ENVIRONMENTAL HEALTH DEPARTMENT

AIR QUALITY ACTION PLAN

March 2008 Table of Contents

Section Page

1.0 Executive Summary 2 2.0 Profile of 3 3.0 Air quality strategy 4 4.0 Action Plans 5 5.0 Air Quality and Transport 8 6.0 ’s existing road network 9 7.0 Consultation with relevant statutory agencies 10 8.0 Consultation with residents, local businesses & interested 16 parties 9.0 Conclusion 18

Appendix 1 Map of AQMA in Dungiven 20 Appendix 2 Map of NOx sampling points within Dungiven AQMA 22 Appendix 3 Map of existing road network and approach roads 24 Appendix 4 Flowchart of proposed stages of A6 dualling scheme 26

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1.0 Executive Summary

In recent years Limavady Borough Council has undertaken a review of air quality within the Borough and as a result of this review an air quality management area has been declared within Dungiven. Monitoring has identified levels of nitrogen dioxide in excess of the annual mean national air quality objective of 40µg/m3

In accordance with the requirements of the Environment () Order 2002 Limavady Borough Council has formulated a draft air quality action plan which sets out those measures which could be put in place to address this problem.

Nitrogen dioxide arises from emissions of both nitrogen dioxide and nitric oxide from combustion processes. When mixed with ambient air nitric oxide is converted to nitrogen dioxide. Together nitrogen dioxide and nitric oxide are referred to as oxides of nitrogen (NOx). This plan looks at those measures which could if implemented reduce NOx levels in order to achieve the air quality objective. The primary source of NOx emissions within Dungiven is traffic.

The formulation of this plan involved consultation with DRD Roads Service which has responsibility within Northern Ireland for traffic management and development of infrastructure, local residents and business owners.

Consideration was given to a range of measures which could, in theory, be deployed to impact positively upon air quality within Dungiven whilst at the same time ensuring road safety was not compromised. Such measures included traffic calming the introduction of traffic lights, the introduction of a one way system around the village, the introduction of low emission zones, priority for high occupancy vehicles and the construction of a bypass. Each measure has been critically examined within this report and its suitability within the context of Dungiven has been determined.

Assessment has indicated that many measures are unsuitable within Dungiven given the existing road network, the lack of alternate routes in and around the village and the inability to introduce additional roads or laneways within the village itself. The resolution of existing emission problems within Dungiven is hindered by the fact that there is only one road which enters the village and one road which leaves it.

Having considered each measure it is felt that the only way to tackle the existing problem within Dungiven is to construct a bypass. This proposal forms part of the Strategic Transport Network Transport Plan (RSTN TP) 2015. A bypass is proposed as part of a wider dualling scheme of the main A6 which forms an arteriole route between the City of and Dungiven.

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2.0 Profile of Limavady Borough

The Borough of Limavady is situated in the north-west of the Province. The map below shows it location in relation to the rest of the Province. It covers an area of approximately 239 square miles and has a resident population of almost 32,000 people. The main centre of population within the Borough is Limavady town itself. Its population is in the region of 13,000 and is mainly residential in character with a small commercial base. Limavady was previously a market town but in recent years has developed into a commuter base for residents working in the neighbouring towns of and Londonderry. Outside Limavady town are the smaller communities of Dungiven, Ballykelly, , and . These smaller areas predominately rely on agriculture as a source of revenue. Limavady Borough Council is bounded to the west by , one of the largest authorities in Northern Ireland, Coleraine Borough Council to the east and District Council to the south.

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3.0 Air Quality Strategy

The air quality strategy for England, Scotland, Wales and Northern Ireland provides a framework for air quality control through air quality management and air quality standards. The strategy and other standards and their objectives have been enacted through the Air Quality Regulations (Northern Ireland) 2003 within Northern Ireland. The Environment (Northern Ireland) Order 2002 requires district Councils within Northern Ireland to undertake air quality reviews and assessments. The review and assessment of air quality is the first step in the Local Air Quality Management process. Local authorities are required to identify those areas where the prescribed air quality objectives are not likely to be met by or at any point beyond the relevant deadline. These areas are declared as air quality management areas (AQMA). Such areas are only declared where exceedences occur at locations where members of the public might reasonably be exposed i.e. relevant locations.

