Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

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Initial Feasibility Study – Final Report August 2009

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00 15/07/2009 First Draft Audrey Weir Russell Bissland Russell Bissland Scott Wilson Principal Engineer Technical Director Technical Director Citypoint 2 25 Tyndrum Street 01 31/08/2009 Final Report Audrey Weir Russell Bissland Russell Bissland Glasgow Principal Engineer Technical Director Technical Director G4 0JY UK

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Final Report 31 August 2009 Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

Contents

Page No

1.0 Introduction 1 1.1 Background 1 1.2 Aim of the Study 3 1.3 Report Structure 3

2.0 Existing Conditions 4 2.1 Introduction 4 2.2 Existing Conditions 4

3.0 Strategic Network Improvements 5 3.1 Strategic Road Network 5 3.2 A5 Key Transport Corridor Improvements 5 3.3 A6 Key Transport Corridor Improvements 6

4.0 A5/A6 Transport Corridors 6 4.1 Introduction 6 4.2 Description of Broadly Defined Corridors 6

5.0 A5/A6 Indicative Route Options 7 5.1 Introduction 7 5.2 Red Corridor Indicative Route Options 7 5.3 Green Corridor Indicative Route Options 7 5.4 Blue Corridor Indicative Route Option 8 5.5 Engineering Description of Route Options 8

6.0 Key Environmental Constraints 9 6.1 Introduction 9 6.2 Key Environmental Constraints 9

7.0 Conclusions and Recommendations 11 7.1 Conclusions 11 7.2 Recommendations 11

Final Report 31 August 2009 Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

1.0 Introduction

1.1 Background

The Regional Strategic Transport Network Transport Plan (RSTN-TP) 2015 was prepared by the Department for Regional Development and is based on the guidance set out in the Regional Development Strategy (RDS) and the Regional Transportation Strategy (RTS). The vision for transportation contained within the RDS, as defined in the RTS, is “To have a modern, sustainable, safe transportation system which benefits society, the economy and the environment and which actively contributes to social inclusion and everyone’s quality of life”.

The RSTN-TP represents a balanced approach to meeting ’s strategic transport needs over the defined 10 year period, making a vital contribution to the social and economic development of the region.

The RSTN of Northern Ireland comprises the complete rail network, five Key Transport Corridors (KTCs), four Link Corridors, the Metropolitan Transport Corridors and the remainder of the trunk road network. The Plan consists of proposals for the maintenance, management and development of this transport network up to the end of 2015.

The KTCs represent the top tier of the Region’s long distance routes connecting the cities and main towns to the major regional gateways and the Belfast Metropolitan Area (BMA) and are as follows:

the Eastern Seaboard Corridor – road and rail links between BMA and Dublin and northward to Larne, improving access to Warrenpoint and Rosslare;

the North Western Corridor – links the BMA to Londonderry, strengthening access to Belfast International Airport;

the Northern Corridor – links the BMA to Antrim, Ballymena, Ballymoney, , and Londonderry by road and rail;

Key Transport Corridors the Western Corridor – links west of Lough Neagh connecting Donegal, Londonderry, Strabane, Omagh and onward to Monaghan and Dublin; and

the South Western Corridor – links the BMA to Craigavon, the Fermanagh Lakelands, the and to important cross-border routes.

The five KTCs, highlighting the A5 Western and A6 North Western Corridors, are shown in the Figure opposite.

Londonderry is located at the intersection of the Northern, North Western and Western Key Transport Corridors.

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Strategic Road Improvements For the period of the Investment Strategy, Roads Service’s indicative budget has risen to £3.1 billion over the 10-year period. Under the Investment Strategy proposals, the capital investment is Strategic Road Improvements (SRIs) are major projects where the scheme cost is estimated to projected to rise from around £50m to £600m per year in 2013 and incorporates a £400m exceed £1.0m. The RTS recognises the key role that SRIs will play in delivering a modern, safe and contribution from the Irish Government to the A5 and A8 dual carriageway proposals. sustainable transport system for Northern Ireland. Key Objectives The main objectives of SRIs are to remove bottlenecks on the key network where lack of capacity is causing serious congestion and to improve the environment by providing bypasses to towns situated The following five criteria, as set out in the RSTN-TP, define the Government’s overall objectives for on the RSTN, relieving the effects of heavy through traffic. transport:

Roads Service manages the delivery of SRIs through the following programmes: Environment - to protect the built and natural environment; Safety - to improve safety; Construction Programme - Schemes already under construction; Economy - to support sustainable economic activity and get good value for money; Accessibility - to improve access to facilities for people with disabilities and those without a car Preparation Pool - High priority schemes that Roads Service is committed to progressing and to reduce severance; and through the statutory procedures which are expected to be implemented within the next 5 years Integration - to ensure that all decisions are taken in the context of the Government’s integrated or so (subject to clearing the statutory procedures, having a satisfactory economic appraisal and transport policy. the availability of funds at the time); and

Forward Planning Schedule - Schemes that perform well when assessed at feasibility stage and which are expected to be implemented within the next 10 years or so (subject to clearing the statutory procedures, having a satisfactory economic appraisal and the availability of funds at the time).

Investment Strategy for Northern Ireland and the Expanded SRI Programme

In December 2005, the Strategic Investment Board announced the Investment Strategy for Northern Ireland (ISNI), which set out how Northern Ireland can build a public infrastructure that will improve the lives of everyone and support a successful, competitive regional economy.

This strategy envisaged an investment of £1.4 billion in Strategic Road Improvements up to 2015, which represents an increase of some £400 million on the current programme, with the additional investment becoming available towards the end of the 2015 period. Roads Service has therefore developed a list of additional SRIs to define an Expanded SRI Programme to further develop and improve the motorway and trunk road network.

