HomeMy WebLinkAbout2660018 - F.I. Received Doc. - EIAR - Chapter 5 Landscape & Visual
VOLUME II
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
CHAPTER 5
LANDSCAPE & VISUAL
Stream BioEnergy Ireland Limited
AUGUST 2026 RECEIVED: 28/08/2026
August 2026 | 5-1
Table of Contents
5 Landscape & Visual ................................................................................................................. 5-5
5.1 Introduction ............................................................................................................................ 5-5
5.2 Expertise & Qualifications ....................................................................................................... 5-5
5.3 Proposed Project ..................................................................................................................... 5-6
5.3.1 Renewable Biogas Plant Site ................................................................................................... 5-6
5.3.2 Linear Gas Grid Connection..................................................................................................... 5-7
5.3.3 Aspects Relevant to this Assessment ...................................................................................... 5-7
5.4 Methodology ........................................................................................................................... 5-7
5.4.1 Scope of the Assessment ........................................................................................................ 5-8
5.4.2 Study Area ............................................................................................................................... 5-8
5.4.3 Landscape Impact Assessment Criteria ................................................................................... 5-9
5.4.4 Visual Impact Assessment Criteria ........................................................................................ 5-11
5.4.5 Magnitude of Change – Visual .............................................................................................. 5-13
5.4.6 Significance of Effect ............................................................................................................. 5-14
5.4.7 Quality of Effects ................................................................................................................... 5-16
5.5 Difficulties Encountered ........................................................................................................ 5-16
5.6 Landscape and Visual Policy Context and Designations ....................................................... 5-16
5.6.1 Monaghan County Development Plan 2025 - 2031 .............................................................. 5-16
5.6.2 Cavan County Development Plan 2022-2028 ....................................................................... 5-20
5.7 Baseline Environment ........................................................................................................... 5-22
5.7.1 Landscape Baseline ............................................................................................................... 5-22
5.7.2 Visual Baseline....................................................................................................................... 5-24
5.8 The ‘Do Nothing’ Scenario .................................................................................................... 5-29
5.8.1 Evolution of the Baseline ...................................................................................................... 5-29
5.8.2 ‘Do Nothing’ Effects .............................................................................................................. 5-29
5.9 Potential Significant Effects .................................................................................................. 5-30
5.9.1 Assessment of Receptor Sensitivity – Landscape ................................................................. 5-30
5.9.2 Magnitude of Landscape Effects – Construction Phase ........................................................ 5-30
5.9.3 Magnitude of Landscape Effects – Operational Phase ......................................................... 5-32
5.9.4 Assessment of Receptor Sensitivity – Visual ......................................................................... 5-33
5.9.5 Magnitude of Visual Effects – Construction Phase ............................................................... 5-34
5.9.6 Magnitude of Visual Effects – Operational Phase ................................................................. 5-36
5.9.7 Cumulative Landscape & Visual Effects ................................................................................ 5-44
5.9.8 Summary ............................................................................................................................... 5-44
5.10 Mitigation Measures ............................................................................................................. 5-47 RECEIVED: 28/08/2026
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5.10.1 General Recommendations- Construction Phase Mitigation ............................................... 5-47
5.10.2 Renewable Biogas Plant Site ................................................................................................. 5-47
5.10.3 Linear Gas Grid Connection................................................................................................... 5-50
5.11 Residual Impact Assessment ................................................................................................. 5-51
5.11.1 Landscape .............................................................................................................................. 5-51
5.11.2 Visual ..................................................................................................................................... 5-52
5.11.3 Summary of Likely Effects following 7 years of mitigation establishment ........................... 5-55
5.12 Risk of Major Accidents or Disasters ..................................................................................... 5-56
5.13 Worst Case Scenario ............................................................................................................. 5-56
5.14 Interactions ........................................................................................................................... 5-56
5.14.1 Archaeology and Cultural Heritage ............................................. Error! Bookmark not defined.
5.14.2 Biodiversity .................................................................................. Error! Bookmark not defined.
5.14.3 Population and Human Health .................................................... Error! Bookmark not defined.
5.15 Monitoring ............................................................................................................................ 5-56
5.15.1 Renewable Biogas Plant Site ................................................................................................. 5-56
5.15.2 Linear Gas Grid Connection................................................................................................... 5-57
5.16 Conclusion ............................................................................................................................. 5-57
5.16.1 Landscape .............................................................................................................................. 5-57
5.16.2 Visual ..................................................................................................................................... 5-58
5.16.3 Overall Significance of Effect ................................................................................................. 5-58
5.17 References and Sources ........................................................................................................ 5-58
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Table of Figures
Figure 5.1 3km extent of the study area .............................................................................................. 5-9
Figure 5.2 Excerpt from the CDP Landscape Character Assessment, showing the approximate location
of the Proposed Development in relation to Landscape Character Areas (LCAs) ............................. 5-17
Figure 5.3 Excerpt from the CDP, showing the approximate location of the Proposed Development in
relation to Areas of Amenity Value .................................................................................................... 5-18
Figure 5.4 Excerpt from the CDP Landscape Character Assessment, showing the approximate location
of the Proposed Development in relation to Landscape Character Types (LCTs) ............................. 5-19
Figure 5.5 Excerpt from the CCDP Landscape Categorization, showing the approximate location of the
Proposed Development in relation to the Landscape Character Area (LCA) ..................................... 5-21
Figure 5.6 Excerpt from the CCDP Landscape Categorization, showing the approximate location of the
Proposed Development in relation to the ‘River/Lakeside Amenities and Parks’ Special Landscape
Policy Areas ........................................................................................................................................ 5-22
Figure 5.7 DSM-based ZTV map of the odour stack, accounting for screening by existing surface
elements such as hedgerows, trees lines and forestry. ..................................................................... 5-25
Figure 5.8 DSM-based ZTV map of the buildings and tanks, accounting for screening by surface
elements such as hedgerows, trees lines and forestry. ..................................................................... 5-26
Figure 5.9 Viewpoint location map .................................................................................................... 5-28
Figure 5.10 Hedgerow Type 1: indicative boundary planting detail showing the approach to inter-
planting and under-planting of existing hedgerows (where consolidation is needed). .................... 5-49
Figure 5.11 Indicative boundary planting detail showing the introduction of new boundary hedgerow
TYPE 2 ................................................................................................................................................. 5-49
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Table of Tables
Table 5-1 Landscape Value and Sensitivity ........................................................................................ 5-10
Table 5-2 Magnitude of Change – Landscape .................................................................................... 5-10
Table 5-3 Magnitude of Change – Visual ........................................................................................... 5-13
Table 5-4 Significance Matrix ............................................................................................................. 5-15
Table 5-5 Indicative significance of effect criteria descriptions ........................................................ 5-15
Table 5-6 Outline Description of Selected Viewshed Reference Points (VRPs) ................................. 5-27
Table 5-7 Assessment of Visual Effect (Prior to the establishment of mitigation) ............................ 5-36
Table 5-8 Summary of likely landscape effects during the construction phase in the absence of
mitigation ........................................................................................................................................... 5-45
Table 5-9 Summary of likely visual effects during the construction phase in the absence of mitigation
........................................................................................................................................................... 5-45
Table 5-10 Summary of likely landscape effects prior to the establishment of mitigation ............... 5-46
Table 5-11 Summary of likely visual effects during the operational phase prior to the establishment of
mitigation ........................................................................................................................................... 5-46
Table 5-12 Assessment of Residual Visual Effects following 7 years of mitigation establishment ... 5-52
Table 5-13 Summary of Likely Post-Mitigation Landscape Effects .................................................... 5-55
Table 5-14 Summary of Likely Post-Mitigation Visual Effects............................................................ 5-55
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5 Landscape & Visual
5.1 Introduction
This Landscape and Visual Impact Assessment (LVIA) has been prepared to accompany a planning
application for the Proposed Development, which comprises the Renewable Biogas Plant and
associated infrastructure. In accordance with the EIA Directive, the assessment also considers the
overall project, which includes the separate Linear Gas Grid Connection to be delivered by Gas
Networks Ireland under a different consenting regime, insofar as sufficient detail is available. This
chapter should be read in conjunction with the Landscape Design Statement and Landscape Mitigation
Plan included under separate cover .
This LVIA describes the landscape context of the Proposed Development and assesses the likely
landscape and visual impacts of the scheme on the receiving environment. Although closely linked,
landscape and visual impacts are assessed separately.
• Landscape Impact Assessment (LIA) relates to assessing effects of a development on the
landscape as a resource in its own right and is concerned with how the proposal will affect the
elements that make up the landscape, the aesthetic and perceptual aspects of the landscape
and its distinctive character.
• Visual Impact Assessment (VIA) relates to assessing effects of a development on specific views
and on the general visual amenity experienced by people. This deals with how the
surroundings of individuals or groups of people may be specifically affected by changes in the
content and character of views as a result of the change or loss of existing elements of the
landscape and/or introduction of new elements. Visual impacts may occur from; Visual
Obstruction (blocking of a view, be it full, partial or intermittent) or; Visual Intrusion
(interruption of a view without blocking).
5.2 Expertise & Qualifications
This LVIA adopts an approach that is founded in the following best practice guidance documents:
• Landscape Institute and the Institute of Environmental Management and Assessment (IEMA)
publication entitled Guidelines for Landscape and Visual Impact Assessment, 2013 (GLVIA3);
• Environmental Protection Agency (EPA) publication ‘Guidelines on the Information to be
contained in Environmental Impact Statements (2022); and
• 'Photography and Photomontage in Landscape and Visual Impact Assessment', Landscape
Institute Technical Guidance Note 06/2019.
This LVIA was prepared by Nicole Crawford, Senior LVIA Consultant at Macro Works Ltd (part of APEM
Group), in Cherrywood Business Park, Loughlinstown, Dublin 18. Nicole is a consultant with over 6
years of experience in the field of landscape architecture. Nicole holds an MLA in Landscape
Architecture as well as an MSc and is affiliated with the Irish Landscape Institute. Nicole has carried
out numerous LVIAs and been involved in the preparation of EIARs for a broad range of development RECEIVED: 28/08/2026
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types in both Ireland and the UK, including large-scale industrial, renewable energy, and linear
infrastructure developments.
Macro Works is a consultancy firm specialising in Landscape and Visual Assessment and associated
maps and graphics. Macro Works’ relevant experience includes a broad range of infrastructural,
renewable energy, industrial and commercial projects since 1999, including numero us urban,
residential, and mixed use development projects.
The LVIA has been reviewed by Richard Barker, Divisional Director in Macro Works, and Landscape
Architect affiliated with the Irish Landscape Institute.
5.3 Proposed Project
A detailed description is provided in Chapter 2 of this EIAR.
5.3.1 Renewable Biogas Plant Site
The project consists of the construction and operation of a Renewable Biogas Plant and associated
infrastructure. The principal elements of the plant comprise a main process building where the
feedstock for the anaerobic digestion (AD) process is received. An odour control system with a
dispersion stack will treat the air from the building. The feedstock passes to the AD tanks located
within a bunded tank farm. There is a combined heat and power (CHP) building within which a gas
fired CHP engine will generate electricity for the plant's energy needs. A Biogas Upgrade and
Treatment Plant will be installed to produce biomethane (a renewable natural gas) that will be
exported via a Gas Grid Entry Unit to the national gas grid. A CO2 Liquefaction plant will be installed to
capture the carbon dioxide in the biogas, turning it into liquid CO₂. A Dryer Building is proposed, where
the digestate will be dried, and a Pellet Hall will be constructed, where the digestate pellets will be
stored prior to removal from the site for use as a natural fertiliser product. Ancillary elements include
a gas dome, tanks to store incoming liquid feedstock, freshwater, firewater, and fuel, a backup gas
flare, a backup generator, a plant building, and a control building. Widening of the local road, berms,
a new site entrance, weighbridges, wheel washes, parking, lighting and all ancillary development
works and services also form part of the development.
A high-level process flow follows. RECEIVED: 28/08/2026
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5.3.2 Linear Gas Grid Connection
A gas transmission pipeline will provide a physical connection between the Renewable Biogas Plant
and the existing national gas network in Dromore West. Co. Monaghan. While the development of the
gas grid is not part of the planning application, as Gas Networks Ireland will deliver it, it is included in
the EIAR for assessment purposes, as it forms part of the overall project for the EIA Directive. The
works comprise the laying of an underground pipeline over approximately 3.5km within the public
road corridor.
5.3.3 Aspects Relevant to this Assessment
The component of the Project most likely to give rise to notable effects on the physical landscape,
landscape character, and visual amenity of the surrounding area is the Renewable Biogas Plant and
associated infrastructure. The Linear Gas Grid Connection is unlikely to give rise to notable landscape
and visual effects, beyond the construction phase, due to the siting of this infrastructure underground.
As such, this chapter will primarily focus on the Renewable Biogas Plant and associated infrastructure
(hereafter referred to simply as the Renewable Biogas Plant) and the associated site (hereafter
referred to as the Renewable Biogas Plant Site).
5.4 Methodology
This document uses methodology as prescribed in the previously mentioned GLVIA3, which follows
the European Landscape Convention (ELC) definition of landscape: RECEIVED: 28/08/2026
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“Landscape is an area, as perceived by people, whose character is the result of the
action and interaction of natural and/or human factors’ (Council of Europe, 2000).
Thus, GLVIA-2013 covers all landscapes from “high mountains and wild countryside
to urban and fringe farmland (rural landscapes), marine and coastal landscapes
(seascapes) and the landscapes of villages towns and cities (townscapes)” -
whether protected or degraded.”
5.4.1 Scope of the Assessment
GLVIA3 establishes guidelines and not a specific methodology. The preface recognises that:
‘This edition concentrates on principles and processes. It does not provide a detailed or formulaic
‘recipe’ that can be followed in every situation – it remains the responsibility of the professional to
ensure that the approach and methodology adopted are appropriate to the task in hand.’
The methodology for this assessment has therefore been developed specifically for this assessment
to ensure that it is appropriate and fit for purpose. The LVIA Methodology can be summarised as
undertaking the following key tasks:
• Desk study and site visits in September 2024 and June 2025;
• Defining the Baseline Landscape setting and conditions;
• Identification and Evaluation of key components of the Proposed Project;
• Consideration of Mitigation Measures;
• Assessment of Landscape Effects;
• Assessment of Visual Effects; and
• Summary Statement of Significance.
5.4.2 Study Area
From similar studies, it is anticipated that the Proposed Development is likely to be difficult to discern
beyond approximately 3km and is not likely to give rise to significant landscape or visual impacts
beyond approximately 1km. In the interests of a comprehensive appraisal, a 3km radius study area
from the Renewable Biogas Plant Site is used in this instance, which encompasses the Linear Gas Grid
Connection Site, which follows the R189 and R188. However, there will be a particular focus on
receptors contained within 1km, except where iconic or designated scenic viewpoints exist at greater
distances out to 3km (refer to Figure 5.1). A study area of 3km has typically been used for industrial
projects in Ireland, Northern Ireland and Great Britain and this approach has been deemed acceptable
by multiple planning authorities including Monaghan County Council. RECEIVED: 28/08/2026
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Figure 5.1 3km extent of the study area
5.4.3 Landscape Impact Assessment Criteria
This part of the LVIA provides an assessment of how the introduction of the Proposed Development
will affect the physical features and fabric of the landscape, and then how the proposals influence
landscape character with reference to published descriptions of character and an understanding of
the contemporary character of the landscape as informed through desktop and site studies.
When assessing the potential landscape effects of the development, the value and sensitivity of the
landscape receptor is weighed against the magnitude of impact to determine the significance of the
landscape effect. Criteria outlined below are used to guide these judgements. RECEIVED: 28/08/2026
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5.4.3.1 Landscape Value and Sensitivity
The sensitivity of the landscape to change is the degree to which a particular setting can accommodate
changes or new elements without unacceptable detrimental effects to its essential characteristics. In
accordance with GLVIA3, the sensitivity of a landscape receptor (Landscape Character Area or feature)
is derived from combining judgements in relation to its susceptibility to change and its value. The
judgement reflects such factors as its quality, value, contribution to landscape character and the
degree to which the particular element or characteristic can be replaced or substituted. Landscape
Sensitivity is classified using the following criteria set out in Table 5-1.
Table 5-1 Landscape Value and Sensitivity
Sensitivity Description
Very High Areas where the landscape character exhibits a very low capacity for change in the form of
development. Examples of which are high value landscapes, protected at an international or national
level (World Heritage Site/National Park), where the principal management objectives are likely to be
protection of the existing character.
High Areas where the landscape character exhibits a low capacity for change in the form of development.
Examples of which are high value landscapes, protected at a national or regional level (Area of
Outstanding Natural Beauty), where the principal management objectives are likely to be considered
conservation of the existing character.
Medium Areas where the landscape character exhibits some capacity and scope for development. Examples
of which are landscapes, which have a designation of protection at a county level or at non-designated
local level where there is evidence of local value and use.
Low Areas where the landscape character exhibits a higher capacity for change from development.
Typically, this would include lower value, non-designated landscapes that may also have some
elements or features of recognisable quality, where landscape management objectives include,
enhancement, repair and restoration.
Negligible Areas of landscape character that include derelict, mining, industrial land or are part of the urban fringe
where there would be a reasonable capacity to embrace change or the capacity to include the
development proposals. Management objectives in such areas could be focused on change, creation
of landscape improvements and/or restoration to realise a higher landscape value.
5.4.3.2 Magnitude of Change – Landscape
The magnitude of change is a product of the scale, extent or degree of change that is likely to be
experienced as a result of the Proposed Development and to a lesser extent the duration and
reversibility of that effect. The magnitude takes into account whether there is a direct physical impact
resulting from the loss of landscape components and/or a change that extends beyond the immediate
setting that may have an effect on the landscape character. Table 5-2 outlines criteria used to inform
this judgement.
Table 5-2 Magnitude of Change – Landscape
Criteria Description
Very High Change that would be large in extent and scale with the loss of critically important landscape elements
and features, that may also involve the introduction of new uncharacteristic elements or features that
contribute to an extensive change of the landscape in terms of character, value and quality. RECEIVED: 28/08/2026
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High
Change that would be more limited in extent and scale with the loss of important landscape elements
and features, that may also involve the introduction of new uncharacteristic elements or features that
contribute to a considerable change of the landscape in terms of character, value and quality.
Medium
Changes that are modest in extent and scale involving the loss of landscape characteristics or
elements that may also involve the introduction of new uncharacteristic elements or features that would
lead to noticeable changes in landscape character, and quality.
Low
Changes affecting small areas of landscape character and quality, together with the loss of some less
characteristic landscape elements or the addition of new features or elements that would lead to
discernible changes in landscape character, and quality.
Negligible
Changes affecting small or very restricted areas of landscape character. This may include the limited
loss of some elements or the addition of some new features or elements that are characteristic of the
existing landscape or are hardly perceivable leading to no material change to landscape character,
and quality.
5.4.4 Visual Impact Assessment Criteria
This part of the LVIA provides an assessment of how the introduction of the Proposed Development
will affect views within the landscape. It therefore needs to consider:
• Direct impacts of the Proposed Development upon views through intrusion or obstruction;
• The reaction of viewers who may be affected, e.g. residents, walkers, road users; and
• The overall impact on visual amenity.
It has been deemed appropriate to structure the assessment around a series of representative
viewpoint locations. All viewpoints are located within the public domain and are representative of
views available from main thoroughfares and pedestrian areas within the vicinity of the Proposed
Development. The selected viewpoints are considered to be comprehensive in communicating the
variable nature of the visual effects.
When assessing the potential visual effects of the development, the sensitivity of the visual receptor
is weighed against the magnitude of the visual impact to determine the significance of the visual
effect. Criteria outlined below are used to guide these judgements.
5.4.4.1 Sensitivity of Visual Receptors
As with landscape sensitivity, the sensitivity of a visual receptor is categorised as Very High, High,
Medium, Low, and Negligible. Unlike landscape sensitivity however, the sensitivity of visual receptors
has an anthropocentric (human) basis. It considers factors such as the perceived quality and values
associated with the view, the landscape context of the viewer, the likely activity the viewer is engaged
in and whether this heightens their awareness of the surrounding environment.
A list of the factors considered by the assessor in estimating the level of sensitivity for a particular
visual receptor is outlined below to establish visual receptor sensitivity at each viewpoint location.
5.4.4.2 Susceptibility of Visual Receptors to Change
In accordance with GLVIA3, visual receptors most susceptible to changes in views and visual amenity
are:
• “Residents at home; RECEIVED: 28/08/2026
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• People, whether residents or visitors, who are engaged in outdoor recreation,
including use of public rights of way, whose attention or interest is likely to be
focussed on the landscape and on particular views;
• Visitors to heritage assets, or to other attractions, where views of the surroundings
are an important contributor to the experience;
• Communities where views contribute to the landscape setting enjoyed by residents
in the area;
• Travellers on road rail or other transport routes where such travel involves
recognised scenic routes and awareness of views is likely to be heightened”.
• Visual receptors that are less susceptible to changes in views and visual amenity
include;
• “People engaged in outdoor sport or recreation, which does not involve or depend
upon appreciation of views of the landscape;
• People at their place of work whose attention may be focussed on their work or
activity, not their surroundings and where the setting is not important to the quality
of working life”.
5.4.4.3 Values attached to Views
The value attached to a view is determined by considering the following:
• Recognised scenic value of the view (Development Plan designations, guidebooks, touring
maps, postcards etc). These represent a consensus in terms of which scenic views and routes
within an area are strongly valued by the population because in the case of County
Developments Plans, for example, a public consultation process is required;
• Views from within highly sensitive landscape areas. These are likely to be in the form of
designated areas such as National Parks and other highly susceptible landscape areas, which
are incorporated within the Development Plan and therefore subject to the public
consultation process. Viewers within such areas are likely to be highly attuned to the
landscape around them;
• Primary views from residential receptors. Even within built up urban areas, views from
residential properties are an important consideration in respect of residential amenity;
• Intensity of use, popularity. This relates to the number of viewers likely to experience a view
on a regular basis and whether this is significant at a national or regional scale;
• Provision of vast, elevated panoramic views. This relates to the extent of the view on offer
and the tendency for receptors to become more attuned to the surrounding landscape at
locations that afford broad vistas;
• Sense of remoteness and/or tranquillity. Receptors taking in a remote and tranquil scene,
which is likely to be fairly static, are likely to be more receptive to changes in the view than
those taking in the view of a busy street scene, for example;
• Degree of perceived naturalness. Where a view is valued for the sense of naturalness of the
surrounding landscape it is likely to be highly sensitive to visual intrusion by distinctly
manmade features; RECEIVED: 28/08/2026
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• Presence of striking or noteworthy features. A view might be strongly valued because it
contains a distinctive and memorable landscape / townscape feature such as a cathedral or
castle;
• Historical, cultural and / or spiritual significance. Such attributes may be evident or sensed by
receptors at certain viewing locations, which may attract visitors for the purposes of
contemplation or reflection heightening the sense of their surroundings;
• Rarity or uniqueness of the view. This might include the noteworthy representativeness of a
certain landscape type and considers whether the receptor could take in similar views
anywhere in the broader region or the country;
• Integrity of the landscape character. This looks at the condition and intactness of the
landscape in view and whether the landscape pattern is a regular one of few strongly related
components or an irregular one containing a variety of disparate components;
• Sense of place. This considers whether there is special sense of wholeness and harmony at
the viewing location;
• Sense of awe. This considers whether the view inspires an overwhelming sense of scale or the
power of nature.
Those locations which are deemed to satisfy many of the above criteria are likely to be of higher
sensitivity, and no relative importance is inferred by the order of listing.
It is recognised that a viewer’s interpretation and experience of the landscape can have preferential
and subjective components. Where relevant, judgements are made on those elements of the
landscape that are considered to contribute more prominently and positively to the visual landscape
resource as well as those elements that contribute negatively. Overall sensitivity may be a result of a
number of these factors or, alternatively, a strong association with one or two in particular.
5.4.5 Magnitude of Change – Visual
The magnitude of change is again a product of the scale, extent, or degree of change that is likely to
be experienced as a result of the Proposed Development. This is directly influenced by its ‘visual
presence / prominence’, as experienced by visual receptors in the landscape. These terms are
somewhat quantitative in nature, and essentially relate to how noticeable or ‘dominant’ the proposal
is within a particular view. Aside from the obvious influence of scale and distance, a development’s
visual presence is influenced by the extent and complexity of the view, contextual movement in the
landscape, the nature of its backdrop, and its relationship with other focal points or prominent
features within the view. It is often, though not always, expressed using one of the following terms:
Minimal; Sub-dominant; Co-dominant; Dominant; Highly dominant. Criteria used to inform
judgements are provided in Table 5-3. The GLVIA3 guidance suggests that consideration be given to
seasonal variation in effects where appropriate, and as such, potential differences between seasonal
views have been taken into consideration in reaching conclusions.
Table 5-3 Magnitude of Change – Visual
Criteria Description RECEIVED: 28/08/2026
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Very High Complete or very substantial change in view, dominant, involving complete or very substantial
obstruction of existing view or complete change in character and composition of baseline, e.g., through
removal of key elements.
High A major change in the view that is highly prominent and has a strong influence on the overall view.
This may involve the substantial obstruction of existing views or a complete change in character and
composition of baseline, e.g. through removal of key elements or the introduction of new features that
would heavily influence key elements.
Medium Moderate change in view: which may involve partial obstruction of existing view or partial change in
character and composition of baseline, i.e., pre-development view through the introduction of new
elements or removal of existing elements. Change may be prominent but would not substantially alter
scale and character of the surroundings and the wider setting. View character may be partially changed
through the introduction of features which, though uncharacteristic, may not necessarily be visually
discordant.
Low Minor change in baseline, i.e. pre-development view - change would be distinguishable from the
surroundings whilst composition and character would be similar to the pre change circumstances.
Negligible Very slight change in baseline, i.e. pre-development view - change would be barely discernible.
Composition and character of view substantially unaltered.
5.4.6 Significance of Effect
The significance of a landscape or visual effect is based on a balance between the sensitivity of the
receptor and the magnitude of change, and is categorised as Profound, Substantial, Moderate, Slight,
or Imperceptible. Intermediate judgements are also provided to enable an effect to be more
accurately described where relevant. ‘No Effect’ may also be recorded as appropriate where the effect
is so negligible it is not noteworthy.
The significance category judgement is arrived at using the Significance Matrix at Table 5-4 as a guide.
This applies the principle of significance being a function of magnitude weighed against sensitivity, but
employs slightly different terminology that avoids the potentially confusing use of the term
‘significant’ (as recommended by GLVIA3 Statement of Clarification 1/13 (Landscape institute, 10th
June 2013)).
Indicative criteria descriptions used in relation to the significance of effect category are presented at
Table 5-5.
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Table 5-4 Significance Matrix
Sensitivity of Receptor
Magnitude Very High High Medium Low Negligible
Very High Profound Profound-
substantial
Substantial Moderate Slight
High Profound-
substantial
Substantial Substantial-
moderate
Moderate-slight Slight-
imperceptible
Medium Substantial Substantial-
moderate
Moderate Slight Imperceptible
Low Moderate Moderate-slight Slight Slight-
imperceptible
Imperceptible
Negligible Slight Slight-
imperceptible
Imperceptible Imperceptible Imperceptible
Table 5-5 Indicative significance of effect criteria descriptions
Landscape Visual
Profound There are notable changes in landscape
characteristics over an extensive area or a very
intensive change over a more limited area.
The view is entirely altered, obscured or affected.
Substantial An effect which, by its character, magnitude,
duration or intensity alters a sensitive aspect of the
landscape. There are notable changes in
landscape characteristics over a substantial area
or an intensive change over a more limited area.
An effect which, by its character, magnitude,
duration or intensity alters a sensitive aspect of the
visual environment. The proposal affects a large
proportion of the overall visual composition, or
views are so affected that they form a new element
in the physical landscape.
Moderate An effect that alters the character of the
environment in a manner that is consistent with
existing and emerging baseline trends. There are
minor changes over some of the area or moderate
changes in a localised area.
An effect that alters the character of the visual
environment in a manner that is consistent with
existing and emerging trends. The proposal affects
an appreciable segment of the overall visual
composition, or there is an intrusion in the
foreground of a view.
Slight An effect which causes noticeable changes in the
character of the landscape without affecting its
sensitivities. There are minor changes over a small
proportion of the area or moderate changes in a
localised area or changes that are reparable over
time.
An effect which causes noticeable changes in the
character of the visual environment without
affecting its sensitivities. The affected view forms
only a small element in the overall visual
composition or changes the view in a marginal
manner.
Imperceptible An effect capable of measurement but without
noticeable consequences. There are no noticeable
changes to landscape context, character or
features.
An effect capable of measurement but without
noticeable consequences. Although the
development may be visible, it would be difficult to
discern resulting in minimal change to views.
It is important that the likely effects of the proposals are transparently assessed and understood in
order that the determining authority can bring a balanced, well-informed judgement to bear when
making a planning decision. RECEIVED: 28/08/2026
August 2026 | 5-16
As such, whilst the significance matrix and criteria provide a useful guide, the significance of an effect
is ultimately determined by the landscape specialist using professional judgement, and also in the
context of occasionally using hybrid judgements to account for nuance.
Effects assessed as ‘Substantial’ or greater (shaded cells) are considered to be the most notable in
landscape and visual terms, and may be regarded as ‘Significant’, albeit it is important to note that
this is not a reflection on their acceptability in planning terms.
5.4.7 Quality of Effects
In addition to assessing the significance of landscape and visual effects, the quality of the effects is
also determined. Within this LVIA, effects are described as negative/adverse, neutral, or
positive/beneficial, and the following criteria has been used to guide these judgements.
• Positive/beneficial - A change which improves the quality of the environment, enhancing the
existing view/landscape;
• Neutral - No effects or effects that are imperceptible, within normal bounds of variation e.g.
will neither detract from nor enhance the existing view/landscape;
• Negative/adverse - A change which reduces the quality of the environment, detracting from
the existing view/landscape.
5.5 Difficulties Encountered
No technical difficulties or practical issues were encountered in carrying out the LVIA as presented in
this chapter.
The LVIA is undertaken from publicly accessible locations as is standard practice and as such,
judgements as to the main orientation and nature of existing views from residential properties are not
possible. However, views from residential properties are taken into consideration within the
assessment through representative viewpoints from adjacent publicly accessible locations.
5.6 Landscape and Visual Policy Context and Designations
5.6.1 Monaghan County Development Plan 2025 - 2031
5.6.1.1 Landscape Character Assessment - Landscape Character Areas
The Monaghan County Development Plan 2025-2031 (hereafter referred to as the CDP) was adopted
by the Monaghan County Council in 2025 and is the main strategic planning policy document which
guides the future development of County Monaghan.
Monaghan County Council commissioned the preparation of Landscape Character Assessment in
2008, which has been incorporated within the CDP, and divides the county into 9 no. Landscape
Character Areas (LCAs) (refer to Figure 5.2). These are described as "…the unique individual
geographical areas in which landscape types occur. They share generic characteristics with other areas
of the same type but also have their own particular identity." The Proposed Development and study RECEIVED: 28/08/2026
August 2026 | 5-17
area are located within 'LCA 7 - Ballybay/Castleblayney Lakelands'. The key characteristics of this LCA
are as described follows:
"Low lying pastoral landscape with frequent widely spaced drumlins.
Numerous loughs, some of which are substantial in size and are among the largest
in the County.
Rivers and smaller watercourses follow an east west orientation and frequently link
the loughs.
Scattered designed landscapes include the Fairfield demesne and Dartrey House.
Remnants of the industrial past include a dismantled railway line which extends
across the landscape from Cootehill (outside the county) to Castleblayney and
thereafter extending northwards."
The Landscape Conditions and Sensitivity of 'LCA 7 - Ballybay/Castleblayney Lakelands' are described
as follows:
"This is a highly scenic landscape. The farmland is generally in very good condition
and the variable drumlin topography and inter drumlin hollows is a key contributing
factor to character and high scenic quality.
The lough and lough shore landscape settings comprising reeds and riparian
vegetation are highly scenic and ecologically valuable. These would be highly
sensitive to any form of development."
Figure 5.2 Excerpt from the CDP Landscape Character Assessment, showing the approximate
location of the Proposed Development in relation to Landscape Character Areas (LCAs)
Approx. location of the
Proposed RECEIVED: 28/08/2026
August 2026 | 5-18
The Landscape Character Assessment identifies several areas of Amenity Value, described as "specific
sites that carry landscape and ecological designations…", located within 'LCA 7 -
Ballybay/Castleblayney Lakelands' (refer to Figure 5.3). While there are no Areas of Primary Amenity
Value within the study area, there are 3 no. Areas of Secondary Amenity Value within the study area,
these being 'SA 8: Annaghmakerig Lake, Woodlands and environs', 'SA 9: Dartrey Demesne and
Environs', and 'SA 10: Dromore River and lake system including White Lake and Bairds Shore'.
Figure 5.3 Excerpt from the CDP, showing the approximate location of the Proposed
Development in relation to Areas of Amenity Value
5.6.1.2 Landscape Character Assessment - Landscape Character Types
The 9 no. LCAs identified in the Landscape Character Assessment are also divided into 13 no.
Landscape Character Types (LCTs) (refer to Figure 5.4). These are described as physical landscape
units, "…distinct types of landscape that are relatively homogenous in character. They are generic in
nature in that they may occur in different localities throughout any defined area. Nonetheless, where
Approx. location of the
Proposed Development RECEIVED: 28/08/2026
August 2026 | 5-19
they do occur, they commonly share similar combinations of geology, topography, land cover and
historical land use." The Renewable Biogas Plant and much of the Linear Gas Grid Connection and
study area are located within 'LCT 3 - Drumlin Foothills'. The key characteristics of this LCT are
described as follows:
"Rising ground with small to medium sized drumlins predominantly in a north to
south orientation.
Mid to long ranging views.
A patchwork of predominantly small sized well drained fields defined typically by
native hedgerows and used for pasture.
Patches of heath (Calluna spp) and gorse (Ulex spp).
Isolated farm and residential properties."
Other LCTs within the study area include 'LCT 4 - Farmed Foothills' along the north-western fringe and
'LCT 5 - Farmed Lakelands' within the southern extent.
Figure 5.4 Excerpt from the CDP Landscape Character Assessment, showing the approximate
location of the Proposed Development in relation to Landscape Character Types (LCTs)
Approx. location of
the Proposed RECEIVED: 28/08/2026
August 2026 | 5-20
5.6.1.3 Views of Recognised Scenic Value
Views of recognised scenic value are indicated within County Development Plans in the context of
scenic views/routes designations. While the CDP identifies a number of important Views from Scenic
Routes, none are located within the study area.
5.6.2 Cavan County Development Plan 2022-2028
Although the Proposed Development is contained entirely within County Monaghan, a small part of
the southern extent of the study area falls within County Cavan.
5.6.2.1 Landscape Categorisation - Landscape Character Areas
There is no current Landscape Character Assessment for County Cavan, though as stated in the Cavan
County Development Plan 2022-2028 (hereafter referred to as the CCDP), one is currently being
prepared. This will build on the existing Landscape Categorisation, which identifies five Landscape
Character Areas based on their "…their physical geological and geomorphological features." The study
area is partially located within 'Area 4: Drumlin Belt and Uplands of East Cavan', which is described as
"…typical of the Drumlin landscape with many inter-drumlin lakes distributed throughout the region."
(refer to Figure 5.5) RECEIVED: 28/08/2026
August 2026 | 5-21
Figure 5.5 Excerpt from the CCDP Landscape Categorization, showing the approximate location
of the Proposed Development in relation to the Landscape Character Area (LCA)
5.6.2.2 Special Landscape Policy Areas
As stated in the CCDP, "the scenery and landscape of the County are of enormous amenity value to
residents and visitors to the County. The protection of this asset is vitally important when considering
the development of the County." The CCCDP identify a series of 'Special Landscape Policy Areas', which
are "…unique special landscape areas…" that are of "…high landscape value or special landscape
interest…" and include a number of 'County Heritage Sites', 'Scenic Viewing Points and Scenic Routes',
'River/Lakeside Amenities and Parks', and 'High Landscape Areas and Major Lakes'. There is only one
Special Landscape Policy Area located within the study area, this being the 'Forest Park' of 'P4 -
Bellamont Forest, Cootehill' (refer to Figure 5.6).
Approx. location of the
Proposed Development RECEIVED: 28/08/2026
August 2026 | 5-22
Figure 5.6 Excerpt from the CCDP Landscape Categorization, showing the approximate location
of the Proposed Development in relation to the ‘River/Lakeside Amenities and Parks’ Special
Landscape Policy Areas
5.7 Baseline Environment
5.7.1 Landscape Baseline
The landscape baseline represents the existing landscape context and is the scenario against which
any changes to the landscape brought about by the Proposed Development will be assessed. A
description of the landscape context of the proposed application Site and wider study area is provided
below under the headings of landform and drainage, vegetation and land use, centres of population
and housing, transport routes, and tourism, heritage and public amenities. Although this description
forms part of the landscape baseline, many of the landscape elements identified also relate to visual
receptors i.e. places and transport routes from which viewers can potentially see the Proposed
Development. The visual resource will be described in greater detail in Section 5.7.2.
