Roadworks!
...The Draft Meath County Development Plan, 2000 which has now been adopted by Meath County Council refers to the town in this context as follows; "Ashbourne is located on the N2 linking the North West of Ireland and Dublin. The main street forms part of this route. The town's proximity to the M50, Dublin Airport and city centre on this inter-regional route leads to heavy through traffic with a significant heavy commercial vehicle (HCV) traffic through the town creating an environment hostile to pedestrians and cyclists. The provision of a by-pass for the town is required to alleviate some of the traffic congestion that has arisen. This would not only alleviate traffic in the village centre but would also increase the accessibility of Ashbourne for industrial and commercial development." (Draft Meath County Development Plan, 2000, Volume 2; Written Statements and Detailed Objectives for Towns and Villages, p.4) In terms of Community Facilities, Ashbourne is a major centre serving the area of the planned road. The town is served by three primary schools which are all operating at or near capacity. The secondary school with 964 pupils is also operating at capacity, indicating a requirement for additional schooling facilities in association with the development of the town. A community recreation centre provides indoor facilities as well as tennis courts and football pitches. There is a library facility. Ashbourne also has a health centre, a golf club, a rugby club, a GAA club, two soccer clubs, an athletics club and a credit union. Town-scale retail services are also located in Ashbourne. The existing N2 route passes through the Town Centre of Ashbourne, with some amount of on-street parking occurring, serving the existing commercial and community facilities thereon. It is thus the case that the National Primary Route serves also as a local distributor road for the town and catchment area. Whilst formal pedestrian crossings of the road are located within the town, the significant and increasing volume of local and through traffic passing along the existing route results in a constant flow of vehicles along the main street, with resulting potential for accidents and injury to the existing community of the town. This issue is also addressed in Part 1 of this EIS. Moreover, the often continuous line of moving vehicles along the main street of Ashbourne (including a significant number of Heavy Commercial Vehicles calculated as comprising 22% of all vehicles on this route), particularly at peak time, acts as a form of severance within the Town Centre itself. In addition to the function of Ashbourne as a residential centre, there are also a significant number of individual and clusters of residential properties located along the existing and proposed route corridor. These generally comprise of: · a significant number of individual properties fronting onto the existing National Primary Route N2, and with entrances directly onto this road. These properties currently experience the adverse impacts of the existing high volume of traffic flow along this corridor, for example in terms of difficulty of traffic movements from properties onto and off the road (which, as stated above, also acts as a local distributor in this vicinity), as well as traffic noise and vibration, in the absence of any appropriate vehicle noise barrier. · properties located on the county road linking the existing N2 to the townland of Kilshane. These two roads intersect at Kilshane Cross. · a cluster of buildings located in the townlands of Ward Upper and Cherryhound, and linked to the existing N2 by a small road. · a number of properties located on the Ward Road, constituting the R121 which links the existing N2 to Mulhuddart and Blanchardstown. · a number of individual properties located on the Irishtown road, off the existing N2. This road links to the small settlement of Kilbride. · residential properties located along the Newtown Commons county road, with direct access onto the existing N2. · a relatively large number of residential properties located on the Muckerstown Road off the existing N2. This road also links to Kilbride. · Fleenstown House is located in the townland of Fleenstown Little, and is linked to the existing N2 via an existing road access. · a significant number of individual properties located along and off the R125 regional road between the existing N2 and Ratoath village. This includes those properties on the county roads linking the townlands of Fleenstown Great, Baltrasna and Harlockstown to the R125. · individual residential properties located along the length of the Ballybin road, a county road linking from the existing N2 to Ratoath. The working community: Within the route catchment area, Ashbourne is the largest employment centre, containing a range of primarily service employment activity. The Cookstown industrial estate is located to the north-west of the town. In addition, a significant extent of land to the north of the town along the Ballybin Road and south and east of Rath Cross, has been zoned under the Meath County Development Plan 2001 for employment use. Notwithstanding this, the area of south-east County Meath fulfils an important role as a feeder area for employment in Dublin City. Ashbourne, at the northern extent of the planned road, is currently approx. 