis of economy and lesser environmental impacts.

Further work will be completed on potential foundation solutions through the bog between the V2 and V3 delivery stages and the vertical alignment will be altered to suit the final solution and minimise impact on properties in the area.

Equivalent Length of Preferred Route 3644m Length of Alternative 3139m

SECTION 3 – NEWTOWNSAVILLE – Alternative 9

Background

In identifying constraints within the Preferred Corridor, the bog area to the east of the Newtownsaville Road was deemed to be a constraint that should be avoided. This was based on the fact that areas of poor ground and potentially environmentally sensitive areas should be avoided in favour of better quality land. The Preferred Route Alignment was therefore developed to the west of Newtownsaville Road avoiding this constraint. A number of comments to the Preferred Route in this area were received from members of the public at the Public Exhibitions in July 2009 and during the first round of landowner meetings. The common theme of these comments related to the perceived lack of need to cross the Newtownsaville Road twice, passing near properties and through good farmland when an alternative route could be developed through the bog to the east of the Newtownsaville Road. A more detailed environmental assessment was completed on the bog at Newtownsaville since the Preferred Route announcement and the bog has been confirmed as having local importance only. Basic exploratory site surveys were also completed to determine the extents and depth of the bog to allow a cost to be determined for building the road through the bog. The combination of comments received from the public and the additional information described above led to the decision to develop alternatives to the Preferred Route to determine if there was a better route that better satisfied the key criteria and minimised impact on dwellings and farmland.

An Alternative was considered that passed to the north/east of the Newtownsaville Road avoiding the bog and returned to the alignment of the Preferred Route as soon as possible avoiding properties and the high ground.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Alternative is shorter than the Preferred Route by approximately 150m and has less side road crossings (structures).

The Alternative is preferable to the Preferred Route. Environment The Alternative results in reduced community severance, and is generally a less visible solution which fits more comfortably within the local landscape setting.

The Alternative is preferable to the Preferred Route. Integration The Alternative has less overall impact on properties in terms of numbers within a given offset of the route. The Alternative fits better within the existing landscape.

Accessibility The Alternative produces less overall community impacts than the Preferred Route having the least impact on existing side roads leaving them largely unchanged.

The Alternative is preferable to the Preferred Route. Outcome The Alternative has been promoted on the basis of economy, lesser environmental impacts and reduced severance.

Equivalent Length of Preferred Route 4775m Length of Alternative 4646m

SECTION 3 – BALLYGAWLEY – Alternative 10

Background

There were a number of verbal objections received from members of the public to the Preferred Route in this area at the Public Exhibitions in July 2009. The main objections related to the location of the alignment and the proposed location of the junction, which impacted on properties near the A4 Annaghilla Road. An Alternative was also proposed by several people, via a land agent, and it was agreed to look at the merits of this alternative in comparison to the preferred route. In addition, a more detailed assessment and modelling of the flooding regime of the Ballygawley Water in this area identified that an alternative crossing point of the watercourse may have less impact on the floodplain.

As a result, an Alternative was developed showing an option west of the Preferred Route.

Key Criteria

Safety There is no significant difference between the Preferred Route and the Alternative.

Economics The Alternative is the lower cost option as a result of it being shorter in length, having lesser earthworks and less land needed for flood compensation than the Preferred Route.

The reduction in the overall scheme length associated with the incorporation of this alternative, which is shorter in length than the Preferred Route, will result in journey time savings which increases the economic benefits of the scheme. Similarly the overall traffic movement changes associated with the A4/A5 junction result in an increase in economic benefits.

The Alternative is preferable to the Preferred Route.

Environment The Alternative has lesser environmental impact in overall terms compared to the Preferred Route. A review of mainlines for the Preferred and the Alternative indicates that the Preferred 3 3 Route results in the displacement of approximately 19,000m of flood water at the crossing of the Ballygawley Water; the Alternative displaces approximately 6,000m . On the basis that side roads will be developed that do not extend into the floodplain the Alternative is preferable in terms of flood impacts.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility The Alternative requires a longer link road back into Ballygawley village but accessibility is maintained.