5.7.1.1 Landform and Drainage
The Renewable Biogas Plant Site is located on a parcel of gently rolling agricultural land that slopes
broadly from south to north, lying at an approximate elevation of 105m AOD at the highest point to
90m AOD at the lowest.
Approx. location of the
Proposed Development RECEIVED: 28/08/2026
August 2026 | 5-23
The landscape within the wider study area is that of a drumlin field, comprising a dense expanse of
undulating landforms lying primarily between 80-120m AOD. The slope of these landforms is more
dramatic within the northern extent of the study area.
There are two rivers that intersect with the study area, the Bunnoe River in the northern extent and
the Dromore River in the southern extent. There is a network of smaller streams that weave
throughout the drumlin landscape, flowing into these rivers, the lakes within the study area, and the
many lakes within the wider landscape. Inner Lough and Drumore Lough are the largest lakes within
the southern extent of the study area, located adjacent to one another, while Annaghmakerrig Lough
is the largest lake within the northern extent. There are a number of smaller lakes scattered
throughout the study area, including Doohal Lough, Drumgole Lough, Drumhay Lough, Drummany
Lough, Long Lough, Drum Lough, Little Lough, and Coalkill Lough.
5.7.1.2 Vegetation and Land Use
The land cover within the Renewable Biogas Plant Site is agricultural pasture, bounded and intersected
by a network of mature hedgerows and rows of trees, the combination of which is also the
predominant land cover within the wider study area. The study area also contains areas of broadleaf
forest, mixed forest, natural vegetation, and blocks of coniferous forestry. The areas of forest and
forestry are concentrated around the larger loughs in the northern and south-eastern extents of the
study area.
There is some industrial/agricultural production land use, as well as sporadic commercial and
residential land use, scattered throughout the study area, largely concentrated along the network of
local roads.
5.7.1.3 Centres of Population and Housing
The village of Drum is the nearest settlement of note to the Proposed Development, with the closest
dwellings located approximately 2.6km to the south-west of the Renewable Biogas Plant Site. Aside
from this, the area is largely rural, with some linear clusters of dwellings and scattered farmsteads
located throughout the study area.
5.7.1.4 Transport Routes
The R189 regional route is the principal transport route in the vicinity of the Renewable Biogas Plant
Site, travelling in a north-west to south-east direction across the study area and located directly
adjacent to the eastern boundary of the Site. The R188 regional route is also located within the study
area, travelling in a north-east to south-west direction to intersect with the R189. Additionally, there
is a network of local roads throughout the study area, two of which bound the Renewable Biogas Plant
Site to the north and west.
5.7.1.5 Tourism, Heritage and Public Amenities
The loughs within the south-eastern extent of the study area, Inner Lough and Drumore Lough, are
the principal amenity features within the study area and are associated with the Dartrey Forest
Recreation Area, which contains several public trails including Temple Loop and Dartrey Forest Park
Loop. This area also contains several heritage features, including the Lady Anne Dawson Temple, the RECEIVED: 28/08/2026
August 2026 | 5-24
ruins of Dartrey House, and the Dawson Monument. In the northern extent of the study area,
Annaghmakerrig Lough, and the surrounding forests, is another area of recreational amenity, with
provisions for swimming, fishing, and walking.
5.7.2 Visual Baseline
5.7.2.1 Analysis of ZTV (Zone of Theoretic Visibility) Mapping
Only those parts of the receiving environment that potentially afford views of the Proposed
Development are of concern to this section of the assessment.
The ZTV mapping relies on a Digital Surface Model (“DSM”), which accounts for terrestrial land cover
elements, such as hedgerows and buildings. This determines the likely visibility of the Proposed
Development. RECEIVED: 28/08/2026
August 2026 | 5-25
5.7.2.1.1 DSM ZTV - Odour Stack
Figure 5.7 DSM-based ZTV map of the odour stack, accounting for screening by existing surface
elements such as hedgerows, trees lines and forestry.
As can be seen from the Digital Surface Model based ZTV map:
• There is theoretically no potential for visibility throughout most of the 3km study area.
• There is no theoretical visibility within and around the loughs located within the study area.
• There is very sparse theoretical visibility within and around the village of Drum.
• Areas of comprehensive theoretical visibility are primarily concentrated around the proposed
development. Within the immediate site context, these areas extend up to approximately
400–600 m to the north and south and up to 1 km to the east and west. However, visibility is
not continuous and is interspersed with sections where no theoretical visibility occurs. It
should be noted that the odour control stack is relatively slim in diameter and modest in mass, RECEIVED: 28/08/2026
August 2026 | 5-26
so even within areas of theoretical visibility, its visual presence is limited and unlikely to
dominate.
• There are several very small areas of theoretical visibility scattered throughout the wider
study area.
5.7.2.1.2 DSM ZTV - Buildings and Tanks
Figure 5.8 DSM-based ZTV map of the buildings and tanks, accounting for screening by surface
elements such as hedgerows, trees lines and forestry.
As can be seen from the Digital Surface Model based ZTV map.
• There is theoretically no potential for visibility throughout most of the study area.
• There is no theoretical visibility within and around the loughs located within the study area.
• There is very sparse theoretical visibility within and around the village of Drum. RECEIVED: 28/08/2026
August 2026 | 5-27
• Areas of comprehensive theoretical visibility are concentrated around the proposed
development. Within the immediate site context, these areas are up to approximately 400 -
600m to the north and south and 1km to the east and west. However, these areas are only
somewhat continuous, interspersed with sections of no theoretical potential visibility.
• There are some sparse, very small areas of theoretical visibility scattered throughout the area.
There is significant screening provided by the existing drumlin topography, vegetation and buildings
throughout the landscape. Taking this existing screening into account, the primary theoretical visibility
Is concentrated within a 1km radius of the Renewable Biogas Site, with little theoretical visibility from
the sensitive visual receptors around the loughs and none within the village of Drum.
5.7.2.2 Identification of Viewshed Reference Points as a Basis for Assessment
Viewshed Reference Points (VRP’s) are the locations used to study the visual impacts of a proposed
development in detail. It is not warranted to include each and every location that provides a view of
a development as this would result in an unwieldy report and make it extremely difficult to identify
the key impacts arising from the proposed development. Instead, the selected viewpoints are
intended to reflect a range of different receptor types, distances and angles. The visual impact of a
proposed development is assessed by Macro Works using up to 6 no. categories of receptor type as
listed below:
• Key Views (from features of national or international importance) (KV);
• Designated Scenic Routes and Views (SR/SV);
• Local Community views (LCV);
• Centres of Population (CP);
• Major Routes (MR);
• Amenity and heritage features (AH).
VRP’s might be relevant to more than one category and this makes them even more valid for inclusion
in the assessment. The receptors that are intended to be represented by a particular VRP are listed at
the beginning of each viewpoint appraisal. The Viewshed Reference Points selected in this instance
are set out in Table 5-6 and 6 below.
Table 5-6 Outline Description of Selected Viewshed Reference Points (VRPs)
VRP
No.
Location Representative of Direction of view
VP1 L6310 local road, Kilmore West townland LCV S
VP2 L6330 local road, Cordressigo townland LCV SW
VP3 L6330 local road, Drumgole townland LCV SW
VP4 R189 regional road, Drumcall townland LCV / MR S
VP5 L2280 local road, Drumcall townland LCV E
VP6 L22802 local road, Maghernakelly townland LCV N RECEIVED: 28/08/2026
August 2026 | 5-28
VRP
No.
Location Representative of Direction of view
VP7 R189 regional road, Maghernakelly townland LCV / MR NW
VP8 R189 regional road, Drumcall townland LCV / MR SW
VP9 L2320 local road, Drumgole townland LCV SW
VP10 R189 regional road, Maghernakelly townland LCV / MR W
Figure 5.9 Viewpoint location map RECEIVED: 28/08/2026
August 2026 | 5-29
5.8 The ‘Do Nothing’ Scenario
5.8.1 Evolution of the Baseline
In advance of identifying the potential landscape and visual effects of the Proposed Development, it
is considered relevant to consider the changes that are likely to occur in the landscape over time in its
absence. From a landscape and visual perspective, there are many political, economic, social and
environmental factors that may influence the baseline landscape and visual environment in the longer
term, and being accurate in how these may individually, or in combination, influence the baseline
landscape and visual environment is problematic.
The main influences on the future landscape and visual environment are considered to pertain to the
impacts of climate change and the character of vegetation in the landscape. Climate change together
with the natural ongoing maturation of vegetation, is likely to influence vegetation cover, whether as
a result of biological pests and pathogens, or rainfall patterns, albeit the lack of certainty means that
identifying likely changes is problematic. Vegetation management is also likely to influence the
character of the landscape, such as large-scale felling and replanting activities associated with
commercial forestry activities.
Changes to agricultural uses of land throughout the landscape may occur over time, subject to a
variety of external factors. All change in this regard is likely to be localised in its influence and would
be consistent with this type of landscape change across Ireland, rather than being specific to this
locality.
Other development pressures are difficult to accurately predict, but like many similar landscape
contexts, it is very likely that the landscape will be subject to ongoing development pressure and that
the landscape will incrementally change as a result of it. Accurately predicting this change is
challenging and subject to a variety of external factors, but is inherently controlled through the
planning process. The landscape context may become further influenced by other developments
connected to the agricultural industry given the existing agrarian context and scale of existing
agricultural practices.
In this instance, it is considered that the receiving landscape and visual baseline would remain in
similar condition as it is currently.
5.8.2 ‘Do Nothing’ Effects
The ‘do-nothing’ impact refers to the non-implementation of the proposed development. The primary
effect of this would be that the impacts and effects identified would not directly occur. In this regard,
the Renewable Biogas Plant Site, which is currently contained in pastoral farmland, would likely be
managed for typical agricultural practices, whilst the surrounding perimeter vegetation would
continue to grow out. The Linear Gas Grid Connection, which is contained within existing roads, would
remain unchanged. The existing vegetation contained within the road side verges would continue to
change over time. RECEIVED: 28/08/2026
August 2026 | 5-30
5.9 Potential Significant Effects
No demolition of existing structures is required to facilitate the Proposed Development, and therefore
this element has not been included in the LVIA assessment. Similarly, no decommissioning phase is
anticipated for the facility, which is designed for long-term operation.
5.9.1 Assessment of Receptor Sensitivity – Landscape
Landscape value and sensitivity are considered in relation to a number of factors highlighted in the
Guidelines for Landscape and Visual Impact Assessment 2013, which are set out below and discussed
relative to the proposed development site and wider study area.
The landscape values of the Renewable Biogas Plant Site, much of the Linear Gas Grid Connection and
the study area are generally associated with rural and agricultural characteristics. While much of this
area has a pleasant rural character, generated by its strongly undulating, lightly settled, densely
vegetated, and pastoral characteristics, the landscape of the Site and surrounds is not synonymous
with scenic qualities. The extent and overall composition of this drumlin landscape, comprising
distinctive landforms, field patterns, and dense lattice of hedgerows, is what contributes to the overall
scenic quality, rather than any area in particular within this landscape. However, this scenic quality is
enhanced within the northern and southern extents of the study area, wherein the overall character
is also influenced by the series of lakes and rivers that are interwoven with areas of woodland and
coniferous forestry. The areas around these waterbodies also comprise much of the amenity of the
study area.
Overall, the Renewable Biogas Plant Site, much of the Linear Gas Grid Connection and the study area
is a robust, modified, and productive landscape associated with rural land uses. There are some
scattered industrial and agricultural production sites throughout the landscape, with the Carleton
Cake Factory to the south west of the site and the Abbot Ireland industrial complex along the southern
fringe of the study area being of note. There are large areas of coniferous forestry, concentrated
around the large lakes within the study area. There are two regional roads and a network of local roads
that travel through the study area, and some residential and commercial land uses that are largely
concentrated along these roads. Beyond the lakeside landscapes within the wider study area, and the
interest of the general drumlin character, this is a typical, rural landscape.
Therefore, on balance of these factors and in accordance with the criteria outlined in Table 5-1, the
landscape sensitivity of the Site and Study Area is deemed to be Medium, with localised areas of
higher and lower sensitivity.
5.9.2 Magnitude of Landscape Effects – Construction Phase
5.9.2.1 Renewable Biogas Plant Site
During the construction phase, there will be a higher intensity of activity at the Renewable Biogas
Plant Site than currently occurs for its agricultural use. This will consist of heavy vehicle movement to
and from the site as well as construction machinery within the site. Construction stage impact s will
also be generated by the introduction of hoarding, temporary site lighting, site welfare facilities,
parking areas, and the temporary storage of construction materials and excavated ground. The RECEIVED: 28/08/2026
August 2026 | 5-31
construction of the larger elements within the Site will also require cranes and large machinery, which
will likely be visible above the intervening surrounding hedgerow networks in the near surrounds of
the Site. Construction phase impacts on the landscape are considered to be ‘Short-term’ and are likely
to last up to 24 months. A summary of construction activities within the sites is included below:
• HGVs transporting materials to and from the site;
• Movement of heavy earth-moving machinery on-site;
• Temporary storage of excavated materials and construction materials on-site;
• Gradual emergence of the proposed development, and associated works;
• Security hoarding and site lighting.
• Areas of soil stripping to facilitate the incoming structures and associated infrastructure.
• Trees and hedgerows to be retained will be protected in accordance with British Standard
BS5837: 2012 ‘Trees in Relation to Design, Demolition and Construction’
Construction equipment, machinery, and partially completed structures will become characteristic
elements during this phase, potentially visible from a broader area than ground-level activities. These
are typical activities for a development of this type and scale and will represent a noticeable increase
in activity levels compared to the baseline for this rural site. Although the construction phase will likely
have an adverse impact on the landscape character, there are a limited number of visual receptors in
close proximity to the Site for whom this impact would be noticeable.
The most notable physical effects generated by the proposed development relate to excavation and
embankment within the Site. The sloping nature of the Site, as well as the proposed embedded design
mitigation of inset structures, necessitates modifications to much of the terrain of the Site. The
affected land cover is primarily agricultural grassland, though the proposed design will require some
hedgerow removal as well.
For the reasons outlined above, as well as the scale of the proposed development, the magnitude of
landscape impacts during the construction stage is deemed to be High-Medium within the immediate
surrounds of the Site, however, this quickly reduces to a range of Medium-Low to Low in the wider
surrounds of the study area where visibility of construction activity is likely to be largely, if not entirely,
screened.
In combination with the Medium landscape sensitivity designation outlined above, the significance of
construction stage impacts is deemed to be Moderate within the immediate surrounds of the Site,
however, this quickly reduces to a range of Moderate-Slight to Slight within the wider study area
where visibility of construction stage activities will be limited and in the majority of instances, entirely
screened. The quality of the construction stage effects will be Negative with a ‘Short-term’ duration.
5.9.2.2 Linear Gas Grid Connection
While there will be some physical construction stage works, these are considered to be relatively
modest, much of which relates to soil stripping and excavation of a relatively a narrow trench within
the road corridor.
In terms of perceptual impacts, construction related activity and its effect on landscape character
within the study area will be temporary in duration and will be heavily localised. The primary impact RECEIVED: 28/08/2026
August 2026 | 5-32
will be an increase in heavy goods vehicle movements within the road network along the Linear Gas
Grid Connection corridor, which will be more noticeable along the local and regional roads within the
study area. The movement of machinery and temporary storage of excavated materials and
construction materials throughout the Linear Gas Grid Connection corridor may be noticeable within
the immediate context of each working section of the corridor.
For the reasons outlined above, the magnitude of landscape impacts during the construction stage is
deemed to be Low within the immediate surrounds of the Linear Gas Grid Connection corridor;
however, this quickly reduces to Low-Negligible to Negligible in the wider surrounds of the study area
where visibility of construction activity is likely to be very limited as a result of the surrounding dense
intervening hedgerow networks and undulating topography of the landscape.
In combination with the general Medium landscape sensitivity designation outlined above, the
significance of construction stage impacts is deemed to be Slight within the immediate surrounds of
the site; however, this quickly reduces to Slight-Imperceptible to Imperceptible within the wider
study area where construction activities will be barely discernible. The quality of the construction
stage effects will be Negative with a Short-term duration.
5.9.3 Magnitude of Landscape Effects – Operational Phase
5.9.3.1 Renewable Biogas Plant Site
With regard to the landscape character of the Renewable Biogas Plant Site and surrounding study
area, it presents as a relatively typical modified pastoral landscape, that, while pleasant, is a working
landscape influenced by existing land uses. In terms of function, this is a working rural landscape with
a variety of land uses such as agriculture, coniferous forestry, and scattered industrial and agricultural
built development. Although the Renewable Biogas Plant is a built development of a scale and extent
that is not typical of the area, it does relate to the agricultural industry and will likely not notably
detract from the productive rural character of the landscape. In terms of scale, the overall scale of the
drumlin landscape, and the land parcels and land-use patterns within these drumlins, helps to
contextualise the scale of the Renewable Biogas Plant and assimilate it into the landscape.
The influence of the Renewable Biogas Plant on landscape character will be most notable within the
immediate landscape, where the form and extent of the built structures have the potential to generate
a notable change to the character of the landscape. However, this influence will be modest, and with
distance, the comparative influence notably reduces.
On balance of the reasons outlined above, the magnitude of landscape impact is deemed to be
Medium.
With reference to the significance matrix (refer to Table 5-4 above), the Medium landscape sensitivity
judgement attributed to the study area, coupled with a Medium magnitude of landscape impact at
the Site and within its immediate vicinity (<500m), is considered to result in an overall significance of
Moderate. The significance of landscape effect reduces beyond 500m from the Site to Moderate-
Slight, and beyond 1km to Slight to Slight-Imperceptible. The quality of effect is deemed Negative. RECEIVED: 28/08/2026
August 2026 | 5-33
5.9.3.2 Linear Gas Grid Connection
Once the construction phase is complete, any disturbed road surface and/or areas of grass will likely
be reinstated along the Linear Gas Grid Connection corridor. Thus, there will be little evidence of the
Linear Gas Grid Connection. Operational stage visual impacts mainly relate to any sections of minorly
altered vegetation, and to the maintenance works for the pipeline corridor, which will be infrequent
and will be brief in nature. Maintenance operations will be much less intensive than the activity at the
construction stage.
On balance of the reasons outlined above, the magnitude of landscape impact is deemed to be
Negligible.
With reference to the significance matrix (refer to Table 5-4 above), the Medium landscape sensitivity
judgement attributed to the study area, coupled with a Negligible magnitude of landscape impact at
the Site and within its immediate vicinity (<500m), is considered to result in an overall significance of
Imperceptible. The quality of effect is deemed Neutral.
5.9.4 Assessment of Receptor Sensitivity – Visual
The study area generally presents as a typical rural landscape, forming a relatively small component
part of a managed, pastoral, working landscape that displays longstanding human intervention. Views
of this rural, working, agricultural landscape are generally pleasant in terms of its agricultural use, and
the network of hedgerows and vegetation that occur throughout it that contribute to a sense of
naturalness and, combined with the undulating topography, generates a sense of containment in
many locations.
In certain parts of the landscape, views are available across the lakes or, in elevated locations, over
parts of the wider drumlin landscape. Where this is the case, these views offer variety, and are in
contrast to the overriding visual experience of the landscape, which is more enclosed and intimate as
a result of the combination of topography and successive layers of vegetation.
While a pleasant lakeside or pastoral aesthetic is noted throughout some parts of the wider study
area, as noted above, the surrounding local area and most of the wider landscape is also influenced
by an array of scattered anthropogenic features such as major transport routes, settlements, and
some industrial development.
In terms of designations, there are no designated scenic routes or views within the study area. Much
of the scenic amenity of the landscape tends to relate to the lakes within the northern and southern
extents of the study area, at a distance from the proposed development site and which are largely
contained by surrounding vegetation, or to the overall composition of the drumlin landscape as a
whole.
Overall, the sensitivity of visual receptors within this typical, working landscape context tends to range
between Medium and Medium-Low, with those of a Medium sensitivity representing receptors in the
wider landscape with lakeside views or occasional open, expansive views across parts of the wider
landscape and those around the proposed development site considered Medium-low. RECEIVED: 28/08/2026
August 2026 | 5-34
Key differentials in terms of visual receptor sensitivity relate to the occupation of the visual receptor
and whether views of the surrounding landscape are an inherent part of the experience. Static
residential receptors are considered generally more susceptible to changes in views over those where
views are experienced transiently by those travelling through the landscape, particularly on major
transport routes where road infrastructure and traffic volume draw from visual amenity. Likewise,
receptors located in closer proximity to the site are considered more susceptible to changes in views
over those where views are experienced at a distance.
On the basis of the site-specific factors outlined above and in accordance with the general visual
receptor sensitivity considerations contained in the methodology Section 5.4.4, visual receptor
sensitivity judgement are provided for each representative viewpoint in the table below in Section 0
below.
5.9.5 Magnitude of Visual Effects – Construction Phase
5.9.5.1 Renewable Biogas Plant Site
During construction, the main visual impacts will arise from the construction of the built structures
within the Renewable Biogas Plant Site as well as the visual presence of construction machinery on-
site, which will rise above intervening vegetation and buildings. In addition, there will be heavy vehicle
movements and worker vehicles travelling to and from the Site and using the site entrance. There will
also be stockpiles of stripped topsoil and construction materials awaiting use. The changes to the
landform over much of the Site may be visible within the immediate vicinity. The removal of areas of
existing hedgerow may also temporarily increase the visibility of construction activity.
Visual receptors most likely to be affected by the Renewable Biogas Plant Site during the construction
phase are the residents of dwellings within c.500m of the Site. Aside from these receptors and the
regional and local roads located in the immediate vicinity of the Site, where there is potential for brief
but clear views of the development, a large part of this temporary activity within the site will remain
partially or fully screened from view by intervening topography and vegetation. Furthermore,
construction-related activity is temporary in nature and will cease once the development becomes
fully operational. Thus, construction stage impacts are likely to result in a visual effect of High-Medium
in the immediate surroundings of the Site. However, this quickly reduces to a range of Medium-Low
to Low within the wider study area where visibility of construction stage activities will be limited and
in many instances, entirely screened.
Coupled with the Medium-Low visual receptor sensitivities in the immediate surrounds of the Site, the
construction stage visual impacts in the immediate vicinity of the site are deemed to range between
Substantial-Moderate to Moderate, but will reduce considerably beyond 500m-1000m from the site,
where the proposed development will be afforded a much more notable degree of screening due to
intervening topography and vegetation. The quality of these effects is deemed to be Negative and
with a Short-term duration. As a result, construction stage visual effects are not considered to
generate significant visual effects. RECEIVED: 28/08/2026
August 2026 | 5-35
5.9.5.2 Linear Gas Grid Connection
Construction related activity and its effect on visual amenity along the Linear Gas Grid Connection
corridor will be heavily localised. The primary impact will be an increase in heavy goods vehicle
movements within the road network along the Linear Gas Grid Connection corridor, which will be
more noticeable along the local and regional roads within the study area. The movement of machinery
and temporary storage of excavated materials and construction materials throughout the Linear Gas
Grid Connection corridor may be noticeable within the immediate context of each working section of
the corridor.
Visual receptors most likely to be affected by the Linear Gas Grid Connection during the construction
phase are residents within c.500m of the corridor. Aside from these receptors and the regional and
local roads located in the immediate vicinity of the corridor, where there is potential for brief but clear
views of the development, a large part of this temporary and transient (c.24m per day) activity within
the corridor will remain partially or fully screened from view by intervening topography and
vegetation. Furthermore, construction-related activity is temporary in nature and will cease once the
development becomes fully operational. Thus, construction stage impacts are likely to result in a visual
effect of Medium-low in the immediate surroundings of the corridor. However, this quickly reduces
to a range of Low to Low-Negligible within the wider study area where visibility of construction stage
activities will be limited and in the majority of instances, entirely screened.
Coupled with the Medium to Medium-Low visual receptor sensitivities in the immediate surrounds of
the corridor, the construction stage visual impacts in the immediate vicinity of the site are deemed to
be Moderate-Slight, but will reduce considerably beyond 500m-1000m from the site, where the
proposed development will be afforded a much more notable degree of screening due to intervening
topography and vegetation. The quality of these effects is deemed to be Negative. As a result,
construction stage visual effects are not considered to generate significant visual effects.RECEIVED: 28/08/2026
January 2026 | 5-36
5.9.6 Magnitude of Visual Effects – Operational Phase
The assessment of visual impacts at each of the selected viewpoints (see Table 5.7) is aided by photomontages of the Proposed Development. Photomontages
are a ‘photo-real’ depiction of the scheme within the view utilising a rendered three-dimensional model of the development, which has been geo -referenced
to allow accurate placement and scale. For each viewpoint, the following images have been produced:
1. Existing view;
2. Year 1 Photomontage with landscaping.
3. Year 7 Photomontage with established landscaping.
4. Outline view (yellow outline showing the extent of the proposed biogas plant overlaid on the photograph);
Table 5-7 Assessment of Visual Effect (Prior to the establishment of mitigation)
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
VP1 L6310 local road, Kilmore West townland (north of
biogas site): This view is representative of those
experienced transiently along the L6310 local road and
those that would be experienced by residents to varying
degrees (subject to intervening vegetation) scattered
throughout the landscape.
Views towards the site are over the rolling drumlin
landscape, largely screened by mature intervening
vegetation. The local road is visible in the foreground,
bordered by parcels of agricultural land and bounded by
hedgerows. In the mid-ground, Drumgole Lough is partially
visible in the mid-ground. In the background, glimpse views
of sloping agricultural areas are available, subdivided and
largely screened by dense sections of hedgerow that, along
with intervening topography, generally preclude more
distant views.
Medium-Low Due to intervening vegetation and topography, views of the
Proposed Development from this location at a distance of c. 1.6km
would be precluded.
From some areas along the local road and within the wider
landscape, there may be glimpse views available of the tips of some
structures within the Renewable Biogas Plant Site. However, this is
unlikely to notably detract from any sense of visual amenity.
For the reasons outlined above, the magnitude of visual change is
deemed to be Negligible and of a Neutral quality.
Imperceptible
Neutral
Short-term
VP2 L6330 local road, Cordressigo townland (east of biogas
plant): This view is representative of those experienced
Medium-Low The proposed structures within the Renewable Biogas Plant Site are
partially visible within the agricultural context at a distance of c.
Slight
RECEIVED: 28/08/2026
January 2026 | 5-37
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
transiently along the L6330 local road and those that would
be experienced by residents to varying degrees (subject to
intervening vegetation) scattered throughout the landscape.
Views towards the site are over a sloping area of pasture,
bounded by mature hedgerows intersected by a gate, and
bordered by the local road to the north. Views to the north
are generally precluded by hedgerows bordering the local
road. In the mid-ground and background, rolling areas of
pasture are visible, bordered and intersected by a dense
network of hedgerows and rows of mature trees. Longer
range views are generally precluded by intervening
topography and vegetation. Glimpse views of residential
structures within this landscape are available, along with
distant views of wind turbines to the south. Powerlines are
visible along the local road.
950m. In this location, most of these structures are at least partially
screened by intervening vegetation and topography, including the
topography of the Site itself.
From this orientation, the Proposed Development occupies a minor
spatial extent of the overall view and presents in a condensed layout.
Within this view and from many areas along the local road and within
the wider landscape, the perceived prominence and influence of the
Proposed Development on views will be mitigated by intervening
vegetation; however, from other, more open areas within the wider
landscape with less intervening vegetation, the extent of structures
within the Renewable Biogas Plant Site may be visible and will have
an increased perceived prominence.
While the Proposed Development contributes to an increase in the
intensity and scale of built development within an area that is
otherwise characterised by low levels of built development, it will be
seen in the context of a robust, working, rural setting, detracting from
a sense of rural amenity in a minor way.
On balance and for the reasons outlined above, the magnitude of
visual change is deemed to be Low and of a Negative quality.
Negative
Short-term
VP3 L6330 local road, Drumgole townland (northeast of
biogas plant): This is view is representative of those
experienced transiently along the L6330 local road and
those that would be experienced by residents to varying
degrees (subject to intervening vegetation) scattered
throughout the landscape.
Views towards the site are over a largely flat area of pasture
bordered by hedgerows. A residential dwelling is visible to
the south, bordered by hedgerows and mature trees. In the
mid-ground, views are over sloping areas of pasture
bounded and intersected by hedgerows and rows of mature
trees. Views to the west are generally precluded by
intervening vegetation, while more background and longer-
range views are generally precluded by intervening
topography. Glimpse views of residential and farmstead
Medium-Low The proposed structures within the Renewable Biogas Plant Site are
visible at a distance of c. 280m. In this location, the light-coloured
upper portions of some of the structures, including much of the odour
stack, are visible within the surrounding agricultural context and
somewhat visible against the sky, while the darker coloured lower
portions of these structures are partially visible, somewhat screened
by intervening vegetation.
From this orientation, the Proposed Development occupies a modest
spatial extent of the overall view, presenting in a condensed layout at
a scale that integrates well into the scale of the parcels and
topography of the receiving landscape. The structures of the
Renewable Biogas Plant being inset into the topography of the Site,
along with the soil mounding within the Site itself, assists in this
integration, as the structures appear to rise within, rather than above,
the surrounding landscape context. Within this view and from most
areas along this local road and within the wider landscape, the
Moderate-Slight
Negative
Short-term RECEIVED: 28/08/2026
January 2026 | 5-38
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
structures are available to the south and south-west.
Powerlines are visible throughout the landscape.
perceived prominence and influence of the Proposed Development
on views will likely be moderated by intervening vegetation.
While the Proposed Development contributes to an increase in the
intensity, scale, and extent of built development within an area that is
otherwise characterised by low levels of built development, it will be
seen in the context of a robust, working, rural setting, detracting from
a sense of rural amenity in a minor way.
On balance and for the reasons outlined above, the magnitude of
visual change is deemed to be Medium-Low and of a Negative
quality.
VP4 R189 regional road, Drumcall townland (north of biogas
plant): This view is representative of those experienced
transiently along the R189 regional road and those that
would be experienced by residents to varying degrees
(subject to intervening vegetation) scattered throughout the
landscape.
Views towards the site are over a sloping area of pasture,
bounded by mature hedgerows and areas of woodland, and
by the local road to the west. In the mid-ground and
background to either side of the local road, areas of rolling
pasture are visible, bordered and intersected by a dense
network of hedgerows, areas of woodland and rows of
mature trees. Longer range views are generally precluded
by intervening topography and vegetation. Glimpse views of
farmstead structures are available within this landscape.
Powerlines are visible along the local road and throughout
the landscape.
Medium-Low The proposed structures within the Renewable Biogas Plant Site are
openly visible at a distance of c. 150m. In this location, the light-
coloured upper portions of many of the structures, including much of
the odour stack, are visible against the sky, while the darker
coloured lower portions of these structures are partially screened by
intervening vegetation and set against a backdrop of terrain and
vegetation.
From this orientation, the Proposed Development occupies a
considerable spatial extent within the overall view and is the most
prominent feature without appearing overbearing or over-scaled. The
tanks and buildings have considerable bulk and massing and the
stack rises from the centre of the site. However, the tanks and
buildings are well distributed across the site and their massing and
tone have been partitioned and distributed to reduce the sense of
continuous massing. The structures of the Renewable Biogas Plant
being inset into the topography of the Site assists in the integration
of the development into the landscape and the view, as the
structures appear to rise within, rather than above, the surrounding
landscape context.
The Renewable Biogas Plant, as a series of broad, built structures,
will be a prominent feature of the view and will reduce the sense of
pastural / rural amenity. The Proposed Development overall
contributes to an increase in the intensity, scale, and extent of built
development within an area that is otherwise characterised by low
levels of built development. The productive rural landscape is able to
Moderate
Negative
Short-term RECEIVED: 28/08/2026
January 2026 | 5-39
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
accommodate the Proposed Development in terms of scale and
function. In this regard, while prominent, the Proposed Development
is not considered to generate a sense of overbearing.
On balance of the reasons outlined above, the magnitude of visual
change is deemed to be High-medium and of a Negative quality.
5 L2280 local road, Drumcall townland (west of Biogas
plant): This is view is representative of those experienced
transiently along the L2280 local road and those that would
be experienced by residents to varying degrees (subject to
intervening vegetation) scattered throughout the landscape.
Views towards the site are over a sloping area of pasture,
bounded by hedgerows, rows of mature trees, and areas of
woodland, and intersected by the local road. In the mid-
ground and background to either side of the local road,
areas of sloping, grassed pasture are visible, bordered and
intersected by a network of hedgerows and rows of mature
trees, and partially screened by intervening vegetation.
Longer range views are generally precluded by intervening
topography and vegetation. Powerlines are visible along the
local road and throughout the landscape.
Medium-Low The proposed structures within the Renewable Biogas Plant Site are
visible at a distance of c. 400m. In this location, the light-coloured
upper portions of the tanks and digestate building, including much of
the odour stack, are visible against the sky, while the darker
coloured lower portions of these structures are visible within the
surrounding agricultural context, partially screened by intervening
terrain and vegetation.
From this orientation, the Proposed Development occupies a modest
spatial extent of the overall view, presenting in a condensed layout at
a scale that integrates well into the scale of the topography of the
receiving landscape. The structures of the Renewable Biogas Plant
being inset into the topography of the Site assists in this integration,
as the structures appear to rise within, rather than above, the
surrounding landscape context. Within this view and from most areas
along this local road and within the wider landscape, the perceived
prominence and influence of the Proposed Development on views
will likely be moderated by intervening vegetation.
While the Proposed Development contributes to an increase in the
intensity, scale, and extent of built development within an area that is
otherwise characterised by low levels of built development, it will be
seen in the context of a robust, working, rural setting, that is able to
accommodate it in terms of scale and function, detracting from a
sense of rural amenity in a minor way.
On balance of the reasons outlined above, the magnitude of visual
change is deemed to be Medium-Low and of a Negative quality.
Moderate-Slight
Negative
Short-term
6 L22802 local road, Maghernakelly townland (southwest
of biogas plant): This is view is representative of those
experienced transiently along the L22802 local road and
those that would be experienced by residents to varying
Medium-Low Due to intervening vegetation and topography, views of the
Renewable Biogas Plant from this location at a distance of c. 150m
would generally be precluded. However, glimpse views of the upper
portions of some structures within the Renewable Biogas Plant Site
Slight-Imperceptible
Negative
RECEIVED: 28/08/2026
January 2026 | 5-40
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
degrees (subject to intervening vegetation) scattered
throughout the landscape.
Views towards the site are over a gently sloping area of
grass associated with the farmstead along the local road,
bordered to the south by an area of pasture. Farmstead and
residential structures to the east of the local road are visible
in the foreground and mid-ground, bordered by fencing, low
hedges, rows of trees, and sections of hedgerow. Mature
trees are visible beyond the property to the north. To the
west, glimpse views over an area of pasture bounded by
mature trees and hedgerows are available. Longer distance
views are generally precluding by intervening vegetation
and structures.
would be available through the intervening vegetation. This is
unlikely to be noticeable to a casual observer or passer-by. In the
context of the view, it is not considered that this partial visibility
would generate a notable influence on the view, nor notably detract
from any sense of visual amenity.
For the reasons outlined above, the magnitude of visual change is
deemed to be Low-Negligible and of a Negative quality.
Short-term
VP7 R189 regional road, Maghernakelly townland (southeast
of biogas site): This is view is representative of those
experienced transiently along the R189 regional road and
those that would be experienced by residents to varying
degrees (subject to intervening vegetation) scattered
throughout the landscape.
Views towards the site are over a sloping area of pasture,
bounded by mature hedgerows and intersected by the
regional road. In the mid-ground and background to either
side of the local road, glimpse views of areas of sloping
pasture are available, bounded by a network of mature
hedgerows, and largely screened by intervening vegetation.
Longer range views are generally precluded by intervening
topography and vegetation. Glimpse views of residential
and farmstead structures are available throughout the
landscape. Powerlines are visible along the local road.
Medium-Low Due to intervening vegetation and topography, views of the
Renewable Biogas Plant from this location at a distance of c. 280m
would generally be precluded. However, the proposed perimeter
planted berm and light-coloured odour stack would be partially
visible, rising from within the surrounding landscape context, against
the sky. In the context of the view, it is not considered that this
partial visibility would generate a notable influence on the view, nor
notably detract from any sense of visual amenity.
From some areas along the regional road and within the wider
landscape, there may be glimpse views available of the tips of other
structures within the Renewable Biogas Plant Site. However, this is
unlikely to notably detract from any sense of visual amenity.