14km (9 miles) from the N2/M50 Interchange which links to significant employment centres of the City, including Dublin Airport, Blanchardstown, West Dublin, and Sandyford. The vicinity of the planned route includes a number of agricultural holdings. A significant amount of farming is carried out in the south-east Meath and north Dublin areas. The importance of agriculture in this area is confirmed in the Meath County Development Plan 2001 which has designated a green belt in the wider vicinity of the planned route. This intends to protect vulnerable but high quality agricultural land, as well as to create visual breaks between urban centres such as between Ratoath and Ashbourne. The visiting community: As a national primary route to the north west, the existing N2 currently carries a significant number of visitors passing through the catchment area to other destinations both nation-wide and countywide. In particular, the existing N2 National Primary Route serves Slane, an historical estate village, and located at the mid-eastern portion of the Boyne Valley. Due to its prominent location and history, Slane has been designated in the Meath County Development Plan 2001 as one of the heritage villages of the county, commanding a significant number of visitors, often originating from the Dublin area, whether on a day-trip or en route to another destination. In addition, over the past number of years, Slane Castle has staged major music events, attracting some 80,000 day visitors to the area, a significant proportion of which would traverse the existing N2 corridor. 6.5.2 Characteristics of the Proposal The proposed development comprises the realignment and upgrading of the existing N2 National Primary Route. Primarily this involves the provision of a new route from the M50 Motorway to a point approx. 2km north of Ashbourne Town Centre, and including a major by-pass of that town. Works associated with the construction of the new route include a significant amount of noise bunding and the culverting of existing streams. The N2 Improvement works includes a number of overbridges and underbridges, in order to permit continued and unrestricted traffic flow along local and regional routes in the area thereby eliminating severance of these local communities. It also includes four major intersections along the route (excluding the planned re-aligned intersection of the M50 and N2). The road works are set out in detail at Section 3 of this EIS, and summarised below. · the planned N2 Improvement would interchange with the existing M50 roundabout, with the provision of a ramp to the existing N2 (North Road) in the vicinity of Johnstown. · the existing N2 (North Road) would cross the planned route at a point south of the townland of Kilshane, via a planned underbridge. A ramp is planned from the existing N2 onto the N2 Improvement. · an overbridge along Kilshane Road would link to the existing N2, thus providing improved and unrestricted access to the north-eastern area of Blanchardstown. · a major interchange is planned at Cherryhound, linking to the existing N2 (North Road) via a roundabout junction in the townland of Broghan. · an overbridge and local road re-alignment is planned along the R121 regional road, linking the existing N2 and Mulhuddart. · an overbridge would link the existing N2 and Irishtown Road. This would involve a re-alignment of the county road, which currently has sharp bends. · an overbridge, including a local road re-alignment would link the existing N2 and the Newtown Commons road. · an overbridge, including a local road re-alignment would link the existing N2 and the Muckerstown Road. · an overbridge, including some local road re-alignment would provide access to Fleenstown House from the existing N2. · a major interchange is to be constructed at Fleenstown. This interchange, which would serve the South Ashbourne area, would link the N2 Improvement via a link road, to the existing N2, by means of a major roundabout at Nine Mile Stone. This planned roundabout is located at the existing junction of the existing N2 and the R125, linking to Ratoath and Swords. As such, this interchange would constitute the primary access between the N2 Improvement, South Ashbourne and these two urban centres. · an overbridge would be provided for Fleenstown Lane, linking the existing Ratoath Road to the townland of Baltrasna. · an overbridge and local re-alignment, would be provided at Harlockstown Lane, linking the existing Ratoath Road to the townland of Harlockstown. · an overbridge, including a road re-alignment would link Ratoath Road on the R125 to the existing N2 (at the planned Nine Mile Stone Roundabout, as detailed above). · an overbridge, including local road re-alignment would link the Ballybin Road to the existing N2. · an overbridge would link the farm at Cookstown to the Ballybin Road. · the planned route would terminate at a roundabout interchange with the existing N2 in the vicinity of the townland of Rath. This would constitute the main interchange serving the north Ashbourne area. 6.5.3 Potential Impact of the Proposal for Community Aspects This assessment of community issues includes an assessment of the ability of the community to travel in the vicinity of the scheme, which also includes local road re-alignments and changes in road crossing points, such as overbridges replacing at grade crossing points. This assessment also analyses the potential for community severance arising from the proposed road. Community Severance is defined as The separation of residents from facilities and services they use within their community caused by new or improved roads or by changes in traffic flows. Construction