Outcome The Alternative has been promoted on the basis of economy and lesser environmental impacts.

26 32 9 15

Equivalent Length of Preferred Route 4547m Length of Alternative 4354m

SECTION 3 - NORTH OF AUGHNACLOY – Alternative 11

Background

During the development of the Specimen Design Junction Strategy a decision was made to add a limited movement junction to the north of Aughnacloy to allow access from the A5WTC to the north of the town and to allow northbound access from Aughnacloy to the A5WTC.

This junction and the associated side roads in the vicinity of the existing A5 produced a significant impact on properties in the area. It was also found to be challenging to accommodate the geometry of a junction in the required area.

The development of the side roads and mainline south of Ballygawley also highlighted a significant impact in terms of earthworks where the Preferred Route cut into drumlins between the Lisginny road and the existing A5, causing large scars in the landscape in this area.

As a result an Alternative was developed with reduced impacts and the junction moved closer to Aughnacloy.

Key Criteria

Safety The geometry of the Alternative allows the junction to be located further from the existing A5 and further away from properties and improves the alignment for Loughans Road.

The Alternative is preferable to the Preferred Route.

Economics The Alternative has less major earthworks, less complex side road and accommodation track requirements and reduced landtake compared to the Preferred Route.

The Alternative is preferable to the Preferred Route Environment The Preferred Route would create a significant scar on the landscape as a result of the side long impact on the Drumlins in the area. The Alternative reduces this impact and fits in better with land boundaries.

The Alternative reduces the extent of visual disruption to the wider residential community to the northern edge of Aughnacloy.

The Alternative is preferable to the Preferred Route.

Integration There is no significant difference between the Preferred Route and the Alternative.

Accessibility There is no significant difference between the Preferred Route and the Alternative.

Outcome The Alternative has been promoted on the basis of better geometry, lower cost, lesser impacts in environmental terms and less impact on landtake and property compared to the Preferred Route.

Equivalent Length of Preferred Route 2858m Length of Alternative 2905m

Discounted Alternatives:

On-line Solution – Scheme Wide The Preliminary Options Report, published in September 2008, describes in detail the engineering reasoning for why an on-line solution was not achievable. Subsequent to the publishing of this report we received a number of requests for on-line widening, however it was not an appropriate solution based on the reasons outlined on the Preliminary Options Report.

Section 1:

New Buildings Bypass An alternative was proposed by the public to omit the New Buildings bypass and terminate the scheme to the south of New Buildings. It can be demonstrated that the New Buildings Bypass provides economic benefits and improved safety when compared to the existing scenario.

Termination of the scheme at Drumahoe and the A6 It has been suggested by a number of local residents that the scheme should continue around Derry city and terminate at Drumahoe and the A6. This is beyond the scope of the A5WTC and is currently being assessed as separate scheme promoted by Roads Service Northern Division.

West at Magheramason A proposal was put forward to move the Preferred Route further to the west at Magheramason and relocate the Waste Water Treatment Works to reduce the impact on a landowner. Relocation of Waste Water Treatment Works would have an impact on the designated River Foyle SAC. The alternative would also have a higher cost to that of the Preferred Route due to the relocation costs of the Waste Water Treatment Works, which has recently undergone a £2million refurbishment

Cloghcor In consultation with the public an alternative was raised to move the Preferred Route to the east of Cloghcor. This alternative resulted in a longer route in undulating terrain, requiring an increase in earthworks and additional structures and side road diversions resulting in a more expensive solution. The alternative was therefore discounted.

Park Road Ballymagorry In discussion with landowners it was suggested that an Alternative be considered to move the Preferred Route so that it follows the line of the drain which acts as a boundary between land holdings in the proximity of Park Road, Ballymagorry. Moving the footprint of the alignment into this area would result in increased impacts on the floodplain. The drain acts as the natural flood channel meaning that the Alternative is located in some of the deepest areas of flood water. As this Alternative resulted in an increase of volumetric displacement of the floodplain it was not promoted. There would also be engineering difficulties in the reestablishment of this drain in another location.