The first stage review and assessment within Limavady Borough Council identified possible exceedences of the nitrogen dioxide, sulphur dioxide and particulate matter air quality objectives. Further modelling and monitoring however revealed that the sulphur dioxide and particulate matter objectives were not being exceeded. However, one area within the Borough was shown to exceed the annual mean objective level for nitrogen dioxide. This area at the western end of Dungiven Main Street was declared an AQMA in March 2006.

The principal source of nitrogen oxides emissions is traffic emissions. Nitrogen dioxide is a respiratory irritant associated with both acute and chronic effects on human health. Nitrogen dioxide (NO2) and nitric oxide (NO) are collectively referred to as nitrogen oxides (NOX). All combustion processes produce NOx emissions largely in the form of nitric oxide which is then converted to nitrogen dioxide, mainly as a result of its reaction with ozone in the atmosphere. It is nitrogen dioxide which is associated with the adverse effects on human health.

Limavady Borough Council declared this area as an AQMA as concentrations were found through monitoring to be in excess of the annual mean objective level of 40µg/m3. The area declared is shown in the map 1 Appendix 1.

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4.0 Action Plans

Where a local authority has designated an AQMA it then has a duty to produce an action plan for that area. This action plan must set out what measures the authority intends to introduce in pursuit of the air quality objective which is being exceeded. The principal aim of such a plan is to utilise all reasonable measures to reduce pollutant levels and in turn lessen its impact on human health. The measures selected should be proportionate to the risk posed and should ensure that the problem is resolved and not simply transferred to another area. In deciding which measures are to be put in place the local authority must engage with other relevant authorities and the community who live and work within the AQMA.

Limavady Borough Council is responsible under article 13(2) of the Environment (Northern Ireland) Order 2002 to prepare and submit an action plan to the Department of the Environment for Northern Ireland. The prime responsibility for preparing and submitting the action plan rests with local authorities whilst the measures which are to be implemented may well rest with another relevant authority. In the case of Dungiven’s AQMA where traffic emissions are the main pollutant source the main relevant authority is DRD Roads Service who is responsible for road infrastructure and traffic management within the Province.

In light of the elevated levels of nitrogen dioxide in Dungiven, Limavady Borough Council has continued to monitor pollutant levels within the AQMA. Passive diffusion tubes have been located at various sites within the AQMA to gauge pollutant levels. The sampling points are shown on map 2, Appendix 2. The levels recorded on a monthly basis are shown in Table 1.

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Table 1:NO2 Passive diffusion tube monitoring, Dungiven AQMA 2006

Tube Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec A1 58.35 59.54 51.13 50.67 46.62 39.43 57.70 * 46.93 62.92 52.91 41.74 A2 56.20 52.23 53.52 45.05 43.85 42.66 52.49 * 40.50 54.34 36.71 44.45 B1 68.43 58.43 52.40 45.76 48.76 53.63 20.97 51.11 65.89 56.51 58.62 43.47 B2 65.95 67.14 58.57 38.27 45.94 55.40 21.08 45.96 65.57 64.20 60.98 43.85 C1 64.71 65.69 63.40 43.28 53.27 51.13 56.87 65.75 56.71 64.40 51.18 46.18 C2 59.18 58.32 55.55 37.97 60.67 54.61 49.51 56.06 50.23 64.79 44.56 41.13 D1 59.34 46.92 40.28 41.86 45.60 48.11 46.96 42.25 48.18 54.04 53.34 * D2 53.56 46.19 42.83 40.80 45.66 50.84 46.75 43.49 48.12 50.19 48.41 48.29 E1 57.11 52.45 47.11 48.45 42.27 43.92 - 45.65 45.58 52.46 50.82 50.09 E2 53.97 40.44 51.52 47.59 45.15 50.56 - 47.30 53.04 46.55 52.39 52.43 F1 - 56.19 48.40 35.03 38.77 37.27 47.48 35.19 39.05 43.83 40.30 37.22 F2 - 57.87 48.05 41.00 43.62 39.55 45.03 49.57 45.80 49.16 39.68 36.27 G1 50.99 47.87 47.81 40.75 35.16 43.29 51.03 36.58 52.98 - 48.58 44.67 G2 63.06 54.41 43.45 40.03 37.98 45.19 46.28 41.01 54.11 - 41.35 49.19 H1 62.65 52.00 51.75 47.59 41.48 53.37 59.06 42.10 56.07 53.65 58.06 55.22 H2 53.72 51.22 51.22 46.52 43.85 57.24 58.43 46.06 58.66 59.07 50.55 54.69 I1 59.76 55.63 56.69 ------45.19 - I2 * * * * * * * * * * * * J1 32.73 24.19 23.00 21.36 18.68 18.54 23.01 23.50 - 18.24 26.79 24.75 J2 30.08 24.13 22.08 14.28 19.41 19.24 22.23 22.31 - 25.69 25.67 25.01 DC1 44.04 47.40 37.72 27.98 31.04 32.77 36.47 24.68 32.36 40.74 * 40.44 DC2 42.31 41.55 40.15 23.57 28.84 30.24 36.79 25.71 34.03 37.73 42.14 40.89 DC3 44.79 46.79 39.93 28.59 30.70 35.37 34.60 22.52 34.62 37.14 44.16 39.84 DAUN1 31.18 24.90 19.41 12.12 10.46 12.08 12.56 10.46 14.28 18.69 25.41 18.94 DAUN2 26.15 22.72 18.49 10.34 11.77 13.08 14.07 9.53 18.97 19.97 20.18 10.14 DAUN3 23.18 22.17 19.85 13.84 13.19 14.26 12.71 8.19 13.42 17.80 20.57 12.22