For the reasons outlined above, the magnitude of visual change is
deemed to be Low and of a Negative quality.
Slight
Negative
Short-term
8 R189 regional road junction at northeast corner of
biogas site, Drumcall townland: This view is
representative of those experienced transiently along the
R189 regional road and those that would be experienced by
residents to varying degrees (subject to intervening
vegetation) scattered throughout the landscape.
Medium-Low Proposed structures within the Renewable Biogas Plant Site are
visible in close range views from the regional road. There will also be
the loss of roadside hedgerow and road widening at this intersection.
From this orientation, these proposed structures and odour stack
occupy a large spatial extent of the overall view, presenting as a
prominent feature in both vertical and horizontal extent. The effect of
Moderate
Negative
Short-term RECEIVED: 28/08/2026
January 2026 | 5-41
VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
Views towards the site are over a rolling area of pasture
bounded by mature hedgerows, partially screened by
hedgerows along the boundary with the regional road. In the
mid-ground to the south-west, sloping areas of pasture
intersected and bounded by hedgerows and rows of mature
trees are visible. Longer range views are generally
precluded by intervening topography and vegetation.
Powerlines, electrical infrastructure, and roadside signage
are visible throughout the view.
this perceived prominence is softened slightly by intervening
vegetation and topography, and by the light-coloured upper portions
of the structures, which are less contrasting against the sky. The
structures of the Renewable Biogas Plant being setback from the
road and inset into the topography of the Site assists in integrating
the Proposed Development into the landscape, as the structures
appear to rise within, rather than above, the surrounding landscape
context.
The Renewable Biogas Plant, as an extensive series of tall, broad,
built structures, will inherently be a prominent feature of the view and
will detract from a sense of rural amenity. The Proposed
Development overall contributes to an increase in the intensity,
scale, and extent of built development within an area that is
otherwise characterised by low levels of built development.
The receiving landscape, while rural, is productive and working in
character, containing dispersed farmsteads, agricultural buildings,
and infrastructure that provide a context for built form. The field
pattern and gently undulating topography are of a scale that can
visually absorb larger structures without creating an overbearing
relationship.
On balance of the reasons outlined above, the magnitude of visual
change is deemed to be High-Medium and of a Negative quality.
VP9 L2320 local road, Drumgole townland (east of biogas
site): This view is representative of those experienced
transiently along the L2320 local road and those that would
be experienced by residents to varying degrees (subject to
intervening vegetation) scattered throughout the landscape.
Views towards the site are over a largely flat area of pasture
land which will be reprofiled as part of this development
using excess material from the biogas site bounded by
mature hedgerows. Rolling areas of pasture, bounded and
intersected by a network of mature hedgerows and rows of
trees, are visible in the mid-ground, partially screened by
intervening vegetation. Longer range views are generally
Medium-Low The proposed structures within the Renewable Biogas Plant Site are
visible at a distance of c. 400m from this representative viewpoint. In
this location, the light-coloured upper portions of many of the
structures, including much of the odour stack, although its narrow
diameter reduces its overall visual mass, are somewhat visible
against the sky, while the darker coloured lower portions of these
structures are partially visible, largely screened by intervening
vegetation and topography within the Site. In this regard, the
proposed planted berm along the eastern side of the site is
responsible for much of the screening, but is openly visible in its own
right.
Moderate-Slight
Negative
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VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
precluded by intervening topography and vegetation.
Powerlines and a residential dwelling is visible .
From this orientation, the Proposed Development occupies a notable
spatial extent within the overall view, presenting in a condensed
layout with an intensity of bulk and massing, but also with clear
divisions of form and tone that help to break up the scale/massing.
The structures of the Renewable Biogas Plant being inset into the
topography of the Site assists in this integration, as the structures
appear to rise within, rather than above, the surrounding landscape
context. Within this view and from most areas along this local road
and within the wider landscape, the perceived prominence and
influence of the Proposed Development on views will likely be
moderated by intervening topography and vegetation.
The Proposed Development represents a change in the character of
the view, from a somewhat open view over the existing landscape
context to a view of a more enclosed and vegetated landscape.
However, this character type is represented within the wider
landscape, and the scale and nature of the Site is well
accommodated within this context. While the Proposed Development
contributes to an increase in the intensity, scale, and extent of built
development within an area that is otherwise characterised by low
levels of built development, it is not a dominating feature of the view.
It will be seen in the context of a robust, working, rural setting, that is
able to accommodate it in terms of scale and function, marginally
reducing the sense of rural amenity.
On balance and for the reasons outlined above, the magnitude of
visual change is deemed to be Medium-Low and of a Negative
quality.
VP10 R189 regional road, Maghernakelly townland (southeast
corner of biogas site): This view is representative of those
experienced transiently along the R189 regional road and
those that would be experienced by residents to varying
degrees (subject to intervening vegetation) scattered
throughout the landscape.
Views towards the site are over a sloping area of pasture,
bounded by mature hedgerows. Longer range views are
Medium-Low Due to intervening vegetation and topography along the boundary of
the Renewable Biogas Plant Site, views of the structures within the
Site, from this location at a distance of c. 40m, would be precluded.
From some areas along the regional road and within the wider
landscape, there may be glimpse views available of the tips of some
structures within the Renewable Biogas Plant Site. However, this is
unlikely to notably detract from any sense of visual amenity.
The Proposed Development represents a change in the character of
the view, from a somewhat open view over the existing landscape
Slight
Neutral
Short-term
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VP no. Existing View VP
Sensitivity Description and Magnitude of Visual Effect Significance / Quality /
Duration of Effect
generally precluded by intervening topography and
vegetation. Powerlines are visible throughout the view.
context to a view of a more enclosed and vegetated landscape.
However, this character type is represented within the wider
landscape, and the scale and nature of the Site is well
accommodated within this context.
For the reasons outlined above, the magnitude of visual change is
deemed to be Low and of a Neutral quality.
It should be noted that two Cultural Heritage specific views (CH1 and CH2) have been produced within the photomontage set to aid the Cultural Heritage
specialists to assess the impacts on the setting of two features within the surrounding landscape. CH1 is from a Hilltop Enclosure (MO022-008) at Maghernakelly
and CH2 is from a Stone Row (MO017-068) in Drumgole. Both of these heritage features are contained within private property and not regularly visited by the
public. Consequently, they are not deemed to be relevant visual receptor locations for the visual impact assessment and are not assessed herein.
RECEIVED: 28/08/2026
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5.9.7 Cumulative Landscape & Visual Effects
Within a cumulative assessment, the baseline against which landscape and visual effects are assessed
is extended to consider other relevant schemes that are not currently present in the landscape but
that are subject to a valid planning application (or have been permitted) as being operational and
present in baseline views. Cumulative effects, therefore, represent any increased effects that may be
generated by the development in a scenario where other relevant schemes in the locality are
operational.
In accordance with GLVIA3, schemes that are at feasibility and pre-planning are not generally
considered to be appropriate in the context of a cumulative assessment due to a lack of certainty that
they will come forward and because of an absence of detail that enables any meaningful judgements
to be made.
The landscape within which the development is proposed is modified and has been subject to
continual change and evolution.
A list of cumulative projects has been compiled as part of the EIA for the proposed development, and
this has been reviewed in the context of LVIA. Relevant projects are those of a comparative scale and
nature and do not include any relating to domestic dwellings or typical farming practices. Relevant
projects are also those which fall within relatively close proximity to the site where combined effects
on landscape character could occur and intervisibility with the proposed development might occur. In
the context of the ZTV maps contained in section 5.7.2 intervisibility potential is very limited i.e. within
1km.
The nearest permitted non-domestic development is approximately 800m to the northeast (ref. P13)
and relates to a milking facility on a dairy farm. At similar distances to the southeast (ref. P14) and
southwest (ref. P17) are separate permissions for structures relating to poultry farming. Aside from
justifying the location of the proposed renewable Biogas Plant in an area where it can readily receive
agricultural waste, there are no material cumulative effects arising in relation to these typical and
modest scale rural developments.
As such, there is considered to be no significant cumulative effects from either a landscape or a visual
perspective.
5.9.8 Summary
5.9.8.1 Construction Phase
The following tables summarise the identified likely effects during the construction phase of the
Proposed Development prior to mitigation measures being applied.
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Table 5-8 Summary of likely landscape effects during the construction phase in the absence of
mitigation
Aspect Likely
Landscape
Effect –
Immediate
Surrounds
Significance of
Effect –
Immediate
Surrounds
Likely
Landscape
Effect – Beyond
500-1000m
Significance of
Effect – Beyond
500-1000m
Quality Duration
Renewable
Biogas
Plant
High-Medium Moderate Medium-Low to
Low
Moderate-Slight
to Slight
Negative Short-
term
Linear Gas
Grid
Connection
Low Slight Low-Negligible to
Negligible
Slight-
Imperceptible to
Imperceptible
Negative Short-
term
Table 5-9 Summary of likely visual effects during the construction phase in the absence of
mitigation
Aspect Likely Visual
Effect –
Immediate
Surrounds
Significance of
Effect –
Immediate
Surrounds
Likely Visual
Effect – Beyond
500-1000m
Significance of
Effect – Beyond
500-1000m
Quality Duration
Renewable
Biogas
Plant
High-Medium Moderate Medium-Low to
Low
Moderate-Slight
to Slight
Negative Short-
term
Linear Gas
Grid
Connection
Medium Moderate-Slight Low-Negligible to
Negligible
Slight-
Imperceptible to
Imperceptible
Negative Short-
term
RECEIVED: 28/08/2026
January 2026 | 5-46
5.9.8.2 Operational Phase
The following tables summarise the identified likely effects during the operational phase of the
Proposed Development prior to mitigation measures being applied.
Table 5-10 Summary of likely landscape effects prior to the establishment of mitigation
Aspect Likely
Landscape
Effect –
Immediate
Surrounds
Significance of
Effect –
Immediate
Surrounds
Significance of
Effect – Beyond
500m
Significance of
Effect – Beyond
1km
Quality Duration
Renewable
Biogas
Plant
Medium Moderate Moderate-Slight Slight to Slight-
Imperceptible
Negative Long-Term
Linear Gas
Grid
Connection
Negligible Imperceptible Imperceptible Imperceptible Neutral Long-Term
Table 5-11 Summary of likely visual effects during the operational phase prior to the
establishment of mitigation
VP
no.
Location VP Sensitivity Magnitude of
Visual Effect
Significance / Quality / Duration
of effect
1 L6310 local road, Kilmore West
townland
Medium-Low Negligible Imperceptible / Neutral / Short-term
2 L6330 local road, Cordressigo
townland
Medium-Low Low Slight / Negative / Short-term
3 L6330 local road, Drumgole
townland
Medium-Low Medium-Low Moderate-Slight / Negative / Short-
term
4 R189 regional road, Drumcall
townland
Medium-Low High-medium Moderate / Negative / Short-term
5 L2280 local road, Drumcall townland Medium-Low Medium-Low Moderate-Slight / Negative / Short-
term
6 L22802 local road, Maghernakelly
townland
Medium-Low Low-
Negligible
Slight-Imperceptible / Negative /
Short-term
7 R189 regional road, Maghernakelly
townland
Medium-Low Low Slight / Negative / Short-term
8 R189 regional road, Drumcall
townland
Medium-Low High-Medium Moderate / Negative / Short-term
9 L2320 local road, Drumgole
townland
Medium-Low Medium-Low Moderate-Slight / Negative / Short-
term
10 R189 regional road, Maghernakelly
townland
Medium-Low Low Slight / Neutral / Short-term
RECEIVED: 28/08/2026
January 2026 | 5-47
5.10 Mitigation Measures
5.10.1 General Recommendations- Construction Phase Mitigation
5.10.1.1 Construction and Environmental Management Plan (CEMP)
All construction activities will be undertaken in accordance with the CEMP, which will provide the
framework for implementation and management of the environmental commitments applicable
during the construction and commissioning phases of the Proposed Development. It is noted that a
CEMP Coordinator with appropriate experience should be appointed for the duration of the
construction phase so that the CEMP is effectively implemented.
5.10.1.2 Site Management Procedures
The construction phase mitigation recommendations relate to the implementation of appropriate site
management procedures such as the erection of a perimeter hoarding, control of site lighting, storage
of materials, placement of compounds, delivery of materials, car parking, etc. Visual impact during the
construction phase can be mitigated somewhat through appropriate site management measures and
work practices to ensure the site is kept tidy, dust is kept to a minimum, and that public areas are kept
free from building material and site rubbish. To reduce the potential negative impacts during the
construction phase, good site management and housekeeping practices should be adhered to.
5.10.1.3 Tree Protection
Existing trees and hedgerows to be retained are particularly sensitive to negative impacts during the
construction phase if proper protection measures are not adhered to. With regard to the protection
of the retained trees on site during proposed construction works, reference should be made to
BS5837: Trees in relation Design, Demolition and Construction – Recommendations (BSI, 2012). See
also the Arboricultural Report appended to the Biodiversity Chapter of the EIAR.
5.10.2 Renewable Biogas Plant Site
5.10.2.1 Embedded Mitigation by Design
A key mitigation measure embedded within the design of the Renewable Biogas Plant Site is the
proposed earthworks strategy. The Site will be regraded so that the primary structures are set into
the landform, rather than placed on the more elevated portions of the Site. This approach
substantially reduces their apparent height and visual prominence.
The regrading also creates elevated landform along the southern and eastern boundaries, forming a
continuous berm approximately 6 m above the development platform. This berm provides meaningful
screening from the public road and from receptors located to the south and east. A separate roadside
berm is also incorporated along the L-road frontage, further limiting visibility from road users and
integrating the development into the roadside landscape.
In addition to the earthworks, the layout of the facility contributes to visual mitigation. The taller and
more visually complex components are clustered to the west, away from the public road, where the
combination of increased distance, lowered platform level, and landform screening reduces their RECEIVED: 28/08/2026
January 2026 | 5-48
prominence. The main process building is positioned to the east, inside the berm, where its larger
footprint and uniform massing provide a more coherent and orderly appearance. The grouping of
structures and consolidation of plant elements reduces visual clutter and contributes to a more unified
and legible built form.
A second key mitigation measure embedded into the design of the Renewable Biogas Plant is the
colour scheme of the proposed structures. The Renewable Biogas Plant is located in within an
undulating landscape that will form the backdrop of views of the Site. With the primary objective of
minimising the visual impact of the built structures by allowing these structures to be as unobtrusive
as possible against their backdrop, the proposed colour scheme was drawn from colours found in the
surrounding local landscape. This proposed colour scheme comprises greens within the lower sections
of the structures, while the upper sections are proposed to be a light grey. This tonality echoes that
of the surrounding landscape, wherein the undulating landform, cloaked in areas of green pasture and
bounded by hedgerows, is set against the primarily light-coloured sky.
5.10.2.2 Proposed - Landscape Mitigation
Full details of the landscape mitigation proposals are included in the supporting Landscape Design
Statement and Landscape Mitigation Plan. The principal design objectives of the landscape mitigation
are to:
• Assimilate the proposed development into the landscape and minimise adverse visual effects
through landscape treatments that minimise views of proposed structures for visual receptors
in the surrounding landscape;
• Enhance landscape character and the quality of existing views through the reinforcement of
existing characteristic landscape features;
• Enhance the biodiversity value of the site through diversification of existing vegetation
present within and around the boundaries of the site;
• Integrate the landform berms into the local drumlin landscape, ensuring that their gradients
and profiles reflect the natural rolling topography and do not appear abrupt or artificial within
the wider setting;
• Provide planting of suitable maturity to accelerate visual softening during early operational
years and to support the Long-Term establishment of a robust vegetative framework; and
• Acknowledge the early-stage appearance of the berms, recognising that their mitigation value
will increase as planting establishes and earthworks weather naturally over time.
While some existing vegetation along the site boundaries must be removed to facilitate earthworks,
these boundaries will be reinstated and reinforced wherever feasible with new hedgerow, tree, and
woodland-edge planting to re-establish and enhance their screening, landscape, and ecological
functions.
While some of the existing vegetation along the site boundaries will need to be removed to facilitate
earthworks, these boundaries are proposed to be replanted/bolstered to the extent that is possible.
5.10.2.2.1 Hedgerows
The existing hedgerow along the western boundary of the site is proposed to be retained and
bolstered with under-planting and inter-planting of whip transplants (i.e. Hedgerow Type 1 – refer to RECEIVED: 28/08/2026
January 2026 | 5-49
Figure 5-10 below) in order to ensure dense and consistent screening of the site in perpetuity. This
will be undertaken where required to thicken and fill gaps in the existing hedgerow network prior to
the construction phase, thus allowing for any growth in the period between a grant of planning
permission and construction of the development. Advanced nursery stock in the form of 8-10cm girth
trees will be used to fill any noticeable gaps and plant species will be selected to complement the
existing broadleaf hedgerow species mix around the site and will be of local provenance. Where not
already exceeded by existing vegetation, it is intended to manage hedgerows up to 3 -4m in height.
This height will be achieved by a combination of allowing lower sections of existing hedgerows to
mature, filling obvious gaps with advanced nursery stock and providing an additional line of whip
planting to selected hedgerows that require densification. Refer to the Landscape Mitigation Plan for
details.
Figure 5.10 Hedgerow Type 1: indicative boundary planting detail showing the approach to inter-
planting and under-planting of existing hedgerows (where consolidation is needed).
It is also proposed to plant new ‘Type 2’ hedgerows (Figure 5-11 refers), with whips and a high
proportion of advance nursery stock trees (c.3m planted height), along the southern boundary of the
Site in order to further screen the proposed development refer to Landscape Mitigation Plan. All of
this planting will be allowed to mature up to a maintained height of 3-4m to aid in the screening and
softening of the proposed development from receptors and surrounding local and regional roads.
Figure 5.11 Indicative boundary planting detail showing the introduction of new boundary
hedgerow TYPE 2 RECEIVED: 28/08/2026
January 2026 | 5-50
5.10.2.2.2 Native Woodland
Pockets of native woodland thicket are also proposed within the Site along the eastern boundary and
part of southern boundary along the proposed berm, along the western boundary alongside the
bolstered existing hedgerow, along the north-western boundary, along the north-eastern boundary
at the Site entrance and to the east of the proposed administration building, and adjacent to the
parking area of the Site. This native thicket/woodland mix will be provided in the form of high canopy
(dominants) species, low canopy (sub-dominant) species, understory and fringe (higher shrubs)
species and understory and edge (lower shrub) species, and will comprise of a mix of advanced nursery
stock and whip planting of local provenance. The proposed planting will be allowed to grow out to
reach maturity and will break up the visual mass of the built structures within the Proposed
Development while also maintaining the character of the local landscape, within which boundary
vegetation is an important component.
5.10.2.2.3 Native Wildflower Seeding
Areas of native wildflower seeding are proposed along the northern boundary to either side of the
Site entrance along the realigned local road. These areas will aid in softening the effect of the Proposed
Development from nearby dwellings and surrounding local and regional roads.
5.10.2.2.4 Notes on Landscape Mitigation
The combination of consolidated and proposed 3-4m high hedgerows and native thicket (c.8-10m
high) will further reduce the potential for visual impacts within the surrounding area. From a landscape
and visual impact perspective, planting within and around the boundaries of the Site (existing and
proposed) will reduce the effects of the proposed development with maturity and will contribute
positively to the receiving landscape structure in perpetuity. In addition to providing screening
benefits, the composition and extent of the proposed native planting have sought to integrate with
the existing and proposed framework of vegetation present, delivering long-term character
enhancement.
5.10.3 Linear Gas Grid Connection
The landscape and visual effects of the gas grid connection have been assessed as part of the overall
project. These works are outside the control of the applicant, and any mitigation identified for them
is presented as recommended rather than committed.
5.10.3.1 General Recommendations - Construction Phase Mitigation
Given the temporary and transient nature of potential effects within the existing road corridor, no
construction phase mitigation measures are proposed.
5.10.3.2 General Recommendations - Operational Phase Mitigation
Once the construction stage works are complete, the road surface and/or areas of grass surrounding
the Linear Gas Grid Connection should be fully reinstated. RECEIVED: 28/08/2026
January 2026 | 5-51
5.11 Residual Impact Assessment
This section assesses potential significant environmental impacts which remain after mitigation
measures are implemented.
5.11.1 Landscape
5.11.1.1 Renewable Biogas Plant Site
The proposed landscape mitigation, in conjunction with the embedded mitigation of the design, will
help to integrate the proposed structures of the Renewable Biogas Plant Site into the pattern of the
landscape. The proposed landscape mitigation will also help to screen some of the less elevated
elements of the Renewable Biogas Plant and to re-establish the boundaries of the Site in keeping with
the existing landscape character.
On balance of the reasons outlined above, the residual magnitude of landscape impact is deemed to
be Medium.
With reference to the significance matrix (refer to Table 5-4 above), the Medium landscape sensitivity
judgement attributed to the study area, coupled with a Medium magnitude of landscape impact at
the Site and within its immediate vicinity (<500m), is considered to result in an overall significance of
Moderate. The significance of landscape effect reduces beyond 500m from the Site to Moderate-
Slight, and beyond 1km to Slight to Slight-Imperceptible. The quality of effect is deemed Negative.
5.11.1.2 Linear Gas Grid Connection
Residual impacts are assessed to be as described in Section Error! Reference source not found. .
RECEIVED: 28/08/2026
January 2026 | 5-52
5.11.2 Visual
Table 5-12 Assessment of Residual Visual Effects following 7 years of mitigation establishment
VP no. VP Sensitivity Significance / Quality / Duration
of Pre-Mitigation Visual Effect Description and Magnitude of Residual (Post-Mitigation) Visual Effect Significance / Quality / Duration of
Residual (Post-Mitigation) Visual Effect
VP1 Medium-Low Imperceptible / Neutral /
Long-Term
The view would be as described in Table 5-7, therefore the deemed
magnitude of visual change would remain Negligible and of a Neutral
Quality.
Imperceptible / Neutral / Long-Term
VP2 Medium-Low Slight / Negative / Long-Term The view would be as described in Table 5-7, with the addition of the
proposed woodland along the eastern boundary of the Renewable Biogas
Plant Site reaching a stage of greater maturity. This would have a mitigating
effect on the visible structures of the Renewable Biogas Plant Site, which
would be further screened.
For the reasons outlined above, the magnitude of visual change is deemed
to be Low-Negligible and of a Negative quality.
Slight-Imperceptible / Negative / Long-
Term
VP3 Medium-Low Moderate-Slight / Negative /
Long-Term
The view would be as described in Table 5-7, with the addition of the
proposed woodland along the eastern and southern boundaries of the
Renewable Biogas Plant Site reaching a stage of greater maturity. This
would have a slight mitigating effect on the visible structures of the
Renewable Biogas Plant Site, which would be further screened. This would
also help to further integrate the topography of the Site into the landscape
context. However, their visual prominence of these structures would remain
primarily as described in Table 5-7.
For the reasons outlined above, the deemed magnitude of visual change
would remain Medium-Low and of a Negative quality.
Moderate-Slight / Negative / Long-Term
VP4 Medium-Low Moderate / Negative / Long-Term The view would be as described in Table 5-7, with the addition of the
bolstered hedgerow along the western boundary of the Renewable Biogas
Plant Site and the proposed woodland along the northern and western
boundaries reaching a stage of greater maturity. This would have a slight
mitigating effect on the lower portions of the visible structures within the
Renewable Biogas Plant Site, which would be further screened and
integrated into the existing landscape context. The woodland along the
eastern boundary of the Site would also help to enclose the Site within the
Moderate / Negative / Long-Term RECEIVED: 28/08/2026
January 2026 | 5-53
VP no. VP Sensitivity Significance / Quality / Duration
of Pre-Mitigation Visual Effect Description and Magnitude of Residual (Post-Mitigation) Visual Effect Significance / Quality / Duration of
Residual (Post-Mitigation) Visual Effect
land parcel. However, their visual prominence of the upper portions of the
visible structures, as well as the extent of the Proposed Development, would
remain primarily as described in Table 5-7.
For the reasons outlined above, the deemed magnitude of visual change
would remain Medium and of a Negative quality.
VP5 Medium-Low Moderate-Slight / Negative /
Long-Term
The view would be as described in Table 5-7, with the addition of the
bolstered hedgerow and proposed woodland along the western boundary of
the Renewable Biogas Plant Site reaching a stage of greater maturity. This
would have a slight mitigating effect on the lower portions of the visible
structures within the Renewable Biogas Plant Site, which would be further
screened. However, their visual prominence of these structures would
remain primarily as described in Table 5-7.
For the reasons outlined above, the deemed magnitude of visual change
would remain Medium-Low and of a Negative quality.
Moderate-Slight / Negative / Long-Term
VP6 Medium-Low Slight-Imperceptible / Negative /
Long-Term
The view would be as described in Table 5-7, therefore the deemed
magnitude of visual change would remain Low-Negligible and of a
Negative quality.
Slight-Imperceptible / Negative / Long-
Term
VP7 Medium-Low Slight-Imperceptible / Negative /
Long-Term
The view would be as described in Table 5-7, with the addition of the
proposed woodland along the south-eastern boundary of the Renewable
Biogas Plant Site reaching a stage of greater maturity. This would have no
mitigating effect on the odour stack, which would remain the only visible
structure of the Proposed Development.
For the reasons outlined above, the deemed magnitude of visual change
would remain Low-Negligible and of a Negative quality.
Slight-Imperceptible / Negative / Long-
Term
VP8 Medium-Low Moderate / Negative / Long-Term The view would be as described in Table 5-7, with the addition of the
proposed woodland along the eastern and northern boundaries of the
Renewable Biogas Plant Site reaching a stage of greater maturity. This
would have a mitigating effect on the visible structures of the Renewable
Biogas Plant Site, which would be almost entirely screened to the north, with
the exception of the odour stack, and partially screened to the west. This
represents a change in the scale and character of the view, from an open
view within the existing landscape context to a view of a more enclosed and
vegetated landscape. However, this character type is represented within the
Moderate / Negative / Long-Term RECEIVED: 28/08/2026
January 2026 | 5-54
VP no. VP Sensitivity Significance / Quality / Duration
of Pre-Mitigation Visual Effect Description and Magnitude of Residual (Post-Mitigation) Visual Effect Significance / Quality / Duration of
Residual (Post-Mitigation) Visual Effect
wider landscape, and the nature of the vegetation around the Site is
accommodated within this context.
For the reasons outlined above, the deemed magnitude of visual change
would remain High-Medium and of a Negative quality.
VP9 Medium-Low Moderate-Slight / Negative /
Long-Term
The view would be as described in Table 5-7, with the addition of the
proposed woodland along the eastern boundary of the Renewable Biogas
Plant Site reaching a stage of greater maturity. This would have a mitigating
effect on the visible structures of the Renewable Biogas Plant Site, which
would be almost entirely screened, with the exception of the odour stack.
For the reasons outlined above, the magnitude of visual change is deemed
to be Low and of a Negative quality.
Slight / Negative / Long-Term
VP10 Medium-Low Slight / Neutral / Long-Term The view would be as described in Table 5-7, though the proposed woodland
along the south-eastern boundary of the Renewable Biogas Plant Site would
reach a stage of greater maturity. Therefore, the deemed magnitude of visual
change would remain Low and of a Neutral Quality.
Slight / Neutral / Long-Term RECEIVED: 28/08/2026
January 2026 | 5-55
5.11.3 Summary of Likely Effects following 7 years of mitigation establishment
5.11.3.1 Landscape
The following table summarises the identified likely residual landscape effects during the operational
phase of the Proposed Development, post-mitigation.
Table 5-13 Summary of Likely Post-Mitigation Landscape Effects
Aspect Likely
Residual
Landscape
Effect –
Immediate
Surrounds
Significance of
Residual
Landscape
Effect –
Immediate
Surrounds
Significance of
Residual
Landscape
Effect –
Beyond 500m
Significance
of Residual
Landscape
Effect –
Beyond 1km
Quality of
Residual
Landscape
Effect
Duration of
Residual
Landscape
Effect
Renewable
Biogas
Plant
Medium Moderate Moderate-Slight Slight to Slight-
Imperceptible
Negative Long-Term
Linear Gas
Grid
Connection
Negligible Imperceptible Imperceptible Imperceptible Neutral Long-Term
5.11.3.2 Visual
The following table summarises the identified likely residual visual effects during the operational
phase of the Proposed Development, post-mitigation.
Table 5-14 Summary of Likely Post-Mitigation Visual Effects
VP
no.
Location VP Sensitivity Magnitude of Residual Visual
Effect
Significance / Quality /
Duration of Residual
Visual Effect
1 L6310 local road, Kilmore
West townland
Medium-Low Negligible Imperceptible / Neutral /
Long-Term
2 L6330 local road,
Cordressigo townland
Medium-Low Low-Negligible Slight-Imperceptible /
Negative / Long-Term
3 L6330 local road,
Drumgole townland
Medium-Low Medium-Low Moderate-Slight / Negative /
Long-Term
4 R189 regional road,
Drumcall townland
Medium-Low Medium Moderate / Negative / Long-
Term
5 L2280 local road,
Drumcall townland
Medium-Low Medium-Low Moderate-Slight / Negative /
Long-Term
6 L22802 local road,
Maghernakelly townland
Medium-Low Low-Negligible Slight-Imperceptible /
Negative / Long-Term
7 R189 regional road,
Maghernakelly townland
Medium-Low Low-Negligible Slight-Imperceptible /
Negative / Long-Term RECEIVED: 28/08/2026
January 2026 | 5-56
VP
no.
Location VP Sensitivity Magnitude of Residual Visual
Effect
Significance / Quality /
Duration of Residual
Visual Effect
8 R189 regional road,
Drumcall townland
Medium-Low High-Medium Moderate / Negative / Long-
Term
9 L2320 local road,
Drumgole townland
Medium-Low Medium-Low Slight / Negative / Long-
Term
10 R189 regional road,
Maghernakelly townland
Medium-Low Low Slight / Neutral / Long-Term
5.12 Risk of Major Accidents or Disasters
This LVIA assesses the landscape and visual effects of the Proposed Development under normal
operating conditions. While major accidents or disasters (such as fires, explosions, or significant spills)
could potentially result in changes to landscape character and visual amenity, such events are of low
probability and are therefore not likely. Effects arising from such incidents are addressed under
separate chapter of this EIAR and within standalone risk and safety assessments. Accordingly, this LVIA
focuses on reasonably foreseeable and likely effects in line with professional guidance and best
practice within the discipline.
5.13 Worst Case Scenario
A ‘worst-case’ assessment has been undertaken to evaluate the maximum credible landscape and
visual effects of the Proposed Development. This considers the full extent, scale, and height of all
operational elements, including infrastructure, lighting, and earthworks. The assessment focuses on
effects under normal operational conditions and excludes low-probability events, such as major
accidents or disasters, as set out above. ZTVs, and representative viewpoints have been used to
identify areas of greatest potential visual and landscape change. Therefore, the residual effects
assessment is representative of the worst case scenario.
5.14 Interactions
Please refer to Chapter 18.
5.15 Monitoring
5.15.1 Renewable Biogas Plant Site
5.15.1.1 Construction Phase
As referenced in Section 5.10.1, is reiterated that a CEMP Coordinator with appropriate experience
should be appointed for the duration of the construction phase so that a CEMP is effectively RECEIVED: 28/08/2026
January 2026 | 5-57
implemented, and that all landscape works undertaken as part of this will be subject to ongoing
management and maintenance to ensure establishment.
Landscape tender drawings and specifications will be produced to ensure that the landscape work is
implemented in accordance with best practice. This document will include tree work procedures, soil
handling, planting and maintenance. The contract works will be supervised by a suitably qualified
landscape architect.
The planting works will be undertaken in the next available planting season after completion of
construction works.
All tree protection requirements will be installed on commencement of the development and
removed on a phased basis as stages of the development are completed.
5.15.1.2 Operational Phase
This will consist of weed control, replacement planting, pruning etc. All landscape works will be in an
establishment phase for the initial three years from planting. All works will be monitored on an
ongoing basis to ensure the quality of the Proposed Development is maintained.
5.15.2 Linear Gas Grid Connection
Monitoring of landscape and visual effects associated with the gas grid connection, is presented as
recommended rather than committed, as these works are outside the control of the applicant.
5.15.2.1 Recommendations - Construction Phase
All tree protection requirements should be installed on commencement of the development and
removed on a phased basis as stages of the development are completed
5.15.2.2 Recommendations - Operational Phase
All works should be monitored on an ongoing basis to ensure the quality of the Proposed Development
is maintained.
5.16 Conclusion
5.16.1 Landscape
In terms of impacts on landscape character, the proposed development represents the introduction
of industrial-scale structures within a landscape that is otherwise characterised by low levels of built
development. However, landscape values of the Proposed Development Site and much of the study
area are generally associated with rural and agricultural characteristics, with the exception of the more
distinctive lakeside landscapes within the northern and southern extents of the study area. This is a
relatively typical, modified, working landscape influenced by a variety of existing land uses such as
agriculture, coniferous forestry, and scattered industrial and agricultural built development. Although
the Proposed Development is a built development of a scale and extent that is not typical of the area,
it will likely not notably detract from the productive rural character of the landscape. In terms of scale,
the overall scale of the land parcels and land-use patterns within the drumlins of this landscape helps RECEIVED: 28/08/2026
January 2026 | 5-58
to contextualise the scale of the Proposed Development and assimilate it into the landscape. The
proposed landscape mitigation will also help to integrate these structures into the pattern of the
landscape. Therefore, though the Proposed Development has potential to influence the surrounding
character, this influence will be modest due to its design and siting, and with distance, the comparative
influence notably reduces.
Overall, the Renewable Biogas Plant is considered to have Moderate residual impacts on the receiving
landscape, however this reduces substantially beyond the immediate vicinity of the Site. The Linear
Gas Grid Connection is considered to have Imperceptible residual impacts on the receiving landscape.
5.16.2 Visual
In terms of impacts on visual receptors, the residual significance of visual effect ranged between
Moderate and Imperceptible. The most notable visual effects will occur in areas within the immediate
vicinity to the north of the Renewable Biogas Plant Site. Beyond this, there will be limited visibility of
the development, aside from partial views through and over intervening topography and vegetation
from the surrounding landscape context. As well, to the east and south, there is substantial screening
provided by the proposed topography within the Site itself. There will likely be little to no visibility
from the wider landscape. Furthermore, once the proposed mitigation planting around the Site has
fully established, visibility throughout the landscape will be more limited. As a result, the residual
visual effect of the Renewable Biogas Plant within the immediate landscape is deemed to be Moderate
to the north, Moderate-Slight to the west, and Slight to the east and south. The residual visual effect
of the Proposed Development within the wider landscape is deemed to be Slight-Imperceptible to
Imperceptible.
5.16.3 Overall Significance of Effect
Based on the landscape and visual effect judgements provided throughout this LVIA, residual
landscape and visual effects are not considered to exceed Moderate significance. Therefore, it is
deemed that the Proposed Development is not considered to give rise to any significant residual
effect.