Investment Delivery Plan for Roads

The Investment Delivery Plan (IDP) indicates that Roads Service, in developing a Strategic Road Improvement Programme, has ensured that the contribution to the NI Executive’s three cross-cutting strategic objectives of ISNI (economic, societal and environmental) has been maximised.

The IDP (Roads) was published in May 2008 and indicates that “The Strategic Road Improvement Programme is based on the guidance set out in the Regional Development Strategy and the Regional Transportation Strategy and builds on the work of the Regional Strategic Transport Network - Transport Plan. The Programme aims to develop the strategic road network, targeting bottlenecks, in order to make all areas of the Province readily accessible to the Regional Gateways and the Belfast Metropolitan Area; and thus endeavouring to help the region realise its economic potential and make it as attractive as possible to future investors.”

Roads Service has set in place a strategy to ensure the delivery of the unprecedented levels of capital roads investment envisaged through ISNI.

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1.2 Aim of the Study

Scott Wilson was appointed by Roads Service to undertake a high level study of traffic movements around the city of Londonderry on the strategic road network and to consider how traffic on these strategic routes could best be distributed into the city.

A key element of the high level study was to undertake an Initial Feasibility Study of the A5/A6 Link Road to examine the feasibility of achieving an acceptable engineering alignment and to identify the key environmental constraints in the area.

A wide area location plan for the A5/A6 link road is shown in Figure 1.1.

In addressing the requirements of the study, the available information has been reviewed, a general study area has been defined and various transport corridors and indicative route options have been considered.

The information made available for the project included topographic data, aerial photography, and OS mapping. The available data were processed to create a coarse MOSS (MX) ground model for the study area to assist in identifying initial route options. The aerial photography and OS mapping was used to assist in identifying key constraints within the study area.

The key environmental constraints within the study area between the A5 and A6 routes have been identified. Various plans have been prepared to highlight the sensitive areas including, cultural heritage, ecology and nature conservation, land use and Area Plan designations, community facilities, water courses and floodplains, and contaminated land.

Based on the available information, a series of indicative routes were considered to allow an engineering assessment of the options to provide a strategic link between the A5 and A6 Key Transport Corridors. Details of these options are set out in this report.

The key deliverable for this study is a report on the feasibility of providing the A5/A6 link road and the key constraints within the area. At this stage, an assessment of the options is not required.

1.3 Report Structure

This report has been prepared to describe the work undertaken to satisfy the requirements of the study.

Chapter 2 presents a high-level review of existing conditions within the study area.

Chapter 3 summarises information on the strategic network improvements that are currently being developed by Roads Service in the area, including the proposed A5 and A6 dual carriageway improvements.

Chapter 4 includes a description of the A5/A6 study area and the broadly defined transport corridors.

Chapter 5 includes a description of the indicative route options within each corridor that were considered to allow an assessment of the engineering feasibility of providing an A5/A6 link road.

Chapter 6 provides details of the key environmental constraints in the area.

Chapter 7 sets out the conclusions and recommendations of this initial feasibility study.

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The purpose of the RSI surveys was to establish the origins, destinations and trip purposes of road 2.0 Existing Conditions users on strategic routes into Londonderry.

The trip distribution patterns derived from the analysis of the data collected on the A6 Glenshane 2.1 Introduction Road (Site 2) and the A5 Victoria Road (Site 3) are shown in Figure 2.5. It should be noted that the trip data was only analysed to define trip patterns around the Londonderry area and not to establish This section of the report provides a high level overview of the existing conditions within the study overall strategic trip patterns between the Key Transport Corridors. Consequently, an accurate area to the south of Londonderry between New Buildings and / Fawney. estimate of the volume of trips between the A5 and the A6 is not available at this stage.

The site on the A6 was located on Glenshane Road at Drumahoe, to the east of Londonderry. 2.2 Existing Conditions Based on the zoning system developed to define key areas and trip patterns around the city, as A general location plan for the area is shown in Figures 2.1 and 2.2. These Figures indicate the shown in Figure 2.5, 9 zones around the city each attracted more than 5% of the total number of relative location of the converging A5 and A6 Key Transport Corridors at Londonderry, with the A5 surveyed trips. The total volume of trips with destinations in these 9 zones equates to some 83% of route passing through New Buildings, , Brickkilns and Bolies, and the A6 route passing total trips on the A6 at Glenshane Road. The remaining 17% of trips have destinations which are through Drumahoe and . distributed around the network in smaller proportions.

Traffic travelling between the strategic A5 and A6 routes currently passes through the Waterside Examination of the derived trip patterns, excluding the 17% of trips which are distributed in smaller area of the city which is subject to the usual peaks in traffic demand due to the morning and evening proportions around the network, indicates that less than 5% of the traffic on the A6 has destinations commuter trips. in the New Buildings area.