Phase Given the overall scale and geographical extent of the proposed development, some potential adverse local impacts may be expected to occur during the construction phase. It is expected that, whilst these would by their nature be short term, temporary and localised, they would be experienced by residents in proximity to the proposed scheme. Such impacts could include an increase in daytime noise levels in the locality, local road diversions etc. Construction traffic has the potential to pose impacts to the existing community depending on its frequency, overall numbers and routing. Many of these impacts would be of a nuisance nature. The Preferred Route alignment largely avoids existing settlements and the existing local road network, which is thus likely to minimise the extent of these impacts. Persons travelling along the existing N2 would be most aware of construction impacts at those points where the proposed alignment intersects the existing road. The N2 Improvement would impact upon the existing alignment at five points, namely; the M50 interchange, the proposed N2 (North Road) under bridge south of Kilshane, the Cherryhound Interchange linkroad junction at Broghan, the South Ashbourne Interchange linkroad junction at Nine Mile Stone Roundabout, and the proposed terminal junction at Rath, north of Ashbourne. Any potential community severance caused during the construction phase would generally be confined to temporary diversions during road improvement works, and the construction of the planned overbridges. These impacts, while having the potential to be locally significant, are necessary for the overall success of the project, and in order to ensure a minimum extent of community severance during the longer term operation of the development. Thus, it is considered that the temporary nature of necessary construction works should ensure that any adverse impact experienced by the local community would constitute a short-term inconvenience for long-term benefit. Operational Phase A proposal of this nature at the subject site would have the following potential impacts:- · closure of sections of roads and permenant diversions. · change in traffic levels, both vehicular and pedestrian in an area. · impact upon local service/commercial facilities. · impact upon the landscape, of the area both manmade and natural. 6.5.4 Predicted Impact of the Proposal for Community Aspects The resident community: The resident community are likely to experience a significant decrease in congestion of the road network, particularly in Ashbourne town centre, and along the existing N2. An alteration to the actual physical environment, in terms of reduced traffic flow, may affect the spatial perceptions of the community living in this area. The community would benefit from improved urban amenity. This is a significant positive impact. The proposed preferred alignment could give rise to localised inconvenience at a number of locations due to rerouting, or in some cases closing of portions of existing county roads. This is particularly notable on the existing N2 south of Kilshane Cross Road, the Irishtown Road Overbridge, and the Ballybin Road Overbridge. The existing N2 route just north of the M50 would remain available to pedestrians and cyclists but would be close to vehicles for a distance of some 80m. Projected Population growth in the area, which is likely to proceed with or without the proposed road development, would increase pressures on the local housing market as well as local services/schools and labour. The proximity of the N2 Improvement corridor to existing residences could, in the absence of any appropriate mitigation measures, result in increase in traffic noise and nuisance in what currently comprises a quiet rural area. The working community: The working community would experience improved access to the area, and a likely improvement in the quality of the urban environment, arising from a reduction in through traffic, particularly in Ashbourne. The existing N2 would effectively become a cul-de-sac at the ESB transmission station adjoining the M50 interchange. Employees in this vicinity would notice a perceivable change in the local environment through a fall in traffic along this route. Although proximate to the M50 in geographical terms, this location would not have direct access to this motorway, with the nearest southbound interchange being south of Kilshane of approximately 2 km to the north. The northern extent of the N2 Improvement would traverse land in the vicinity of the Cookstown industrial estate, to the north-west of Ashbourne. It is likely that the N2 Improvement upgrading would result in an improved road link between this area and the employment and service centres of Dublin. It is noteworthy in this regard that the Meath County Development Plan 2001 has zoned a significant extent of lands to the north of Ashbourne for employment use. The planned N2 Improvement would require the acquisition of land, primarily in agricultural use. This could have an adverse impact upon the farming community in the area. This is addressed in more detail at Section 9 of this EIS. The visiting community: In common with the working community, the visiting community would be potentially impacted upon by any alteration to the accessibility of an area. Those visitors using the existing N2 to travel to destinations beyond the immediate catchment area, would perceive a change in the environment, and landscape through which they travel, particularly with the by-passing of Ashbourne. The forecasted reduced traffic congestion and journey time arising with the operation of the planned new route constitutes a significant positive impact. 