5.17 References and Sources
• Landscape Institute and the Institute of Environmental Management and Assessment (IEMA)
publication entitled Guidelines for Landscape and Visual Impact Assessment, 2013 (GLVIA3);
• Environmental Protection Agency (EPA) publication ‘Guidelines on the Information to be
contained in Environmental Impact Statements (2022); and
• 'Photography and Photomontage in Landscape and Visual Impact Assessment', Landscape
Institute Technical Guidance Note 06/2019. RECEIVED: 28/08/2026
VOLUME II
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
CHAPTER 6
MATERIAL ASSETS:
TRAFFIC & TRANSPORT
Stream BioEnergy Ireland Limited
AUGUST 2026 RECEIVED: 28/08/2026
August 2026 | 6-1
Table of Contents
6 Material Assets: Traffic & Transport ....................................................................................... 6-4
6.1 Introduction ............................................................................................................................ 6-4
6.2 Expertise and Qualifications.................................................................................................... 6-4
6.3 Proposed Development .......................................................................................................... 6-6
6.3.1 Aspects Relevant to this Assessment ...................................................................................... 6-6
6.4 Methodology ........................................................................................................................... 6-8
6.4.1 Relevant Legislation & Guidance ............................................................................................ 6-8
6.4.2 National and Regional Planning Strategies and Guidance .................................................... 6-13
6.4.3 Consultation .......................................................................................................................... 6-21
6.5 Difficulties Encountered ........................................................................................................ 6-21
6.6 Baseline Environment ........................................................................................................... 6-22
6.6.1 Site Location .......................................................................................................................... 6-22
6.6.2 Baseline Traffic Surveys ......................................................................................................... 6-25
6.7 The ‘Do Nothing’ Scenario .................................................................................................... 6-60
6.8 Potential Significant Effects .................................................................................................. 6-60
6.8.1 Characteristics of Proposed Development ........................................................................... 6-60
6.8.2 Operational Phase ................................................................................................................. 6-95
6.8.3 Construction Phase ............................................................................................................. 6-109
6.8.4 Cumulative Effects .............................................................................................................. 6-111
6.8.5 Summary ............................................................................................................................. 6-124
6.9 Mitigation Measures ........................................................................................................... 6-124
6.9.1 Incorporated Design Mitigation .......................................................................................... 6-124
6.9.2 Construction Phase Mitigation ............................................................................................ 6-125
6.9.3 Operational Phase Mitigation ............................................................................................. 6-125
6.10 Residual Impact Assessment ............................................................................................... 6-128
6.10.1 Construction Phase ............................................................................................................. 6-128
6.10.2 Operational Phase ............................................................................................................... 6-128
6.10.3 Summary of Post-mitigation Effects ................................................................................... 6-128
6.10.4 Cumulative Residual Effects ................................................................................................ 6-128
6.11 Risk of Major Accidents or Disasters ................................................................................... 6-129
6.12 Worst Case Scenario ........................................................................................................... 6-129
6.13 Interactions ......................................................................................................................... 6-130
6.14 Monitoring .......................................................................................................................... 6-131
6.15 Summary of Mitigation and Monitoring ............................................................................. 6-131 RECEIVED: 28/08/2026
August 2026 | 6-2
6.16 Conclusion ........................................................................................................................... 6-132
6.17 References and Sources ...................................................................................................... 6-133
Table of Figures
Figure 6.1 Site Location ...................................................................................................................... 6-23
Figure 6.2 Baseline Traffic Survey Locations ...................................................................................... 6-26
Figure 6.3 Baseline – Link 1 Regional Road R188 (South of R189) – Total Traffic ............................. 6-30
Figure 6.4 Baseline – Link 1 Regional Road R188 (South of R189) – HGV Traffic .............................. 6-30
Figure 6.5 Baseline – Link 2 Regional Road R188 (North of R189) – Total Traffic ............................. 6-31
Figure 6.6 Baseline – Link 2 Regional Road R188 (North of R189) – HGV Traffic .............................. 6-31
Figure 6.7 Baseline – Link 3 Regional Road R189 (North of R188) – Total Traffic ............................. 6-32
Figure 6.8 Baseline – Link 3 Regional Road R189 (North of R188) – HGV Traffic .............................. 6-32
Figure 6.9 Baseline – Link 4 Regional Road R189 (South of L2280) - Total Traffic ............................. 6-33
Figure 6.10 Baseline – Link 4 Regional Road R189 (South of L2280) - HGV Traffic............................ 6-33
Figure 6.11 Baseline – Link 5 Regional Road R189 (North of L2280) - Total Traffic........................... 6-34
Figure 6.12 Baseline – Link 5 Regional Road R189 (North of L2280) - HGV Traffic ........................... 6-34
Figure 6.13 Baseline – Link 6 L2280 between Access and R189 - Total Traffic .................................. 6-35
Figure 6.14 Baseline – Link 6 L2280 between Access and R189- HGV Traffic.................................... 6-35
Figure 6.15 Baseline – Link 7 L2280 West of Access - Total Traffic ................................................... 6-36
Figure 6.16 Baseline – Link 7 L2280 West of Access - HGV Traffic .................................................... 6-36
Figure 6.17 Baseline – Link 8 L2320 - Total Traffic ............................................................................. 6-37
Figure 6.18 Baseline – Link 8 L2320 - HGV Traffic .............................................................................. 6-37
Figure 6.19 R189 (Link 4) - Total Traffic by Direction......................................................................... 6-51
Figure 6.20 R189 (Link 4) - Total Traffic Average Weekday Hourly Flow by Direction ...................... 6-52
Figure 6.21 R189 (Link 4) - HGV Traffic by Direction ......................................................................... 6-54
Figure 6.22 R189 (Link 4) - HGV Traffic Average Weekday Hourly Flow by Direction ....................... 6-55
Figure 6.23 R188 (Link 1) - Total Traffic by Direction......................................................................... 6-56
Figure 6.24 R188 (Link 1) - Total Traffic Average Weekday Hourly Flow by Direction ...................... 6-57
Figure 6.25 R188 (Link 1) - HGV Traffic by Direction ......................................................................... 6-58
Figure 6.26 R188 (Link 1) - HGV Traffic Average Weekday Hourly Flow by Direction ....................... 6-59
Figure 6.27 Proposed Road Improvement L2280 .............................................................................. 6-62
Figure 6.28 Proposed Road Improvement Swept Path Assessment R189/L2280L2280................... 6-63
Figure 6.29 Comparator Site Monthly Vehicle Delivery Profile (Source: Tully Delivery Records) ..... 6-75
Figure 6.30 Comparator Site Weekly Vehicle Delivery Profile (Source: Tully Delivery Records) ....... 6-76
Figure 6.31 Comparator Site Daily Vehicle Delivery Profile (Source: Tully Delivery Records) ........... 6-77
Figure 6.32 Location of Existing Poultry Farms within 20km ............................................................. 6-87
RECEIVED: 28/08/2026
August 2026 | 6-3
Table of Tables
Table 6-1 Network Link Road Traffic – Average Daily Flows (Two-way) ............................................ 6-28
Table 6-2 Network Link Road Traffic – Average AM Peak Hour Flows (Two-way) ............................ 6-29
Table 6-3 Network Link Road Traffic – Average PM Peak Hour Flows (Two-way) ............................. 6-29
Table 6-4 Light Vehicle Traffic Generation – Operational Phase ....................................................... 6-73
Table 6-5 Forecast HGV Traffic Generation – Importation (Operational Phase) ............................... 6-79
Table 6-6 Forecast HGV Traffic Generation – Export (Operational Phase) ........................................ 6-81
Table 6-7 Forecast HGV Traffic Generation (Operational Phase) ...................................................... 6-81
Table 6-8 Example of Destination of Organic Fertiliser Produced in Co. Monaghan (2019) ............. 6-86
Table 6-9 Typical HGV Transportation Vehicle Specifications ........................................................... 6-91
Table 6-10 Forecast Construction Traffic Generation - Construction ................................................ 6-93
Table 6-11 Network Link Traffic – Daily Two-way Traffic Flows (Operational) .................................. 6-96
Table 6-12 Network Link Traffic – Morning Peak Two-way Traffic Flows (Operational) ................... 6-97
Table 6-13 Network Link Traffic – Evening Peak Two-way Traffic Flows (Operational) .................... 6-97
Table 6-14 Link 1 – R188 South of R189 Junction ............................................................................ 6-103
Table 6-15 Link 2 – R188 North of R189 Junction (Rockcorry) ........................................................ 6-103
Table 6-16 Link 3 – R189 North of R188 (Site 2 Data)...................................................................... 6-104
Table 6-17 Link 4 – R189 South of L2280 Junction (Site 1 Data) ...................................................... 6-104
Table 6-18 Link 5 – R189 North of L2280 Junction (Newbliss) ......................................................... 6-105
Table 6-19 Link 6 – L2280 (Between Access and R189) ................................................................... 6-105
Table 6-20 Link 7 – L2280 West of Access ....................................................................................... 6-106
Table 6-21 Link 8 – L2320 ................................................................................................................. 6-106
Table 6-22 Percentage Uplift in Turning Movements – Do-Something (85th Percentile) ................ 6-107
Table 6-23 Network Link Traffic – Daily Assessment Value Flows (Construction) ........................... 6-109
Table 6-24 Network Link Traffic – Morning Peak Assessment Value Flows (Construction) ............ 6-110
Table 6-25 Network Link Traffic – Evening Peak Assessment Value Flows (Construction) ............. 6-110
Table 6-26 Developments Considered in Cumulative Assessment .................................................. 6-111
Table 6-27 Summary of Construction Phase Traffic Effects in the absence of mitigation............... 6-124
Table 6-28 Summary of Operational Phase Effects in the absence of mitigation ........................... 6-124
Table 6-29 Summary of Construction Phase Traffic Effects after mitigation .................................. 6-128
Table 6-30 Summary of Operational Phase Effects after mitigation ............................................... 6-128
Table 6-31 Summary of Construction Phase Mitigation and Monitoring ........................................ 6-131
Table 6-32 Summary of Operational Phase Mitigation and Monitoring ......................................... 6-131
RECEIVED: 28/08/2026
August 2026 | 6-4
6 Material Assets: Traffic & Transport
6.1 Introduction
This chapter of the Environmental Impact Assessment Report (EIAR) has been prepared to assess the
potential significant effects of the proposed development on traffic and transportation. It should be
read in conjunction with the project description, see Chapter 2 ‘Project Description’ of this EIAR.
The aim of this Chapter is to provide sufficient roads and traffic related information to determine
baseline traffic characteristics and based on industry-standard traffic forecasting methodologies, to
inform an assessment of the potential traffic impact arising from the proposed development which
comprises the development of a Renewable Biogas Plant at Drum, Co. Monaghan.
The assessment has been carried out having regard to the Transport Infrastructure Ireland (TII) ‘Traffic
and Transport Assessment Guidelines’ (May 2014), which provide a structured framework for
evaluating the potential traffic and transport effects arising from proposed developments. As such,
this chapter constitutes a comprehensive Traffic and Transport Assessment (TTA) and addresses both
the construction and operational aspects of traffic generation, movement, and mitigation in the
context of the proposed development.
This chapter of the EIAR was prepared to assess the likely significant effects of the proposed
development on the receiving road environment and should be read in conjunction with Chapter 12
‘Noise and Vibration’ and Chapter 13 ‘Air Quality’.
Decommissioning is not included, as the facility is intended to operate on a long-term basis and no
closure is currently envisaged. Should decommissioning be required in the future, it would be
undertaken in accordance with the EPA Industrial Emissions Licence and the approved Closure,
Restoration and Aftercare Management Plan (CRAMP).
6.2 Expertise and Qualifications
This Chapter has been prepared by Julian Keenan of Trafficwise Ltd., Traffic and Transportation
Planning Consultants.
Julian Keenan is an Engineer in practice and a director of Trafficwise Ltd. holding the degree of
Bachelor of Engineering (Hons.) in civil engineering conferred by University College, Galway, in 1990.
Mr Keenan is a member of the Institution of Engineers of Ireland and a member of the Chartered
Institution of Highways and Transportation and has over 34 years engineering experience, including
approximately seven years in local government in the United Kingdom and over 27 years of private
engineering consultancy services in Ireland, of which 23 years have been with Trafficwise Ltd. He has
specialised in roads design and traffic and transportation planning for approximately 29 years.
Consultancy experience includes advising clients in relation to road schemes, residential, commercial,
industrial and leisure developments for which the key work involves provision of professional services
in the design and appraisal of schemes, including the preparation of planning applications and appeals.
Mr Keenan has represented clients at An Bord Pleanála oral hearings for commercial development,
strategic infrastructure development and represented landowners and stakeholders in relation to RECEIVED: 28/08/2026
August 2026 | 6-5
various road schemes and infrastructural works. He has given sworn evidence before the Property
Arbitrator, including in relation to road schemes, and has provided expert witness testimony to the
High Court.
Mr Keenan has carried out traffic assessments and has been involved in the preparation of EIARs. A
selection of relevant or similar projects is provided in the following:
Project: Renewable Bioenergy Plant, Inchera, Little Island, Co. Cork
Planning Ref.: 15/4926 (23/5586 and 25/5034)
Description: Preparation of a Traffic Impact Assessment (EIAR Chapter) report together with
internal infrastructure design for a proposed development consisting of the
construction of a renewable bioenergy plant generating up to 4MW of electricity from
90,000t of non-hazardous biodegradable waste per annum.
Project: Renewable Bioenergy Plant, Huntstown, North Road, Finglas, Co. Dublin
Planning Ref.: FW13A/0089 (FW24A/0063)
Description: Planning permission for the construction of a Renewable Bioenergy Plant to generate
up to 3.8MW of electricity from 90,000 tonnes of non-hazardous biodegradable waste
per annum utilising Anaerobic Digestion (AD) technology on a 2.38 hectares site within
Roadstone Wood’s Huntstown Quarry, Huntstown, North Road, Finglas, Dublin.
Project: Edenderry Power Plant, Edenderry, Co. Offaly
Planning Ref.: 21/291
Description: The proposed development consists of the continued operation of Edenderry Power
Plant from the beginning of 2024 to the end of 2030 exclusively using sustainable
biomass fuel. The applicant proposes to increase the volume of biomass consumed at
the facility from a current maximum of 300,000 to 530,000 tonnes per annum.
Project: Knockharley Landfill, Kentstown, Co. Meath
Planning Ref.: SID Case Ref. ABP-303211-18
Description: Prepared Traffic Impact Assessment report (EIAR Chapter) for an increase in the rate
of waste acceptance up to 440,000 tonnes per annum comprising up to 435,000
tonnes per annum of non-hazardous waste incl. IBA as well as household, commercial
and industrial wastes incl. residual fines, non-hazardous contaminated soils. C&D
wastes and baled recyclables, and up to 5,000 tonnes per annum of stable non-
reactive hazardous waste. Permission Granted 30-Apr-2021.
Project: Drehid Waste Management Facility, Co. Kildare
Planning Ref.: Case Ref. PA09.317292
Description: Directed the preparation of a Traffic Impact Assessment report (EIAR Chapter) for a
proposed development consisting of an extension to the existing Drehid Waste
Management Facility to provide for acceptance of up to 440,000 tonnes per annum of
non-hazardous waste material. Permission Granted 06-Sept-2024. RECEIVED: 28/08/2026
August 2026 | 6-6
6.3 Proposed Development
A full description of the proposed development is set out in Chapter 2 of this EIAR ‘Project Description’
and so is not repeated here but is set out in brief below.
The applicant, Stream BioEnergy Ireland Ltd. (SBE), proposes the construction of a development that
will use anaerobic digestion (AD) technology to generate renewable biogas from up to 99,000 tonnes
of organic waste feedstocks. The products of the AD process include a nutrient rich sustainable
fertiliser that can offset reliance on artificial fertilisers, as well as biogenic carbon dioxide (CO2) that
can be used in industry as a replacement for fossil fuel derived CO2.
The feedstock to the plant will principally be poultry manure with materials sourced from the
concentration of poultry farms in the local area. Feedstock will include cattle manure sourced from
farms in the local area together with agri-food organic waste sourced from food processing plants in
the area.
The AD process occurs 24 hours per day, 7 days per week, however all deliveries to the plant via the
public road network will be confined to the hours between 7am and 7pm Monday to Saturday.
The plant is designed to treat liquid digestate produced in the process. A portion of the liquid digestate
will be diverted through established ammonia stripping technology that denitrifies the liquid so it can
be recirculated to the start of the process to dilute the incoming poultry manure. The ammonia
stripping stage will generate an ammonium sulphate that will also be exported for use in markets with
a demand for this product. The remainder of the liquid digestate will be treated in an evaporator plant
that will thicken the liquid fraction to produce a concentrate digestate and condensate. The
concentrate digestate generated will be sent to the drying hall where it will be dried producing a
stable, pathogen free and nutrient rich dried fertiliser that can be exported off-site for use in
horticulture/agriculture. Condensate will be recirculated back into the AD process.
6.3.1 Aspects Relevant to this Assessment
When considering a development of this nature, the potential traffic and transport impact on the
receiving road network is considered for each of two distinct stages:
▪ Construction Phase
▪ Operational Phase
During the construction stage the main focus in relation to traffic and transport matters will arise from
typical construction activities. These activities, which include construction of the plant at the
development site and works to improve the local road used to access the plant, have the potential to
generate additional traffic to the receiving roads network. The construction phase impacts will be
temporary to short-term in duration. Construction Phase aspects relevant to traffic assessment
include:
▪ Vehicle types and numbers including Heavy Goods Vehicles (HGVs), construction machinery,
and worker transport.
▪ Estimated number of vehicle movements per day/week.
▪ Proposed transport routes for materials, equipment and staff.
▪ Timing of traffic movements and delivery schedules to avoid peak hours. RECEIVED: 28/08/2026
August 2026 | 6-7
▪ On-site parking and storage.
▪ Traffic management planning.
The primary potential sources of impact upon traffic and transport during the operational phase of
the proposed development arise from staff travel together with deliveries and routine servicing of the
development. All impacts during the operational phase are assessed as long-term. Operational Phase
aspects relevant to traffic assessment include:
▪ Frequency and type of delivery vehicles (e.g. feedstock delivery, digestate removal).
▪ Delivery scheduling.
▪ Workforce commuting.
▪ Staff numbers and shift patterns.
▪ Parking provision.
▪ Emergency access and ensuring clear access for fire, medical, and maintenance services.
▪ Cumulative traffic impacts and interaction with existing or planned developments.
▪ Potential impacts at key junctions or road links/sections.
There is currently no reasonable basis to anticipate the decommissioning of the proposed Anaerobic
Digestion plant. The plant will form a critical component of long-term national and regional strategies
for sustainable waste management and the generation of indigenous, renewable energy. It is
expected that such infrastructure will remain essential well into the foreseeable future, aligning with
government policy and climate action objectives related to the circular economy, renewable energy
production, and greenhouse gas emissions reduction. The facility will be licenced by the
Environmental Protection Agency, and in accordance with the conditions of this licence, a
decommissioning and aftercare management plan is required and will be maintained throughout the
life cycle of the project. This plan ensures that, in the unlikely event that decommissioning becomes
necessary, it will be carried out in a controlled, environmentally responsible, and regulatorily
compliant manner. In such a scenario, the decommissioning process would be implemented in phases
to mitigate potential environmental impacts. The first step would involve the safe cessation of
operations, followed by the comprehensive removal of all waste materials, digestate residues,
feedstock, and any remaining process materials from the site. This would be carried out by authorised
contractors in accordance with waste management legislation and best environmental practices. All
equipment and infrastructure would be subject to environmental risk assessment prior to any
dismantling or repurposing. Where appropriate, elements of the facility such as storage tanks,
buildings and structural components, and grid connection infrastructure would be retained on-site for
repurposing. The reuse of infrastructure can support future renewable energy or circular economy
related initiatives, thereby reducing environmental impact and resource use associated with
demolition and new construction. Any remaining structures that are not suitable for reuse would be
decommissioned and removed. The site would then be restored or adapted in accordance with future
land use plans and relevant regulatory requirements.
RECEIVED: 28/08/2026
August 2026 | 6-8
6.4 Methodology
The assessment was undertaken using the following methodology:
▪ Baseline traffic surveys have been undertaken in the vicinity of the proposed development
site in order to characterise the existing receiving road network and traffic environment;
▪ A review of the most applicable standards and guidelines to set a range of acceptable
threshold criteria for the construction and operational phases of the proposed development;
▪ Predictive calculations of traffic generation relating to construction phase activities have been
undertaken;
▪ Predictive calculations of traffic generation have been undertaken to assess the potential
impacts associated with the operation of the development on the receiving road network
within the study area both separately and cumulatively with other permitted and planned
developments generally within 5km of the development site, within 10km with respect to
renewable energy developments and in County Monaghan and County Cavan with respect to
anaerobic digestion developments;
▪ A schedule of mitigation measures and monitoring has been incorporated where required, to
reduce, where necessary, the identified potential impacts relating to traffic and transport
arising from the proposed development.
6.4.1 Relevant Legislation & Guidance
6.4.1.1 Legislation and Guidelines
This chapter has been prepared having regard to the following guidelines;
▪ ‘Guidelines for Planning Authorities and An Bord Pleanála on carrying out Environmental
Impact Assessment’ (Department of Housing, Planning & Local Government, 2018).
▪ ‘Environmental Impact Assessment of Projects: Guidance on the preparation of the
Environmental Impact Assessment Report’ (European Commission, 2017).
▪ ‘Guidelines on the Information to be Contained in Environmental Impact Assessment Reports’
(EPA, 2022).
▪ Monaghan County Development Plan 2025–2031.
▪ Transport Infrastructure Ireland (TII) Publication TII-PE-PDV-02045 ‘Traffic and Transport
Assessment Guidelines’ (May 2014).
▪ TII Publication PE-PAG-02017 ‘Project Appraisal Guidelines for National Roads Unit 5.3 Travel
Demand Projections’ (Oct 2021).
▪ TII Publication PE-PAG-02039 ‘Project Appraisal Guidelines for National Roads Unit 16.1:
Expansion Factors for Short Period Traffic Counts’ (Oct 2016).
▪ TII Publication PE-PAG-02016 ‘Project Appraisal Guidelines for National Roads Unit 5.2 - Data
Collection’ (Dec 2023).
▪ TII Publication DN-GEO-03060 ‘Geometric Design of Junctions’ (May 2023).
▪ TII Publication DN-GEO-03031 ‘Rural Link Design’ (May 2023). RECEIVED: 28/08/2026
August 2026 | 6-9
6.4.1.2 Traffic and Transport Assessment Guidelines
The TII ‘Traffic and Transport Assessment Guidelines’ provide a comprehensive framework for
evaluating the impacts of developments on traffic and transportation. These guidelines are used by
planners, engineers, developers, and government agencies to ensure that the traffic and
transportation demands of projects are met whislt minimising negative effects on traffic flow and
safety. Below is an overview of key elements involved in the preparation of the Traffic Assessment in
this chapter:
▪ Purpose and Scope: The objective is to ensure that new developments or changes to existing
travel infrastructure are assessed for their impacts on traffic and transportation systems. The
guidelines apply to various types of projects, including residential, commercial, industrial, and
infrastructure developments.
▪ Assessment Process: Initially there is a screening process based upon various threshold and
sub-threshold values to determine whether the predicted impacts are significant enough to
warrant full traffic and transport assessment (involving predictive modelling etc.), the need
for which is typically based on the scale, nature and traffic generation characteristics of the
project.
▪ Scoping: Initial high-level assessment to define the extent and focus of the assessment,
including the geographical area, time periods, and specific issues to be studied.
▪ Data Collection and Analysis: This includes surveys of current traffic volumes, road capacities,
public transport availability, and accident statistics. This is used to establish baseline data and
includes the collation of data on current transportation network performance including traffic
flows. Data collection includes future projections and estimation of future traffic conditions
with and without the proposed development, considering population growth, economic
trends, and other relevant factors.
▪ Impact Assessment: Calculation of trip generation and estimation of the number of trips
generated by the development, including different modes of transport. Forecasting trip
distribution and assignment to the receiving road network providing rationale for the analysis
of where trips will originate and end, and the routes they will take.
▪ Capacity Analysis: Evaluation of forecast traffic impacts based upon assessment threshold
values and criteria. Modelling assessments of whether existing or planned infrastructure can
handle the additional traffic, including intersections, road segments, and public transport
facilities in the case of urban development.
▪ Mitigation Measures: Where impacts are sufficiently significant to warrant infrastructure
improvements, typically recommendations for road upgrades, intersection improvements, or
new transport facilities are put forward. This may include traffic management strategies to
optimise traffic flow, such as staff shift scheduling, new signage, or traffic calming measures.
In developments generating significant staff numbers, sustainable transport solutions
including the promotion of public transport, cycling, and walking can be considered to reduce
reliance on private vehicles. RECEIVED: 28/08/2026
August 2026 | 6-10
6.4.1.3 Objective of Assessment
The underlying objective of this chapter is to determine whether the existing and future receiving road
network and internal site infrastructure is suitable to cater for the forecast traffic flows and travel
demands by all modes arising directly from the proposed development.
Where impacts are identified and where appropriate to the development of infrastructure serving the
development site and receiving road network environs proposed mitigation measures are put
forward. This chapter examines the proposed vehicular access arrangements, car parking provision,
site layout, and facilities for pedestrians and cyclists; as well as assessing the availability of sustainable
transport options for users of the development and outlining mobility management measures that
may be adopted to promote and facilitate the future use of sustainable transport modes.
A core objective of this chapter is to examine the traffic impact of the proposed development on the
receiving local road network. This involves analysing the receiving road network traffic flows and the
forecast traffic generation of the proposed development and where appropriate providing
comparative assessments of the relative performance of the existing and future receiving road
network using traffic flow modelling programs to determine the incremental impact of forecast
assessment levels of additional traffic and the effects upon road network capacity and delay through
the examination of junction performance. Traffic analysis models provide a basis of comparison
between existing and future junction performance from which to evaluate and determine the impact
of the proposed development on the receiving road network. Future traffic flow scenarios are based
upon forecasts of traffic generation arising at the proposed development together with potential
traffic generation arising from the development of zoned lands in conjunction with the application of
other various network traffic growth factors which are applied to baseline traffic count data at existing
key junctions on the receiving road network.
The general structure and methodology adopted for the assessment of traffic impact in this report is
summarised as follows:
▪ Traffic Data Collection: The traffic study area for the proposed AD plant was defined based on
the anticipated distribution and influence of development generated traffic on the
surrounding road network. As the primary access to the site will be via the L2280 local road,
which connects directly to the R189, this link and its immediate approaches formed the core
of the study area. The R189 and R188 regional roads were included due to their role as the
principal routes by which construction and operational traffic will approach and disperse from
the site, and because they represent the network segments most likely to experience
measurable changes in traffic volumes and turning movements. Accordingly, traffic counts
were undertaken on the L2280, R189 and R188 to ensure that the assessment captures all
roads with a reasonable potential to be influenced by the proposed development. 12-hour
classified vehicular traffic count surveys were undertaken on Tuesday 21 May 2024 by
Traffinomics Transportation Surveys. The surveys cover the period 07:00 and 19:00hrs at 2
no. sites within the study area. In addition, 2 no. Automatic Traffic Counter (ATC) surveys
spanning 1 no. week were undertaken on Regional Road R189 and R188. The ATC survey
commenced on Wednesday 15 May 2024. A copy of the traffic flow data is provided in
Appendix 6-1 of Volume 3 of this EIAR. This approach is considered appropriate since it aligns RECEIVED: 28/08/2026
August 2026 | 6-11
with the relevant guidance where Transport Infrastructure Ireland (TII) ‘Traffic and Transport
Assessment Guidelines’ (2014) note that classified junction counts covering the operational
period (typically 12–14 hours) of the receiving road network are sufficient to capture the vast
majority of vehicular movements relevant to development assessment. The use of an ATC on
the R188 and R189 over a full 7-day period provides an additional evaluation tool by capturing
day-to-day variations and allowing average weekday flows and peak hour traffic conditions to
be confirmed or validated. The combination of short-duration classified counts and
continuous ATC monitoring is standard professional practice in traffic impact assessment and
is widely accepted by planning and roads authorities as an appropriate evidence base. Given
the scale and nature of the proposed development, the data collected is considered to provide
a reliable representation of existing traffic conditions and allows future traffic impacts to be
assessed satisfactorily. On this basis, the traffic data collection undertaken is considered
sufficient and proportionate to provide a sound basis for the EIAR traffic and transportation
assessment.
▪ Trip Generation: A development trip generation assessment has been carried out using a
combination of the first principles method and the comparison method which has been
informed by reference to operational records for similar land-uses to determine the potential
vehicular and person trips to and from the proposed development.
▪ Trip Distribution: Based upon existing traffic characteristics on the surrounding road network,
and reference to the source of imported materials and destination of materials leaving the
site an appropriate distribution has been assigned to site development vehicular trips across
the road network.
▪ Network Assessment and Capacity Assessments: Assessment of the existing and future traffic
flows and assessment of the operation of junctions on the receiving road network to evaluate
the traffic impacts arising from the proposed development.
▪ Future Network Assessment and Capacity Assessments: Future year traffic forecasts were
derived from the application of Traffic Infrastructure Ireland (TII) Project Appraisal Guidelines
(PAG) growth factors to baseline survey data together with the addition of forecast
development trip generation figures and potential traffic generation arising from the
development of zoned lands. The performance of the junctions in the receiving road network
are modelled for various scenarios including the proposed year of opening, +5 years after
opening and +15 years after opening. Assessments are undertaken both with and without the
proposed development to assess the incremental impact arising directly from the construction
phase and operational phase of the development.
▪ Parking: Car parking (incl. EV Parking and Disabled Parking) and bicycle parking provision
within the proposed development have been assessed with reference to the parking
standards set out in the Monaghan County Development Plan 2025-2031.
RECEIVED: 28/08/2026
August 2026 | 6-12
6.4.1.4 Traffic and Transport Assessment Guidelines - Thresholds
Traffic and Transport Assessment or Traffic Impact Assessment must accompany all planning
applications for developments which could potentially generate significant traffic volumes. Initially
there is a screening process based upon various threshold and sub-threshold values, derived from the
TII ‘Traffic and Transport Assessment Guidelines’ (May 2014), to determine whether the predicted
impacts are significant enough to warrant full traffic and transport assessment. The following sets out
the various relevant thresholds:
▪ Development traffic exceeds 10% of the traffic flow on the adjoining road.
▪ Development traffic exceeds 5% of the traffic flow on the adjoining road where congestion
exists, or the location is sensitive.
▪ Residential development in excess of 200 dwellings.
▪ Retail and leisure development in excess of 1,000m2.
▪ Office, education and hospital development in excess of 2,500m2.
▪ Industrial development in excess of 5,000m2.
▪ Distribution and warehousing in excess of 10,000m2.
Relevant thresholds for Traffic Assessment where the development has the potential to affect national
roads are as follows:
a) 100 trips in / out combined in the peak hours for the proposed development
b) Development traffic exceeds 10% of turning movements at junctions with and on National
Roads.
c) Development traffic exceeds 5% of turning movements at junctions with National Roads if
location has potential to become congested or sensitive.
d) Industrial development in excess of 5,000m2.
e) Distribution and warehousing in excess of 10,000m2.
f) 100 on-site parking spaces.
Sub threshold criteria for Traffic Assessment are as follows:
g) The character and total number of trips per day is such as to cause concern.
h) Location of the site is not consistent with national guidance or local plan policy, or accessibility
criteria contained in the Development Plan.
i) The development is part of incremental development that will have significant transport
implications.
j) The development may generate traffic at peak times in a heavily trafficked/ congested area
or near a junction with a main traffic route.
k) The development may generate heavy vehicles in a residential area.
l) There are concerns over the development’s potential effects on road safety.
m) The development is in a tourist area with potential to cause congestion.
n) The planning authority considers that the proposal will result in a material change in trip
patterns or raises other significant transport implications. RECEIVED: 28/08/2026
August 2026 | 6-13
6.4.1.5 Assessment Criteria
TII PE-PDV-02045 ‘Traffic and Transportation Assessment Guidelines’ 2014, Table 2.1 ‘Traffic
Management Guidelines Thresholds for Transport Assessments’ sets out various threshold values and
criteria that typically trigger that a Traffic Assessment is required where national roads are affected
by traffic arising from any proposed development. A general threshold value which is commonly used
to identify whether a Traffic Assessment including detailed junction capacity modelling assessments
is required is as follows:
▪ Traffic to and from the development exceeds 10% of the traffic flow on the adjoining road or
5% in a congested network or sensitive area
It should be noted the 10% flow is generally a prompt for whether or not a Traffic Assessment is
recommended, it is not typically used to determine the significance of effects. It is nonetheless
commonly used in Traffic Assessments to reference the scale of increase in traffic flows when
assessing the forecast long-term operational traffic effects of proposed developments. It is used
herein as a preliminary measurement of the potential magnitude of effect on the receiving road
network.
The 10% threshold value helps planners, engineers, and local authorities assess when mitigation
measures or further studies are necessary to manage traffic impacts. Over time, transportation studies
have shown that increases in traffic volumes of less than 10% typically have minimal perceptible
impact on congestion, travel times, or road safety. This has led to the general rule that increases below
this level may not warrant significant infrastructure changes. In transport planning practice, the 10%
threshold is often seen as a conservative baseline for determining when the impact of a development
is likely to be noticeable and significant. It provides a clear, measurable trigger for when to conduct
detailed assessments or implement mitigation measures. Road networks are typically designed with
a certain level of spare capacity to accommodate fluctuations in traffic. A 10% increase is generally
within this buffer, meaning that a road system can often handle this additional load without significant
degradation in service levels, unless the network is already operating at or near capacity. Increases in
traffic volume under 10% are often not noticeable by drivers and do not substantially change the level
of service (LoS) of a road network. This is because variations in daily traffic patterns, such as seasonal
fluctuations or changes in driving habits, can already cause similar increases or decreases without
significantly altering the traffic flow. Using a percentage-based threshold like 10% makes traffic and
transport assessments more straightforward. It provides a clear, objective criterion for when further
investigation is required, reducing uncertainty in the planning process.
6.4.2 National and Regional Planning Strategies and Guidance
6.4.2.1 National Planning Framework
The revised National Planning Framework (rNPF), published in April 2025, now supersedes the original
2018 NPF and provides the national level spatial strategy guiding Ireland’s sustainable development
to 2040 and beyond. The rNPF places renewed emphasis on balanced regional growth, climate
mitigation, circular economy principles, rural resilience, and the alignment of land-use and transport
planning. The updated framework places particular focus on the decarbonisation of the energy RECEIVED: 28/08/2026
August 2026 | 6-14
system, sustainable rural enterprise, resource efficiency, and the integration of infrastructure
investment with compact growth and environmental protection.
In preparing this EIAR, the relevant Objectives of the revised NPF, including NPO 24 and 30, 32, 33, 70,
73, 76 and 77 as set out in Appendix 1, have been reviewed with respect to the proposed
development. These Objectives collectively highlight the need to support rural economic vitality,
encourage low-carbon energy generation, strengthen circular economy processes, improve
environmental performance, and ensure that new projects do not adversely affect the safety or
efficiency of the transport network.
The proposed Renewable Biogas Facility, which converts locally arising poultry manure into renewable
biogas and a nutrient-rich digestate for land application, is consistent with the rNPF strategic direction.
The use of an existing agricultural by-product as a feedstock aligns with the circular economy and
climate action focus of the revised framework. The project also supports rural economic development
by creating employment, enhancing value-added within the local agri-food sector, and reducing the
export of untreated organic residues from the region. These outcomes correspond positively with the
updated NPF Objectives promoting resilient rural economies, low-carbon resource use, and balanced
regional development.
With regard to transport and traffic, the rNPF places continued emphasis on safe and sustainable
mobility, integration of land use and transport planning, and maintaining the effectiveness of the
strategic road network. While the project is reliant on road access for feedstock delivery and digestate
export, the traffic assessment demonstrates that the anticipated vehicle volumes can be
accommodated on the existing road network without materially affecting safety, capacity, or the
achievement of the mobility related Objectives identified in Appendix 1. Mitigation measures,
including designated routing, delivery management, and avoidance of sensitive peak periods, ensure
consistency with the rNPF transport policy priorities.
Overall, when considered in the context of the revised 2025 NPF and the specific applicable Objectives
listed in Appendix 1, the proposed Renewable Biogas Facility is considered to align positively with
national policy, subject to the implementation of the environmental and traffic mitigation measures
set out in this EIAR.
6.4.2.2 National Development Plan
National Development Plan 2018-2027 is a long-term strategic plan that encompasses a range of
policies and initiatives aimed at fostering economic growth, improving infrastructure, addressing
social challenges, and enhancing overall quality of life. The plan outlines significant investments in
various sectors, including transportation, housing, healthcare, education, research and innovation,
and rural development. The goal is to support sustainable economic growth and improve living
standards. The National Development Plan emphasises the importance of balanced regional
development. It seeks to reduce regional disparities by promoting economic opportunities and
infrastructure development outside of Dublin and other urban centres. The plan includes a focus on
infrastructure development, including the expansion and improvement of transport networks. RECEIVED: 28/08/2026
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The proposed Renewable Biogas Plant is consistent with the aims of the National Development Plan
2018–2027, which seeks to deliver balanced regional development, sustainable economic growth, and
improved infrastructure across Ireland. By facilitating the conversion of locally generated poultry
manure into renewable biogas and organic biofertiliser, the project represents a practical
implementation of the NDP commitment to supporting low-carbon energy infrastructure and the
circular economy. The development will contribute to regional employment, support innovation
within the agri-food sector, and enhance the resilience of rural economies in line with the NDP rural
development objectives. Situated within an area characterised by intensive poultry production, the
project offers a sustainable outlet for agricultural by-products while advancing national goals for
climate mitigation and energy diversification. Accordingly, the proposal is considered to align with the
NDP focus on regional investment, sustainable infrastructure, and the creation of high-quality rural
livelihoods.
6.4.2.3 Regional Spatial and Economic Strategy for the Northern and Western Region
The Regional Spatial and Economic Strategy (RSES) for the Northern and Western Region provides the
framework for sustainable growth, economic resilience, and climate action across the region. It
supports the development of a low-carbon and circular economy, with particular emphasis on
renewable energy generation, rural innovation, and sustainable use of natural resources. The RSES
promotes diversification of the rural economy and recognises the potential of the bioeconomy to
deliver employment and environmental benefits in agricultural areas.