In contrast to the urban conditions within the city, the area to the south of Londonderry between New The site on the A5 was located on Victoria Road, north of New Buildings, to the south of Buildings and Drumahoe along the Burngibbagh valley between the Corrody (approx. 221m high) Londonderry. and Lisglass (approx. 299m high) hills is generally tranquil in nature and relatively undeveloped, with only a network of ‘c’ class roads providing transport links between the various communities. Based on the zoning system developed to describe key areas and trip patterns around the city, as shown in Figure 2.5, 9 zones around the city each attracted more than 5% of the total number of The local road network in the area south of Londonderry is shown in Figure 2.3. On-site surveyed trips. The total volume of trips with destinations in these 9 zones equates to some 77% of observations indicate that the local road network is generally lightly trafficked, although Woodside total trips on the A5 at Victoria Road. The remaining 23% of trips have destinations which are Road which runs parallel and up to 1km to the east of the A5 Victoria Road provides a local route to distributed around the network in smaller proportions. bypass any congestion on Victoria Road on the approach to the city. Examination of the derived trip patterns, excluding the 23% of trips which are distributed in smaller Roads Service maintains a network of automatic traffic counters throughout Northern Ireland to proportions around the network, indicates that 5% of the traffic on the A5 has destinations in the provide a basis for long term monitoring of traffic demand. The locations of the counters around the Altnagelvin area. city of Londonderry are shown in Figure 2.4. In considering the above information, it should be noted that at this stage, the available data is not in Examination of the traffic data indicates that the A5 at New Buildings in 2007 carried some 12,030 a format that can readily define strategic trip patterns between the A5 and A6, only local trip patterns vehicles during an average day, relative to 11,410 vehicles recorded in 2006. The A6 east of around Londonderry. Drumahoe carried some 13,590 vehicles during an average day in 2007, relative to 13,640 vehicles recorded in 2006. It is also acknowledged that traffic flows on the A5 Victoria Road north of New Buildings could under- represent total traffic demand heading into the city as some traffic currently uses Woodside Road To set these traffic flows in context, the A2 Buncrana Road to the west of the city carried 18,260 which runs parallel and to the east of the A5. vehicles in 2007 and the A2 at City of Airport carried 15,070 vehicles in 2007. In contrast, some 31,520 vehicles were recorded on the Foyle Bridge in the same year which emphasises the A photographic record of existing conditions within the study area is shown in Figures 2.6 to 2.10. importance of this key crossing of the River Folye. Traffic Flows Trip Patterns To assist in defining current traffic conditions within the A5/A6 corridor, five temporary automatic As part of the A6 to Londonderry Stage 1 Scheme Assessment, a detailed traffic counters (ATCs) were installed on the local road network. The ATCs were located on the A5 programme of data collection surveys was undertaken in 2006. As part of these surveys, a series of Victoria Road, Woodside Road, Trench Road, Rushall Road and Ardmore Road. The ATCs provide roadside interview surveys (RSIs) was undertaken in the Londonderry area in April 2006 where a a record of traffic flows generally over a 14 day period between Monday 15 and Sunday 28 June sample of road users were stopped at the roadside and interviewed to obtain specific information 2009. A summary of the 5-day and 7-day average 24 hour flows recorded by the temporary ATCs about their journey. A total of 6 sites were defined to form a cordon around the city to establish trip over the two weeks of survey is shown in Figure 2.11. patterns into and around the city.

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3.0 Strategic Network Improvements

3.1 Strategic Road Network

Four route options, approximately 300m wide, have been developed to avoid, where possible, known The city of Londonderry lies at the intersection of three Key Transport Corridors in Northern Ireland, constraints within the preferred corridor. namely the Northern Corridor, the North Western Corridor and the Western Corridor, and is a gateway between Northern Ireland and County Donegal. The improvement of the A5 Western Transport Corridor represents a significant link in longer term plans to improve connections between Dublin, Londonderry and Donegal. Roads Service is taking forward the development and implementation of various major road improvement schemes around the city including: Transport Minister Conor Murphy and his southern counterpart Minister Noel Dempsey TD announced the preferred route for the A5 Western Transport Corridor on 21 July 2009. The Skeoge Link, which opened to traffic in March 2008; proposed 86 kilometre long dual carriageway from Londonderry to Aughnacloy is estimated to cost A2 Dualling to City of Derry Airport (under construction); between £650 million and £850 million. A2 Buncrana Road Improvements; A5 Dualling Aughnacloy to Londonderry; and The preferred corridor for the A5 to the south of Londonderry and the preferred route for Section 1 A6 Dualling Londonderry to . between New Buildings and Strabane are shown in Figures 3.3 and 3.4 respectively.

The general locations of these road improvement schemes are shown in Figure 3.1. 3.3 A6 Key Transport Corridor Improvements The provision of these strategic road improvements will create an efficient transport network for traffic travelling to and from the city of Londonderry. The A6 is part of the North Western Key Transport Corridor connecting Belfast to Londonderry.

The proposed A5 scheme will provide a new dual carriageway from the border at Aughnacloy to the The Secretary of State for Northern Ireland announced in December 2005, the inclusion of 30km of south of New Buildings. dualling of the A6 from Londonderry to Dungiven in the Regional Strategic Transport Network Transport Plan 2015, including a dual carriageway bypass of Dungiven. As part of the proposed A6 dualling between Londonderry and Dungiven, a new dual carriageway will be provided between Drumahoe and Stradreagh. This will provide a new strategic route between In February 2007, Scott Wilson completed a Stage 1 Scheme Assessment on behalf of Roads the A6 and A2 Key Transport Corridors and provide an alternative route to the existing A514 Service to examine a strategy for a dual carriageway between Castledawson and Londonderry, Crescent Link, which is becoming more heavily trafficked due to continuing development along the including a bypass of Dungiven. The Castledawson to Londonderry Stage 1 Scheme Assessment route. Report examined a number of strategic on-line and off-line corridors, including one generally based on the alignment of the existing road. The on-line corridor was recommended as the Preferred The new road between Drumahoe and Stradreagh will, in effect, create the north east quadrant of an Corridor for a new dual carriageway between Castledawson Roundabout and Londonderry. outer route along the western side of the Faughan valley for strategic traffic between the A6 and the A2. The report recommended that the western section of the route between Londonderry and Dungiven, including a bypass of Dungiven, should be taken forward at an early stage to provide improved In strategic terms, the provision of a new link road between the A5 and the A6 Key Transport overtaking opportunities for strategic traffic and to allow consideration of bypasses for some of the Corridors would provide the south-east quadrant of the outer ring road and complete the eastern half communities along the route. of a new strategic route around the city. In June 2009, Scott Wilson issued the Stage 2 Scheme Assessment Report for the Londonderry to The high-level relationship between the proposed A5 and A6 improvements and a possible A5/A6 section of the A6 route. This report sets out the results and conclusions of an assessment of link road is shown in Figure 3.2. the various route options under three main categories, namely engineering, environmental and traffic & economics, leading to the identification of the Preferred Route which will be taken forward to Stage 3 where it will undergo further refinement and assessment. 3.2 A5 Key Transport Corridor Improvements The preferred route for the A6 dualling between Londonderry and Claudy and some sample junction The A5 Western Transport Corridor is one of five Key Transport Corridors identified in the Regional layouts are shown in Figures 3.5 and 3.6 respectively. Transportation Strategy for Northern Ireland. The proposed A5 dualling improvement scheme is over 80km in length and is being developed in three sections. Section 1 of the scheme represents the section between New Buildings and south of Strabane and is approximately 22km in length.