All figures in µg/m3 - missing tube * control - not exposed

J1 & J2: background monitoring site, New Street, Dungiven. DC1-DC3: Dales Corner, Derry City Council continuous NOx monitor – Collocation study DAUN1-DAUN3: Derry City Council AURN site continuous background NOx monitor – collocation study

** bias as stated in University of West England website www.uwe.ac.uk/aqm/review/links.html (overall factor 0.98 (2006 data) Gradko 20%TEA in water).

On the basis of these monthly levels the annual means for each sampling point have been calculated and are shown in Table 2 below.

6 Table 2

NO2 Annual Mean, Dungiven 2006

Sampling point Location in Dungiven Annual mean NO2 concentration (µg/m3) A1 Main Street 51.63 A2 Main Street 47.45 B1 Main Street 51.99 B2 Main Street 52.74 C1 Main Street 56.88 C2 Main Street 52.71 D1 Main Street 47.89 D2 Main Street 47.09 E1 Main Street 48.72 E2 Main Street 49.17 F1 Main Street 41.70 F2 Main Street 45.05 G1 Main Street 45.43 G2 Main Street 46.90 H1 Main Street 52.75 H2 Main Street 54.41 I1 Main Street/ Ballyquin 54.31 Rd junction I2 Not exposed - (control) J1 New Street 23.16 (background) J2 New Street 23.71 (background)

3 The annual mean concentrations of NO2 within the AQMA range from 41.7µg/m at sampling point F and 56.88µg/m3 at sampling point C. Point C is close to the Main Street/Ballyquin Road junction where congestion tends to be more prevalent as traffic slows at the junction and tail backs towards the centre of the village causing vehicles to stop.

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5.0 Air Quality and Transport

The elevated levels of nitrogen dioxide within Dungiven are directly attributable to traffic emissions. On average almost 14960 vehicles per day pass through the village per day (AADT). This is a combination of local traffic and passing traffic. Approximately 83.6% of this traffic is cars/vans, 5.8% medium sized commercials, and 10.6% heavy goods vehicles (buses, rigid and articulated) (DRD Roads Service Traffic and Travel Information 2006). The large majority of this traffic is ‘passing’ traffic – this stretch of road forms part of the main arteriole route between the cities of and Londonderry and forms an important haulage route for the north west of Ireland to the ports of Belfast and Larne. Local traffic forms a small proportion of the total AADT.

National and Regional transport frameworks In order to assess how air quality within the AQMA can be reduced it is important to look at national and regional frameworks which relate to traffic.