Derry Road, Strabane In discussions with landowners an Alternative was proposed which moved the Preferred Route further west away from the residential dwellings along Derry Road in Strabane. The Alternative lies in a deeper floodplain and has an increased impact on the Strabane Canal and was therefore rejected.

Glenfinn Park, Strabane Further to the Public Exhibition of the Preferred Route several residents within Strabane requested that an alternative be considered that moved the Preferred Route into Glenfinn Park resulting the demolition of a number of dwellings. As this alternative offered no engineering benefit and the costs of acquiring the properties of Glen Finn Park would increase the scheme costs it was rejected.

Carricklee, Strabane An alternative was proposed by a landowner to move the Preferred Route slightly to the south west at Carricklee in Strabane. The alternative was rejected on the basis of increased impact on a listed building and the resulting direct impact on Waste Transfer site would require processing of contaminated land and the associated costs of this. This alternative also had a detrimental effect on side road network.

Section 2:

Victoria Bridge The Preferred Route in the vicinity of a property Mulvin Road in Victoria Bridge moved from the Brown Route to the Green Route and then back to the Brown Route (colours as per the February 2009 Route Options brochure). A member of the public requested that the route be moved to the Brown route in its entirety. The alternative was rejected on the basis that it had been assessed at POR1 stage for the reason that it had a less than desirable vertical alignment north of Ardstraw and had significant associated earthworks and structures

Sion Mills A member of the public proposed an alternative along Seein Road, Sion Mills – It was requested that the Preferred Route be moved to the west of the Orange Hall on Seein Road. The alternative was rejected on the basis that to comply with highway design standards required for the alignment to pass west of the Orange Hall it would involve approximately a 3km diversion with a shift of about 300m in the vicinity of Concess Road. Whilst this option may reduce the area of land required from one landowner, some adjacent farmers/ landowners would be more severely affected when compared to the Preferred Route.

Omagh An Alternative was developed following discussions with landowners and partly followed the line of the Omagh By-pass as proposed during the 1960s. This alternative was assessed against the Preferred Route. It was concluded that the Preferred Route was favoured to this Alternative, notably on environmental grounds, with increased impact on a new housing estate, Omagh Rugby Club and the floodplain/ local drains and tributaries. However the above assessment did identify the need to avoid a habitat and deep soft material present in the woodland south of Gillygooley Road.

Section 3:

Doogary Option 1 A longer on-line Alternative that incorporated the use of the existing 2+1 was developed that required the demolition of two properties. This alignment was proposed in an attempt to remove the mainline from the Doogary Bog entirely, and it was thought that the construction saving would outweigh the cost of acquiring the two properties. Unfortunately, the road could not be entirely removed from the peat area and so sufficient savings would not be realised. This option was rejected because the chosen alternative had all of the benefits that the online solution had over the Preferred Route but avoided impact on services and had much less buildability impacts in terms of impacting on the traffic on the existing A5. This option was uneconomical compared to the chosen alternative.

Doogary Option 2 A longer on-line Alternative that largely avoided one property but required the demolition of another. This alignment was proposed in an attempt to remove the mainline from the Doogary Bog entirely, and it was thought that this construction saving would outweigh the cost of the property. Unfortunately, the road could not be entirely removed from the peat area and so sufficient savings would not be realised. This option was rejected because the chosen alternative had all of the benefits that the online solution had over the Preferred Route but avoided impact on services and had much less buildability impacts in terms of impacting on the traffic on the existing A5. This option was uneconomical compared to the chosen alternative.

Doogary Option 3 In consultation with landowners a shorter loop alignment was developed. This was discounted due to the effects on side-roads, the increased number of affected properties and an alignment that would require departures from standards.