'Do-Nothing' Impact A 'do-nothing' impact in this instance would maintain the existing scenario whereby the urban environment is dominated by through-traffic with associated congestion and community severance. It is likely that the current demand for residential development in this area would serve to exacerbate traffic volumes on a road network that is already at or above capacity. 6.5.5 Reductive or Remedial Measures for Community Aspects Construction Phase The construction of such a major development would impact upon the various communities. It is usual to restrict construction working hours, including construction traffic, to minimise the impact on nearby noise sensitive locations. The community would be unavoidably aware of the construction while it is in progress but it is expected that any nuisance value would be minimised and would be offset by the resulting benefits to the existing communities, in particular the working community, due to the employment creation element of this particular phase as well as the spending on local goods and services by workers. Appropriate traffic management procedures during the construction period would ensure that any adverse potential impact arising in terms of local community severance, by reason of diversions etc. would be kept to a minimum. Operational Phase The proposed development is expected to have positive impact on the urban environment of Ashbourne. It would facilitate the town's demographic growth and orderly development in the absence of a congested main street and constant high volume traffic movements in the town. On the other hand, it would ensure improved road links to the commercial and community facilities of Dublin and other areas, to the benefit of the existing resident and employment community. The planned N2 Improvement works, including the by-passing of Ashbourne, an existing significant bottleneck along the existing N2, would be of significant benefit to the visiting community who would utilise this route to access both Ashbourne, and other destinations beyond the town. The design of the overall road improvement project has specifically sought to overcome any potential community severance to the greatest extent possible. These are addressed in detail at Chapter 3 of the EIS. Such measures include:- · the planned ramp from the northbound carriageway of the new route to the existing road in the vicinity of the existing M50 roundabout, combined with a similar southbound ramp at a point to the south of Kilshane Cross, would ensure that there would be only a slight adverse impact for existing resident and working communities in this vicinity. · the grade separated intersection of the planned route and the N2 (North Road) would ensure continued and unrestricted movement along this existing route. Moreover, the reduced volumes of traffic along the existing N2 would promote its continued role as a local distributor road, to the benefit of the existing resident and working communities of the area. · the planned Kilshane Road overbridge, including its re-alignment and improvement, would ensure continued unrestricted access to the existing road. The re-alignment works would require the adjustment of entrances to some properties along the existing local road. However, overall such impact would not be significant. · the planned interchange at Cherryhound, including the Broghan roundabout on the existing N2 (North Road) would provide appropriate access to the new route, with consequent significant positive benefits for the resident, working and visiting communities of this area. Works in the vicinity of the Broghan roundabout would require a slight adjustment of the entrances of properties on the existing road. This is considered to be a negligible impact on the existing residential community of the area. · the planned Ward Road overbridge and local re-alignment of the R121 would ensure continued and unrestricted movement between the existing N2 North Road and Mulhuddart. · the planned overbridge linking the existing N2 and Irishtown Road would ensure that there would be no adverse impact in terms of local vehicular and pedestrian traffic movements in this vicinity. The planned major re-alignment of the existing Irishtown Road would result in a much more direct route onto the existing N2 for the vast majority of dwellings along the Irishtown Road. Three dwellings immediately to the west of the planned route would be required to travel south along the existing Irishtown Road before linking to the planned re-alignment, an additional distance of approximately 500m. In addition, these dwellings would be severed from other dwellings some 350m to the east along the existing Irishtown Road, and in closer proximity to the existing N2. This constitutes a slight local adverse impact of the proposed overall N2 Improvement scheme. · the planned overbridge and local road re-alignment of the Newtown Commons road would provide continued and unrestricted access to the N2. The planned road re-alignment would require minor alterations to existing entrance arrangements to a number of properties. This is considered to constitute a slight adverse impact on the local residential community of this vicinity. · the planned overbridge along the Muckerstown Road would ensure continued unrestricted access to the existing N2. The planned major local road re-alignment of Muckerstown Road in this vicinity constitutes a positive impact of the planned scheme. A small number of people from properties on Muckerstown Road, in the immediate vicinity of the road realignment works, would have to travel south along the existing alignment of this road (which is planned to become a cul-de-sac), an additional distance of approx. 