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Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

4.0 A5/A6 Transport Corridors

4.1 Introduction To assist in investigating the feasibility of a new route within the Red Corridor, two indicative route The principal objective of the A5/A6 link road is to provide a strategic link between the A5 south of options have been considered. The options assume that key junctions would be provided at the Londonderry and the A6 east of Londonderry taking into account the proposed major investment in intersections with the A5 and A6. These options are shown in Figures 4.3 and 4.4 respectively. road improvement schemes around the city of Londonderry. The Green Corridor extends eastwards from the south of New Buildings, near Lower Tully / The approach adopted for this study has been to identify likely transport corridors and to consider a Rossnagalliagh, and generally follows the line of the Burngibbagh watercourse between the hills of number of indicative route options within these corridors to assist in undertaking an initial feasibility Corrody and Lisglass towards Glenkeen, crossing the in the vicinity of Berryburn of providing a link road between the A5 and A6. Bridge and terminating at the proposed new A6 grade-separated junction near Fawney at the B118 Road. At this stage, only broadly defined corridors have been considered to provide a new link road between the A5 south of Londonderry and the A6 east of Londonderry. To assist in investigating the feasibility of a new route within the Green Corridor, two indicative route options have been considered. The options assume that key junctions would be provided at the The study area is shown in Figure 4.1. intersections with the A5 and A6. These options are shown in Figures 4.5 and 4.6 respectively.

This area was defined taking into account the principal objective of providing a new road link The Blue Corridor extends eastwards from the north of New Buildings, near Brickkilns, towards between the A5 and the A6, the local topography in the area to the south of Londonderry and the Gortinure and thereafter generally follows the line of the Burngibbagh watercourse between the hills general alignments of the proposed A5 and A6 dual carriageway schemes. of Corrody and Lisglass towards Drumahoe, crossing the River Faughan in the vicinity of Drumahoe and terminating at the proposed new A6 grade-separated junction at Tirbracken Road.

4.2 Description of Broadly Defined Corridors To assist in investigating the feasibility of a new route within the Blue Corridor, one indicative route option has been considered. The option assumes that key junctions would be provided at the Strategic road improvement schemes are presently being developed to upgrade both the A5 and the intersections with the A5 and A6. This option is shown in Figure 4.7. A6 Key Transport Corridors to dual carriageway standard. The relationship between all 5 options is shown in Figure 4.8. The preferred route for the 86km A5 Aughnacloy to Londonderry Dualling scheme has been announced. The development and assessment of route options within the preferred corridor is ongoing and will lead to the identification of the preferred route. The preferred route for the 30km A6 Londonderry to Dungiven Dualling scheme has already been announced and the scheme is now being refined to progress through statutory procedures.

Within the limits of the study area, three broadly defined corridors have been identified within which the feasibility of providing a new road link has been investigated. The corridors are as follows:

Red Corridor from south of New Buildings along the Burngibbagh valley to Drumahoe (Tirbracken Road); Green Corridor from south of New Buildings along the Burngibbagh valley to Fawney (Tamnaherin Road); and Blue Corridor from north of New Buildings along the Burngibbagh valley to Drumahoe (Tirbracken Road).

The geographical boundaries of the three corridors are shown in Figure 4.2.

The Red Corridor extends eastwards from the south of New Buildings, near Lower Tully / Rossnagalliagh, and generally follows the line of the Burngibbagh watercourse between the hills of Corrody (approx. 221m high) and Lisglass (approx. 299m high) towards Drumahoe, crossing the River Faughan in the vicinity of Drumahoe and terminating at the proposed new A6 grade-separated junction at Tirbracken Road.

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5.0 A5/A6 Indicative Route Options Red Option 1 follows the line of overhead electricity cables before tying into the existing A6 to the north of Tirbracken Road. Red Option 2 follows a line slightly farther south and ties into the A6 to the south of Tirbracken Road. 5.1 Introduction

To assist in assessing the engineering feasibility of providing a new road link to the south of Londonderry between the A5 and the A6, a series of indicative route options was considered within each of the following three corridors: Red Option 1 is approximately 8.3km in length. The minimum horizontal radius is 1020m which is Red Corridor; the desirable minimum radius for 120kph design speed. Based on the preliminary ground model, Green Corridor; and this option has a maximum gradient of 4%, which is below the desirable maximum gradient for a Blue Corridor. single carriageway. Red Option 1 has a minimum sag curve of 37k and a minimum crest curve of 100k, which are desirable minimums for 120kph design speed and 100kph design speed It is emphasised that the indicative route options have only been developed to consider the initial respectively. feasibility of various alignment options within the corridor. These indicative route options have no other significance outside the scope of this feasibility study. The alignment of Red Option 1 is shown in Figure 5.1a. To provide an indication of the local topography, this option is also shown on a contoured base in Figure 5.1b and the vertical profile is The options within each corridor were developed following consideration of the key local constraints, shown in Figure 5.1c. To provide a visual representation of the route, three dimensional images including the local topography, properties, environmental constraints, river crossings, and overhead have been captured along the length of the option at key chainages. These images are shown in electricity pylons. Figures 5.1d to 5.1f.