National Context A National Policy Framework has been implemented and has led to significant improvements in local air quality policy. Such developments will continue and further improvements are expected. Key transport initiatives include

9 Regulatory measures/standards to reduce vehicle emissions and improve fuels 9 Tax based measures that encourage people to supply & use cleaner fuels and encourage the purchase of ‘environmentally friendly’ vehicles

Regulatory measures have been introduced to cut vehicle emissions. There are tighter EURO standards on vehicles and fuels imposed by the EU Auto-Oil programme which has been set up in partnership with the oil and motor industries. There has been a reduction of some 50% in PM10 and NOx emissions from road vehicles between 1990 and 2000 and it is expected that an additional reduction of 30% will be achieved by 2010. Emissions from vehicles are now tested as part of the annual MOT test for vehicles over 3 years old and all new vehicles since 2005 have been fitted with on-board diagnostic systems which will alert the driver to any irregularities with the vehicle. Tax based measures have also been introduced to promote greener fuels and lower CO2 emissions. Fuel duty differentials have been applied with greener fuels having less duty applied than diesel and petrol. Since April 2001 vehicle excise duty has been graduated according to level of CO2 emitted.

Regional Transport Strategy for Northern Ireland 2002-2012 This strategy sets out a framework for action which will facilitate a wide range of initiatives aimed at bringing about a phased change in the quality of transport and infrastructure. Measures are designed to target local needs and objectives.

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6.0 Dungiven’s existing road network

Map 3, Appendix 3 shows the village of Dungiven. It shows the existing road network with Main Street forming the only main route through the village and Ballyquin Road, Station Road, New Street and Road running off it.

Before considering the options which could be implemented within Dungiven consideration needs to be given to the existing road network leading into the village and through the village itself. Traffic coming from the direction of Londonderry enters the village over the Roe Bridge and onto Main Street. As this stretch of road forms part of the main Londonderry to Belfast route it is understandably very busy. Most passing traffic would continue along Main Street onto Chapel Road and then onto the towards Belfast.

Most businesses within Dungiven are located on Main Street so local traffic is concentrated on it. Those roads which access residential areas within Dungiven such as Ballyquin Road, New Street and Garvagh Road branch off Main Street.

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7.0 Consultation with Relevant Statutory Agencies

In developing this action plan consultations were held with DRD Roads Service as they are primarily responsible for the road network and traffic management with Northern Ireland. Following our initial discussions the traffic management options listed below were considered.

(a) Traffic Calming Traffic calming measures include such measures as road humps, central islands, chicanes, roundabouts and priority junctions. These measures are designed to improve driver behaviour and control speed. Primarily they would be deployed to improve road safety but have been shown, in some cases, to impact upon pollution. However within Dungiven it is felt that their use would have limited impact. There is limited opportunity for traffic calming in Dungiven Main Street, particularly in the area where air quality is poorest due to limited road width. It would not be feasible to construct a roundabout - there is simply not the space for one at the junction of Ballyquin Road and Main Street. Chicanes, priority junctions and speed humps would slow traffic within the AQMA and simply compound the existing congestion and pollution problems. Within the AQMA traffic calming schemes would interrupt the flow of traffic resulting in greater stopping, idling, starting and acceleration of vehicles thereby increasing the level of pollution. Traffic calming would have a negative impact on the existing problem and such measures have been discounted as unsuitable within Dungiven.

(b) One way traffic scheme In order to implement a one way system within Dungiven the only possible scheme would involve making Main Street one way between Ballyquin Road and Garvagh Road. Traffic entering Dungiven from Londonderry would be redirected onto Ballyquin Road into Station Road re-emerging onto Main Street at the Garvagh Road junction. Even with this diversion in place all traffic entering Dungiven from Derry would have to use the lower end of Main Street within the AQMA, so any benefit would be negligible.

The diversion route would be through a residential area and while it has been used before on a temporary basis DRD Roads Service are of the opinion that there would be objections to its permanent use both from residents of Station Road and Garvagh Road (on safety and environmental grounds) and from traders on Main Street.

Traffic signals would be required at each junction. The diversion route would involve four turn movements at junctions and would involve greater distances being travelled by both through and local traffic. Traffic stopping at the junctions, particularly the many heavy lorries which pass through the village would add to the pollution, as would the greater distances travelled.

10 (c) Traffic signals Signals might, in theory, help the flow of traffic on side roads, but again their introduction would involve stopping the Main Street traffic which is the main through-flow thus leading to stop/start situations, queuing traffic and potentially increasing pollution. They would not impact upon the traffic entering the village from the west and leaving the village to proceed to Derry City as it has to enter the AQMA.