The proposed Renewable Biogas Plant aligns closely with these objectives by transforming poultry and
cattle manure from local farms and agri-food waste into renewable biogas and nutrient-rich digestate.
This contributes to regional decarbonisation targets, supports sustainable agriculture, and provides
new economic opportunities in a rural setting. The project advances the RSES goals for low-carbon
energy production, circular resource management, and the strengthening of rural enterprise
networks. Accordingly, the development is consistent with the strategic aims of the RSES to promote
balanced regional growth and transition towards a sustainable, climate-resilient future.
6.4.2.4 Smarter Travel
The Smarter Travel policy and the accompanying National Cycle Policy Framework set out national
objectives to promote sustainable and efficient travel patterns, reduce car dependency, and
encourage active modes of transport. The policies seek to minimise the environmental impact of
transport by supporting better land use planning, investment in sustainable transport infrastructure,
and behavioural change towards more environmentally responsible travel choices.
While the proposed Renewable Biogas Plant will generate some additional vehicular movements
associated with the transport of feedstock and the distribution of digestate, the traffic characteristics
are such that the majority of these trips will comprise pass-by or diverted journeys already occurring
within the local agricultural transport network. In many cases, for example the movement of poultry
manure will be shortened, as material currently transported longer distances to processing or land-
spreading sites (for example, to County Meath, where there is a greater demand for nutrients owing
to the large tracts of arable land) will instead be directed to the local biogas facility. Accordingly, the
development will not materially increase traffic volumes on the receiving road network and may in RECEIVED: 28/08/2026
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fact reduce overall travel distances and emissions associated with the management of feedstock
principally comprised of poultry manure. The project is therefore consistent with the aims of the
Smarter Travel policy in promoting more efficient use of existing transport networks, reducing
unnecessary long-distance haulage, and supporting sustainable rural transport patterns.
6.4.2.5 Planning Authority Policies and Objectives
In summarising current transportation policies and future objectives for the general area, reference
has been made to the Monaghan County Development Plan 2025-2031 which sets out the vision,
policies, strategies and objectives for planning and sustainable development of County Monaghan.
The Monaghan County Development Plan 2025-2031 guides the county’s future growth and
development. It outlines policy objectives and an overall strategy for responsible planning and
sustainable development over the next six years. The Development Plan emphasises sustainability,
aiming to create thriving, liveable, and climate-resilient communities.
6.4.2.6 General Road Policy and Objectives:
The following policy objectives are of importance or relevant to the subject site in the context of
general policy and transportation.
Transport Objective TO 6
To protect, improve and invest in our national, regional, and local roads and to safeguard the
strategic transport links to and from urban centres which are identified as key economic drivers in
the region.
Transport Policy TP 7
Subject to funding and approvals, protect, improve and invest in our national, regional, and local
roads to safeguard the strategic transport links to and from urban centres which are identified as
key economic drivers in the region.
Relevance to Proposed Development
In terms of traffic generation, the proposed development will be accessed via the existing Regional
Road network. The assessments provided in this chapter of the EIAR demonstrate that the facility
is expected to generate relatively low levels of additional vehicular traffic in the order of 27 no.
vehicle loads per day and 30 no. trips by car/van. Importantly, the nature of the proposed use
involves controlled and scheduled vehicle movements, which will be distributed across the day and
managed to avoid peak traffic periods. In this context, the proposed development is consistent
with the objectives of TO 6, as it does not generate significant additional traffic, and will not reduce
the level of safety, the strategic transport function, the capacity or efficiency of national, regional
or local roads. Detailed assessments show that the development generated traffic does not impact
significantly on the operation of the receiving regional road network and will not reduce the level
of service at associated junctions. The proposal complies with the intent of the policy and does not
undermine regional road or national road strategic function.
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Transport Policy TP 11
To ensure that new development proposals that are subject to Traffic and Transport Assessment are
carried out in accordance with the requirements set out in the TII Traffic and Transport Assessment
Guidelines.
Relevance to Proposed Development
The assessment provided in this chapter of the EIAR demonstrates that the development does not
have the potential to generate significant traffic movements. This chapter of the EIAR provides a
detailed Traffic and Transportation Assessment. The Traffic and Transportation Assessment
incorporated in this chapter of the EIAR assesses the effect of the proposed development on travel
demand and the capacity of surrounding transport links in accordance with the thresholds set out
in Tables 2.1, 2.2 and 2.3 of Traffic and Transport Assessment Guidelines (Transport Infrastructure
Ireland, 2014)
There are a number of regional routes considered to be Strategic Regional Routes that provide
strategic linkages to the main settlements within the County and the wider border region or carry
significant volumes of traffic. Regional Road R188 Monaghan-Cootehill is a Strategic Regional Route.
Regional Road Policy RRP 5
Access and road design details on Regional Roads shall comply with TII Rural Road Link Design DN-
GEO-03031. Any development with the potential to impact on the carrying capacity and/or safety of
the Regional Road shall include proposals to avoid, remedy or mitigate the impact. Such proposals
may include the payment of a contribution toward the cost of any required mitigation works.
Regional Road Policy LRP 3
To facilitate development on the local road network by allowing developers to contribute toward
the capital and maintenance cost of the local road network by participating in the Community
Involvement Scheme or through direct contributions.
Relevance to Proposed Development
The access to the proposed development is located on Local Road L2280. To facilitate the
development, it is proposed to widen and improve the local road between the Maghernakelly Road
eastward to Regional Road R189 (a distance of approx. 220m). Between the Maghernakelly Road
and the proposed access the road improvement will comprise modest road widening together with
verge widening to provide visibility at the proposed access whilst improving access at the
Maghernakelly Road junction. To the east of the site access, it is proposed to widen the L2280 to
6.5m (6.0m + 250mm hard strips). To accommodate the swept path of HGV turning at the
R189/L2280 junction it is proposed to realign the L2280. The proposed design of the road and
junction improvement works complies with TII ‘Rural Road Link Design’ DN-GEO-03031 and DN-
GEO-03060 ‘Geometric Design of Junctions’.
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Ancillary Transport Infrastructure Policy ATIP 5
Car charging spaces should be clearly demarcated with appropriate signage in accordance with the
Development Management Standards as set out in Chapter 15.
Ancillary Transport Infrastructure Policy ATIP 7
All non-residential development proposals should provide Electric Vehicle charging points in line
with Development Management Standards as set out in Chapter 15.
Relevance to Proposed Development
The proposed development can positively respond to the objective relating to Electric Vehicle (EV)
infrastructure. The scheme will be designed in accordance with current national requirements for
EV charging, ensuring that at least one dedicated EV charging point is provided and that provision
can be scaled up should national policy evolve during the lifetime of the permission. The
development will be constructed to be EV-ready, with ducting and cabling infrastructure in place to
facilitate the straightforward installation of individual charging points. The design will locate EV
charging points so that they do not interfere with pedestrian or cyclist priority. Their positioning
will be carefully considered within car parking areas to balance accessibility, visibility, and safety.
Ancillary Transport Infrastructure Policy ATIP 16
A Construction Traffic Management Plan shall be prepared and implemented for all development
projects, where appropriate, that may give rise to significant, adverse traffic impacts during their
construction phase.
Relevance to Proposed Development
A Construction Traffic Management Plan (CTMP) is typically required as a condition of planning and
shall in this case be prepared by the appointed contractor or developer prior to the commencement
of construction works and shall be submitted to, and agreed in writing with, the Planning Authority.
The plan shall outline detailed measures to manage construction-related traffic, minimise
disruption to the public road network, and ensure the safety of all road users, including pedestrians
and cyclists.
The CTMP shall relate to the works to develop the plant, to the movement of excavated materials
and to the works to improve Local Road L2280. It will include, but not be limited to, the following:
• The routing and scheduling of construction vehicles to avoid sensitive areas and peak traffic
periods.
• Proposals for temporary traffic management, signage, and access arrangements to the site.
• Measures to control dust, noise, and debris on the public road network.
• Parking and loading arrangements for construction staff and deliveries.
• Emergency access provisions and coordination with relevant authorities.
• A communication plan to inform residents, businesses, and other stakeholders of expected
works and any temporary restrictions.
The implementation of the agreed CTMP shall be monitored and enforced throughout the
construction period, with any necessary adjustments made in consultation with the Planning
Authority to address unforeseen impacts or community concerns. RECEIVED: 28/08/2026
August 2026 | 6-19
Works to complete a gas connection to the plant along the R188 and R189 will be carried out under
a separate contract by Gas Networks Ireland and will be subject to their statutory consents,
construction management procedures, traffic management requirements, and road opening
licences as agreed with the relevant local authority.
Ancillary Transport Infrastructure Policy ATIP 17
A Mobility Management Plan shall be prepared for all major development in the County, where
appropriate.
Relevance to Proposed Development
The proposed development will operate continuously 24 hours per day and is projected to employ
30 no. staff operating in 2 no. eight hour shifts 06:00-14:00 and 13:00-21:00hrs with the upper value
number of staff on site in the order of 22 no. persons during the earlier shift. Monaghan County
Development Plan 2025-2031 does not specify a threshold number of employees for ‘major’
developments. The total employment figure however falls significantly below the typical threshold
of 50-100 no. employees cited in other development plans as triggering a Mobility Management
Plan. The nature of the proposed development further supports the conclusion that the
preparation of a formal MMP would not represent an effective or proportionate use of resources.
The proposed site operations in a rural area are unlikely to generate a high proportion of trips by
bicycle, on foot or by bus. In addition to the policy not applying based on employment numbers,
the nature of the proposed development further supports the conclusion that the preparation of a
formal MMP would not represent an effective or proportionate use of resources. The development
already incorporates a number of best-practice design measures that support active and
sustainable travel, and includes for staff amenities that enable walking or cycling as viable commute
options such as, on-site showering and changing facilities, lockers for personal storage and secure
cycle parking
Industrial and Commercial Development Policy ICDP 1
Proposals for industrial and commercial development shall comply with Sections 15.12.1 to 15.12.3
of the Monaghan County Development Plan 2025-2031.
Section 15.12.2 States:
Industrial and Commercial Developments Outside Settlements It is accepted that there may be
circumstances where it is not possible or appropriate to locate a commercial or industrial
development within a settlement. This may be due to matters such as a lack of suitable lands or
infrastructure, the need to locate beside an existing development to benefit from synergies, or
the need to locate beside a fixed resource. In these circumstances, industrial and commercial
developments may be considered acceptable where it can be justified to the satisfaction of the
Planning Authority in accordance with the criteria detailed below. Generally, sites adjacent to
settlement envelopes shall be given preference over those located in the wider rural area.
Proposals for industrial/commercial development or the expansion of an existing business outside
settlements, shall generally comply with the following: RECEIVED: 28/08/2026
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e) The traffic generated by the proposal is appropriate for the surrounding road network, will not
result in unsustainable traffic movements and will not necessitate roads improvements that
would damage the character of the rural roads in the area.
Relevance to Proposed Development
The proposed development will be accessed via the Local Road L2280, which currently connects to
the R189 Regional Road to the east. To facilitate safe and efficient access, it is proposed to
undertake a series of modest road and junction improvement works along a c.220m section of the
L2280 between the Maghernakelly Road junction and the R189.
The improvement works comprise:
• Modest localised widening and verge improvements between Maghernakelly Road and the
proposed site access to enhance visibility and provide safer turning movements.
• Widening of the L2280 to 6.5m (6.0m carriageway plus 0.25m hard strips) to the east of the
site access to accommodate two-way HGV movement.
• Minor realignment of the L2280 at its junction with the R189 to accommodate HGV swept
paths and improve turning safety.
• All works designed in accordance with TII Standards DN-GEO-03031 (Rural Road Link Design)
and DN-GEO-03060 (Geometric Design of Junctions).
These works are considered proportionate to the scale and nature of the proposed development.
They do not represent significant alterations that would materially alter or detract from the rural
character of the existing road network. Instead, they will enhance road safety and improve the
operational efficiency of the local road system without encouraging unsustainable traffic growth.
Accordingly, the proposals are considered to be consistent with the requirements of Section
15.12.2(e) of the Monaghan County Development Plan. The improvements are necessary to ensure
the safe accommodation of development-related traffic and are appropriately designed to maintain
the character and function of the local rural road network.
Road Access Standards Policy RASP 1
Proposals for new accesses or the intensification of use of an existing access shall comply with
Section 15.23 to 15.23.8 of the Monaghan County Development Plan 2025-2031.
Section 15.23.1 requires an applicant to demonstrate control of lands required to provide any
access and visibility splays. Section 15.23.2 sets out visibility standards where Table 15.4 sets out
the minimum visibility requirements. In respect of Regional Road not upgraded to national roads
standards the requirement is 120m for local primary roads the standard is 90m. Section 15.23.4,
Section 15.23.5 and Section 15.23.6 set out the required method of measurement of visibility and
forward visibility both in the horizontal and vertical plane. These requirements are in accordance
with National Standards as set out in TII publications DN-GEO-03060 ‘Geometric Design of
Junctions’ (2017) and DN-GEO-03031 ‘Rural Road Link Design’ (2017).
Relevance to Proposed Development
All works1 required to provide visibility sightline and forward visibility criteria at the proposed
development access are located within the redline boundary of the development site and are
1 As defined by the Planning & Development Act 2000, as amended. RECEIVED: 28/08/2026
August 2026 | 6-21
accordingly within the control of the applicant. The required minimum visibility sightline criteria
are achieved at the proposed development access and at the upgraded L2280 junction with the
R189.
6.4.3 Consultation
A Section 247 consultation meeting was held with representatives of Monaghan County Council in
advance of making this planning application. The proposed development has been designed having
full regard to the specific requirements detailed by Monaghan County Council. Further detail in this
regard is provided within the Planning Statement and relevant reports that accompany this application
under separate cover.
The principal Roads and Traffic related points raised by Monaghan County Council and to be
considered in the EIAR are set out in brief:
▪ EIAR should consider a broader assessment of where feedstock traffic comes from and current
practices in the transport of materials that are proposed as feedstock to the plant.
▪ Consider pass-by and diverted traffic changing from the current long-distance haulage of
materials that will become feedstock for the plant.
▪ Consider the forecast traffic movements through Newbliss (R189) and Rockcorry (R188)
▪ EIAR to include assessment of traffic during construction phase.
▪ Indicate the route for gas connection.
▪ Indicate principal haul routes and any traffic management measures.
▪ Road Condition Surveys not required at planning stages but may be required by condition of
planning.
▪ Traffic characteristics and forecast traffic generation should be cross-referenced to
weighbridge data for Tully Plant in Ballymena which has similar operational characteristics.
6.5 Difficulties Encountered
There were no difficulties encountered when compiling this assessment.
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6.6 Baseline Environment
6.6.1 Site Location
The proposed development site is located in the south of County Monaghan, approx. 7.5km south of
Newbliss via R189 and 11.5km south-east of Clones. It is approx. 4.5km north of Cootehill and 17.5km
south-west of Monaghan, at approximate Irish Transverse Mercator (ITM) coordinates 654900E,
748600N. The site is situated within a predominantly rural agrarian landscape, characterised by
dispersed one-off housing, farms, and small-scale rural enterprises. The immediate environs comprise
a mix of pasture fields bounded by hedgerows and local access roads.
The site is accessed from the Local Road L2280, which connects eastwards to the Regional Road R189
(Clones–Cootehill route) approx. 220m from the proposed site access. The L2280 is a typical rural local
road of limited width (approximately 4.5–5.0m) with grass verges, no footways, and low traffic
volumes. It primarily serves local agricultural and residential traffic.
The R189 Regional Road provides a connection between the development site and Monaghan Town
via Newbliss. The R189 joins the N54 National Secondary Route to the west of Monaghan Town, where
the N54 forms part of the strategic cross border corridor linking Cavan, Monaghan, and Enniskillen,
with onward access to the N2 National Primary Route and the A3 corridor in Northern Ireland. To the
south of the site the R189 connects to Regional Road R188 which provides a connection between
Cavan and Cootehill in the south via Rockcorry to Monaghan Town to the north.
In a wider strategic context, the site is well positioned relative to the national and regional road
network. The N54 provides access to the N2 (Dublin–Derry route) at Monaghan Town and connects
to the N3 to the north of Cavan Town. The surrounding regional network of R189 and R188, including
the R183 (Clones–Castleblayney) and R212 (Clones–Cavan), provides alternative connections to key
settlements and markets in the border region.
Traffic flows on the surrounding network are typically low to moderate, reflecting the rural nature of
the area. The R189 and R188 serve as important regional connectors for local industry, agriculture,
and cross border transport, while local roads such as the L2280 primarily accommodate light vehicles
and farm traffic. The existing network, therefore, provides a suitable framework for controlled and
managed access to the proposed development, subject to the modest road improvement works
described in this chapter and Chapter 2 ‘Project Description‘ of the EIAR.
Figure 6.1 shows the location of the development site (highlighted red) in the context of the local
receiving road network. The principal haul routes serving the site are the R189 and R188 Regional
Roads which will carry all development generated HGV traffic in both the construction and operational
phases.
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Figure 6.1 Site Location
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The area within the boundary of the site shaded ‘red’ in Figure 6.1 will occupy the operational
development.
Overall, the site benefits from good regional accessibility principally via the R189 and R188, while
remaining sufficiently separated from larger urban settlements to ensure that construction and
operational traffic can be accommodated without significant adverse impacts on residential amenity
or the strategic road network.
The traffic study area for the proposed AD plant was defined based on the anticipated distribution
and influence of development generated traffic on the surrounding road network. For the operational
phase this was determined principally by reference to the origins of feedstock and destinations of
materials leaving the site. A similar determination was made for the construction phase based upon
an assessment of likely haul routes. Since the primary access to the site will be via the L2280 local
road, which connects directly to the R189, this link and its immediate approaches formed the core of
the study area. The R189 and R188 regional roads were included due to their role as the principal
routes by which construction and operational traffic will approach and disperse from the site, and
because they represent the network segments most likely to experience measurable changes in traffic
volumes and turning movements.
Given the proposed level of traffic generation from the development site (30 car/van trips and 27 HGV
loads per day) and given the duration of the permission, the scope of this Chapter is consistent with
best practice in the assessment of traffic impacts and covers the network that includes the existing
Regional Roads that serve as the primary haul routes. The study area comprises R189 to Newbliss and
R188 to Cootehill and Rockcorry.
The load bearing capacity of any bridges, culverts or structures along the haul routes has not been
measured as the proposed development will not require any abnormal loads and will generate traffic
with similar characteristics to those permitted to traverse the existing regional road network. As such,
any bridges on the haul routes comprising regional roads, national roads and motorway are reasonably
expected to be capable of continuing to carry general traffic together with the vehicles transporting
materials to and from the proposed development site.
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6.6.2 Baseline Traffic Surveys
6.6.2.1 Traffic Surveys
Traffinomics Transportation Surveys Ltd. carried out classified turning count surveys on the public road
network in the vicinity of the site using CCTV on Tuesday 21 May 2024 between 07:00 and 19:00hrs.
A copy of the survey data is provided in Appendix 6.1 of Volume 3 of this EIAR. Traffic data was
collected for the following locations identified in Figure 6.2 where the prefix ‘J’ indicates the location
of turning counts and the prefix ‘A’ indicates the location of Automatic Traffic Counters that were in
place for one week.
The traffic turning count data was collected mid-week to reflect typical weekday traffic patterns and
includes the commuter peak periods. The weekday commuter peak periods typically tend to have the
heaviest hourly network flows. In addition to the short-term turning count surveys Traffinomics
Transportation Surveys Ltd. also undertook an Automatic Traffic Counter (ATC) survey spanning 1 no.
week. These surveys were undertaken on R189 south of the L2280 and on R188 south of R189. The
ATC surveys commenced on Wednesday 15 May 2024. The locations of the ATC surveys are identified
in Figure 6.2 by the prefix ‘A’.
Traffic data was collected for the following locations identified in Figure 6.2.
▪ Site J1: Regional Road R189 junction with Local Road L2280
▪ Site J2: Regional Road R189 junction with Regional Road R188
▪ Site A1: ATC – R189 (South of J1)
▪ Site A2: ATC – R188 (South of J2)
The traffic flow data from the May 2024 surveys forms the basis of the assessments of road network
capacity and the assessment of the likely impact of the proposed development on the operation of
the receiving road network.
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Figure 6.2 Baseline Traffic Survey Locations
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Table 6-1 provides a summary of the recorded average daily traffic flows by direction at the junction
turning count locations. The road link numbers used in the table correspond to those used in the
network flow diagrams provided in EIAR Volume 3, Appendix 6.2 which for ease of reference
correspond with the survey site numbering convention used by Traffinomics Ltd. provided in EIAR
Volume 3, Appendix 6.1.
Table 6-1 shows the average weekday traffic flow and percentage HGV content enumerated for 12
hours and provides an estimate of 2024 Annual Average Daily Traffic (AADT). A corresponding
network flow diagram of the recorded daily traffic flows is provided in network flow diagram format
in EIAR Volume 3, Appendix 6.2, Figure 1 ‘Surveyed Daily Traffic Flows 07:00-19:00hrs’.
AADT is a commonly used metric in transportation engineering and planning, particularly in the
context of roads design and maintenance. AADT represents the total two-way flow of vehicles passing
a specific point on a road over the course of a year divided by the number of days per year.
With respect to traffic volume assessment, AADT is a fundamental measure for understanding the
traffic flow on a road. It provides insights into how busy a particular stretch of road is, which is crucial
for designing and maintaining roads to accommodate the expected volume of traffic.
AADT is also a key parameter in the design of roads. Engineers use this data to determine the
appropriate road cross-section, design speed, and other features which aid to determine that the road
can handle the anticipated traffic demand. The volume and weight of traffic are critical factors in
determining the type and thickness of pavement needed for a road. AADT data is used in pavement
design to ensure that roads can withstand the expected traffic loads. AADT data is also often used in
transportation planning to prioritise infrastructure investment. It helps roads authorities allocate
resources by identifying roads with higher traffic volumes that may require upgrades or expansions
and is valuable in scheduling road maintenance programmes.
AADT data is also used in environmental impact assessments related to transportation projects. The
volume of traffic can affect air quality, noise levels, and other environmental factors, and planners use
AADT to evaluate these impacts. In summary, AADT is a critical statistical measure that informs various
aspects of road design, maintenance, and planning. It helps transportation professionals make
informed decisions to ensure that road infrastructure meets the demands of the traveling public.
The estimates of AADT are based upon the total flows recorded in traffic surveys to which are applied
the appropriate factors2 derived from TII Publication PE-PAG-02039: Project Appraisal Guidelines Unit
16.1 (2016) ‘Expansion Factors for Short Period Traffic Counts’ (Oct 2016). The network flow diagrams
of EIAR Volume 3, Appendix 6.2, each provide a schedule of the link numbers, and each link is
identified on the diagrams.
As a cross-reference in the case of R189 and R188 the ATC surveys cover a week of data.
For the R189 which is Link 4 the ATC data shows that on Tue 21 May 2024 the two -way flow for the
period 07:00-19:00hrs was 851 (Site 1 turning count tally 834). The data shows that the 24hr traffic
flows on the day of the turning counts surveys were 1,033 where the weekday two-way average traffic
2 Border-East (Monaghan) Daily Traffic 07:00-19:00hrs 0.767, Weekly Flow Index 0.97, Monthly Flow Index 0.98 RECEIVED: 28/08/2026
August 2026 | 6-28
flow was 1,074 indicating that the turning count survey is representative of typical weekday flows.
The average two-way traffic flow over the course of the weeklong survey including the weekend was
960. It is noted that AADT values include for a 7-day week. This suggests that the AADT derived from
the TII Publication PE-PAG-02039 may overestimate AADT on Regional Road R189. Factoring based
upon the ATC data derives a corrected AADT based upon the data for Link 4. For the figures presented
in Table 6-1 this correction factor is applied to derive AADT for the other R189 links and for the local
roads L2280 and L2320.
Table 6-1 Network Link Road Traffic – Average Daily Flows (Two-way)
Road Link
Survey Traffic Flows 12hrs
07:00-19:00hrs Estimated AADT
Total Heavy %HGV TII ATC
1 R188 South of R189 Junction 3,034 367 12.1% 3,760 3,862
2 R188 North of R189 Junction (Rockcorry) 2,156 266 12.3% 2,672 2,744
3 R189 North of R188 (Site 2 Data) 1,076 127 11.8% 1,334 1,370
4 R189 South of L2280 Junction (Site 1 Data) 834 98 11.8% 1,034 960
5 R189 North of L2280 Junction (Newbliss) 863 102 11.8% 1,070 993
6 L2280 (Between Access and R189) 153 23 15.0% 190 176
7 L2280 West of Access 153 25 15.0% 190 176
8 L2320 200 23 11.5% 248 230
For the R188, which is Link 1 the ATC data shows that on Tuesday 21 May 2024 the two-way flow for
the period 07:00-19:00hrs was 3,127 (Site turning count tally 3,034). The data shows that the 24hr
traffic flows on the day of the turning count survey were 3,794 where the weekday two-way average
traffic flow was 3,862 indicating that the turning count survey is representative of typical weekday
flows. The average two-way traffic flow over the course of the weeklong survey including the weekend
was 3,862. By the same rationale as above, this suggests that the AADT derived from the TII
Publication PE-PAG-02039 may underestimate AADT on Regional Road R188. Factoring the TII derived
AADT based upon the ATC data for Link 1 a corrected AADT is provided for the R188 and R189 links
connecting at count Site 2.
The peak hours and associated traffic flows recorded in the turning count surveys, and confirmed by
the ATC survey data are as follows:
▪ Weekday AM Network Peak Hour 08:00-09:00hrs
▪ Weekday PM Network Peak Hour 17:00-18:00hrs
Table 6-2 and Table 6-3 provide summaries of the recorded two-way peak hour traffic flows on the
receiving road network in the morning and evening peak hours.
RECEIVED: 28/08/2026
August 2026 | 6-29
Table 6-2 Network Link Road Traffic – Average AM Peak Hour Flows (Two-way)
Road Link
Weekday AM Peak Hour Traffic Flows
08:00-09:00hrs
Total Heavy %HGV
1 R188 South of R189 Junction 375 33 8.8%
2 R188 North of R189 Junction (Rockcorry) 254 25 9.8%
3 R189 North of R188 (Site 2 Data) 139 10 7.2%
4 R189 South of L2280 Junction (Site 1 Data) 105 11 10.5%
5 R189 North of L2280 Junction (Newbliss) 108 10 9.3%
6 L2280 (Between Access and R189) 17 4 23.5%
7 L2280 West of Access 17 4 23.5%
8 L2320 18 1 5.3%
Corresponding network flow diagrams of the recorded peak hour traffic flows are provided in network
flow diagram format in EIAR Volume 3, Appendix 6.2, Figure 2 ‘Surveyed Weekday Morning Peak Hour
Traffic Flows 08:00-09:00hrs’ and Figure 3 ‘Surveyed Weekday Evening Peak Hour Traffic Flows 17:00-
18:00hrs’.
Table 6-3 Network Link Road Traffic – Average PM Peak Hour Flows (Two-way)
Road Link
Weekday PM Peak Hour Traffic Flows
17:00-18:00hrs
Total Heavy %HGV
1 R188 South of R189 Junction 382 16 4.2%
2 R188 North of R189 Junction (Rockcorry) 252 10 4.0%
3 R189 North of R188 (Site 2 Data) 164 8 4.9%
4 R189 South of L2280 Junction (Site 1 Data) 107 6 5.6%
5 R189 North of L2280 Junction (Newbliss) 106 4 3.8%
6 L2280 (Between Access and R189) 20 1 5.0%
7 L2280 West of Access 20 1 5.0%
8 L2320 23 3 13.0%
In the interest of showing the general pattern of traffic flow on the receiving road network during the
traffic surveys, the following figures show the profile of link traffic flows by direction recorded at the
2 no. survey sites. Figure 6.3 and Figure 6.4 reference Link 1 total traffic flows and HGV traffic flows
respectively, Figure 6.5 and Figure 6.6 show the corresponding data for Link 2 and so on to include all
8 no. road links included in the traffic surveys as provided in full in Appendix 6.1 in Volume 3 of this
EIAR. RECEIVED: 28/08/2026
August 2026 | 6-30
Figure 6.3 Baseline – Link 1 Regional Road R188 (South of R189) – Total Traffic
Figure 6.4 Baseline – Link 1 Regional Road R188 (South of R189) – HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-31
Figure 6.5 Baseline – Link 2 Regional Road R188 (North of R189) – Total Traffic
Figure 6.6 Baseline – Link 2 Regional Road R188 (North of R189) – HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-32
Figure 6.7 Baseline – Link 3 Regional Road R189 (North of R188) – Total Traffic
Figure 6.8 Baseline – Link 3 Regional Road R189 (North of R188) – HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-33
Figure 6.9 Baseline – Link 4 Regional Road R189 (South of L2280) - Total Traffic
Figure 6.10 Baseline – Link 4 Regional Road R189 (South of L2280) - HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-34
Figure 6.11 Baseline – Link 5 Regional Road R189 (North of L2280) - Total Traffic
Figure 6.12 Baseline – Link 5 Regional Road R189 (North of L2280) - HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-35
Figure 6.13 Baseline – Link 6 L2280 between Access and R189 - Total Traffic
Figure 6.14 Baseline – Link 6 L2280 between Access and R189- HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-36
Figure 6.15 Baseline – Link 7 L2280 West of Access - Total Traffic
Figure 6.16 Baseline – Link 7 L2280 West of Access - HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-37
Figure 6.17 Baseline – Link 8 L2320 - Total Traffic
Figure 6.18 Baseline – Link 8 L2320 - HGV Traffic RECEIVED: 28/08/2026
August 2026 | 6-38
The above traffic data is provided in full in Appendix 6.1, is summarised in Table 6-1, Table 6-2 and
Table 6-3 and is also provided in network traffic flow diagram format in in EIAR Volume 3, Appendix
6.2 as follows:
▪ Figure 1 ‘Surveyed - Daily Traffic Flows 07:00-19:00hrs’
▪ Figure 2 ‘Surveyed - Morning Peak Hour Traffic Flows 08:00-09:00hrs’
▪ Figure 3 ‘Surveyed - Evening Peak Hour Traffic Flows 17:00-18:00hrs’
6.6.2.1.1 Regional Road R188 – Link 1 & Link 2
The R188 Regional Road provides a key local and inter-regional link in the Counties of Monaghan and
Cavan. It extends for approximately 45 km and connects from the R162 near Monaghan (at Drumbear)
south to the R212 in County Cavan. Along this route, the R188 intersects with several other regional
roads, including the R183 (at Dromore East), R193 (at Rockcorry), and R189 (at Dyan).
The R188 traverses a predominantly rural landscape, passing through farmland, rolling drumlin
topography, patches of woodland, and occasional small settlements and townlands. In County
Monaghan, the road is somewhat variable in character, in places it may run adjacent to residential or
suburban fringes, while elsewhere it is a rural two-lane link with variable verge or shoulder width.
The R188 acts as a primary route for local and regional connectivity, facilitating movements between
Monaghan, Cootehill, and interconnecting towns. It supports mixed traffic including commuter,
agricultural, commercial, and freight use, especially given its intersections with other regional roads
and the presence of industrial or resource activities in the hinterland. The R188 is identified in the
Monaghan County Development Plan 2025-2031 (Table 7.5) as a Strategic Regional Route and
accommodates both through traffic and local access demands.
Link 1 – R188 South of R189
Figure 6.3 shows total traffic flow data for Regional Road R188 (south of R189) and shows notable
directional variations and pronounced peak periods throughout the day. The observed flows
demonstrate typical commuter and local access patterns, with distinct morning and evening peaks
corresponding to northbound and southbound movements, respectively.
During the morning period, traffic is predominantly southbound, reaching a peak of approximately
222 no. vehicles, which suggests strong movement towards urban or employment centres. The
corresponding northbound flow is lower, at around 153 no. vehicles, reflecting the outbound nature
of morning travel from the local area.
In contrast, the evening period exhibits a reversal of this trend. Northbound flows increase steadily
from around 15:00hrs, peaking at 201 no. vehicles, while southbound flows decline to approximately
181 no. vehicles. This pattern aligns with typical commuter return movements towards residential
areas in the north. Midday or inter-peak volumes show a significant reduction in flows, with both
directions generally ranging between 80 no. and 120 no. vehicles per hour.
The trend lines highlight a generally smooth bi-modal daily traffic pattern, with a sharp rise in the
morning, a mid-day trough, and a secondary rise in the evening. The northbound trend demonstrates RECEIVED: 28/08/2026
August 2026 | 6-39
a steadier increase leading into the evening peak, while the southbound trend shows a more
pronounced morning peak followed by a consistent decline.
R188 (Link 1) Facing South from R189 Junction (Source: Google Streetview Aug-2019 54.094865, -7.083963)
Overall, the data indicates that traffic demand on this section of the R188 is strongly directional and
time dependent which is typical of a commuter corridor serving daily work and school-related travel.
Figure 6.4 shows HGV traffic flows on Regional Road R188 (south of R189). By reference to Table 6.1,
the HGV content of the daily flow is 12.1%, which is considered significant for heavy traffic on regional
roads. A 12% HGV share is toward the upper end of what might commonly be observed on regional
roads with substantive freight or industrial traffic, but it is not unprecedented, especially in contexts
where there are quarries, aggregate movements, or agricultural haulage. Figure 6.4 shows clear
directional and temporal variations consistent with freight and service activity patterns.
Morning flows show a modest southbound dominance, with a peak of approximately 21 no. HGVs,
compared to 12 no. HGVs northbound during the same period. This likely reflects goods movement
and service-related trips departing from local depots or industrial areas towards regional destinations
in the morning. The highest northbound movement occurs later in the morning, reaching around 28
no. HGVs, suggesting a return or mid-morning delivery pattern. Through the midday period, both
directions experience lower and relatively balanced flows, typically ranging from 11 to 18 HGVs per
period.
In the evening period, both northbound and southbound flows increase again, peaking at 25 no.
northbound and 24 no. southbound HGVs, indicating end-of-day return movements and redistribution
of freight vehicles. RECEIVED: 28/08/2026
August 2026 | 6-40
The trend lines show a bi-modal pattern, with morning and late afternoon peaks in both directions,
and a trough during the midday period. This pattern is typical of regional routes serving local delivery,
distribution, and through-freight traffic.
Overall, the data suggests that HGV activity along this section of the R188 is moderate (proportionally
high), directionally balanced, and concentrated around the start and end of the working day,
consistent with commercial transport operations supporting local and regional economic activity.
Link 2 – R188 North of R189
Figure 6.5 shows total traffic flow data for Regional Road R188 (north of R189) and indicates a broadly
similar daily flow pattern to that observed on the southern section, or Link 1 of the same route. Both
locations display the characteristic bi-modal distribution typical of commuter and regional traffic
corridors, with distinct morning southbound and evening northbound peaks.
However, overall traffic volumes on Link 2 are consistently lower than those recorded on Link 1 to the
south of the R189 junction. The observed peak southbound movement north of R189 reaches
approximately 147 no. vehicles, compared with a higher southbound peak of 222 no. vehicles on the
southern section. Similarly, the evening northbound peak is lower, at around 138 no. vehicles, relative
to 201 no. vehicles to the south.
This reduction in flow intensity suggests that the R189 junction acts as a significant traffic generator
and distributor, contributing to the higher levels of movement observed on Link 1 to the south. The
R189 connects the R188 to adjacent settlements and local road networks, likely facilitating access
between Monaghan town, Rockcorry, and nearby rural areas. Consequently, the additional turning
and joining movements at this junction increase total link flows south of the intersection.
R188 (Link 2) Facing North from R189 Junction (Source: Google Streetview Aug-2019 54.094865, -7.083963) RECEIVED: 28/08/2026
August 2026 | 6-41
The similarity in the temporal pattern of demand indicates that both links serve the same core travel
demand profile consisting principally of commuter, service, and local access traffic. This pattern is
consistent with the Strategic functional role of the R188 as a collector and distributor regional route,
accommodating both through movements and locally generated trips from connecting regional and
local roads.
While the R188 north of the R189 carries more moderate two-way daily flows, still with pronounced
peaks, the section to the south experiences greater overall traffic intensity which is attributable to the
influence of the R189 and its associated local trip generation. This relationship highlights the
importance of the R189 junction in shaping local traffic distribution along this segment of the regional
network.
Figure 6.6 shows HGV traffic flows on Regional Road R188 (north of R189). As with the total traffic
flow profile, the HGV flow pattern on the R188 north of its junction with the R189 displays a broadly
similar directional and temporal profile to that observed on the southern section of the route. In both
locations, HGV movements exhibit the typical bi-modal distribution associated with commercial and
freight traffic, with discernible morning and evening peaks corresponding to outbound and return trip
patterns. The intensity of HGV activity on the northern section is noticeably lower than that recorded
to the south. Peak southbound HGV flows north of the R189 reach approximately 18 no. vehicles,
compared with a higher value of 21 no. HGVs on the southern section. Similarly, the northbound
evening peak reaches around 19 no. HGVs, below the 25 no. HGVs observed to the south.