270 metres. This is considered to be a slight adverse impact of the proposed overall road scheme. · the planned overbridge would ensure continuing unrestricted access to Fleenstown House from the existing N2. · the South Ashbourne Interchange would provide immediate access from the South Ashboune area to the improved road network. This is a significant positive impact for the resident, working and visiting communities of the area. The planned Nine Mile Stone roundabout would ensure a formal intersection of the planned route, the existing N2 and the R125. The provision of this roundabout would require alterations to the entrances of properties in its vicinity. Whilst this is considered to be a slight adverse impact, the location of these properties in immediate proximity of the planned new route would result in a net positive impact for these properties. · a planned overbridge would link the existing Ratoath Road to Fleenstown Lane. Planned road re-alignment of this road would require alteration to existing entrances of residential properties along this route. This is considered to be a slight adverse impact of the proposed development. · a planned overbridge would ensure unrestricted movement between the existing Ratoath Road and Harlockstown Lane. The provision of this overbridge includes some major local re-alignment, requiring revised entrance details at one property. This is considered to be a slight local adverse impact. · an overbridge, including minor road re-alignment would link the R125 regional road to the existing N2. Only one residential property along this route would require a modification of existing entrance details. This is considered to be a slight local adverse impact. · an overbridge along the Ballybin Road, including major local road re-alignment would ensure continued and unrestricted road access from the existing N2 to Ratoath via this county road. The existing farm on the eastern side of the re-aligned road would have a re-aligned access, with a slight adverse impact. · an overbridge would provide continued access from the existing farm at Cookstown to the Ballybin Road. · the planned interchange of the proposed route with the existing N2 in the townland of Rath would ensure immediate access to the improved National road network. This is a significant positive impact of the proposed scheme for the resident, working and visiting community of this area. In addition, it is reiterated that the planned noise barriers and noise bunding for various lengths of the route would ensure that the noise levels for residents in the vicinity of the planned route alignment would not exceed those quoted in Chapter 7. (See Section 3 for the assessment of noise, the implications and remedial measures). Overall, the remedial and mitigation measures set out above would ensure that any potential community severance is kept to a minimum. Whilst the road development, including necessary re-alignment and improvement works to local access roads would have some slight adverse impact on a number of individual properties arising from the need for revised entrance arrangements, the overall impact of the road works is considered to be significant and positive in terms of community issues. The completed overall road scheme would result in a sizeable reduction in traffic movement along the existing N2, onto which a significant number of properties front and which comprises a local distributor; local roads would be afforded improved access to the existing N2; the provision of five major connections onto the new road would ensure rapid access to the National Road network for the residential, working and visiting communities of the area. The realisation of the planned N2 Improvement project would require the acquisition of land, primarily in agricultural use. This would have an adverse impact generally upon one sector of the farming community in the area. The proposed works would have a direct impact upon the agricultural activities of landowners. Due to the necessity for acquisition and use of this agricultural land for the overall scheme, remedial measures in this regard are limited to the payment of compensation, as well as measures for revised boundary and entrance treatment. The issue of the impact, including severance, of the proposed development on the farming community (and indeed, on residential and commercial property and recreational areas) is addressed in detail at Section 9 of this EIS. 6.5.6 Predicted Impact of the Proposal for the Community Construction Phase The increased job opportunities that would accrue from the N2 Improvement during the construction phase may be expected to have a positive impact for the general employment community, including the local employment community who are expected to receive the benefits of increased retail sales, services etc. The construction phase of this proposal is expected to take place over a period of approximately 30 months. Having regard to the remedial and reductive measures proposed during the construction period, the impact of the N2 Improvement on the community would not be significant and any impact