(d) Traffic Regulation DRD Roads Service has the power to serve Traffic Regulation Orders (RTO’s) to manage traffic flow and address traffic problems. Within these Orders DRD Roads Service would stipulate alternate routes which vehicles should use. These Orders may seem appropriate for use within Dungiven but as there are no alternate routes for traffic to take the implementation of such Orders would have no impact on current traffic volumes or emission levels. It is not possible for local traffic to avoid the AQMA and as it forms part of the main arteriole route between Derry City and Belfast passing traffic has only one route which it can take.

(e) Reallocation of road space. The reallocation of road space is designed to reduce traffic volumes and encourage the use of alternative methods of transport. The desired effect is to encourage greater public transport use and attract more pedestrians and cyclists into the area. The design of such areas should not however create increased congestion. As the majority of traffic within Dungiven is passing through it is felt that the reallocation of road space would not impact upon the current problems. There is not enough existing space within the AQMA to set aside space for bus lanes and cycle routes. It is felt that such schemes work well within urban areas where there is scope to introduce bus lanes and cycle paths but it is not a viable option for Dungiven Main Street.

(f) Pedestrian/ Vehicle Restricted Areas. Whilst this may be possible within large towns and cities where alternate routes are available for traffic to be redirected through this is not deemed to be a viable option within Dungiven as an alternate route is not available to motorists.

(g) Traffic control systems Traffic control systems rely on electronic detection and signalling systems to control traffic and to reduce queues and subsequently emissions. Two such systems are ‘MOVA’ and ‘SCOOT’. ‘MOVA’ relies on signalling being on green for longer periods than usual and ‘SCOOT’ can be programmed to hold queues outside a particular area and allows drivers to make faster progress through an area. This is referred to as ‘gating’. These may in theory appear suitable for implementation within Dungiven. However with regard to ‘MOVA’ being implemented the introduction of traffic lights would be required and it is DRD Roads Services’ opinion that traffic lights would compound the existing

11 problems within the village. The holding of traffic within Main Street when lights are on red has the potential to increase pollutant levels in an area such as the junction of the Main Street and Garvagh Road where levels are already in and around 30ugm-3. Such a measure has the potential to increase pollutant levels to such an extent that the national objective level would be exceeded. ‘Gating’ of traffic would not curtail the movement of traffic onto Main Street from side streets. It would be impractical and unworkable to target every junction. It is felt that these measures are more suitable within larger towns and cities where alternate routes are available for motorists to use.

(h) Public Transport A significant impact on traffic emissions can be achieved by reducing traffic volumes. One way to achieve this is to encourage use of public transport and to encourage commuters to leave their cars at home. To encourage this, a good reliable public transport system is required. As there is no rail link between Derry City and Belfast which passes through or near Dungiven the public rely on bus and coach provision to make such a journey. At present 61 Translink buses per week travel between Londonderry and Belfast with 51 buses operating each week from Belfast to Londonderry. These run at various times throughout the day and at peak travel times as many as three buses may depart from each bus station at any one time. Transport provided on these routes includes the use double-deckers and so called “bendy buses” which ensures not only comfortable travel conditions and encourages use but also allows more passengers to be conveyed per journey. In this situation it is not the case that poor public transport provision has led to the poor air quality in Dungiven. The provision is considered good and its uptake by commuters is high. Whilst the provision of public transport is good there is no possible way that within the confines of Dungiven Main Street bus lanes could be provided to reduce journey times and promote public transport use further.

The majority of local traffic journeys are mainly school runs and shopping trips. Due to the size of Dungiven there is no village service given that most residents are only a few streets away from the Main Street. It would not be economically viable for such a service to be provided. Local school children would not be entitled to bus passes to travel by bus to school but a high percentage would walk to school as it is. Journeys to school by car would only be made in inclement weather. Through advice and the promotion of car-pooling the number of vehicles could be reduced. Given that only a small proportion of such vehicles would pass through the AQMA this may have little impact.

A rail link does exist between Derry City and Belfast but it passes through the towns of Coleraine, and . No service exists in the area of Dungiven and indeed persons living in and around Dungiven would have to travel by car to avail of their nearest train stations in either Derry or Coleraine.

(i) Provision of cycle lanes The provision of such designated lanes is not feasible within Dungiven as space on Main Street is limited. As most of the traffic is passing through the village it

12 is highly unlikely that this provision of cycle lanes will have a significant impact on traffic volume and emission levels.