Three dimensional outline layouts were developed using the Moss (MX) computer software. Red Option 2 is approximately 8.4km in length. The minimum horizontal radius is 720m which is the desirable minimum radius for 100kph design speed. Based on the preliminary ground model, this A preliminary ground model was generated from a grid of spot levels to provide approximate ground option has a maximum gradient of 4%, which is below the desirable maximum gradient for a single level information. carriageway. Red Option 2 has a minimum sag curve of 37k and a minimum crest curve of 100k, which are desirable minimums for 120kph design speed and 100kph design speed respectively. The indicative route options were developed for a single carriageway and consequently all options are based on geometry for a design speed of 100kph. The cross section adopted for the route The alignment of Red Option 2 is shown in Figure 5.2a. To provide an indication of the local options is based on a standard S2 single carriageway with an overall width of 13.1m, comprising a topography, this option is also shown on a contoured base in Figure 5.2b and the vertical profile is 7.3m carriageway (2 x 3.65m lanes), 1.0m wide hardstrips and 2.5m wide verges. At this initial shown in Figure 5.2c. stage, all route options have cutting and embankment slopes designed to 1 in 3 slopes.

A total of 5 indicative route options have been considered, namely 2 options with the Red Corridor, 2 5.3 Green Corridor Indicative Route Options options within the Green Corridor and 1 option within the Blue Corridor. Although the alignments of the route options generally follow different corridors, some sections are interchangeable including for The indicative route options within the Green Corridor follow a similar line to the Red Corridor options example the Red and Green Corridor alignments at the A5 south of New Buildings. from the A5 Victoria Road through the Burngibbagh valley, but then head farther south towards Glenkeen, crossing the River Faughan in the vicinity of Berryburn Bridge to the proposed grade- separated junction with the A6 at B118 Tamnaherin Road, near Fawney. 5.2 Red Corridor Indicative Route Options Green Option 1 forms a junction with the A5 Victoria Road to the south of New Buildings. It then The indicative route options within the Red Corridor extend from the A5 Victoria Road, south of New continues east, crossing Trench Road then follows the Burngibbagh valley before heading eastwards Buildings and north of Magheramason, forming a junction with the A5. These options would head passing south of Upper Tullyvally. The route continues south of Ballyshasky and towards Glenkeen east crossing the B48 Duncastle Road south of New Buildings, then continue north east through the before crossing the River Faughan near Berryburn Bridge and forms a junction with the A6 at the Burngibbagh valley through to Upper Tullyvally, and Currynierin before crossing the River Faughan B118 Tamnaherin Road, near Fawney. and forming a junction with the A6 east of Londonderry at Drumahoe. Green Option 2 follows the same alignment as Green Option 1 until Glenkeen, but then continues Red Option 1 and Red Option 2 follow similar alignments, but consider different tie in locations at the farther south, crossing the Berry Burn and then the River Faughan before forming a junction with the A5 and the A6. Red Option 1 ties into the existing A5 farther north than Red Option 2, but follows A6 at the B118 Tamnaherin Road, near Fawney. the same alignment as Red Option 2 from chainage 1600 (approx). At the A6, both options tie into the A6 at the approximate location of Drumahoe junction as proposed in the A6 Londonderry to Green Option 1 is approximately 9.3km in length. The minimum horizontal radius is 1020m which is Dungiven Dualling scheme. the desirable minimum radius for 120kph design speed. Based on the preliminary ground model, this option has a maximum gradient of 6%, which is the desirable maximum gradient for a single

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carriageway. This option has a minimum sag curve of 37k and a minimum crest curve of 100k, which are desirable minimums for 120kph design speed and 100kph design speed respectively. Ground model was generated from grid of spot levels, contours generated at 0.5m intervals, plan shows only prominent contours, i.e. 2.5m contours; The alignment of Green Option 1 is shown in Figure 5.3a. To provide an indication of the local topography, this option is also shown on a contoured base in Figure 5.3b and the vertical profile is At this stage, the options have not been checked for forward stopping sight distance (SSD) shown in Figure 5.3c. visibility, therefore verge widening may be necessary;

Green Option 2 is approximately 9.6km in length. The minimum horizontal radius is 720m which is Alignments run from west to east; the desirable minimum radius for 100kph design speed. Based on the preliminary ground model, this option has a maximum gradient of 6%, which is the desirable maximum gradient for a single For S2 standard road, assume design speed of 100kph. However, horizontal geometry provided carriageway. This option has a minimum sag curve of 37k and a minimum crest curve of 100k, is to equivalent of 120kph design speed, i.e. transitions provided for 120kph and a = 0.3. which are desirable minimums for 120kph design speed and 100kph design speed respectively. Therefore, alignments shown are compliant for any future upgrading to D2AP (dual carriageway,) but alignment horizontal geometry can be relaxed to provide S2 geometry; and The alignment of Green Option 2 is shown in Figure 5.4a. To provide an indication of the local topography, this option is also shown on a contoured base in Figure 5.4b and the vertical profile is shown in Figure 5.4c. TD 9/93 Highway Link Design, standards (relaxations shown in brackets)

S2 100kph Horizontal H desirable minimum = 720mR (510mR) 5.4 Blue Corridor Indicative Route Option Vertical Crest V desirable minimum = 100K (55K) Sag V desirable minimum = 26K (20K) The indicative route option with the Blue Corridor ties into the A5 north of New Buildings at Grade, desirable maximum = 6% (8%) Brickkilns. At the eastern end, this option would tie into the A6 at the same locations as the Red Corridor options. D2AP 120kph Horizontal H desirable minimum = 1020mR (720mR) Vertical Crest V desirable minimum = 182K (100K) From the A5 north of New Buildings at Brickkilns, Blue Option 1 heads generally south across Sag V desirable minimum = 37K (26K) Woodside Road along the eastern periphery of New Buildings. Thereafter, the route passes to the Grade, desirable maximum = 4% (8%) south of Gortinure Road and Corrody Hill to cross Trench Road and follow the Burngibbagh Burn valley towards the A6. The route passes through to Upper Tullyvally and Currynierin before crossing the River Faughan and forming a junction with the A6 east of Londonderry at Drumahoe

Blue Option 1 is approximately 8.8km in length. The minimum horizontal radius is 720m which is the desirable minimum radius for 100kph design speed. Based on the preliminary ground model, this option has a maximum gradient of 6%, which is the desirable maximum gradient for a single carriageway. This Option has a minimum sag curve of 37k and a minimum crest curve of 100k, which are desirable minimums for 120kph design speed and 100kph design speed respectively.