This reduction in HGV volumes suggests that the R189 junction contributes materially to freight
generation and attraction, with additional HGV traffic joining or dispersing along the R188 south of
the intersection. The R189 provides access to local industrial, agricultural, and service areas, and likely
serves as a connector for goods vehicles travelling between Monaghan town, Rockcorry, and
surrounding rural enterprises.
Despite these volumetric differences, the similarity in daily temporal patterns indicates that HGV
operations along both sections are governed by comparable business and service schedules. Peak
movements occur during the early morning (southbound) and late afternoon (northbound), reflecting
delivery, distribution, and return trip cycles typical of regional freight activity.
Overall HGV volumes are comparably moderate to north of the R189. The section south of the
junction carries a higher proportion of heavy traffic, attributable to local trip generation and the role
of the junction. The data confirm the strategic function of the R188 as a regional freight corridor
serving both through-movements and locally based commercial transport.
6.6.2.1.2 Regional Road R189 – Link 3, Link 4 & Link 5
The R189 Regional Road provides an important intra-regional link between Monaghan Town and the
R188 near Cootehill, County Cavan.
The entire length of R189 lies within County Monaghan. The road begins on the western fringe of
Monaghan Town, linking with the N54 (at Tullygrimes). From there it proceeds in a general
southwest/southerly direction for about 15 km, arriving at the village of Newbliss, where it intersects
with the R183 which links Newbliss to Clones to the west (7km) and Castleblaney to the east (25km). RECEIVED: 28/08/2026
August 2026 | 6-42
From Newbliss, the route of the R189 continues southeast for approximately 10 km, terminating at its
junction with the R188 (in the townland of Dyan), roughly 2 km north of Cootehill. The proposed
development is accessed from L2280 which intersects the R189 approx. 2.4km north of the
intersection of R188/R189.
The R189 predominantly traverses rural terrain, passing through agricultural lands, scattered housing,
small townlands, and minor local access roads. The road geometry along the R189 is typical of rural
regional roads comprising a two-lane carriageway, with variable alignment, modest verge widths, and
direct frontage access in places. The R189 functions as a collector-distributor route, handling a
combination of local, commuter, agricultural, and freight traffic. It acts as a feeder route into
Monaghan Town for settlements like Newbliss and areas beyond, and also as a connector to the R188
toward Cootehill and onward routes.
Because of its role linking with both the N54 (near Monaghan) and the R188, the R189 helps distribute
traffic into the regional road network and supports inter-county movement.
Given that the R189 intersects the R188 just north of Cootehill, it has a key role in contributing traffic
(including HGVs and turning flows) into the southern section of the R188 (as observed in the traffic
survey data). In practice, the R189 likely carries through-traffic especially from rural hinterlands to
Monaghan Town, as well as inward flows from the R188 toward Newbliss/Monaghan.
Link 3 – R189 (Southern End) close to R188
Figure 6.7 shows the pattern of traffic flow on the R189 at its most southerly end close to the junction
with the R188. The data indicates relatively moderate overall traffic volumes, with flows notably lower
than those recorded on the adjacent sections of the R188 (approx. 50% of Link 2 and 35% of Link 1).
R189 (Link 3) Facing South toward R188 (Source: Google Streetview Aug-2019 54.095916, -7.087086) RECEIVED: 28/08/2026
August 2026 | 6-43
The observed pattern, however, closely follows the same bi-modal daily profile characteristic of
regional commuter and local access routes, displaying pronounced morning southbound and evening
northbound peaks. This strongly suggests that the two regional roads are accommodating the same
mix of traffic.
During the morning period, southbound flows reach approximately 84 vehicles, reflecting outbound
movements from the R189 corridor towards the R188 and onward connections to Cootehill and
surrounding areas. Corresponding northbound flows at this time are slightly lower, around 55 no.
vehicles, indicating that the principal morning movement is directed towards the regional and local
employment centres to the south.
A clear reversal occurs in the evening period, when northbound flows again peak at around 80 no.
vehicles, with southbound flows maintaining a comparable level. This mirrors the commuter return
pattern evident on the R188, where evening northbound movements dominate as traffic disperses
back along the R189 towards Newbliss and Monaghan.
Between the peak periods, inter-peak volumes remain relatively low, typically ranging between 25 no.
and 50 no. vehicles in each direction. This reflects reduced daytime demand and limited through-
traffic, consistent with the role of the R189 as a regional distributor rather than a strategic through-
route.
The trend lines show a balanced flow distribution between directions, reinforcing the two-way
commuting and service function of the route. Nonetheless, the overall lower volume compared to the
R188 indicates that the R189 serves primarily as a feeder, contributing to the higher traffic intensities
recorded on the R188 south of the junction (Link 1). The junction therefore represents a key
confluence point for local and regional traffic movements, particularly for journeys connecting
Monaghan, Newbliss, and Cootehill. The observed flow patterns confirm the supporting role of R189
in the regional road hierarchy, facilitating local commuting, agricultural, and service traffic that merges
with higher-order flows along the R188 corridor.
Figure 6.8 shows HGV traffic flows on R189 (Link 3). The HGV data for the R189 in proximity to its
junction with the R188 indicates comparatively low levels of heavy vehicle activity, typical of a rural
regional route primarily serving some local and agricultural traffic along with through freight
movements connecting to the R188 corridor.
HGV volumes follow a distinct daily rhythm, with both northbound and southbound flows displaying
the standard bi-modal pattern characteristic of freight distribution and service operations. The
morning period shows a small southbound peak of approximately 9 no. HGVs, while the northbound
flow at that time rises slightly higher to around 12 no. HGVs, reflecting early outbound movements
from local sources towards the R188 and regional centres beyond.
During the midday period, HGV activity decreases notably, with inter-peak volumes typically ranging
between 4 no. and 6 no. vehicles per direction, suggesting limited continuous freight demand outside
of scheduled delivery and collection periods.
A secondary peak is observed in the late afternoon and early evening, where both directions register
modest increases, generally reaching 6 - 8 no. HGVs. This may reflect return or redistribution trips RECEIVED: 28/08/2026
August 2026 | 6-44
typical of local service, agricultural, or light industrial operations completing end-of-day travel
patterns.
Overall, the HGV component of total daily traffic is low relative to the R188, nevertheless, by reference
to Table 6-1 the HGV component is marginally less than 12% of total flows, consistent with the
proportion recorded on the R188 which is consistent with the role of the R189 as a regional link feeding
into the more heavily trafficked R188.
Link 4 – R189 South of L2280
Link 4 is the section of R189 immediately south of L2280. The daily profile of total traffic movements
on Link 4 is shown in Figure 6.9. Traffic data is recorded at Survey Site 1 on the R189 approximately
2.4 km north of its junction with the R188 and shows a similar temporal pattern and directional
balance to that observed closer to the R188 junction (Link 3) , but with slightly lower overall volumes
(approx. 22% lower than Link 3 – R189).
The southbound morning peak remains evident, reaching approximately 68 no. vehicles, while the
corresponding northbound movement at that time is lower, at around 26 no. vehicles. This reflects
the continuing commuter and service traffic trend towards the R188 and southern destinations such
as Cootehill and beyond during the morning period. In the evening, the pattern reverses, with
northbound flows increasing to around 65 no. vehicles, indicating the return of commuter and local
traffic towards Newbliss and Monaghan. Inter-peak flows remain moderate throughout the day,
typically ranging from 20 no. to 30 no. vehicles per direction, consistent with general rural traffic
activity and limited through movement.
R189 (Link 4) Facing South at L2280 (Source: Google Streetview Aug-2019 54.112809, -7.098276) RECEIVED: 28/08/2026
August 2026 | 6-45
The close similarity between this dataset and that from the count site nearer the R188 junction
suggests a stable and consistent level of traffic demand along this section of the R189, with only
marginal attrition northwards as local trips dissipate into adjoining rural roads and townlands.
Overall, the results confirm that the R189 carries relatively modest, two-way daily flows, characterised
by local commuting, agricultural, and service traffic, and that traffic intensity decreases gradually with
distance from the R188. The route continues to function as a feeder road contributing to the higher
traffic volumes observed on the R188 corridor.
Figure 6.10 shows HGV traffic flows on Link 4. The recorded HGV flows on the R189 (Link 4) indicate
relatively low levels of heavy vehicle activity, consistent with the character of a rural regional road
serving dispersed agricultural and local commercial uses. Again, the HGV content is high at
approximately 12% (see Table 6-1).
Daily HGV movements display a broadly balanced two-way pattern, with both northbound and
southbound flows showing similar magnitudes and timing. Peak southbound activity occurs during the
late afternoon, reaching around 9 no. HGVs, while northbound flows exhibit a more even distribution
throughout the day, with modest peaks of around 6 no. HGVs.
During the morning period, both directions carry HGV volumes typically between 3 no. and 6 no.
vehicles suggesting that some element of heavy vehicle operations may be locally based rather than
part of longer distance through traffic. Inter-peak periods show consistent volumes.
HGV volumes at this northern location are slightly lower (23% lower than Link 3) than those recorded
on the R189 nearer the R188 junction, confirming a gradual reduction in heavy vehicle activity with
increasing distance from the R188. This supports the interpretation that the majority of HGV trips
originate or terminate closer to the R188 corridor, using the R189 primarily as an access link to local
premises, farms, or small-scale industrial activities rather than as a through freight route. The trend
may suggest a diminishing freight intensity the further north along the R189 confirming the role of the
R189 as a secondary feeder route connecting rural areas to the more heavily trafficked R188.
Link 5 – R189 North of L2280
Link 5 is the section of R189 immediately north of the junction with L2280. Figure 6.11 shows the daily
profile of total traffic flows. Traffic count data for the R189 immediately north of the L2280 junction
shows a pattern broadly consistent with flows recorded immediately south of this location (Link 4),
confirming the uniform and predictable traffic characteristics along this section of the regional route.
The daily profile again exhibits the characteristic bi-modal distribution, with distinct morning and
evening peaks reflecting commuter and local service travel patterns. The southbound morning peak
reaches approximately 76 no. vehicles, compared with a corresponding northbound volume of around
32 no. vehicles, indicating the dominant directional movement towards the R188 and onward regional
destinations during the early part of the day.
In the evening, the pattern reverses, with northbound traffic increasing to about 65 no. vehicles, while
southbound flows taper to approximately 41 no. vehicles. This reflects the evening return of
commuter and local traffic dispersing northwards towards Newbliss and Monaghan. RECEIVED: 28/08/2026
August 2026 | 6-46
R189 (Link 5) Southbound Approach to L2280 (Source: Google Streetview Aug-2019 54.113498, -7.099542)
During inter-peak hours, both directions experience steady but moderate flows, typically ranging
between 25 no. and 40 no. vehicles.
Overall, the recorded flows demonstrate that traffic demand remains consistent across both sides of
the L2280 junction, with only minimal variation in volume, suggesting that the proposed Renewable
Biogas Plant access at this location (L2280) would be connecting to a stable and moderately trafficked
regional route. The similar flow intensities north and south of the L2280 confirm that the junction area
functions as a transition point on a lightly trafficked corridor, primarily accommodating local and
commuter movements.
The R189 in the vicinity of the L2280 junction supports moderate, two-way daily flows, with
pronounced morning and evening peaks consistent with the broader corridor pattern. The traffic
environment is therefore representative of a rural regional link, where daily variations are modest and
capacity is well within the operational range of a standard two-lane rural carriageway.
Figure 6.12 shows HGV traffic flows on Link 5. The HGV traffic data recorded on the R189 immediately
north of the L2280 junction shows a low overall level of heavy vehicle activity, nevertheless making
up approx. 12% of the total traffic flow which is consistent with the regional road network locally.
Daily HGV flows exhibit a balanced two-way pattern, with both directions showing relatively low
volumes throughout the day and limited directional bias. The northbound flows peak at around 8 no.
HGVs in the early morning period, with corresponding southbound volumes of approximately 6 no.
vehicles, indicating modest outbound movement likely associated with agricultural and service-
related activity. During the midday and inter-peak periods, HGV flows remain steady and generally
ranging between 2 no. and 6 no. vehicles per hour, before a slight secondary southbound peak of up RECEIVED: 28/08/2026
August 2026 | 6-47
to 8 no. vehicles occurs in the late afternoon, reflecting return trips or end-of-day redistribution of
local freight and service traffic.
The pattern closely mirrors that recorded at other R189 monitoring points, confirming that HGV traffic
along this section of the corridor is light, some is locally generated, and volumes are consistent
throughout the day. The similarity of flow magnitudes north and south of the L2280 junction are
consistent. The data suggests that the proposed plant, accessing L2280, would connect to a section
of the R189 with stable heavy vehicle demand, where HGVs comprise approx. 12% of total traffic.
The data reinforces the overall assessment that the R189 operates well within capacity and
accommodates light commercial traffic without any existing congestion or operational constraint.
6.6.2.1.3 Local Road L2280 – Link 6 and Link 7
Local Road L2280 is officially designated as a Local Primary road in the Monaghan municipal district.
As such it is likely intended to serve as a connector between more important routes, local
communities, or industrial/agricultural access and not as a high-capacity through route. The L2280
connects to the R189 via a junction approximately 220 m east of the proposed access to the
Renewable Biogas Plant. The L2280 provides a connection between local lands and the regional road
network, specifically the R189.
L2280 (Link 6 and 7) Facing West from R189 Junction (Source: Google Streetview Aug-2019 54.112809, -7.098276)
Given that it is local, its surface, width, alignment, and carriageway standard are lower than the
adjoining regional roads, this explains why the development proposes road widening works, verge
improvement works and junction realignment (R189/L2280) for HGV swept paths. Because L2280 is
a local road, the traffic increase, particularly by HGV arising from the proposed development, although
modest in number, will have a direct impact. Accordingly, the proposed development incorporates RECEIVED: 28/08/2026
August 2026 | 6-48
improvements to Local Road L2280 which include junction reconfiguration with R189 to improve
visibility and turning radii, carriageway realignment, carriageway widening, carriageway strengthening
and verge widening which are considered necessary to accommodate safe access, especially for larger
vehicles.
Link 6 and Link 7 are the same in the context of the existing road network. Figure 6.13 shows the
general pattern of total traffic flows recorded on L2280 which provides access to local farms and is a
route that connects to Drum Village (2006, 2016 and 2022 Census population figure <190 no. persons)
and to Drumcorrin National School (approx. 20 no. pupils) located to the east of the village. The closest
Secondary School is understood to be in Cootehill. The total traffic flow data in Figure 6.13 indicates
low overall traffic volumes consistent with the function of the L2280.
The recorded data shows a bi-directional pattern with low flow intensities throughout the day, with
eastbound flows peaking modestly in the morning. The morning eastbound peak reaches
approximately 11 no. vehicles, while the corresponding westbound flow is around 6 no. vehicles which
may be associated with a pattern of short duration traffic associated with the school and locally
generated commuter trips toward the R189.
There is a second, smaller afternoon peak in both eastbound and westbound traffic, with the
westbound peak being around 13 no. vehicles, this elevation in traffic flows in the evening does not
appear to align with school closing or collection times, suggesting that the school is likely not a
significant contributor to the traffic flows on this section of the L2280. Outside of these brief periods,
inter-peak hourly volumes remain between 2 no. and 5 no. vehicles per direction.
The trend lines demonstrate consistent, low-level use, with no evidence of sustained commuter or
through traffic demand. Vehicle movements are instead characterised by short, likely purpose specific
trips linked to farming and residential access.
Figure 6.14 shows HGV traffic flows on L2280. HGV traffic data for the Local Road L2280 shows low
levels of heavy vehicle movement. The recorded volumes are typically in the order of 2 no. HGVs per
hour period, with some instances of slightly higher numbers, such as a spike or westbound peak of 3
no. HGVs during the late afternoon. There is no clear directional bias, with both eastbound and
westbound flows exhibiting similar levels of HGV activity throughout the day. It is noted from the
network traffic flow diagrams of Appendix 6-2 in Volume 3 of this EIAR that approximately 50% of the
daily HGV traffic on L2280 does not access the R189 but exhibits a cross movement from L2280 to
L2320.
The trend lines indicate no sustained periods of heavy vehicle activity, reflecting the absence of
industrial or commercial land uses generating significant goods traffic along the L2280. The current
HGV presence on L2280 is most likely associated with agricultural vehicles, local farm servicing, or
occasional deliveries to residential and community facilities in Drum.
Although overall traffic volumes on the L2280 are low, the recorded HGV proportion of approximately
15% (see Table 6-1) represents a relatively high percentage in proportional terms. This figure should
be interpreted in the context of local agricultural function. On rural local roads with low background
traffic, daily heavy vehicles can translate into a comparatively high percentage share. In this case, HGV RECEIVED: 28/08/2026
August 2026 | 6-49
movements are likely to consist predominantly of agricultural machinery, milk tankers, feed deliveries,
and service vehicles associated with local farms.
For comparison, on regional roads, HGV proportions typically range from 5–10% of daily traffic,
depending on surrounding land use and proximity to quarries or industrial areas. It is noted that HGV
proportions on the surrounding regional roads R189 and R188 are in the order of 12% which is higher
than typical for regional roads. On local rural roads, HGV shares of 10–15% are not uncommon where
agricultural or forestry activity is present, even though absolute volumes may remain relatively low.
Therefore, while the 15% HGV share appears elevated in percentage terms, it does not represent a
high level of heavy vehicle intensity in real terms. The absolute number of HGV remains low, and their
movements are dispersed throughout the day with no sustained peaks.
In summary, the HGV percentage on the L2280 reflects the nature of rural land use and agricultural
servicing patterns rather than significant freight pressure. It does not indicate any operational, safety,
or capacity concern for the road, which continues to function as a lightly trafficked local access route.
6.6.2.1.4 Local Road L2320 – Link 8
Local Road L2320 or Link 8 is the local road opposite L2280 where they intersect the R189. The L2320
provides local access and connects to the R188 approx. 2km to the southeast of the R189/L2280/L2320
junction. Figure 6.17 shows the total daily traffic flows. The data indicates very low overall traffic
volumes, consistent with its function as a rural local access route serving scattered dwellings,
agricultural holdings, and with limited through movement. The observed flow pattern reflects light
local usage, with a small number of peak-hour movements related to commuting, agricultural, or
service activity.
The daily traffic profile exhibits a balanced two-way flow, with modest directional peaks in both
eastbound and westbound movements. The morning eastbound peak reaches approximately 12 no.
vehicles, reflecting short distance outbound travel, possibly associated with school and work trips
towards regional routes such as the R189 and R188. Correspondingly, the evening period shows a
westbound peak of around 13 no. vehicles, consistent with local return journeys.
During midday and inter-peak periods, traffic levels remain consistently low, typically ranging between
4 no. and 8 no. vehicles per direction per period, indicating limited continuous movement and
confirming that the road predominantly accommodates localised trips. RECEIVED: 28/08/2026
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L2320 (Link 8) Facing East from R189 Junction (Source: Google Streetview Aug-2019 54.112809, -7.098276)
Figure 6.18 shows HGV traffic flows on Link 8 which are similar in profile and magnitude to those on
Local Road L2280. The recorded data for the Local Road L2320 shows very limited heavy vehicle
activity, fully consistent with the function as a minor local access route within a rural environment.
Daily HGV movements are infrequent, generally less than 2 no. vehicles per direction per hour period,
with only isolated instances of slightly higher counts. There is no discernible directional dominance,
with both eastbound and westbound flows remaining low and intermittent throughout the day.
The trend lines indicate no sustained periods of HGV movement, reflecting the absence of commercial
or industrial traffic generators along the L2320. The few heavy vehicle trips recorded are most likely
associated with agricultural operations, local deliveries, or service vehicles, rather than long distance
freight activity.
6.6.2.2 Automatic Traffic Counter Surveys
Existing traffic flows along R188 (Link 1) and R189 (Link 4) were surveyed for a period of 1 week
commencing on Wednesday 15 May 2024 using Automatic Traffic Counter (ATC). The ATC equipment
has been used over the course of one week in the interest of acquiring a representative sample size
and to verify the one day classified turning count data. The use of an ATC over a full 7-day period
provides an additional evaluation tool by capturing day-to-day variations and allowing average
weekday flows and peak hour traffic conditions to be confirmed or validated. The combination of
short-duration classified counts and continuous ATC monitoring is standard professional practice in
traffic impact assessment and is widely accepted by planning and roads authorities as an appropriate
evidence base. Given the scale and nature of the proposed development, the data collected is
considered to provide a reliable representation of existing traffic conditions and allows future traffic RECEIVED: 28/08/2026
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impacts to be assessed satisfactorily. On this basis, the traffic data collection undertaken is considered
sufficient and proportionate to provide a sound basis for the EIAR traffic and transportation
assessment. As set out in Section 6.6.2.1 ‘Traffic Surveys’ the ATC data has been used to validate the
turning count survey data as representative of the typical daily traffic flows on R188 and R189. The
ATC data has also been used to calibrate the AADT for the locality against other estimates based upon
TII short term traffic count factoring for national roads.
Regional Road R189 – Link 4 Total Traffic Flows
Graphical analysis of the total traffic flow data recorded at the ATC counter site on Regional Road R189
which is identified in Figure 6.2 as ‘A1’ is summarised in the following graphical output in Figure 6.19.
Figure 6.19 R189 (Link 4) - Total Traffic by Direction
The ATC data for the R189 demonstrates moderate daily traffic volumes consistent with its role as a
regional connector road serving local and inter-settlement movements between Monaghan, Newbliss,
and the R188 corridor.
Across the surveyed period, weekday flows are relatively stable, with northbound daily totals ranging
from approximately 520 no. to 548 no. vehicles per day and southbound flows ranging from 528 no.
to 555 no. The average weekday volume is 531 no. northbound and 543 no. southbound, indicating a
slight southbound dominance, consistent with commuter and service travel towards Cootehill and
southern destinations during morning hours.
Traffic levels decline markedly at the weekend, reflecting the reduced influence of commuting and
school related travel. Saturday volumes fall to approximately 395 no. northbound and 394 no.
southbound, while Sunday flows are lower still, with 301 no. southbound and 261 no. northbound. RECEIVED: 28/08/2026
August 2026 | 6-52
This weekend reduction of approximately 30–40% compared to weekday levels is considered typical
of regional roads.
The weekday uniformity of flow suggests that the R189 experiences steady daily usage without
significant day-to-day fluctuation, confirming the stability of travel demand and its role in supporting
local access, agricultural movement, and freight. The absence of pronounced directional imbalances
also indicates balanced two-way operation, with the road accommodating similar volumes of inbound
and outbound trips.
The R189 carries average weekday two-way flows of approximately 1,070 no. vehicles per day,
decreasing significantly at weekends. These volumes are characteristic of a moderately trafficked rural
regional route, operating comfortably within capacity and exhibiting consistent travel behaviour
throughout the working week.
Figure 6.20 R189 (Link 4) - Total Traffic Average Weekday Hourly Flow by Direction
Figure 6.20 shows the recorded average weekday hourly total traffic flow over the course of the
weeklong survey. The data is based upon the average hourly flow aggregated for the days Monday to
Friday thus excluding the lower traffic flows typical of the weekend.
The weekday hourly traffic profile for the R189 (Monday–Friday average) demonstrates a distinct and
well defined bi-modal pattern, characteristic of regional routes that accommodate both local
commuting and service traffic.
Traffic activity begins to increase gradually from the early morning hours, with a marked rise between
07:00 and 09:00, reflecting the morning southbound commuter peak associated with journeys
towards Cootehill and other employment or service destinations to the south. The peak southbound
hour occurs between 08:00 and 09:00, reaching approximately 72 no. vehicles, while the RECEIVED: 28/08/2026
August 2026 | 6-53
corresponding northbound flow is around 37 no. vehicles. This confirms a clear directional bias
towards the south during the morning period. These figures are consistent with those recorded in the
turning traffic counts which can be confirmed by cross reference to the network flow diagram
provided at Figure 2 ‘Surveyed Weekday Morning Peak Hour Turning Traffic Flows 08:00 -09:00hrs’
provided in Appendix 6-2 in Volume 3 of this EIAR. The data validates the turning counts are
representative of typical weekday daily traffic flows.
Following the morning peak, volumes decrease sharply and remain at moderate levels through the
midday and early afternoon, typically ranging between 25 no. and 35 no. vehicles per hour in each
direction.
A second pronounced peak occurs during the late afternoon and early evening, with northbound flows
increasing steadily from around 16:00hrs, reaching a maximum of approximately 57 no. vehicles per
hour between 17:00 and 18:00. This evening peak represents the return of commuters and local
residents travelling northbound from Cootehill, the south and surrounding areas towards Newbliss
and Monaghan. Again, these figures are consistent with those recorded in the turning traffic counts
which can be confirmed by cross reference to the network flow diagram provided at Figure 3 ‘Surveyed
Weekday Evening Peak Hour Turning Traffic Flows 17:00-18:00hrs’ provided in Appendix 6-2 in
Volume 3 of this EIAR. The data validates the turning counts are representative of typical weekday
daily traffic flows.
After 19:00hrs, traffic volumes decline rapidly, falling to very low levels overnight, consistent with the
rural context and limited nighttime demand.
Overall, the weekday profile confirms that the R189 carries moderate two-way flows with strong
directional peaks, indicative of a commuter and local access function. The pattern is symmetrical and
predictable, supporting the interpretation that the route serves daily travel needs within a stable local
and regional catchment area.
Regional Road R189 – Link 4 HGV Traffic Flows
Graphical analysis of the HGV traffic flow data recorded at the ATC counter site on Regional Road R189
which is identified in Figure 6.2 as ‘A1’ is summarised in the following graphical output in Figure 6.21.
Automatic Traffic Count (ATC) data for the R189 indicates relatively low but consistent levels of HGV
activity, reflecting the function as a rural regional link serving agricultural, local service, and light
freight movements rather than major distribution traffic.
Average weekday HGV flows are approximately 51 no. vehicles northbound and 53 no. vehicles
southbound, resulting in a two-way total of around 104 no. HGVs per day. This equates to an estimated
HGV share of approx. 12% of total daily traffic, which is relatively high in proportional terms but
reflects the limited overall traffic volume on the corridor rather than significant heavy vehicle
intensity.
Weekday flows remain steady throughout the working week, ranging between 50 no. and 55 no. HGVs
per direction, confirming regular commercial and agricultural servicing activity. As expected, weekend
flows decrease substantially, with Saturday HGV volumes falling to fewer than 10 no. vehicles per
direction, and Sunday levels reducing further to below 5 no. vehicles per direction. RECEIVED: 28/08/2026
August 2026 | 6-54
Figure 6.21 R189 (Link 4) - HGV Traffic by Direction
This pattern aligns closely with typical rural freight movement trends, where weekday operations
dominate due to agricultural deliveries, feed transport, and light commercial distribution, while
weekend heavy vehicle activity is minimal.
Overall, the R189 carries a small but consistent volume of HGV traffic, primarily composed of local and
regional goods vehicles. The data confirms that the route experiences no significant concentration of
heavy vehicle movements, and that existing HGV activity is well within the capacity and design
parameters of a standard two-lane regional road.
Figure 6.22 shows the recorded average weekday hourly HGV traffic flow over the course of the
weeklong survey. The data is based upon the average hourly flow aggregated for the days Monday to
Friday thus excluding the lower traffic flows typical of the weekend.
The average weekday hourly profile for HGV traffic on the R189 indicates low but steady levels of
heavy vehicle activity throughout the working day, consistent with the rural character of the route
and its role as a local access corridor serving agricultural and small-scale commercial transport.
HGV activity begins gradually from around 06:00hrs, with volumes increasing through the morning
hours as local farm, service, and delivery vehicles commence operations. The profile shows a broad
midday peak, with both northbound and southbound flows reaching between 4 no. and 6 no. HGVs
per hour between 10:00 and 15:00. The maximum northbound hourly flow occurs around 12:00hrs,
at approximately 6 no. HGVs per hour, while southbound movements remain consistent at around 4
no. vehicles per hour over much of the working day.
Activity remains steady through the afternoon, tapering off gradually after 17:00hrs, with very few
heavy vehicles recorded during the evening or overnight periods. This smooth and symmetrical RECEIVED: 28/08/2026
August 2026 | 6-55
pattern reflects the distributed and locally oriented nature of HGV trips on the R189, much of this HGV
traffic may be short distance movements linked to agricultural servicing, local construction, or small-
scale freight transport albeit that there is likely to be some long-haul operations connecting to the
R188.
Figure 6.22 R189 (Link 4) - HGV Traffic Average Weekday Hourly Flow by Direction
The absence of sharp morning or evening peaks indicates that the R189 does not function as a primary
freight route, but rather supports consistent, low-intensity movement spread evenly throughout the
working day.
HGV traffic on the R189 is relatively modest and operationally stable, accounting for 12% of total daily
traffic but showing predictable weekday patterns typical of rural regional roads serving dispersed
economic activity.
Regional Road R188 – Link 1 Total Traffic Flows
Graphical analysis of the total traffic flow data recorded at the ATC counter site on Regional Road R188
which is identified in Figure 6.2 as ‘A2’ is summarised in the following Figure 6.23.
The ATC data for the R188 south of its junction with the R189 indicates that this section of the route
carries moderate to high daily traffic volumes consistent with its role as a key regional connector
linking Cootehill and Monaghan.
Average weekday flows are 1,930 no. vehicles per day northbound and 1,932 no. vehicles per day
southbound, demonstrating a balanced two-way movement. The consistency between directions RECEIVED: 28/08/2026
August 2026 | 6-56
indicates the R188 predominantly accommodates commuting and local access traffic rather than a
significant directional through movement.
Daily totals across the week show little variation on weekdays, with northbound flows ranging from
approximately 1,917 no. to 2,039 no. vehicles and southbound flows from 1,901 no. to 2,055 no.
vehicles. These figures reflect stable weekday travel demand and confirm the importance of the route
for both local and regional movement.
Traffic levels reduce significantly at weekends, with Saturday volumes falling to approximately 1,450
no. northbound and 1,440 no. southbound, and Sunday flows dropping further to around 1,080 no.
vehicles per direction. This reduction, approximately 25–45% below weekday levels, is typical of
regional routes where traffic demand is driven primarily by weekday commuting, school, and
commercial activity.
Overall, the R188 south of the R189 junction carries average weekday two-way flows of approximately
3,860 no. vehicles per day, making it substantially busier than the adjacent R189. This confirms the
R188’s function as a primary regional route, accommodating a mix of commuter, service, and light
goods traffic within a consistent and predictable daily pattern.
The stability of weekday volumes and the strong directional symmetry both indicate that the R188
operates well within its practical capacity, providing an efficient and reliable link between key
settlements in the regional network.
Figure 6.23 R188 (Link 1) - Total Traffic by Direction
Figure 6.24 shows the recorded average weekday hourly total traffic flow over the course of the
weeklong survey. The data is based upon the average hourly flow aggregated for the days Monday to
Friday thus excluding the lower traffic flows typical of the weekend. RECEIVED: 28/08/2026
August 2026 | 6-57
The weekday hourly profile for the R188 south of the R189 junction demonstrates a well-defined bi-
modal pattern typical of regional commuter corridors linking towns and rural settlements. The data
reflect the role of the R188 as a primary regional route accommodating both local and through traffic,
with pronounced directional peaks during the morning and evening periods.
Traffic activity begins to build steadily from approximately 06:00, rising sharply towards a strong
southbound morning peak between 08:00 and 09:00, when volumes reach around 220 vehicles per
hour southbound and 152 vehicles per hour northbound. This pronounced peak confirms significant
commuter movement towards Cootehill and onward regional destinations during the morning period.
These figures are consistent with those recorded in the turning traffic counts which can be confirmed
by cross reference to the network flow diagram provided at Figure 2 ‘Surveyed Weekday Morning
Peak Hour Turning Traffic Flows 08:00-09:00hrs’ provided in Appendix 6-2 in Volume 3 of this EIAR.
Figure 6.24 R188 (Link 1) - Total Traffic Average Weekday Hourly Flow by Direction
Following the morning peak, flows decrease through the midday and early afternoon, stabilising
between 90 no. and 110 no. vehicles per hour in each direction. This period of consistent moderate
flow reflects local business, service, and agricultural activity within the corridor.
A clear evening peak is observed between 17:00 and 18:00hrs, when northbound flows rise to
approximately 191 no. vehicles per hour and southbound to around 183 no. vehicles per hour,
reflecting the return of commuter and service traffic towards Monaghan and the northern hinterland.
Again, these figures are consistent with those recorded in the turning traffic counts which can be
confirmed by cross reference to the network flow diagram provided at Figure 3 ‘Surveyed Weekday
Evening Peak Hour Turning Traffic Flows 17:00-18:00hrs’ provided in Appendix 6-2 in Volume 3 of this
EIAR. The data validates the turning counts are representative of typical weekday daily traffic flows. RECEIVED: 28/08/2026
August 2026 | 6-58
Traffic volumes decline steadily after 19:00hrs, falling to minimal levels overnight, consistent with the
rural context and limited nighttime demand.
Overall, the weekday profile confirms that the R188 experiences concentrated peak-hour activity in
both directions, with higher overall intensities than the adjoining R189. The route functions as a key
commuter and regional access corridor, facilitating daily two-way travel between Monaghan and
Cootehill and the south while also serving local agricultural and service traffic. Despite the relatively
strong peak-hour flows, the R188 remains well within operational capacity, and the directional
symmetry indicates efficient and balanced usage across the network.
Regional Road R188 – Link 1 HGV Traffic Flows
Graphical analysis of the HGV traffic flow data recorded at the ATC counter site on Regional Road R188
which is identified in Figure 6.2 as ‘A2’ is summarised in the following graphical output in Figure 6.25.
Figure 6.25 R188 (Link 1) - HGV Traffic by Direction
The ATC data for the R188 (Link 1) south of the R189 junction indicates that the route accommodates
a moderate level of HGV activity, consistent with its function as a regional connector supporting both
local agricultural transport and regional freight movements.
Average weekday HGV flows are approximately 140 no. vehicles per direction, equating to a two-way
total of around 280 no. HGVs per day. This represents a notable increase compared with the adjoining
R189, reflecting the higher strategic regional status of the R188 and its role in linking Monaghan,
Cootehill, and the wider national road network to the south.
Weekday flows are relatively stable, with northbound and southbound volumes ranging from 130 no.
to 153 no. vehicles per direction, confirming regular commercial and agricultural goods movement RECEIVED: 28/08/2026
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across the corridor. The balance between directions also indicates two-way operation, with both
inbound and outbound freight and servicing traffic contributing to overall totals.
Weekend volumes decrease significantly, falling to approximately 40–60 no. vehicles per direction on
Saturday and 30–40 no. vehicles per direction on Sunday, which is typical of rural regional roads where
weekday freight and agricultural servicing dominate.
The consistency of weekday flows and the symmetry between northbound and southbound
movements confirm that the R188 supports a steady and predictable pattern of goods vehicle activity.
These flows are characteristic of a busy rural regional road connecting multiple settlements and
service centres, as well as supporting agricultural and light industrial transport.
The R188 carries a moderate but regionally significant volume of HGV traffic, markedly higher than
that on the R189, reflecting its function as a Strategic Regional Road and a primary link route within
the local and regional freight network. Despite this higher intensity, volumes remain well within the
capacity of the road, and no operational or safety issues are indicated under existing conditions.
Figure 6.26 shows the recorded average weekday hourly HGV traffic flow over the course of the
weeklong survey. The data is based upon the average hourly flow aggregated for the days Monday to
Friday thus excluding the lower traffic flows typical of the weekend.
Figure 6.26 R188 (Link 1) - HGV Traffic Average Weekday Hourly Flow by Direction
The weekday hourly profile for HGV traffic on the R188 south of the R189 junction indicates a steady
and sustained pattern of heavy vehicle activity throughout the working day, consistent with the
function of the R188 as a Strategic Regional Road and a primary regional connector accommodating
both agricultural and commercial freight movements. RECEIVED: 28/08/2026
August 2026 | 6-60
HGV activity begins from around 05:00hrs, with a gradual rise through the early morning hours as
goods and agricultural traffic commence. The morning period between 07:00hrs and 10:00hrs marks
the first significant build-up, reaching peak hourly volumes of around 12no. HGVs per direction. This
early-day activity likely corresponds to regional deliveries and agricultural transport movements
heading towards Cootehill and the south, and toward Monaghan and other nearby service centres to
the north.
Following this morning rise, volumes remain consistently high throughout the mid-morning and
afternoon, with hourly flows typically ranging between 9 no. and 12 no. HGVs per direction from
10:00hrs to 17:00hrs. This flat, sustained plateau is indicative of continuous freight and service
operations, rather than short, concentrated commuter style peaks.