(j) Park and Ride The provision of ‘Park and Ride’ schemes is not feasible within Dungiven given the size of the village. Local traffic volumes are small in comparison to the overall volume passing through the AQMA and such a scheme would have a negligible impact. Many car users within the village would have to pass through the AQMA to avail of a designated parking facility on the periphery if the village and then in turn would in effect be doubling back on themselves to reach local services. This is not a viable option in the context of Dungiven.

(k) Low Emission Zones These zones restrict the most polluting vehicles from designated areas. Whilst the introduction of such zones within Dungiven would in theory reduce pollution there is no alternate route within the Dungiven area where such vehicles could be redirected. Such zones are feasible within larger towns and cities where alternate routes are available.

(l) High Occupancy Vehicle Lanes Preference is given to high occupancy vehicles with designated lanes given to such vehicles. These are designed to encourage car sharing. The provision of such lanes is not feasible within Dungiven given the lack of space available. Car sharing is an aspect which council would endeavour to encourage. This may be difficult however as many commuters live outside of the Borough.

(m) Freight Movement Freight is largely moved by road within the Province. The rail network within the Province is limited and provision within the northwest is restricted to one line which runs from Londonderry to Belfast via Coleraine, Ballymoney and Ballymena. There is a very limited freight rail network in Northern Ireland and it is restricted to those areas in and around Belfast. Road haulage is the only means of transport available to companies. In the 2006 Road traffic and transport figures 10% of vehicles passing through Dungiven are classed as HGV’s. As Dungiven is located on the main arteriole route, the A6, between the northwest of the Province and Belfast and the port of Larne and no alternate route is available to avoid passing through the village hauliers are limited in their choice of routes.

Freight Quality partnerships are encouraged in some areas where there is a high percentage of HGV traffic. These partnerships work on the basis that a central depot is set up on the periphery of the town or city and goods are transported into town or city centre premises in smaller vehicles as and when required. This in effect reduces the number of HGV’s entering the centre and in principle should reduce congestion. These partnerships are appropriate in larger towns and cities where larger numbers of deliveries are required and where there are several haulage companies involved. However given the

13 situation in Dungiven where most HGV traffic is passing through the village and not stopping to make deliveries partnerships would not have any impact on the volume of traffic moving through the AQMA or on existing congestion.

(n) Speed Limits The existing AQMA is within a 30mph speed limit. Any increase in speed would compromise safety; any decrease in speed would lead to an increase in emission levels from vehicles. This area can become congested at peak times so any adjustment in speed limit would have no beneficial effect on emission levels

(o) Car parking Congestion within Dungiven can at times be caused when deliveries to premises are being made. On-street parking is not available within the AQMA and many lorries are forced to pull up outside premises and off-load goods directly onto the footpath. There is no access to the rear of many premises and whilst these vehicles are stationery passing traffic may build up behind them and can only pass when the other carriageway is clear. The provision of an additional car park has been suggested either within the village itself or at either end of the Main Street. It is felt that this is not viable. The majority of traffic is passing through the village; the occupants have no intention of stopping to use services within the village. Locals who would wish to access shops and premises would have to pass these premises to avail of a car park located at the either end of Main Street and land is not available within the village to create additional parking.

(p) Emissions Testing The majority of new vehicles on the road are built in such a way that emission levels are controlled and in line with current EU directives. Older vehicles are more likely to be polluting but face the rigours of annual vehicle testing where emissions are measured. Failure to meet the minimum standards of these MOT tests would result in the non-issue of a MOT certificate. This would only be issued when the required repairs had been carried out and the vehicle had passed a re-inspection by the DVLNI. Whilst these inspections are carried out on an annual basis the findings of the MOT test only relate to the condition of the vehicle on the day of testing. Faults can arise between test dates and so on- the-spot roadside tests could be carried out by the Department of Regional Development to highlight those vehicles which are most polluting. The traffic on roadways coming into and leaving Dungiven could be targeted to ensure that those vehicles which travel this route most often are compliant.

(q) Promotion of greener fuels The use of greener fuels is encouraged in Great Britian through schemes such as “Powershift” and “CleanUp”. These schemes overseen by the Energy Savings Trust Transport Energy programme promote the use of greener fuels in an attempt to reduce the polluting effect of vehicles. “Powershift’s” main aim is to promote the sustainable development of gas and electric vehicles and grants

14 towards the additional costs of buying such vehicles or converting existing vehicles are provided. The “CleanUp” scheme provides grants to assist with the fitting of pollution reducing equipment such as catalytic converters and particulate traps to existing vehicles and in particular buses, trucks and taxis. Neither of these schemes is available in Northern Ireland.