The alignment of Blue Option 1 is shown in Figure 5.5a. To provide an indication of the local topography, this option is also shown on a contoured base in Figure 5.5b and the vertical profile is shown in Figure 5.5c.

5.5 Engineering Description of Route Options

The relationship between the five indicative route options is shown in Figure 5.6.

The key engineering features of the options are as follows:

All route options are S2 single carriageway;

Total cross section width = 13.1m (7.3m carriageway (2 x 3.65m lanes), 1.0m hardstrips, 2.5m verge);

All route options have 1:3 earthwork slopes;

Final Report 8 31 August 2009

Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

6.0 Key Environmental Constraints

6.1 Introduction During construction, the route is likely to result in comparatively little disruption to strategic traffic, as This section of the report provides an overview of the key environmental constraints relating to the construction is predominantly off-line with the only significant disruption occurring at the tie-ins with provision of a new road link from the A5 south of Londonderry in the area of New Buildings to the the A5 and the A6. Disruption however would be significant for those rural properties located in proposed A6 dual carriageway to the east of Londonderry in the area from Tirbracken Road at close proximity to the scheme, particularly in proximity to Ardmore. There would also be disruption Drumahoe to the B118 Tamnaherin Road at Fawney. as it crosses various minor roads within the local road network and also a risk of watercourse contamination during construction which would be a significant issue due to the sensitivity of the watercourses potentially traversed. 6.2 Key Environmental Constraints From an Ecological and Nature Conservation perspective, one designated ecological site would be From an Air Quality and Traffic Noise perspective, a route between the A5 and A6 is likely to affect directly affected between Drumahoe and New Buildings, namely River Faughan and Tributaries relatively few properties due to the rural character of the study area. Nevertheless, a major issue ASSI / cSAC as shown in Figure 6.2. The River Faughan and Tributaries is designated as an Area would be the introduction of strategic traffic into a rural environment, which currently experiences low of Special Scientific Interest (ASSI) and a candidate Special Area of Conservation (cSAC) and ambient noise levels and good air quality. therefore is fully protected via The Conservation (Natural Habitats, etc.) (Amendment) Regulations (Northern Ireland) 2007 and by European Law under the EC Habitats Directive (Council Directive Consequently properties within the study area may experience a deterioration in local air quality and 92/43/EEC). Thus the site is of International importance. an increase in noise levels with the proposed A5/A6 link road, especially in the vicinity of Ardmore. Of particular note however would be the potential for slight improvements in local air quality for A primary reason for the cSAC selection is the presence of Atlantic salmon for which the site is residents along the existing route between the A5 and A6, particularly in the vicinity of Altnagelvin considered to be one of the best areas within the UK. Other qualifying features, though not the Hospital, though any change in noise levels would be negligible. primary reason for site selection, include old sessile oak woodlands for which the area covered by the designation is considered to support a significant presence of otter. There are no Air Quality Management Areas (AQMA) within the study area, nor is it expected that the proposed scheme would result in an improvement in air quality conditions within Londonderry The main potential impacts to the designated site by the proposed scheme relates to the proposed AQMA, which is located on the western side of the city, due to traffic redistribution. river crossing point, with subsequent loss of habitat including riparian trees and semi-improved neutral grassland. In-addition to the habitat loss, construction phase impacts relating to disturbance In terms of Cultural Heritage, there are approximately 30 known archaeological sites within the study of a European Protected species (otter) and the passage of migratory fish, namely Atlantic salmon, area, one of which is a scheduled monument (a Rath at Gortinure), as shown in Figure 6.1. The may occur. majority of these sites are located closer to New Buildings, increasing the potential for finding unknown/unrecorded archaeological remains in this area, though the discovery of archaeological With reference to the Derry Area Plan 2011, the closest Area of Local Nature Conservation and remains throughout other parts of the study area remains a strong possibility. Amenity Importance (AoLNCAI) is Prehen Wood, on the fringe of the study area. Essentially, the entire area between the existing A6 at Drumahoe, through Ardmore to the Rushall Road is a rich and With regards to built heritage, the majority of listed buildings/structures are located along Ardmore diverse habitat, consisting of extensive mature woodland. A road through this area is likely to create Road, which includes Ardmore House, Glenkeen House, Beech Hill House and Fort James extensive habitat loss, but more importantly habitat severance. South-west of Rushall Road through Residential Home, amongst others. Therefore even if a listed building/structure would not be directly to New Buildings, the area is dominated by improved and semi-improved agricultural land, which is affected by the proposed link road, there is significant potential for impact upon setting within this generally less species diverse. historic landscape. From a Landscape perspective, a route between Drumahoe and New Buildings would pass through In addition, there are a number of registered Demesnes associated with the listed buildings/ a tranquil and relatively undeveloped area. The construction of a carriageway between Drumahoe structures along Ardmore Road which are at high risk of being directly affected. These include and New Buildings would have a profound adverse impact upon both the landscape and views. Ashbrook/Beech Hill Demesne (which is the larger of the two sites) and a supplementary site Whereas the undulating nature of the landscape along the entire route corridor may screen the (Ardmore) located to the south-east along Ardmore Road. proposal to an extent, generally it would suggest that any significant cutting and earthworks likely to be required by the proposal would be inappropriate due to the alteration and inversion of the natural The study area also has a rich industrial heritage, particularly in the vicinity of Ardmore, including landform and landscape pattern. With reference to Figure 6.3, the area that surrounds the River sites such as the old bleaching and beetling mills and bleach greens adjacent to the River Faughan. Faughan is designated as an Area of High Scenic Value (AoHSV) and therefore is particularly Other Industrial Heritage sites throughout the study area include bridges, flax mills, corn mills and sensitive to change. It would be generally recognised that any crossing of the Faughan in this area reservoirs. Four defence heritage sites are located within the study area. Located at the site of the is likely to have a profound adverse visual impact, the extent of which would largely be determined Beech Hill Hotel is the former US Marines Headquarters. Located close to Trench Road is the site of by the form and scale of the proposed crossing structure. a refugee camp, with a Bombing Decoy located at Corrody. The final defence heritage site is that of a Blast Shelter within Prehen Wood.