would only be temporary. Operational Phase The resident community: The Emerging Preferred Route has been carefully designed to take advantage of the natural setting of the lands, and it is an integral element of the proposal to include a substantial scheme of tree and shrub planting (see chapter 8). As a result of this the residential community would not have existing views currently enjoyed by them significantly impacted upon. Any potential adverse impact to individual properties as a result of necessary revised entrance details would be outweighed by proximity to a significantly improved National Route. The planned local road re-alignment and improvement measures should ensure that the laying out of the planned road would have a neutral or slightly positive impact in terms of severance of the residential community. The working community: Those working in the route catchment area would benefit from improved access, both to local employment centres, including Ashbourne, Dublin City and in the wider catchment of the new northern road corridor. There would arise a positive impact for existing and future employment activity which would be facilitated by the proposed zoning of lands to the north of the town for such use under the Draft Meath County Development Plan 2000 which has been adopted by Meath County Council. There would be some adverse impact, generally in terms of severance, for the identified farm holdings which include land across which the planned N2 Improvement would traverse. This is a necessary impact, and follows a detailed process of Preferred Route option selection. The final agreement of compensation, as well as other agreed works is a recognised process which should minimise this impact for those affected members of the farming community. The visiting community: The visiting community would benefit from the improved road alignment, and reduced journey times to and from the area. 'Do Nothing’ Impact The failure of the proposed development to proceed, or failure of any proposed mitigation measures, would not lead to any profound, irreversible or life-threatening consequences. In these circumstances no further consideration of this scenario is necessary. 6.5.7 Monitoring Construction Phase No monitoring measures relating to community issues would be required during the construction phase. Inconvenience during the construction phase, in order to undertake necessary works, would be temporary and localised. No monitoring measures relating to community aspects would be required during the operational phase. 6.5.8 Reinstatement for Community Aspects Construction Phase No reinstatement measures relating to community aspects would be required during the construction phase. The proposed works includes a significant amount of community “reinstatement” measures, including the provision of new or improved local access roads in the area. No reinstatement measures relating to community aspects would be required during the operational phase. Operational Phase No reinstatement measures relating to community aspects would be required during the operational phase. 6.6 Visual Analysis-Views from the Local Area 6.6.1 Introduction The visual impact of the N2 Improvement was assessed in terms of the potential for visual intrusion and visual obstruction of existing and new views as a result of the proposed new development. The study relates to the perception of visual impact of the development on the existing landscape. The visual obstruction and visual intrusion caused by the N2 Improvement was assessed in relation to the existing views of people who live, work, go to school or engage in recreation in the area, as well as those road users who pass through the area on the existing road network. 6.7 Visual Intrusion Visual Intrusion relates to the perception of visual impact of development on the landscape and can most usefully be defined as the qualitative interference with an existing view without necessarily blocking it. The visual intrusion caused by the N2 Improvement was assessed in relation to the existing views of people who live, work or engage in recreational activities in the area, as well as users of the existing road network. 6.7.1 Visual Intrusion- Methodology The study to assess the visual intrusion utilised the techniques set out in the "UK Design Manual for Roads and Bridges Volume 11, Section 3, Part 5 (1994)". A survey was carried out on all dwellings, shops, schools and other developments in the study area. Account was taken of views of the existing landscape in terms of quality and character and the visibility of the roads scheme. An assessment of the impact of the scheme as minor, moderate or major in terms of visual intrusion was made with the aid of photography and the preliminary road design. Appropriate ameliorative measures were formulated and the degree of visual intrusion in light of the ameliorative measures proposed was reassessed. The criteria used in the rating of visual intrusion as minor, moderate or major are geared to assessing the degree to which the roads/road structures and traffic would qualitatively alter the visual character of existing views. In assessing the visual intrusion of the scheme the views form the curtilage of each premises as well as from the buildings at each side was assessed and the worst case scenario was chosen to determine the outcome. Details of the sites surveyed along the route, the results of the survey and the degree of intrusion, which would exist following ameliorative measures are contained in Table 6.16. Figures 6.2 to 6.6 (Volume 2) illustrate the properties affected by visual intrusion and the degree of visual intrusion before ameliorative works. 