Augher Point Road Representation was made proposing an alternative in the vicinity of Augher Point Road. Whilst the alternative was proposed reduced the impact on one landholding it increased the impacts on the land holdings either side of the . It is not possible to make sudden changes to the alignment over localised areas due to the design standards that must be adhered to for a dual carriageway standard road. There are only a limited number of acceptable radius curves that can be used and the alignment must stay within these standards to ensure a safe road layout.

Newtownsaville Option 1 There is insufficient space between the two properties on the Newtownsaville Road (Ch approx 70km) to cross at this location. The only viable place to cross would be approx 500m south prior to Rarogan Road. Generally the only achievable alignment for this Alternative would be inappropriate for a 70mph road, the geometry used it is more like a single carriageway with a 60mph design speed. The alignment is roughly following that of the existing Newtownsaville Road in the vicinity of the Tullycorker Road and as such it will have a greater impact on more dwellings than an alignment at a more remote location. The option as proposed on the plan does not include earthworks and the actual impact of this alignment on properties would be greater than that shown. The high ground in this area and the requirement to cross side roads and provide access to severed land would also increase the footprint and impact of this option. The alignment goes through a planning application south of the Newtownsaville Road, for which the foundations are already in place. It passes through another planning application at the cross roads of Tullycorker and Newtownsaville roads. It does not help chicken farming operation of one landowner and has all of the other impacts of the preferred route from Chainage Approx 69Km northwards, i.e. it crosses Glenalt, Cormore and Newtownsaville roads requiring complex side road arrangements and structures, it has a greater environmental impact than the alternative option near the bog which is lower in landscape and has a smaller footprint.

Newtownsaville Option 2 Members of the public suggested moving the Newtownsaville alignment into the bog east of the Newtownsaville Road. This option was rejected because the chosen alternative had all of the benefits that the bog solution had over the Preferred Route but avoided impact on the bog. The depth of the bog determined that the road foundation would need to be piled thus making this option an uneconomical solution compared to the chosen alternative.

Ballygawley It was suggested by a member of the public to move the Ballygawley Junction further East towards Ballygawley. The earthworks were significantly higher for this option compared to the chosen alternative and it impacted on the Lisbeg Fort which the NIEA plan to schedule. The option was longer than the chosen alternative and impacted on dwellings than the chosen option. There were also flooding impacts associated with this option resulting in extra land being required for compensatory storage. This option was uneconomical and had greater environmental impacts compared to the chosen option.

Use Tullyvar and widen online. This section of the existing A5 was examined in addition to other areas of 2+1 along the existing A5 and rejected because the proposed A5WTC road will be a predominantly high quality dual carriageway. There will be no direct private accesses or gaps in the central reserve and major road junctions will be kept to a minimum. This means that we would have to provide an alternative means of local access if we were to re-use lengths of the existing A5. This would most likely be in the form of a new parallel route. Keeping the new A5 remote, albeit close in places to the existing A5, means that local access can be maintained and disruption during construction is minimised. The standard of the Tullyvar section of the A5 would not be suitable for a Dual Carriageway and so what is currently in place would need to be significantly altered/reconstructed to comply with standards.

The Thistle in Aughnacloy A proposal was put forward to consider an Alternative that ran through the Thistle to the west of Aughnacloy. The Thistle is a designated site within the Register of Parks, Gardens, and Demesnes of Special Historic Interest in Northern Ireland and is also subject to LLPA designation (page 386, POR2). Inclusion in the Register affords this site protection through Planning Policy Statement 6 (PPS6) which specifies that historic parks and gardens included within the register should be considered in the determination of planning consent / development. Sites on the register are considered by NIEA Heritage to be of 'exceptional importance' within Northern Ireland. Any development that would materially or directly effect the site or its setting would likely result in a substantial adverse impact, and would be recorded as such within the ES for the scheme. There are also flooding issues associated with options to the west of Aughnacloy near the Blackwater.