Final Report 9 31 August 2009

Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

From a Land Use perspective, it is envisaged that property loss within the study area would be With reference to Figure 6.6, there are several areas of either potentially or known areas of relatively low, as it is predominantly rural. However between the existing A6 and south-west of Contaminated Land, the majority of which are in the Ardmore district, associated with the industrial Ardmore, there are numerous clustered areas of development and more isolated individual heritage of the area including the bleach works and some small sand and gravel pits. More residential properties, acting as potential constraints on a chosen route alignment. significantly however is a large refuse tip, east of Duncastle Road. Similarly, any route alignment tying in with the A5 north of New Buildings would be influenced by an active landfill site (former With reference to the Derry Area Plan 2011, and Figure 6.3, it is evident that the study area is largely quarry), to the immediate east of the Woodside Road. within designated greenbelt, thus avoiding any areas zoned for residential or industrial development. Land has been zoned around Drumahoe for housing and an area zoned for industrial use to the From a Policies and Plans perspective, the A5/A6 link road would help to develop the socio­ south of New Buildings, adjacent to an existing area of industry, however these areas are unlikely to economic growth of Londonderry and building on its importance as a gateway and hub for Northern be directly affected. Ireland. With regards to Planning Policy Statements (PPS), the proposed scheme would traverse the River Faughan and Tributaries ASSI / cSAC and therefore the effects on biodiversity would need Of all the Land Use issues, the most significant would be the potential for impact on the City of Derry to be carefully considered. The scheme would meet the provisions of PPS15 and PPS21 in that the Golf Club, situated between the A5 Victoria Road, and the Woodside Road, as the golf course A5/A6 link road is regionally important and a necessary scheme which identifies it as an exceptional occupies the lands extending between Dunwood Park to the north, and Dunhugh Park to the south. development. In terms of the Derry Area Plan 2011, the link would meet the plan aims which are to improve the transport network through a roads programme which will help to develop the economic In terms of Community Effects, with reference to Figure 6.4, it is evident that there are a number of capacity of Londonderry and improve its function as a key hub and gateway. community facilities, located throughout the study corridor, particularly between the existing A6 and Ardmore. Such facilities include Ardmore Cricket Ground, the Berryburn Cricket Ground, Ardmore Country Park, St. Mary’s Church (Ardmore Chapel) and several playing fields.

North of Ardmore is Ballyshaskey Golf Course, covering an extensive area between the River Faughan and Ardmore Road. Any route through this area could create significant community severance for people who currently enjoy a quiet, rural location away from strategic traffic and may also result in the loss of community facilities. Beyond Ardmore, to the south-west, there are very few known community facilities within the study area, except for an equestrian facility along Gortinure Road.

Of all community facilities within the study area, probably the most at risk is the City of Derry Golf Club at Prehen, referred to previously. This is a long-established golf course, which has been extended on a number of occasions to the present 27-hole complex, comprising an 18-hole championship course, and a 9-hole hillside course, as well as a practice area and putting green.

With regards to cycling facilities, National Cycle Network (NCN) Route 93 and Faughan Valley Cycleway Route 1 pass through New Buildings and along the A5, thus would potentially be affected by the proposed scheme. In addition, Faughan Valley Cycleway Routes 1 and 2 traverse the study area, along the Ardmore Road, and thus would be affected irrespective of route choice.

In terms of Views from the Road, there is potential for new and interesting views to be opened up to the travelling public, particularly across the Burngibbagh Valley between Ardmore and New Buildings. This is a very attractive and scenic valley corridor. The crossing of the River Faughan would also open up interesting views to the vehicle traveller.

There are numerous tributaries of the and River Faughan within the study area which would be affected, however the most significant watercourses potentially affected would be the River Faughan, Burngibbagh River and the Berry Burn (Figure 6.5).

Irrespective of route choice, the River Faughan would be traversed between the existing A6 and Ardmore and the Burngibbagh River, which meanders through the centre of the study area. The River Faughan is a renowned salmon fishery. As such, the River Faughan and Burngibbagh River are both designated salmonid watercourses under the EC Freshwater Fish Directive (78/659/EEC), suitable for sustaining and supporting salmonid species. Any alignment which deviates from the existing A6 south of The Cross, would also have to traverse the Berry Burn, another important tributary of the River Faughan.