A gradual decline in HGV volumes is observed after 18:00hrs, falling to minimal levels during the
evening and overnight hours, as is typical for rural regional roads where heavy vehicle use is primarily
daytime based.
Overall, the R188 exhibits a higher and more continuous level of HGV activity than the adjoining R189,
reflecting its regional freight role and stronger connectivity within the road network. The pattern
suggests that the R188 supports both through movement of regional goods traffic and local
agricultural servicing, operating at moderate but steady intensity throughout the weekday.
In summary, HGV flows on the R188 are consistent, balanced, and regionally significant, with no sharp
directional peaks but sustained two-way activity throughout working hours. These levels are typical
for a busy rural regional route and remain comfortably within the capacity and operational standards
of the existing road.
6.7 The ‘Do Nothing’ Scenario
In the ‘Do Nothing’ scenario it is expected that the traffic environment will generally remain as per the
baseline. Traffic flows on the public road network are assumed to grow in accordance with the latest
growth factors published by Transport Infrastructure Ireland (TII) in October 2021 in the document
PE-PAG-02017 ‘Project Appraisal Guidelines: Unit 5.3 Travel Demand Projections’. Since the site of
the proposed development would not progress, there would be no direct increase in traffic on the
receiving roads and therefore no significant effect on local traffic conditions, on capacity, on queues,
on delays or on the level of service of the receiving road network in the study area.
6.8 Potential Significant Effects
6.8.1 Characteristics of Proposed Development
6.8.1.1 Proposed Development
A full description of the proposed development is set out in Chapter 2 of this EIAR ‘Project Description’
and so is not repeated here but is set out in brief below. RECEIVED: 28/08/2026
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The applicant, Stream BioEnergy Ireland Ltd. (SBE), proposes the construction of a development that
will use anaerobic digestion (AD) technology to generate renewable biogas from up to 99,000 tonnes
of organic waste feedstocks. The products of the AD process include a nutrient rich sustainable
fertiliser that can offset reliance on artificial fertilisers, as well as biogenic carbon dioxide (CO2) that
can be used in industry as a replacement for fossil fuel derived CO2.
The feedstock to the plant will principally be poultry manure (80,000-99,000t annually) with materials
sourced from the concentration of poultry farms in the local area. Cattle manure will comprise 2,000-
10,000t of annual feedstock sourced from farms in the local area. A similar proportion of material
feedstock will be from agri-food organic waste sourced from food processing plants in the area.
The AD process occurs 24 hours per day, 7 days per week, however all deliveries to the plant via the
public road network will be confined to the hours between 7am and 7pm Monday to Saturday.
The plant is designed to treat liquid digestate produced in the process. A portion of the liquid digestate
will be diverted through established ammonia stripping technology that denitrifies the liquid so it can
be recirculated to the start of the process to dilute the incoming poultry manure. The ammonia
stripping stage will generate an ammonium sulphate that will also be exported for use in markets with
a demand for this product. The remainder of the liquid digestate will be treated in an evaporator plant
that will thicken the liquid fraction to produce a concentrate digestate and condensate. The
concentrate digestate generated will be sent to the drying hall where it will be dried producing a
stable, pathogen free and nutrient rich dried fertiliser that can be exported off-site for use in
horticulture/agriculture. Condensate will be recirculated into the AD process.
6.8.1.2 Receiving Roads Environment and Proposed Access Arrangements
Access to the proposed development site is proposed from the Local Road L2280, which forms part of
the local road network serving Drum village. The L2280 provides a link between Drum and the wider
regional network, connecting to the R189 approximately 3 km east of the village.
It is proposed to provide a direct access from the development lands onto the southern side of the
L2280 approximately 200m west of the R189. The location is approximately half way between the
R189 and Maghernakelly Road and is indicated on Figure 6.1 with a ‘yellow’ arrow.
Part of the development lands is located to the east of the R189 and will be used only during the
construction of the development, the existing gated access to these lands is shown coloured ‘blue’ on
Figure 6.1.
The proposed development includes road widening and realignment works to the Local Road L2280
between Maghernakelly Road and the R189. The proposed works are shown on Trafficwise Drawing
03208/PL01 ‘L2280 Road Improvement Works’ dated October 2025, that accompanies the planning
application. Figure 6.27 is an excerpt from the drawing which shows the realignment of the junction
with R189, road widening and verge widening works. New carriageway is shown dark grey, existing
carriageway light grey, existing verge where shown is dark green and new verge is light green. The
adjoining existing carriageway of the L2280 will be strengthened as part of the proposed works. The
proposed road improvement works are designed to safely accommodate traffic movements
associated with the Renewable Biogas Plant while improving the overall geometry at the existing R189
junction. RECEIVED: 28/08/2026
August 2026 | 6-62
Figure 6.27 Proposed Road Improvement L2280
The design introduces a new dedicated all movements access road branching southwards from the
realigned L2280, positioned approximately 200 metres west of the existing L2280/R189 junction. The
access is configured as a priority T-junction with radii and carriageway width designed to facilitate the
turning movements of large agricultural and HGV vehicles typical of site operations. The development
access incorporates sealed hardstanding areas and appropriate junction radii (compound radius
approx. 10–15m) to ensure safe ingress and egress for all vehicle types. Swept path analyses are
provided on Trafficwise Drawing 03208/PL02 ‘Swept Path Assessments’ dated October 2025 also
accompanying the application. Figure 6.28 is an excerpt from the drawing showing the swept path
analysis for the reconfigured R189/L2280 junction. The assessment vehicle used in the analysis is a
16.5m articulated vehicle which is the largest likely to be generated by the proposed development. RECEIVED: 28/08/2026
August 2026 | 6-63
Figure 6.28 Proposed Road Improvement Swept Path Assessment R189/L2280
The current proposal is for HGV traffic to come and go from the east using Regional Road R189 and
the easternmost 200m of Local Road L2280. The proposed development will increase the volume of
HGV travelling on that section of L2280 to the east of the development access by an estimated average
of 30 no. car trips and 27 no. HGV trips per day. Note that a for the purposes of this assessment a ‘trip’
includes both legs of a journey comprising a ‘vehicle movement’ to and a ‘vehicle movement’ from
the development, or vice versa There are no passing areas along the eastern end of L2280 where the
road width is approximately 5.0 m. Given the proposed intensification in use the proposed haul route
is reasonably expected to be capable of accommodating the opposed two-way flow of HGV and so
formal carriageway widening works are proposed to effect an increased road width of 6.5 m that can
safely accommodate opposed two-way traffic and the opposed passage of larger commercial and
agricultural vehicles.
On site assessment has included a walkover survey of the local road and examination of detailed
topographical survey of the geometry of the receiving L2280 and that associated part of R189 that
comprises the proposed haul route both north and south from the development. Traffic flow and
speed surveys data has also been collected on the receiving road network.
A detailed topographical survey was undertaken by Techsol (Civil Engineering Surveys) in November
2024 and updated in March 2025 to include the application lands to the northwest located on the
R189 opposite the lands that are proposed to accommodate the AD plant. The topographical survey
includes Local Road L2280 between the R189 and Maghernakelly Road in the west, Local Road L2320
to the east and Regional Road R189 both north and south of the junction. The topographical survey RECEIVED: 28/08/2026
August 2026 | 6-64
includes the road and all boundary features along the public road together with all infrastructure
between the boundaries.
A Haul Route Structural Analysis Survey has not been undertaken of the existing local road. The
existing carriageway is currently subject to HGV loading and appears to be in good order. Should a
structural analysis be considered necessary at the detailed design stage to inform roads construction
and strengthening works along the route we respectfully submit that this is a matter of engineering
detail and can be agreed post decision. A condition of planning requiring agreement of road
strengthening and widening works is invited. Upon resolution and confirmation of a satisfactory
scheme of road widening the scope and extent of road strengthening works can be agreed with
Monaghan County Council. The road improvement works will not change the longitudinal profile of
L2280 and will have minimal impact on the carriageway cross-section. All works required to deliver
the proposed road improvement can be fully accommodated within lands under the ownership of the
applicant or Monaghan County Council, and no third-party land acquisition is required.
This application includes the plan proposals for road widening and assumes for the purposes of the
EIAR assessment that the realignment of L2280 will involve road strengthening along the existing
sections of the L2280 and full-depth construction over the realigned section extending between the
R189 and Maghernakelly Road.
Trafficwise has prepared road widening and realignment drawings for the consideration of the
Planning Authority and these are set out in Trafficwise Drawing 03208/PL01 ‘L2280 Road Improvement
Works’ which accompany the application (See Figure 6.27 above). The initial objective of the exercise
has been to widen L2280 to the east of the proposed development access. The objective is to provide
an overall carriageway width between the development access and R189 which is consistent with the
existing R189 road width. In addition to the proposed road widening the strengthening works will
involve the realignment of the eastern section of L2280 which will better align with the R189 junction,
but more importantly allows for the reconfiguration of the L2280/R189 junction to better
accommodate HGV turning movements, especially the left turn from the L2280.
An assessment of boundary constraints found that the complete eastern section of L2280 can be
widened to a carriageway width of 6.5m and realigned on lands in the public road and lands in the
control of the applicant.
It is proposed to widen the metalled road to an overall width of 6.5 m which is shown on the
application drawings as a carriageway of 6.0 m marked with yellow road edge markings with an
additional 250 mm edge strip on both sides. The swept path assessments provided on drawing
03208/PL02 are undertaken using a Freight Transport Association (FTA) 16.5 m Articulated Design
Vehicle. The FTA Design Vehicle has a specification, dimensions and steering characteristics likely to
be representative of the largest articulated vehicles that could be used to service the proposed
development. The FTA Design Vehicle is the largest permitted on Irish roads and is therefore likely to
be representative of the largest vehicle that will be generated by the proposed development, so the
swept path assessments are considered robust. The vehicle swept path assessments show that the
proposed road widening, junction improvement and proposed development access are of suitable
geometry to operate satisfactorily. Where widening and realignment of the existing carriageway of RECEIVED: 28/08/2026
August 2026 | 6-65
L2280 is required to achieve the 6.5 m width and increased verge widening along L2280 these areas
are highlighted and dimensioned on the drawings provided.
Where road strengthening is required along L2280 these works will generally involve digging out the
existing carriageway and reinstatement with new materials to the specification for roads construction
used by Monaghan County Council. Realigned or new road construction will be full-depth and to the
standard specified by Monaghan County Council as Roads Authority.
In addition, when the road widening works and road strengthening and repair works have been
completed, the applicant proposes to overlay the entire road width over the extent of the works up
to and including the proposed site access thus providing a uniform wearing course over the length of
the works on L2280. It is currently expected that the proposed road will require a 50 mm overlay
between the site access and Regional Road R189.
The proposals essentially constitute road maintenance and road safety improvement works including
road strengthening, localised pavement widening and realignment and some existing pavement edge
strengthening and repair. The road widening, realignment and verge widening works are all on the
southern side of L2280 and will impact the hedgerow on that side of the road (northern boundary of
the development site). Drawing 03208/PL01 highlights the length of hedgerow to be removed. It is
proposed that a new hedgerow boundary will be established using native indigenous species. The
new boundary will be set back from the visibility envelope at the proposed development site access
and also set back from the sightlines at the existing Maghernakelly Road. The proposed works will
create a significantly widened verge between Maghernakelly Road and the R189. Boundary and verge
reinstatement works, including grassed embankments and fencing will match the existing roadside
character. Please refer to the Landscape Plan developed by Macroworks.
All proposed road works are achieved within the bounds of the public road as defined in the Roads
Act 1993 or on lands within the control of the Applicant. Road widening and realignment works are
achieved principally in the existing southern verge and the adjoining lands to the south. The proposed
road works to L2280 do not require the use of third-party lands or consent from third-party
landowners. The proposed works in the public road are those of road improvement and maintenance
and are considered likely to take approximately 8 - 12 no. weeks to complete. The appointed
contractor will require a road opening licence to carry out this element of the works in the public road
and so will be required to agree a traffic management plan. At this time, it is anticipated that the
L2280 can remain in operation throughout the works albeit subject to shuttle working for some
periods. A diversion route along Maghernakelly Road or a combination of one-way flow through the
works and a diversion are feasible but will be subject to Monaghan County Council approval prior to
the works commencing.
There are a number of details that we understand would need to be agreed with Monaghan County
Council prior to the Planning Authority agreeing to a formal approval to use the L2280 as the haul
route to the proposed development. These are as follows:
▪ A 50mm binder course overlay of the entire roadway for which works are proposed followed
by a surface dressing with a 6-10mm chipping. RECEIVED: 28/08/2026
August 2026 | 6-66
▪ The construction detail for the road widening and realignment will be in accordance with TII
specifications and will be agreed with Monaghan County Council prior to works commencing.
▪ The construction detail for identified road strengthening works will be in accordance with TII
specifications and will be agreed with Monaghan County Council prior to works commencing.
▪ Where the resulting road width is 6.0m and above the roadway should be marked with a
centreline in accordance with the Traffic Signs Manual – Chapter 7 (Centreline shown on
current drawings).
▪ Line marking should be carried out at the junction of L2280 and R189 to the satisfaction of
Monaghan County Council and in accordance with the Traffic Signs Manual – Chapter 7.
Based upon the topographical survey and detailed drawings no works are proposed to third-party
lands since all widening works are proposed only on lands within the control of Monaghan County
Council or where lands outside of the public road are required to accommodate road widening, all
such lands are in the ownership and control of the applicant.
Should Monaghan County Council be of a mind to grant permission for the proposed Renewable
Biogas Plant, the Applicant respectfully invites that an appropriate condition of planning is applied to
ensure that the proposed road improvement works are undertaken to the satisfaction of Monaghan
County Council and to the appropriate standard set out above.
The existing R189 in the vicinity of the L2280 is generally of a good quality, however there are some
surface irregularities and there is evidence of poor utilities reinstatement. The proposed works will
reasonably extend to resurfacing the road pavement of the R189 on the approaches to the L2280
where there will be an increase in turning movements by large vehicles.
Prior to any construction works along the local road, all existing underground and overhead utilities
will be identified through appropriate survey methods, including utility scanning and records review.
Utilities will be accurately located and marked out in advance of excavation. Where conflicts arise,
services will be protected, temporarily supported or diverted as required, in accordance with standard
industry practice and in consultation with the relevant utility providers. All works will be carried out
by competent personnel and in compliance with applicable safety codes and guidance to avoid service
disruption and to ensure worker and public safety.
The proposed localised widening works will be designed to integrate with the existing road drainage
arrangements. The widened carriageway will tie into the current surface water drainage system,
maintaining existing flow paths and levels. As part of detailed design, the drainage network will be
reviewed to confirm capacity and functionality. Should this assessment identify any localised
constraints or the need for adjustments these measures will be implemented in accordance with
standard road drainage design practice. Any required modifications will be kept to the minimum
necessary to ensure effective drainage performance and prevent surface water issues.
Internal to the development an earth berm is proposed to run parallel to the road frontage of the site
along the boundary with the regional road and at the short section adjoining the northwest corner of
the local road. The detailed design of this berm will be undertaken by a suitably qualified and
experienced geotechnical engineer. Construction will be supervised to ensure compliance with the RECEIVED: 28/08/2026
August 2026 | 6-67
approved design, and the berm will be certified for overall stability upon completion. A full
geotechnical report is not available at this stage, however, the berm will be subject to appropriate
geotechnical input, design verification and sign-off prior to and during construction.
6.8.1.3 Internal Site Layout
6.8.1.3.1 HGV Accessibility
Upon entering the development site through the proposed access HGV will proceed along the
development site internal road to the inbound weighbridge. After being weighed the HGV will enter
the main service yard in the southern part of the development site. HGVs will then reverse into the
building reception area through automatic rapid open/shut doors. Following unloading of the
feedstock, vehicles will exit the reception area and proceed to the wheelwash facility located in
advance of the outbound weighbridge on the north-south internal road which ultimately leads back
to the access and the L2280 public road. Vehicles collecting materials and product to be exported
from the site will be required to follow the same haul route and the same general internal circulation
regimen.
To ensure the satisfactory operation of the site, vehicle swept path analyses have been undertaken
using the proprietary software Autodesk Vehicle Tracking which provides an analysis of the road,
junctions and service yards to check that provision has been made for the space and geometry
required to manoeuvre the specified design vehicles.
Swept Path assessments for the upgraded junction of the R189/L2280 and the development access
from L2280 are shown in Trafficwise Ltd. Drawing 03208/PL02 ‘Proposed Road Improvement & Access
– Swept Path Assessment’, which shows various turning manoeuvres undertaken by a Freight
Transport Association Design Articulated Vehicle (2016)
In respect of internal circulation at the development the swept path analyses are provided in McAdam
Drawing No. 1700-P7 and McAdam Drawing No. 1700-P4. Drawing No. 1700-P7 demonstrates the
manoeuvrability of a 16.5m articulated HGV throughout the internal road network, including
circulation to the north-western operational area and the various service yards located east of the
internal spine road. Drawing No. 1700-P4 demonstrates that a 400 tonne mobile crane, required
periodically for major maintenance operations, can safely access the north-western process area and
the tank farm.
The design vehicles used in the swept path assessments are of the type and configuration that the
proposed development site has the potential to generate. In the case of feedstock delivery, the
vehicle swept path turning assessments have been undertaken using a standard ‘Freight Transport
Association (FTA) Design Articulated Vehicle (2016)’. The analysis output confirms that the internal
circulation route will function satisfactorily for the volume of traffic likely to be generated. It should
be borne in mind nonetheless that most internal circulation routes have been designed to
accommodate a 400-tonne mobile crane which is the largest vehicle likely to ever require access
(however occasional – estimated to be once in 5 years). The swept path of the crane, which would be
positively managed on site by a banksman, takes up all the available road space which is typical for
such sites. RECEIVED: 28/08/2026
August 2026 | 6-68
The swept path analyses undertaken for the design vehicle fleet, including articulated HGVs and the
mobile crane required for periodic maintenance operations, confirm that the proposed AD plant
layout provides adequate space for safe and efficient turning, manoeuvring, loading and unloading.
The internal road geometry, yard widths, and access arrangements have been assessed against the
relevant design standards, and the results demonstrate that all operational vehicles can enter,
circulate within, and exit the site without overrunning kerbs, entering opposing traffic lanes, or
encroaching onto pedestrian or non-operational areas. Accordingly, the proposed layout is considered
to satisfactorily accommodate all operational vehicle movements associated with the development.
6.8.1.3.2 Traffic Management Measures
The traffic circulation regime at the site will be clearly marked using road markings augmented with a
comprehensive schedule of complementary signing erected on both individual poles and on the
buildings/fixtures (i.e. on/over delivery doors etc.). The weighbridge operator will be capable of
issuing any special instructions to each driver entering the site and will have full view of the service
yard.
To maintain the delivery and collection areas near the building free of through traffic and to guide
HGVs around the perimeter of the site, a combination of build-out areas and ghost island markings
are provided adjacent to the main buildings, tank farm, internal walls and perimeter fencing. The
rationale for providing ghost markings rather than raised kerbs is to preserve the road surface area
for the manoeuvring of the very occasional abnormally large vehicle on site such as a mobile crane.
Such abnormal vehicles would be accompanied by a banksman given that they will be required to use
the entire carriageway to manoeuvre. The service yard is designed to accommodate the day to day
easy manoeuvring of a FTA Design Articulated vehicle whilst the circulation route around the site is
designed to accommodate the daily routing of such HGV (the largest permitted on Irish roads) without
the need for accompaniment whilst providing adequate road space to accommodate the opposed
passage of HGV and administration vehicles where that may be necessary for site function or in an
emergency.
6.8.1.3.3 Pedestrians and Vulnerable Road Users
The proposed site layout includes for a continuous 1.5m wide footway around the site and between
identified origins/destinations. There are footway and/or designated pedestrian routes provided
along the identified desire lines with the underlying objective of segregating pedestrian and vehicular
traffic insofar as that is practicable. A footway is provided between the administration building and
internal operational areas to the south. Zebra crossings are proposed on expected desire lines and
from the administration building to the waste reception building. Pedestrians on the various footways
will be able to see clearly the crossings when walking along the footways.
6.8.1.3.4 Cycling and Cycle Parking
Demand for cycling is expected to be very low, but it is nonetheless expected that staff might be
encouraged to cycle at least some of the time when weather conditions permit. The development
includes for showering and changing facilities and staff lockers, all of which are measures typically
associated with the encouragement of bicycle use. A covered cycle parking area will be provided
immediately south of the administration building, incorporating ‘Sheffield’ type stands. RECEIVED: 28/08/2026
August 2026 | 6-69
6.8.1.3.5 Car Parking
Car parking standards are set out in Table 15.5 ‘Car Parking Standards’ of the Monaghan County
Development Plan 2025-2031. Table 15.5 provides a guide to the maximum number of off-street
parking spaces for new developments and shows that ‘Industry’ requires 1 space per 50sq.m. Based
solely upon the waste reception area the parking standard suggests that a maximum of approximately
75 no. car parking spaces might be required. Table 15.5 does not however specify the maximum for
the specific type of development proposed. In such circumstances and in the case of any development
type not specified, the planning authority will usually determine the parking requirement having
regard to the traffic and movement generation associated with the development and the other
objectives of the development plan.
The type of development proposed is not labour intensive if judged against overall floor area. This is
based upon empirical data relating to similar operations elsewhere in Europe and based upon the
Applicant’s estimates from their operational facilities. There would be a total of 30 no. staff working
in 2 no. shifts with 22 no. in the larger shift. Accordingly, allowing for all staff from both shifts to be
on site at the same time during a transition period would suggest a staff parking requirement of
approximately 30 no. spaces. This proposal allows for 30 no. parking spaces in addition to 2 no.
disabled parking spaces and 3 no. electric vehicle charging spaces. At all times the car park can be
expected to satisfactorily accommodate visitors and daily service vehicles such as meter readers,
postman etc. The car park has not been oversized to accommodate larger parties who may be invited
to tour the facility however allowance has been made for the potential for such parties to arrive by
mini-bus and not by private individual transport.
The Applicant has reviewed staffing levels associated with operational AD facilities of comparable
scale and notes that employment levels are typically modest when compared with the gross floor area
of the facility. AD plants are process-led developments characterised by automated feedstock
handling, digestion and energy generation systems. Consequently, parking demand is significantly
lower than would ordinarily be associated with general industrial, warehousing or manufacturing
developments occupying a similar floor area.
The proposed provision of 35 no. parking spaces therefore represents a demand-led assessment based
on the operational characteristics of the development rather than a simple application of a generic
floor area standard. The proposed parking provision exceeds the maximum forecast staffing
requirement and is considered sufficient to accommodate employees, visitors, service personnel and
operational requirements throughout the lifetime of the development.
Accordingly, it is considered that the proposed parking provision accords with the objectives of Policy
CP 1 and Section 15.24 of the Monaghan County Development Plan 2025-2031 and will satisfactorily
accommodate the parking demand associated with the proposed development.
The following examples of developments permitted or operating based upon similar determinations
of car parking based upon the practical operation of the respective facility are set out as follows:
Example 1: Planning Reg. Ref. FW13A/0089
Planning permission for the construction of a Renewable Bioenergy Plant to generate up to 3.8MW
of electricity from 90,000 tonnes of non-hazardous biodegradable waste per annum using Anaerobic RECEIVED: 28/08/2026
August 2026 | 6-70
Digestion (AD) technology on a 2.38 hectares site within Roadstone Wood’s Huntstown Quarry,
Huntstown, North Road, Finglas, Dublin 11. The proposed plant comprises a 13.9m high main building
(4,958.5 sq. m. floor area) incorporating feedstock reception and processing areas, digestate
treatment areas, storage areas, workshop and including a 3 storey administration and welfare area
(1,744.8 sq. m. floor area). Fingal County Council, Planning and Strategic Infrastructure Department,
Transport Planning Section internal report dated 15 August 2013 comments as follows: “Internal
Layout and Car Parking - The internal road layout and car parking are acceptable.” The Fingal County
Development Plan 2011-2017 under which the development was determined shows a parking
requirement for ‘Industry’ of 1 space per 35 sq.m. GFA. On the basis of the cumulative area of just
the main building and the administration building together the development plan requirement would
have been 191 no. spaces. The development is served by a total of 20 no. car parking spaces including
1 no. disabled space. The development is currently operated by Bia Energy.
Example 2: Planning Reg. Ref. FW23A/0111
Planning permission for development on lands at Huntstown Townland and Coldwinters Townland,
Co Dublin. The development will consist of the construction of a Materials Recovery Facility along
with a Food Container Cleaning Plant. Floor Area of buildings 2 x 5,032 sq.m. Fingal Development
Plan 2023-2029 parking standard under ‘Industry General’ requires 1 space per 50 sq.m giving a
maximum car parking provision of 200 spaces. On the basis of up to 50 no. staff the permitted number
of car parking spaces is 58 no. Granted permission, not yet implemented.
Example 3: ABP Reference ABP-315257-22.
Thorntons Recycling. Permission to expand an existing Materials Recovery Facility (MRF) at Unit 1,
Cappogue Industrial Park, Ballycoolin Road, Cappogue, Dublin 11. The proposed expanded facility will
accept and process up to 300,000 tonnes per annum of waste material. Upgrade and expansion of
the existing building on-site, to be referred to MRF 1 (2,659sq.m.). Development of a new building on-
site, to be referred to as MRF 2 (1,735sq.m). Development of a new building on-site, to be referred to
as MRF 3 (4,320sq.m.). Table 12.8 of the Fingal Development Plan 2017-2023 for ‘Industrial’ (General)
the standard is 1 space per 40 sq.m. giving a requirement in excess of 217 no. car parking spaces. The
site is serviced by a total of 44 no. car parking spaces. Planning granted, development not yet
implemented.
Example 4: Planning Reg. Ref. 16136 modified by 2460647
Waste Processing and Recovery Facility Lismagratty and Corranure, Cootehill Road, Cavan, Co. Cavan.
The Waste Processing Building is approximately 3,375sq.m. Car parking standards are set out in Cavan
County Development Plan 2022-2028, Table 7.4 and shows that ‘Manufacturing Industry/Light
Industrial’ uses (outside of designated town centre areas) a maximum provision of 1 spaces per
50 sq.m. Based upon the cumulative area of existing buildings on the site, in the order of 3,500 sq.m.
the CDP parking standard suggests that a maximum of approximately 70 no. car parking spaces is
requied. In circumstances where the specific land use in not specified, the planning authority can
determine the parking requirement having regard to the traffic and movement generation associated
with the development. The facility is staffed by 21 no. persons of which 6 no. operate on a night shift. RECEIVED: 28/08/2026
August 2026 | 6-71
The development is served by 13 no. staff car parking spaces plus 10 no. lorry spaces used by
contractors to store trailers overnight.
Example 5: Planning Reg. Ref. 201117
Gorteen Lower, Nurney, Co. Kildare. Permission consisting of modifications to an established
anaerobic digestion facility. Plant receives approx. 48,000tpa of feedstock. Gross Floor Area of
buildings 8,133.4sq.m. Kildare County Development Plan 2017-2023 Table 17.9 requires 1 space per
33 sq.m. GFA for ‘Industry/Manufacturing’ which would equate to a requirement of 270 no. car
parking spaces. The development is served by a total of 11 no. car parking spaces. Development
operational.
Example 6: Planning Reg. Ref. 19530 (ABP-309293-21)
Renewable Gas Facility at Cúil Na Móna Bog within the townland of Clonboyne and Clonkeen,
Portlaoise, Co. Laois. Administration Building 228sq.m., Reception Building 2,700sq.m. P roposed to
receive 80,000t of feedstock per annum. Laois Car Parking Standard required 1 space per 50 sq.m. GFA
for ‘Industry/Manufacturing’ indicating a potential requirement for 59 no. parking spaces. The
development is proposed to be served by a total of 28 no. car parking spaces. Granted permission by
An Coimisiún Pleanála, currently subject to Judicial Review.
6.8.1.3.6 Mobility Management Planning
The proposed development will operate continuously 24 hours and is projected to employ 30 no. staff
operating in 2 no. eight hour shifts 06:00-14:00 and 13:00-21:00hrs with the upper value number of
staff on site in the order of 22 no. persons during the earlier shift. Monaghan County Development
Plan 2025-2031 does not specify a threshold number of employees for ‘major’ developments. The
total employment figure however falls significantly below the typical threshold of 50-100 no.
employees cited in other development plans as triggering a Mobility Management Plan. The proposed
site operations in a rural area are unlikely to generate a high proportion of trips by bicycle, on foot or
by bus. In addition to the policy not applying based on employment numbers, the nature of the
proposed development further supports the conclusion that the preparation of a formal MMP would
not represent an effective or proportionate use of resources. The development already incorporates
a number of best-practice design measures that support active and sustainable travel since it includes
for staff amenities that enable walking or cycling as viable commute options, such as, on-site
showering and changing facilities, lockers for personal storage and secure cycle parking. These
measures demonstrate a proactive and integrated approach to encouraging sustainable and active
travel, aligned with the overarching objectives of the National Transport Authority (NTA) guidance,
even though a formal MMP is not required. Furthermore, due to the location of the proposed
Renewable Biogas Plant, employee travel patterns are unlikely to be significantly influenced by the
implementation of a standalone MMP, particularly where shift patterns and low employee numbers
result in minimal peak hour travel impacts.
The proposed development does not trigger the normal threshold requirement for a Mobility
Management Plan, and the existing provision of active travel supporting infrastructure renders the
preparation of a formal MMP unnecessary and disproportionate to the scale and operational
characteristics of the site. RECEIVED: 28/08/2026
August 2026 | 6-72
6.8.1.4 Proposed Development Traffic Generation – Operational Phase
6.8.1.4.1 Estimating Trip Attraction
In the context of estimating trip attraction assessment methodologies that are commonly used and
are considered appropriate in various scenarios, these are:
▪ First Principles
▪ Comparison with similar existing developments
▪ Complex Models
The first principles method of trip estimation involves using simple assumptions about the
development, its users and their behaviour. Some of the assumptions may be based on survey data
or based upon the prospective user’s knowledge of the operation. The most relevant application of
this method is where the type of development is bespoke or unfamiliar by direct comparison to
existing developments and so the assessment method is required to evaluate trip estimates based
upon basic operating criteria in terms of the number of workers, customers, visitors and services
provided.
In its simplest form the comparison method involves comparing the proposed development with a
similar existing development and applying survey information from that site to the proposed
development. Some criticism can be directed at the appropriateness of relying on data from a single
site although this can be justified in some particular cases. Trip attraction databases such as TRICS
provide data on a larger number of sites for a range of land uses, and these databases are often
referenced since they provide a more comprehensive source of data. Databases typically contain site
specific data for a number of land uses with key related parameters identified for example, floor area,
number of employees etc. which can be used to apply to the proposed development. The TRICS
database provides some survey data for amenity sites and landfills but not for the type of development
proposed. Since shift patterns at the proposed development are unlikely to be reflected in databases
the forecast generation of the development site is based upon first principles and by reference to
other similar commercial developments, inconclusion therefore a hybrid of the first principles and
comparison methods is used.
6.8.1.4.2 Light Vehicle Traffic Generation
Light vehicles, staff cars and sundry light vehicle traffic generated by the proposed development at
the proposed development will enter and exit via the proposed access to the L2280 and it is assumed
that this traffic will distribute to the receiving roads network in the same proportions as existing light
traffic derived from the traffic surveys in the study area. The proposed plant is forecast to employ 30
no. staff working over 2 no. pre-determined shifts. For the purposes of this traffic assessment, it is
assumed that each staff member will generate 1 no. light vehicle or LV trip per day, which includes for
one vehicle movement entering the site before the start of shift and one movement exiting after the
end of shift. The shifts and the forecast resulting traffic generation are shown in Table 6-4 below. RECEIVED: 28/08/2026
August 2026 | 6-73
Table 6-4 Light Vehicle Traffic Generation – Operational Phase
Shift Time No. of Staff
Forecast LV Traffic Generation (Vehicle Movements)
Arrivals Departures
06:00-14:00hrs 22 22
(05:30-06:00hrs)
8
(14:00-14:30hrs)
13:00-21:00hrs 8 8
(12:30-13:00hrs)
22
(21:00-21:30hrs)
Daily (24hr) 30 30 30
Table 6-4 shows that in total the proposed plant is forecast to generate 30 no. staff related light vehicle
trips per day (30 no. arrivals and 30 no. departures). The greatest impact arising from staff traffic
movements is forecast to occur in the period 12:30-14:30hrs when, in both cases, a total of 30 no. LV
movements (8 no. arrivals and 22 no. departures) are likely to be generated in the shift handover
period. If this traffic distributes in the same proportions as manifest at the existing L2280/R189
junction, and in the same proportions as light traffic on the R189, then the resulting increase in daily
traffic on the R189 to the south (Link 4) would be in the region of 3.1%3. The corresponding increase
in total traffic on the R189 to the north of the L2280 (Link 5) is estimated to be in the order of 3.0%4.
In addition to the above, based upon data from other similar facilities operated by the Applicant it is
forecast that on a daily basis the site has the potential to generate 2 - 10 no. sundry car/van trips
associated with the day-to-day administration of the site. This traffic arises from administration staff
with offsite errands and the likes of courier deliveries, postman, meter readers etc. that will not be
entirely new traffic to the area. The daily profile of such traffic is likely to be relatively random and
for the purposes of the traffic assessment are assumed to be negligible in the context of the daily
traffic profile of the site.
6.8.1.4.3 HGV Traffic Arising from Processing of Feedstock
Stream BioEnergy owns and operates the Tully Biogas plant in Ballymena, Northern Ireland. That plant
processes 40,000 tonnes per annum of poultry manure. It is one of the first facilities in the world to
use poultry manure as a sole feedstock at this scale and has been operating successfully since 2017.
In the context of this EIAR chapter it can be appreciated that records of the established ongoing
operations at the comparable Tully facility are available from weighbridge data for that site. This data
accommodates a forecast traffic model of the proposed development based upon the ‘comparison’
method.
The Tully facility records offer a comprehensive, long-term, and verifiable dataset detailing:
▪ Inbound and outbound vehicle movements, including exact times and dates,
3 Link 4 AADT 960 per Table 6-1, 30 no. Dev. LV movements use Link 4
4 Link 5 AADT 993 per Table 6-1, 30 no. Dev. LV movements use Link 5 RECEIVED: 28/08/2026
August 2026 | 6-74
▪ Vehicle types, particularly distinguishing between HGVs, rigid and articulated trucks,
▪ Material types and quantities transported, enabling correlation with acceptance rates,
▪ Seasonal and project-driven variations in traffic volumes.
Under the current proposal there will be a maximum annual acceptance of up to 99,000 tonnes per
annum with no significant change in the composition of waste as received at the Tully facility.
Accordingly, the traffic implications of the proposed development are best understood by reference
to the actual operational traffic patterns experienced at the existing facility in recent years.
This is best done by direct measurement of activity based upon weighbridge records that provide an
accurate log of all vehicle movements associated with waste deliveries to the site. This data captures
real-world operational traffic rather than theoretical estimates, making it the most robust source of
evidence for assessment purposes.
For the purposes of the traffic assessment provided in this chapter a representative sample period of
the most recent full years (2023 and 2024) of data has been selected. Analysis over a two-year period
ensures that the dataset incorporates operational variations in waste inputs and traffic generation.
This timeframe is sufficiently long to filter out anomalies in feedstock flows that may arise in any single
month or week.
From the Tully site weighbridge records, it is possible to calculate:
▪ Average daily traffic generation, representing typical operational conditions.
▪ Peak/upper values, representing the busiest periods of operation within the permitted
envelope.
▪ These values provide a robust basis for developing the traffic model scenarios required in the
assessment (average case and reasonable worst case).
Weighbridge data is both reliable and traceable since weighbridge records are a statutory and
auditable dataset, maintained to regulatory standards. It is reasonable to expect the accuracy and
reliability of the data to exceed that of estimated traffic projections derived solely from waste tonnage
or generic trip rates.
In the preparation of this chapter, detailed weighbridge records spanning 2023 and 2024, being the
most recent complete years, have been analysed to establish actual traffic generation characteristics
at the comparator site which is located at Tully, Ballymena, Co. Antrim and is operated by the
applicant. This analysis includes examination of daily and hourly profiles, peak periods of activity and
variations. As set out above, this approach ensures a high degree of accuracy and reliability in the
prediction of future traffic associated with the proposed operations.