6.7.2 Grading System In this assessment the various levels of visual intrusion can be described as follows: Severe (Visual Intrusion) The road scheme would completely alter the existing visual environment in a qualitative sense. Moderate (Visual Intrusion) The road scheme would have a significant effect on an existing view. Slight (Visual Intrusion) The road scheme would have limited impact on the existing view. 6.7.3 Criteria Used The criteria used in the assessment is as follows: · The proximity and elevation of the road/road structures. · The alteration of the existing landform. · The contrast in character between the road/road structures and existing view (e.g. the imposition of a roadway and traffic on an existing natural/rural view). · The relationship with unsightly features (e.g. the elimination of such features). · The extent to which the roadway/traffic is visible. · The elimination and replaceability of significant features (e.g. trees, vegetation). 6.7.4 Visual Intrusion - Occupiers of Property and Users of Places of Outdoor Recreation-Results of the Survey The results of the survey as it relates to occupiers of properties and users of outdoor recreation are indicated in Table 6.15 and on Fig.’s 6.2 to 6.6 (Volume 2). In terms of the overall scheme, the total number of locations potentially subject to visual intrusion from the scheme is relatively limited. In relation to the total number of locations considered 28% approximately of dwellings, 30% of farms, 37% of commercial units and 100% of dwellings of recreational facilities would be affected. Furthermore, it is significant that of those dwellings affected, less than 1% are severely affected before and 0% after ameliorative measures, 14% are moderately affected before and 9% after, while 14% would experience slight intrusion before and 19% after amelioration. A high percentage (73%) of residences and (70%) of farms would suffer no intrusion as a result of the scheme. This is a function of the relatively level topography along the proposed route. In addition, a small number of residences (1%) would experience an enhanced situation as a result of screening by the scheme of existing obtrusive views. Table 6.15 gives a detailed statistical analysis of the visual intrusion caused by the scheme prior to and post ameliorative works: The most severe visual intrusion along the route would occur at the following locations: See Fig.’s 6.2 to 6.6 (Volume 2). One farm at Cookstown would suffer severe intrusion before and after amelioration from views along the route while entering and exiting the farm. Replacement planting would more than substitute for trees necessarily removed in course of the development. However, the aforementioned intrusion could not be fully ameliorated. In relative terms, the largest number of residences affected by visual intrusion would be between chainage 7,000m and 10,000m approximately, where the N2 Improvement would run parallel to the existing N2. A low bund would be established along the eastern edge at this sector, where feasible, and semi-mature tree species provided at a density to establish rapid screening. A further issue in relation to visual intrusion along the proposed scheme would be the reduction of existing traffic volumes for residences along the existing N2 and Ashbourne in particular. The occupants should experience an improved visual environment in the post development period. Table 6.15 Statistical Analysis of Visual Intrusion Before and After Ameliorative Works Land Use Category Impact Number of Locations Before Amelioration After Amelioration Farmyards Severe Moderate Slight None Improved Total 1 (3%) 3 (10%) 5(17%) 21(70%) 0(0%) 30(100%) 1(3%) 1(3%) 7(23%) 21(70%) 0(0%) 0(0%) Residences Severe Moderate Slight None Improved Total 1(0.23%) 64(14%) 61(14%) 323(73%) 5(1%) 442 (100%) 0. (0)% 42(9%) 84(19%) 323(73%) 5(1%) 5(1%) Amenity (Recreational) Facilities Severe Moderate Slight None Total 1(50%) 0(0%) 1(50%) 0(0%) 2(100%) 0(0%) 1(50%) 0(0%) 1(50%) 2(100%) Commercial/Industrial Units Severe Moderate Slight None Total 0(0%) 3(12%) 6(25%) 15(63%) 24(100%) 0(0%) 0(0%) 5(21%) 19(79%) 24(100%) 6.7.5 Visual Intrusion- Views from Existing Roads The approach applied in assessing visual intrusion to users of existing roads within the study area was similar to that adopted for occupiers of residences: - Existing views and landscape were noted. Factors likely to cause visual impact were noted. The extent of the visibility of the proposed new scheme in relation to the users of existing roads was noted An analysis of the visual impact was made and assessment of visual intrusion was carried out. Ameliorative measures were formulated. An assessment was made of the visual impact that would be caused by the N2 Improvement scheme in terms of visual intrusion after ameliorative measures had been applied. The results are presented graphically on Fig. 6.7 to 6.11. (Volume 2) Table 6.16 compares the extent of visual intrusion on views from the existing road network before and after ameliorative measures might be applied. Because of the relatively level topography the potential for visual intrusion would be confined primarily to the approaches to structures, intersections, link roads and tie-ins. Table 6.16 Visual Intrusion on Views from Existing Roads Visual Intrusion Category ...