Final Report 10 31 August 2009

Roads Service Improved Roads Linking Around Londonderry A5/A6 Link – Initial Feasibility Study Indicative Route Options and Key Environmental Constraints

7.0 Conclusions and Recommendations

7.1 Conclusions

Scott Wilson was appointed by Roads Service to undertake a high level study of traffic movements around the city of Londonderry on the strategic road network and to consider how traffic on these In considering the possible traffic effects of an A5/A6 link road, it should be noted that the link would strategic routes could best be distributed into the city. provide an attractive alternative route for strategic traffic, and potentially for some internal trips, between the A5 and A6 Key Transport Corridors to avoid travelling though congested parts of the A key element of the high level study was to undertake an Initial Feasibility Study of the A5/A6 Link city and that the combination of an A5/A6 link road and the proposed dual carriageway between Road to examine the feasibility of achieving an acceptable engineering alignment and to identify the Drumahoe and Stradreagh could result in significant additional traffic being attracted on to the route. key environmental constraints in the area. It should also be noted that the cost of the new road link and the associated economic road user The work undertaken for this Initial Feasibility Study has involved the definition of a general study benefits have not been assessed at this stage to examine the economic viability of the new link road. area, the selection of three transport corridors and the identification of indicative route options within these corridors to allow an examination of the feasibility of providing a new road link between the A5 Based on a desk study of the key environmental constraints, it is concluded that the most significant near New Buildings and the A6 near Drumahoe / Fawney. issues associated with a possible route between New Buildings and Drumahoe is that it would introduce a new strategic route through a rural, tranquil and picturesque landscape. It would pass Based on a desk study of the information presented in this report, it is concluded that the provision of through a largely unspoilt rural landscape and be out of character with the surrounding area. The a new road link between the A5 and the A6 Key Transport Corridors is feasible in terms of highway route could also significantly alter the rural and rich cultural heritage character of the Ardmore area, alignment, although there are likely to be significant engineering, environmental and economic with the potential loss of extensive woodland and industrial heritage sites as described above and challenges in providing this new link. impact on the River Faughan and Tributaries ASSI / cSAC. Any tie-in with the A5 north of New Buildings would also have a significant adverse impact on the City of Derry Golf Club. It should be emphasized that the Expanded Strategic Road Improvement Programme makes no specific reference to a new road link between the A5 and A6 Key Transport Corridors. Although the findings of the initial high level study indicate that the provision of an A5/A6 link is feasible, there are significant engineering, environmental and economic challenges and a significant At this stage, the likely junction arrangements with the developing A5 and the A6 schemes have not amount of additional work is required to identify, develop and assess the preferred corridor for the been considered. In the case of the A5, the junction arrangement would be influenced by the link. alignment of the preferred route. In the case of the A6, the new road link would be required to tie into the proposed junction at either Tirbracken Road, Drumahoe, or Tamnaherin Road, Fawney, although it is acknowledged that the junction arrangements at these locations are still being 7.2 Recommendations developed and alterations to the proposed layouts would be difficult. In the event that the scheme is taken forward, it is recommended that the Department should give It is also emphasized that no assessment of the engineering, environmental and operational effects consideration to the following. of the route options within the identified corridors has been undertaken, the results of which could affect the feasibility of providing an overall acceptable road link between the A5 and A6. In A transport assessment of conditions within the existing corridor should be undertaken to particular, it should be noted that no assessment of ground conditions has been undertaken within quantify existing conditions and establish the level of demand for a new road link between the A5 the various corridors which could potentially preclude the provision of the link. and the A6 Key Transport Corridors;

It should be noted that an assessment of existing traffic conditions and future traffic demand for a Options should be developed and assessed in accordance with the standard procedures set out new road link between the A5 and the A6 has not been undertaken to establish the need for the road in the Design Manual for Roads and Bridges and Web TAG as appropriate to assess the benefits link and to estimate any associated road user benefits. and disbenefits associated with various corridors in terms of engineering feasibility, environmental impact, operational performance, economic viability and overall affordability; and Although some initial information on local trip patterns is available and has been discussed in this report, it should be noted that at this stage, the available data is not in a format that can readily The wider effects of a new road link between the A5 and A6 Key Transport Corridors should be define strategic trip patterns between the A5 and A6, only local trip patterns around Londonderry. It considered taking into account the potential for further strategic transport improvements in the is also noted that traffic flows on the A5 Victoria Road north of New Buildings could under-represent area. total traffic demand heading into the city as some traffic currently uses Woodside Road which runs parallel and to the east of the A5.

Final Report 11 31 August 2009

GLASGOW NEWCASTLE BELFAST DUBLIN Citypoint 2 Scottish Provident House Beechill House 1st Floor, Bracken Court 25 Tyndrum Street 31-33 Mosley Street Beechill Road Bracken Road Glasgow Newcastle-upon-Tyne Belfast Sandyford G4 0JY NE1 1YF BT8 7RP Dublin 18 Phone +44 (0)141 354 5600 Phone +44 (0)191 255 8080 Phone +44 (0)28 9070 5111 Phone +353 (0)1295 3100 Fax +44 (0)141 354 5601 Fax +44 (0)191 255 8081 Fax +44 (0)28 9079 5651 Fax +353 (0)1295 3282

EDINBURGH MIDDLESBROUGH BELFAST DUBLIN 23 Chester Street Victoria House Hawthorn Office Park 2nd Floor Edinburgh 159 Albert Road 39 Stockmans Way 50 City Quay EH3 7ET Middlesbrough Belfast Dublin 2 Phone +44 (0)131 225 1230 TS1 2PX BT9 7ET Phone +353 (0)1633 4178 Fax +44 (0)131 225 5582 Phone +44 (0)1642 218 476 Phone +44 (0)28 9038 0130 Fax +353 (0)1635 9904 Fax +44 (0)1642 223 582 Fax +44 (0)28 9038 0131

INVERNESS LONDONDERRY 6 Ardross Street River House Inverness 12-14 John Street IV3 5NN Londonderry Phone +44 (0)1463 716000 BT48 6JY Fax +44 (0)1463 714639 Phone +44 (0)28 7126 9676 Fax +44 (0)28 7126 6302