(r) A by-pass In December 2005 the Secretary of State Peter Hain MP announced the inclusion of 30km of dualling of the A6 from Dungiven to Derry in the Regional Strategic Transport Network Transport Plan (RSTN TP) 2015. This scheme is to include a dual carriageway bypass of Dungiven. The overall scheme (A6 dualling Dungiven to Derry) is estimated to cost £250million. DRD Roads Service would hope to commence construction of the new road (A6 dualling Dungiven to Derry) within the next ten years. DRD Roads Service has appointed two civil engineering consultancies to assist with the development of the Dungiven to Derry dual carriageway and progression of the scheme through the statutory procedures (environmental statement, direction order and vesting order). The flow chart in Appendix 4 sets out the stages which are required to progress the construction of this bypass. The first two stages (preliminary alternatives investigation and public consultation) have been completed. On 3 July 2007 Regional Development Minister Mr. Conor Murphy announced that the next stage of the process – ‘Study of Alternate Routes’- will be carried out to examine the scheme options which in turn will enable selection of the preferred route. Three options will be considered and it is the intention that one route will be selected. It is the Minister’s intention that this route will be announced in 2009. Following on from the announcement of the preferred route five additional stages will have to be undertaken and the Minister concedes that given the legal complexities and statutory procedures involved it may be some time before construction can commence. These stages can not be overlooked or circumvented and the start date could be compromised further by the inclusion of a public inquiry if required. Development of the scheme will include a comprehensive consultation process. A timescale for a bypass is very much dependent on the progress of the overall scheme, the A6 dualling from Dungiven to Derry.

DRD Roads Service is of the opinion that a bypass would resolve the air quality issues within the AQMA in Main Street, Dungiven. Having examined all other traffic management options they are of the opinion that this bypass is the only feasible way of reducing traffic volumes through the AQMA and in turn reducing pollutant levels

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8.0 Consultation with local residents/businesses/ interested parties

Limavady Borough Council liaised with local residents, businesses and other interested parties to gauge public opinion on this matter. The general consensus amongst those residents who responded was that traffic volumes along Main Street were excessive and that public health was being affected. Whilst residents highlighted other concerns such as road safety and access issues (many find it difficult to emerge onto Main Street from their properties) they were almost all of the opinion that the only long term solution was the construction of a by-pass to divert traffic away from the village itself.

A few residents suggested that directing larger vehicles away from Main Street and along Station Road (which runs parallel to Main Street) may alleviate the problem in Main Street but this suggestion would not impact upon traffic volumes in the lower section of the AQMA and may indeed push nitrogen dioxide levels up at the Garvagh Road/ Main Street junction where monitoring carried out in the past has shown that levels are already in the region of 30- 35µg/m3. Station Road is a residential area and residents may well have concerns regarding road safety if large articulated vehicles are constantly passing through the housing estates.

Some residents suggested that a one way system could be introduced but as previously pointed out by DRD Roads Service this could in fact exacerbate the problem with traffic having to stop at traffic lights on Main Street.

Several residents felt that congestion within the town itself could be adding to the problem of pollution. Deliveries to premises along Main Street throughout the day can give rise to double parking which in turn leads to a build up of traffic throughout the village. Main Street is relatively narrow and there is limited parking available at the best of times. When deliveries are being made to premises lorries are only able to park on Main Street to off-load goods. This is their only option in fact - there is no access to the rear of premises along Main Street where lorries could park. The rear yards of many properties are only accessible on foot.

Within Main Street there is currently one public car park. This is often used by premises employees who park there for most of the day whilst at work. This use restricts residents’ ability to use the car park throughout the day and they tend to avail of parking bays on Main Street itself. Several residents had suggested that additional parking should be provided but space is limited and it is unlikely that additional car parking could be provided.

Comments were sought from the business community but surprisingly few business owners responded. Only two replied but neither suggested that a reduction in traffic flow would adversely affect their trade. They did indicate that they felt they may currently lose out on business because local customers find it so difficult to park close to their premises.

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It would appear in theory that some suggestions would take some traffic away from the middle section of Main Street. However air quality in the lower stretch of Main Street from the Ballyquin Road/ Main Street junction to the Roe Bridge would not be improved by any of the options suggested and many of the suggestions put forward would adversely impact on pollutant levels at the upper end of Main Street where any diverted traffic would re-emerge back onto Main Street. They could well create a situation where the AQMA has to be extended to cover the whole of Main Street.

In summary it would appear that for improvements in air quality to be achieved the construction of a bypass is the only viable traffic management option available to DRD Roads Service. Whilst other relevant agencies are able to draw upon several traffic management to resolve or at least reduce pollutant levels within an AQMA to achieve short, mid and long term improvements the situation within Dungiven is unique in that there is only one route into the town and one route out of it. The current road network does not offer the use of alternate routes for vehicles and many of the possible solutions would in the opinion of both Council and DRD Roads Service simply aggravate the situation.

As stated a bypass is proposed for the village as part of a wider scheme to upgrade the road network from Dungiven to Londonderry. There is, however no indication at this stage when this work will commence and indeed if construction will commence in Derry with Dungiven’s bypass constructed towards the end of the proposal. At this stage DRD Roads Service can only indicate that the scheme has been given approval and that it will form part of their Regional Strategic Transport Network Transport Plan (RSTN TP) 2015. Whilst this work is in the pipeline it will not allow for nitrogen dioxide levels to be reduced by the 2010 target date. It may well be that work on the scheme could commence in Dungiven but again this would only occur after the objective target date.

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9.0 Conclusion

In conclusion

• There is a problem with elevated levels of NO2 within Dungiven’s AQMA caused by traffic emissions. This is reflected in the results of ongoing monitoring.

• Residents within the AQMA are being exposed to NO2 at relevant locations.

• Consideration has been given to various traffic management options and these have been appraised by DRD Roads.

It is apparent that the long term solution to this problem is the construction of a bypass to redirect traffic away from the AQMA. It appears that such a scheme is in the pipeline but that construction will not commence until 2015. Herein lies the difficulty as the objective levels have to be met by 2010. Short and mid term options, whilst viable elsewhere, appear to be unsuitable for implementation within Dungiven. They would, in the opinion of DRD Roads Service, exacerbate the problem of elevated NO2 levels and would not improve conditions within the lower section of the AQMA as all traffic enters and leaves the village through this section of roadway.

What action can Limavady Borough Council do?

Whilst the construction of a bypass may be the solution to the existing NO2 problem attempts can be made by Limavady Borough Council to lead by example and to encourage such things as the use of public transport and car- pooling.

As a local authority Limavady Borough Council will endeavour to:

- contribute to development policies within Council to ensure that sustainable development is taken into consideration

- continue monitoring of pollutant levels throughout the AQMA to assist the relevant authority and inform the public

- car-pooling by staff of Limavady Borough Council will be promoted to lead by example. It is Council’s intention to highlight through local media the problems which exist in Dungiven and promote car pooling by both residents of Dungiven and the outlying hamlets and also those commuters who live outside the Borough.

18 - It is Council’s intention to publicise current pollution levels and disseminate information to the public

- continue to gauge emission levels and conduct source apportionment to determine the necessary reduction in traffic volumes which is required to achieve the national air quality objective for nitrogen dioxide

- promote responsible car ownership and use within the Borough

- propose on-the-spot testing of vehicles in collaboration with DRD Roads Service to highlight and identify any maintenance issues with regard to vehicles

- promote walking and cycling initiatives within Dungiven and encourage residents to leave their cars at home for short local journeys.

The ability to measure the effects of such measures may be difficult to assess and indeed it is challenging to change human behaviour in the long term. Any success may be short lived and given that we are dealing with through traffic initiatives such as walking or cycling will inevitably have little impact. Any effect may be reflected in monitoring values but a concerted effort will be made to promote ‘greener’ travel.

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APPENDIX 1

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Map showing designated AQMA in Dungiven

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APPENDIX 2

22 Map 2: NOx Sampling points within Dungiven AQMA

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APPENDIX 3

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Map 3: map of Dungiven showing existing road network and approach roads

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APPENDIX 4

26 Construction commences

Land transferred to DRD

Decision announced

Public enquiry

Publication of Draft Orders & Environmental Statement

Development of preferred route

Announcement of preferred route

Study of alternate routes

Public consultation

Preliminary alternatives investigated

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