Accordingly, while traffic surveys remain important in assessing network conditions and background
traffic, the use of weighbridge data provides a robust and evidence-based foundation for quantifying
development generated traffic in the EIAR. This ensures that traffic impact assessments are grounded
in comparable site-specific operational realities, rather than estimates or assumptions based on
standard generation rates. The dataset, derived from the existing operational records, provides a
comprehensive and industry-specific profile of related operational traffic activity. RECEIVED: 28/08/2026
August 2026 | 6-75
The scope of the dataset enables the analysis of seasonal fluctuations, in addition, the records reveal
day-to-day variability, highlighting typical weekday operational patterns. These patterns are
important in assessing both the average daily traffic generation and the potential peak period impacts
on the local road network.
By basing traffic generation estimates on weighbridge data, the assessment reflects real world
operating conditions and incorporates variability linked to market demand, project cycles, and
material availability. This ensures that the EIAR traffic impact assessment is grounded in evidence-
based data, capturing both the intensity and temporal distribution of site related traffic. It also
facilitates a more accurate appraisal of potential cumulative effects and informs the design of
mitigation measures where required.
Figure 6.29 Comparator Site Monthly Vehicle Delivery Profile (Source: Tully Delivery Records)
There is little variation in the monthly profile and pattern of acceptance of imported materials, and it
follows that the same applies in respect of operational HGV traffic generation. Figure 6.29 shows the
proportion of monthly traffic arising. To reveal typical seasonal fluctuations, the volume of traffic
recorded in each calendar month is expressed as a percentage of the total for the year. It can be seen
from Figure 6.29 that the data shows a relatively consistent flow of materials into the Tully site over
the course of the year. The peak period is recorded in May with 9.7% of annual imports acceptance
occurring in that calendar month. The maximum in any month is 9.7%, the minimum is 7.6% occurring
in December and the average is 8.3% per month.
Figure 6.30 shows the recorded data for the distribution of operational HGV traffic over the course of
the entire week. Data is available for all days of the week and each of the bars in the histogram
expresses the daily volume as a percentage of the weekly total. The data shows a consistent flow of
vehicles importing materials over the course of the weekdays. The maximum weekday value is 22% RECEIVED: 28/08/2026
August 2026 | 6-76
occurring on Mondays, and the minimum is 17% occurring on Wednesdays. The average, excluding
weekends, is 19% which is typically manifest on Tuesdays. There is a marked reduction in operational
waste processing at the weekend with less than half of the average weekday importation rate manifest
on Saturdays and little or no activity on Sundays.
Figure 6.30 Comparator Site Weekly Vehicle Delivery Profile (Source: Tully Delivery Records)
Figure 6.31 illustrates the estimated hourly vehicle arrivals associated with the operation of the
existing anaerobic digestion facility at Tully over a typical working day. The pattern follows a clearly
front-loaded distribution, with the highest level of traffic activity occurring during the opening hour of
operation, followed by a marked reduction and then relatively steady flows across the middle of the
day. RECEIVED: 28/08/2026
August 2026 | 6-77
Figure 6.31 Comparator Site Daily Vehicle Delivery Profile (Source: Tully Delivery Records)
During the initial operating hour, the plant experiences a pronounced spike in deliveries, reflecting the
arrival of material transport vehicles at the start of the working day. After this early surge, the flow of
vehicles stabilises at a moderate and consistent rate throughout the day, corresponding to routine
deliveries which would ordinarily be combined with some staff movements, and occasional service
vehicles. The evening hours show a gradual decline as operations wind down.
The elevated traffic volume during the first hour of operations is typical for agricultural and waste
processing facilities and can be attributed to several operational and logistical factors as set out below:
▪ Poultry manure is often transported directly from nearby farms early in the morning, aligning
with daily farm management routines. Hauliers tend to schedule their first loads at the start
of the working day to maximise vehicle use and complete multiple trips if required.
▪ Delivery drivers and operators prefer to arrive early to ensure prompt offloading before
potential queueing or delays later in the day. This practice also allows for flexibility in case of
delays or mechanical downtime.
▪ Commercial logistics for agricultural transport frequently involve front-loading deliveries early
in the day to ensure compliance with driver hours regulations and to allow for return trips or
collections later.
From observation, inbound and outbound flows of delivery vehicles are closely coupled but slightly
offset in time by on site turnaround, with outbound empty returns trailing the inbound arrivals by the
unloading and initial processing cycle.
Early morning is the busiest period where deliveries are compressed into a core band when hauliers
can complete a same day round trip. Late day arrivals diminish in the evening commuter peak period RECEIVED: 28/08/2026
August 2026 | 6-78
for a similar reason, producing a pronounced late afternoon dip. The profile is well suited for modelling
forecast traffic operations at the proposed facility under the direction of the same operator. It
provides a consistent hourly distribution to apply in network assessments, captures the operational
realities of materials acceptance hours and driver behaviour.
Based upon an average daily feedstock input of 27 no. Loads and 20% of arrivals occurring in the peak
hour, the high value arrival rate is expected to be approximately six vehicles during the initial hour of
feedstock acceptance, reducing to three vehicles or fewer per hour for the remainder of routine daily
operations. The site layout provides sufficient queuing capacity for up to three articulated HGVs
between the site entrance and the weighbridge, ensuring that arriving vehicles can be held within the
site boundary without affecting public road operation.
Based on typical weighbridge processing times of 3–5 minutes per vehicle, including weighing-in,
administrative checks and onward release (consistent with standard operating practice at waste-
sector weighbridge facilities), the likelihood of a queue extending beyond the site entrance is
considered very low. Even under conservative ‘peak’ conditions, such as the arrival of multiple vehicles
in close succession, the available on-site holding space ensures that vehicles can bypass the
weighbridge temporarily and stack safely within the yard area before being directed forward for
processing.
Accordingly, the proposed access arrangement and internal circulation layout provide robust
safeguards against queue formation on the adjoining public road network, ensuring that feedstock
deliveries can be managed efficiently without adverse impact on road safety or traffic flow on the
adjoining public road.
In the interest of simplicity, it is assumed for the purposes of the traffic assessment that the facility
will reach the proposed processing capacity of 99,000 tonnes per annum in the Opening Year of 2030.
The proposed plant will import poultry manure and some cattle manure and agri-food waste, and
export product consisting primarily of digestate and CO2 between the hours of 07:00hrs and 19:00hrs
Monday to Saturday for a total of 303 days per annum (excludes Bank Holidays). By reference to
Figure 6.30 ‘Comparator Site Weekly Vehicle Delivery Profile’ it is reasonably expected that in terms
of materials import and export Saturdays are not typically as busy as weekdays. For the purposes of
the assessment of traffic it is assumed that Saturday counts as a half day, in which case there are 277
days per year.
Daily fluctuations in traffic occur in practically every traffic environment and this is true of
commercially driven enterprise. It is recommended good practice that developers and roads
authorities should adopt a robust forecast using a value higher than the average.
An approach which is in widespread use for over two decades is to consider a range of values with the
higher value being the 85th percentile of the data sample and the lower value being reflected by the
average, where the ‘high value’ might be considered a sensitivity test or stress test. Average traffic
generation values are important to consider against the Annual Average Daily Traffic (AADT) values
for the receiving roads. AADT is an industry metric in the evaluation of roads capacity and roads
maintenance. RECEIVED: 28/08/2026
August 2026 | 6-79
As per industry standard, traffic modelling assessments typically adopt a robust forecast and use a
value higher than the average. Robust assessment figures are used to account for fluctuations in
traffic above the average. The approach which is typically adopted is to consider a ‘high value’ traffic
generation rate which is the 85th percentile of the data sample.
The principal analyses are based upon the average traffic generation of the site however a more robust
assessment traffic generation figure is the 85th percentile figure recommended for use in the
assessment of traffic impacts upon network capacity and this is determined by reference to the above
profile of traffic arriving at the Tully site in Ballymena.
The forecast operational HGV traffic generation of the proposed development is based upon the rate
of acceptance of feedstock and the export of materials derived from the process. The assumed
volume5, transport statistics are set out in Table 6-5.
Table 6-5 Forecast HGV Traffic Generation – Importation (Operational Phase)
Type of
Vehicle
Movement
Annual
Quantity
(t)
Vehicle
Payload
(t)
Average
Annual
Trips
(No.)
Average
Monthly
Trips
(No.)
Average
Weekly
Trips
(No.)
Average
Daily
Trips
(No.)
High
Value
Monthly
Trips
(No.)
High
Value
Weekly
Trips
(No.)
High
Value
Daily
Trips
(No.)
Feedstock
(poultry
manure
along with
cattle
manure and
agri-food
waste)
94,000 28 3,357 280 65 12 364 84 15
Cattle
Manure 5,000 10 500 42 10 2 54 13 2
Chemical
Delivery 8,750 28 313 26 6 1 34 8 1
Total 4,170 348 81 15 452 105 18
The importation of feedstock and exportation of digestate at an anaerobic digestion facility operating
continuously, as proposed, throughout the year is reasonably expected to exhibit a steady and
consistent pattern across both days of the week and months of the year as is evidenced in the above
analysis of the weighbridge data for the Tully plant in Ballymena. This uniformity arises from several
operational and logistical factors inherent to both the anaerobic digestion process and the poultry
industry production cycle as set out below:
5 The planned feedstock mix for the plant is outlined in Chapter 2 ‘Project Description’ (Table 2-4). For the
purposes of the traffic assessment, it is assumed that 94,000 tpa (comprising predominantly poultry manure
along with cattle manure and agri-food waste) will be delivered to site in 28 tonne payloads, while 5,000 tpa of
cattle manure will be delivered in smaller 10 tonne payloads from farms proximal to the site. RECEIVED: 28/08/2026
August 2026 | 6-80
▪ The anaerobic digestion process is biological and continuous, relying on a stable and
consistent supply of organic feedstock to maintain the health and performance of the
digester. A continuous flow digester requires regular, daily inputs to sustain gas production
and process stability. As a result, feedstock deliveries and digestate exports occur in a
planned, routine manner, avoiding significant fluctuations between weekdays or across
seasons.
▪ Poultry production is itself a year-round activity, with flocks reared in controlled housing
environments that operate on regular rotation cycles. These production cycles are typically
staggered between farms, ensuring a near continuous availability of poultry manure rather
than highly seasonal peaks. Consequently, anaerobic digestion facilities receiving
predominantly poultry manure as feedstock benefit from a consistent feedstock supply chain
throughout the year.
▪ Operators of anaerobic digestion facilities typically plan and schedule feedstock deliveries and
digestate exports evenly across the week to optimise logistics, minimise congestion, and
ensure operational reliability.
▪ Because storage capacity for both incoming feedstock and outgoing digestate is finite (c. four-
day storage capacity), the plant maintains a balanced daily flow to prevent overstocking or
undersupply, resulting in steady traffic generation every day, including weekends.
▪ The anaerobic digestion process produces biogas and digestate at relatively constant rates
once steady state conditions are reached. To sustain gas (and/or energy) generation and to
manage by-products efficiently, digestate export must occur regularly and predictably.
Similarly, biogas use (for electricity generation, grid injection, or heat use) requires stable
feedstock input, reinforcing the need for a consistent transport pattern.
▪ Unlike crop-based anaerobic digestion plants (which experience peaks during silage or maize
harvest), poultry-manure-based systems (predominant source of feedstock) are largely
immune to agricultural seasonality. Feedstock delivery and product export therefore remain
evenly distributed across all months, with only minor variations during holiday periods or
short maintenance shutdowns. Supply of agri-food waste will be similarly consistent, while
cattle manure volumes will decrease in summer months when livestock are not housed.
For the above reasons and in the interest of simplicity it is assumed that the export of digestate and
gas from the site will be a steady state over the course of the year.
The following Table 6-6 sets out the average traffic generation arising from material exports. The table
provides an average but also an 85th percentile or ‘high value’ for the purposes of capacity assessment
which is notionally based upon the difference in average and ‘high value’ rates used for importation
as has been derived from the Tully weighbridge data. Using the ‘higher value’ is considered
representative of elevated activity at the proposed plant. RECEIVED: 28/08/2026
August 2026 | 6-81
Table 6-6 Forecast HGV Traffic Generation – Export (Operational Phase)
Type of Vehicle
Movement
Annual
Quantity
(t)
Vehicle
Payload
(t)
Average
Annual
Trips
(No.)
Average
Daily
Trips
(No.)
85th Percentile
High Value
Trips
(No.)
Fibre Digestate 60,000 28 2,143 7 9
Pellets 7,000 28 250 1 1
Ammonium Sulphate 9,000 28 321 1 1
CO2 Export 15,000 20 750 3 3
Total 3,464 12 14
Table 6-7 Forecast HGV Traffic Generation (Operational Phase)
Type of Vehicle
Movement
Annual
Quantity
(t)
Vehicle
Payload
(t)
Average
Annual
Trips
(No.)
Average
Daily
Trips
(No.)
85th Percentile
High Value
Trips
(No.)
Feedstock (poultry
manure along with
cattle manure and
agri-food waste)
94,000 28 3,357 12 15
Cattle Manure 5,000 10 500 2 2
Chemical Delivery 8,750 28 313 1 1
Import Sub-total 15 18
Fibre Digestate 60,000 28 2,143 7 9
Pellets 7,000 28 250 1 1
Ammonium Sulphate 9,000 28 321 1 1
CO2 Export 15,000 20 750 3 3
Export Sub-total 12 14
Total 27 32
The distinction between average, 85th percentile and maximum daily, hourly acceptance rates,
inherent in the permission is an important and appropriate recognition of the operational realities of
waste facilities. It provides a clear framework for environmental impact assessment, particularly with
respect to traffic, noise, and dust, by allowing assessments to consider both typical activity levels and
higher than usual activity levels. RECEIVED: 28/08/2026
August 2026 | 6-82
6.8.1.4.4 Peak Hour Traffic Generation
Traffic impacts from a proposed development are typically assessed during the critical or ‘peak’ hours
of both the adjacent road network and the development itself. These are the hours when traffic
demand, and therefore potential impacts, are highest, ensuring that the analysis represents a robust
condition.
Following Transport Infrastructure Ireland (TII) Publication TII-PE-PDV-02045 ‘Traffic and Transport
Assessment Guidelines’ (May 2014) guidance, the following time periods are generally assessed:
▪ AM Peak Hour: Typically 08:00–09:00, as in this case, representing the morning commuter
peak, when background traffic levels on the road network are highest, and site-related
deliveries or staff arrivals may also overlap. Figure 6.29 shows that the proposed development
is likely to generate 7% of daily HGV traffic in the morning peak hour which equates to 2 no.
vehicle trips. No staff traffic is generated in the morning peak hour.
▪ PM Peak Hour: Typically 17:00–18:00, as in this case, representing the evening commuter
peak, capturing the return journey of general traffic and, in some cases, staff departures or
late-day operational vehicle movements. Figure 6.29 shows that the proposed development
is likely to generate 5% of daily HGV traffic in the evening peak hour which equates to 2 no.
vehicle trips. No staff traffic is generated in the evening peak hour.
▪ Development Peak Hour: Some developments, may generate their own internal peak period
that does not coincide with the network peaks. In such cases, that specific operational peak
hour is also modelled to ensure that on site access and nearby junctions can accommodate
traffic flows when the development is busiest. Notwithstanding the initial peak in the opening
hour, Figure 6.29 shows that the proposed development is likely to generate 11% of daily HGV
traffic in the hour commencing 10:00hrs, which as a development peak equates to 4 no.
vehicle trips. No staff traffic is generated in the development peak hour.
By reference to Figure 6-31 there is no significant development generated peak. By cross-reference
with Figure 6-20 it can be seen that none of the hours of elevated development traffic coincide with
the peaks in traffic on the adjoining R189 Regional Road. Figure 6-31 does show that during the initial
operating hour, the Tully plant data appears to show a pronounced spike in vehicle activity based on
weighbridge records. However, this does not reflect a surge in vehicle arrivals at the site entrance.
Instead, the elevated count arises from the timing of weighbridge crossings rather than arrival times.
In that case the first recorded weighbridge crossings occur with a time lag from the time of arrival at
the site. This gives rise to an apparent concentration of activity in the first logged hour. In practical
terms, the early spike represents a recording artefact rather than an actual traffic surge. Vehicle
arrivals to the site are more evenly distributed over the early morning period, but their corresponding
weighbridge transactions are registered later, once processing begins. After this initial backlog clears,
hourly weighbridge movements stabilise at a steady rate consistent with normal operational flow for
the remainder of the day.
The traffic assessment presents daily traffic flows for reference and examines the peak hour impacts
as they capture the maximum stress on the road network, ensuring that junction and capacity
assessments consider the highest realistic volume of combined traffic (background + development). RECEIVED: 28/08/2026
August 2026 | 6-83
By testing these hours, transportation planners can demonstrate whether adequate capacity, safe
junction performance, and acceptable queuing levels will be maintained under maximum likely
demand. The network peak hours are chosen to represent, high demand conditions, allowing the
impact on junction performance, capacity, and safety to be evaluated comprehensively.
6.8.1.4.5 Distribution of Development Traffic
6.8.1.4.5.1 Light Traffic
It is typical practice and recommended by the Chartered Institution of Highways and Transportation,
that additional traffic generated by developments can reasonably be distributed on the adjoining
highway in accordance with the proportions of current traffic turning flows recorded during the traffic
surveys. In the case of both the proposed use, light vehicle (LV) traffic generation, predominantly by
staff, is assumed to distribute onto the receiving road network in the same proportions as existing
light traffic flows recorded for R189 and R188 in the traffic surveys. This is considered a reasonable
and robust assumption for a number of reasons. Firstly, staff employed at the proposed development
are expected to originate mostly from within a 20km catchment area. Their route choices to and from
the site are therefore likely to mirror existing travel patterns observed in the traffic surveys. The
proportional distribution applied is derived from empirical traffic survey data, which reflects the real-
world travel behaviour of commuting traffic from which employees will be derived. Applying these
same proportions to the proposed development ensures that the modelling is based on actual
observed conditions rather than theoretical assumptions. The proposed use does not have any
unusual trip attractors (e.g. retail, school, hospital) that would alter staff travel behaviour compared
to existing employment uses. As such, it is reasonable to expect traffic distribution characteristics to
be consistent with the profile established from the traffic surveys.
6.8.1.4.5.2 Heavy Traffic
Monaghan is a major poultry producing county and is understood to generate more than 250,000t of
poultry manure annually. Many poultry farms remove manure from houses and transport it off-site
either to storage locations or for further processing including land application. In
planning/environmental permissions, poultry units often commit to off-farm use as fertiliser or
composting, under regulated conditions. Farms must keep records of manure movements per Nitrates
Directive/Good Agricultural Practice rules. Because poultry manure is rich in nitrogen and phosphorus,
its use is regulated to avoid over application and pollution of waters.
The manure is often transported to recipient farms or landholdings for spreading as organic fertiliser.
This helps recycle nutrients in the agricultural system. Some manure might also be used in
composting, or other value-added uses (e.g. substrate materials) depending on infrastructure.
Poultry manure is classified as a category 2 animal by-product under EU Regulations, meaning
handling, transport, and reuse must meet legal requirements for disease control.
Registrations/approvals for contractors collecting and distributing poultry manure are required and
local authorities may require records of manure movements under nitrate regulation.
Because of environmental constraints (e.g. sensitive water bodies, wet soils), not all manure can be
spread within Monaghan, so some of it is moved outwards. Infrastructure for large scale anaerobic
digestion is limited, which constrains options for local processing. It is understood that a significant RECEIVED: 28/08/2026
August 2026 | 6-84
proportion of manure is already exported or moved across county boundaries for land spreading in
counties to the south including County Meath.
Because environmental constraints limit local spreading in Monaghan, a central treatment facility like
the one proposed may help reduce long transport distances, reduce nutrient loading risks, and provide
value to regional agriculture. Since the location of the proposed development has been selected to
service an existing industry with a need for a sustainable treatment solution for poultry manure it
stands to reason that the proposed plant will attract those poultry manure loads that are already being
transported by road. The proposed development is not therefore likely to generate totally ‘new’ or
‘primary’ trips on the road network which are by definition trips that would not occur without the
development. For an anaerobic digestion plant with contracted feedstock, new or primary trips are
usually a very small share compared with other types of trips.
The proposed plant does not generate the poultry manure or other feedstock but provides a local
treatment facility therefore principally attracting existing traffic that is already on the network albeit
that it may not necessarily be on the immediate local road network. In this regard, where generated
traffic is not new to the network, there are two types of trips to be considered in traffic assessments
and these are known as ‘pass-by’ trips and ‘diverted’ trips which are defined as follows:
▪ Pass-by trips: These are vehicles that are already traveling on the adjacent road for another
primary purpose and stop in at the development en-route without making a separate trip from
origin to the site. They add turning movements at the site access and may affect the adjacent
junction operation, but they do not add a full new trip to the wider network or increase vehicle
kilometres travelled. In the case of the proposed development, this is traffic on the R189
passing the site that will turn into the L2280. This type of trip is not likely to be commonly
generated by the proposed plant.
▪ Diverted trips: These are vehicles that would have travelled elsewhere (e.g., to distant land
spreading locations or processors) but change destination to the site. They are not ‘new’ trips
to the network; they are reassigned typically to a shorter alternative path. They have the
effect of changing link flows on the adjoining road network. Since the majority of poultry
farms in Monaghan are located to the north of the proposed site location it is likely that
existing vehicles transporting poultry manure southward on the R189 and R188 will instead of
travelling to Cootehill and onward will divert into the plant, unload and then return to their
point of origin, thus trip shortening. In explanation this would likely result in more traffic on
the R189 near the site, particularly at the southern end between R188 and L2280 due to traffic
diverting from R188. The phenomenon of diverted trips and trip shortening has the potential
to reduce total vehicle kilometres travelled since the new destination is closer. It also has the
potential to reduce traffic on the R188 south of the R189 whilst not adding significantly to the
traffic on the R189 to the north of the site or adding significantly to traffic on the R188 north
of the junction of R189.
Because environmental constraints limit local land spreading, a large proportion of poultry manure is
already transported off farm, often south via the R189 to the R188 and onward to receiving
lands/facilities. With a central treatment facility located just off the R189 (via L2280), much of that
movement can be captured locally. RECEIVED: 28/08/2026
August 2026 | 6-85
The following flow changes are likely on the receiving roads. In the case of the R189 near the site (both
directions, especially southbound in the morning), more turning movements can be expected at the
L2280 access together with a modest increase in link flows proximate to the site because vehicles that
were already on R189/R188 will divert into the site rather than continuing south. These are diverted
vehicles and are not new, so there will be a reduction in the total number of HGV continuing south
beyond the R189/R188 junction because a portion of loads will terminate at the proposed
development site and these diverted flows are removed from downstream links. The likely impact is
a reduction in vehicle kilometres travelled in Co. Monaghan and a resultant daily decline in HGV totals
on the southern R188 segment relative to the baseline. The short section of L2280 between the site
access and the R189 will experience a localised increase tied to site access movements (HGVs and staff
vans/cars). This traffic is comprised of a mixture of diverted (feedstock arriving instead of traveling
further) and a small number of ‘new’ site related trips arising from staff, visitors and occasionally
contractors. Pass-by trips will occur but are a very minor share of vehicles already using R189 or L2280
for other purposes (e.g., local agricultural or service HGV/LV) may call in to deliver feedstock or collect
digestate while on their existing route. These pass-by trips don’t materially increase total network
trips, but they do add turning movements at the site access. These types of trips are only accounted
for in junction turning analyses, but do not increase baseline traffic on the receiving road network.
Overall, the development can be forecast to generate a localised increase in traffic at the access and
immediate R189 frontage, coupled with a net decrease in heavy vehicle exposure on downstream links
which is consistent with the objective of the proposed development project which is to treat feedstock
closer to source, which will give rise to a reduction in long haul spreading traffic.
Existing Haulage of Poultry Manure
A report commissioned by Monaghan County Council in 2021 was prepared by Fehily Timoney and
was titled ‘Baseline Study Poultry Sector, Co. Monaghan – A baseline study quantifying the scale of
the poultry industry and identifying environmental impacts of the poultry sector within County
Monaghan’. That report outlined the significant challenges faced in County Monaghan regarding the
management of organic fertilisers, particularly land spreading of the material resulting from intensive
agricultural activity. These challenges are also acknowledged and echoed in the Monaghan County
Development Plan 2025 - 2031.
The study predicted the scale of the poultry production sector in County Monaghan, providing an
estimated 2020 baseline of 18,518,846 bird places, with an estimated annual throughput of
108,899,149 birds. The study revealed that although licenced facilities account for the lower number
of poultry facilities in the county, they account for the majority of bird places (capacity) at 60% of
existing bird places.
Anticipated and projected growth in bird places was also determined for licenced facilities (c.15%
growth) and sub-licence threshold facilities (c.21% growth). Based on these rates of growth, the report
predicted that bird places and bird throughput in the county could increase to 21,766,165 bird places
and 128,918,265 bird throughput respectively by the following year. RECEIVED: 28/08/2026
August 2026 | 6-86
The study also made projections for 2025 and 2030, predicting that in 2025, bird places and bird
throughput in the county could increase to 30,040,837 and 180,856,333 respectively. For 2030, the
projections for bird places are 67,980,573 and 424,108,012 for bird throughput. In essence, from the
2020 baseline there is predicted to be a tripling of the number of bird places and quadrupling of bird
throughput in County Monaghan by 2030.
Based on 2020 conditions, the study estimated that a total of 255,217 tonnes of poultry manure is
produced per annum and based on the projections above, this is anticipated to be much higher given
the conclusion of the study, even in a low growth scenario. As set out in the study, the availability of
suitable outlets for poultry manure (organic fertiliser) needs to be considered in monitoring and
planning for growth in the sector. Furthermore, under the Monaghan County Development Plan, any
new or expanded poultry houses must demonstrate how poultry manure will be more sustainably
managed. Data provided by one waste handling company operating within County Monaghan who are
tasked with transporting organic fertiliser arising from the poultry sector provides a reasonable
indication of destination on a country wide basis. This highlights the reliance on suitable (and distant)
lands outside of County Monaghan for land-spreading. The following Table 6-8 is based upon the data
presented in Table 3-19 from the study.
Table 6-8 Example of Destination of Organic Fertiliser Produced in Co. Monaghan (2019)
Destination of Organic Fertiliser Annual Tonnage % of Total
Mid Carlow 508 1.8%
Mid Meath 2,892 10.4%
South Monaghan 52 0.2%
North Monaghan 100 0.4%
Mid Westmeath 510 1.8%
Mid Wicklow 1,050 3.8%
North Carlow 1,015 3.6%
North Dublin 2,015 7.2%
North Louth 8,269 29.7%
North Meath 2,026 7.3%
South Kildare 485 1.7%
South Meath 8,938 32.1%
Total 27,860 100%
Based upon the information provided in Table 3-19, only 0.6% of the organic fertiliser produced from
the poultry sector remains within County Monaghan, with the vast majority moving south and the
remainder eastwards to County Louth. The county that receives most organic fertiliser is Meath with RECEIVED: 28/08/2026
August 2026 | 6-87
a cumulative 49.8% to that county, with a considerable percentage destined for other counties around
Meath including Carlow, Wicklow, Kildare, Dublin where much haulage traffic would likely be
transiting through County Meath. The demand for this organic fertiliser is so high within Meath, that
it is split into three parts (mid, north and south), with the majority being transferred to the south. In
all approximately 70% of all material haulage tabulated in the study is transported to Meath and the
collective southern counties.
Figure 6.32 Location of Existing Poultry Farms within 20km
The weighbridge data for the Tully site in Ballymena shows that the vast majority of feedstock for that
plant is won from areas within 20km of the facility. The data shows that 84% of materials arrive from
within 20km of the site whilst 53% come from within 15km and 39% from within 10km.
Figure 6-32 shows the location of licenced and unlicenced poultry farms in the context of the proposed
development location and the principal roads network of national and regional roads serving
Monaghan County. RECEIVED: 28/08/2026
August 2026 | 6-88
Figure 6-32 illustrates concentric circles at 1, 5, 10, 15, and 20 km radii with the proposed facility
located at the centre. The ‘blue’ circles indicate the locations of EPA-licenced poultry farms, as
identified from the Environmental Protection Agency licenced facility database (accessed
26/05/2025). The ‘pink’ squares represent unlicenced poultry farms, plotted manually through
interpretation of aerial imagery. In total, the plot identifies 93 no. licenced and 238 no. unlicenced
poultry facilities. In both cases, the darker symbols denote those farms considered to have the
potential to generate existing poultry manure haulage along the R188 and R189. This includes 19 no.
licenced and 35 no. unlicenced farms.
Within County Monaghan, 77 no. licenced farms are identified and these are the primary generators
of poultry manure. Assuming that all licenced farms generate broadly similar quantities of poultry
manure, and taking an estimated total of over 250,000 tonnes of manure exported annually from the
county, it can be inferred, conservatively, that roughly 40,000-60,000 tonnes of this material is
currently transported southward via the R189 and R188, passing through Cootehill and onward to
southern destinations, principally County Meath via the R188 and N3 corridors.
On this basis, it is estimated that around 50% of all HGV trips associated with the proposed anaerobic
digestion (AD) facility will comprise diverted trips, that is, vehicles already engaged in poultry manure
transport along the R188 and R189. In the traffic model, the share of diverted traffic attributed to each
route is apportioned according to the relative proportions of HGV flows recorded in the traffic surveys.
The remaining HGV movements generated to the proposed plant are considered in the model to be
locally new to these routes, however, on a countywide scale, these trips also represent redistributed
rather than additional traffic, as the same vehicles would otherwise, in the absence of the proposed
development, continue to travel longer distances to destinations outside of the county. By providing
a local treatment solution, the proposed anaerobic digestion plant will reduce overall vehicle
kilometres travelled, as poultry manure will no longer require long distance transport out of the
county.
The distribution of development-generated traffic has been determined using best practice
methodologies, drawing on a combination of existing traffic count data and poultry farm and
population distribution data from the most recent EPA and Central Statistics Office (CSO) Census. To
inform the spatial distribution of generated trips this analysis was cross-referenced with trip
distribution trends.
The traffic model has been developed using the spatial distribution of local poultry farms as the
primary determinant of feedstock delivery patterns, as poultry manure represents the dominant
proportion of annual inputs (approximately 89,000 tonnes per year). This approach provides a robust
basis for modelling because the movement patterns for the remaining feedstocks, principally cattle
manure (c. 10,000 tonnes per year) and other agri-food by-products, are expected to follow similar
geographic and operational characteristics. Cattle farms and associated agri-food suppliers are
generally located within the same rural catchment as the poultry sector, rely on the same regional and
local road network, and operate comparable vehicle types and delivery logistics. As a result, the
distribution, routing, and traffic impacts generated by these smaller-volume feedstocks are effectively
captured within the broader poultry-based model. Given that cattle manure represents only a modest
proportion of total feedstock movements and arises from sources dispersed within the same RECEIVED: 28/08/2026
August 2026 | 6-89
agricultural landscape, its inclusion is not anticipated to materially alter trip patterns, peak-hour
volumes, or network loading beyond those already represented and accounted for in the model. The
adopted methodology is therefore considered proportionate, conservative, and suitable for assessing
the traffic implications of all locally sourced feedstocks.
The distribution and assignment of the combined staff, visitor car/van traffic and HGV traffic
generated by the proposed development in the operational phase is shown in traffic flow diagram
format in Appendix 6.2 of Volume 3, of this EIAR as follows:
▪ Figure 4 ‘Forecast Weekday Daily HGV Turning Traffic Generated 07:00-19:00hrs’
▪ Figure 5 ‘Forecast Weekday Daily LV Turning Traffic Generated 06:00-21:00hrs’
▪ Figure 6 ‘Forecast Weekday AM Peak Hour HGV Turning Traffic Generated 08:00-09:00hrs’
▪ Figure 7 ‘Forecast Weekday PM Peak Hour HGV Turning Traffic Generated 17:00-18:00hrs’
6.8.1.5 Proposed Development Traffic Generation – Construction Phase
The construction of the proposed Renewable Biogas Plant will be carried out in a series of clearly
defined stages to ensure the safe and efficient delivery of the project while minimising disruption to
the local road network and surrounding community. The works will be undertaken in accordance with
best practice construction management procedures, relevant environmental guidance, and the
principles of the Construction Traffic Management Plan (CTMP) to be agreed with the Local Authority
prior to commencement.
6.8.1.5.1 Site Establishment
The initial phase will involve the establishment of the construction site compound, including the
installation of temporary welfare facilities, storage areas, security fencing, signage, and access control
measures. A temporary site access will be provided from the local road L2280, which will serve
construction traffic throughout the works.
▪ Typical staff and plant: 10–15 no. site personnel (site manager, general operatives, plant
operators).
▪ Typical deliveries: Limited to light vans and small rigid trucks carrying fencing, portacabins,
and small plant during the first 1–2 no. weeks.
6.8.1.5.2 Road Widening and Realignment Works
The first substantive element of construction will be the localised widening and realignment of the
L2280 over a length of approximately 200 metres west of its junction with the R189. These works are
required to facilitate safe two-way traffic movements to and from the site during construction and
operation.
The works will include:
▪ Site clearance and removal of existing roadside vegetation;
▪ Localised excavation, sub-base preparation, and formation of a widened carriageway;
▪ Installation of new roadside drainage, verges, and boundary fencing;
▪ Pavement construction and surfacing;
▪ Provision of signage, road markings, and reinstatement works. RECEIVED: 28/08/2026
August 2026 | 6-90
Traffic management will be implemented along the L2280 to maintain access for local residents, with
short-term stop-go systems in operation during surfacing works.
▪ Typical staff and plant: 15–20 no. personnel, including civil works operatives and machinery
operators.
▪ Plant: Excavators, dump trucks, road rollers, pavers, and small compaction plant.
▪ Typical deliveries: 5–10 no. HGV loads per day of granular fill, sub-base, and bituminous
material during active construction.
6.8.1.5.3 Site Earthworks and Ground Preparation
Following completion of the road improvements, works will progress to ground preparation within the
plant development site. This will involve topsoil stripping, cut-and-fill operations, and site levelling.
▪ Activities: Bulk earthmoving, compaction, surface water drainage installation, and ground
stabilisation where required.
▪ Plant: Excavators, articulated dump trucks, bulldozers, compactors, and graders.
▪ Typical staff and traffic: Approximately 20–25 no. personnel on site, with an estimated 28 no.
HGV movements per day during peak earthmoving periods. The total volume of material to
be removed from site is in the order of 18,600m3.
Excavated material removed from the site will be transported via the public road network to an
appropriately authorised off-site receiving facility or facilities. The final receiving facility or facilities
will be selected by the appointed Contractor prior to commencement of the relevant excavation
works, having regard to the applicable waste authorisation, available capacity and waste acceptance
criteria. Subject to availability at the time of construction, this may include Carrickamore Quarry,
Carrickmacross, Co. Monaghan, or another suitably licenced or permitted recovery or disposal facility.
The identification of Carrickamore Quarry provides a currently available potential receiving location
for the purposes of demonstrating that an appropriate outlet exists for the surplus material. The final
destination will remain subject to confirmation by the Contractor at the relevant stage of construction.
Materials will be hauled using tipper trucks. The following table shows the typical HGV transportation
vehicle specifications used in the haulage industry.
Excavated material will be transported via the L2280 and thereafter the R189 and R188 regional road
network to an appropriately authorised off-site receiving facility or facilities. Potential suitable sites
will be accessed via R189 and R188 regional road network to the south of the development site. When
exporting materials from the site, as per typical materials logistics, the operators of the site
(Contractor) will generally ensure that materials are moved in as economical loads as feasible.
The earthworks assessment identifies approximately 18,600 m³ of surplus excavated soil and stone
requiring removal from the site. Given that the site will have storage facilities the movement of
materials is not directly driven by demand and it follows therefore that exported materials will be
transported in fully laden vehicles, which in the case of rigid HGV is 20t-22t or 15 m3 per vehicle and
for articulated HGV is 29t or 22m3.
RECEIVED: 28/08/2026
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Table 6-9 Typical HGV Transportation Vehicle Specifications
Vehicle Type Total Length
Max
Vehicle
Weight
Payload Capacity
Weight Volume
8 Wheel x 4 Axle Tipper (8-wheel)
9.8 m 32 t 20 t 15 m3
Articulated
14.2 m 44 t 29 t 22 m3
Most modern haulage fleets are made up of a mixture of rigid and articulated tipper vehicles. Evidence
from weighbridge data examined for existing inert landfilling facilities receiving soils from construction
sites suggests that the composition of traffic attending these sites is 70% articulated and 30% rigid
tipper vehicles. On this basis the average load per vehicle is in the order of 20m3. It is estimated that
the transport of soil and excavated materials will require in the order of 930 no. trips. At a rate of 28
no. trips per day this translates into a total duration of 33 days in total. Given the ability to store
materials on site, it is possible that the appointed contractor could carry out the earth transportation
intermittently or with less intensity and ultimately this may depend on weather conditions or
prevailing ground conditions. It is understood that this activity will not proceed with an intensity that
exceeds that of the plant when in operation.
6.8.1.5.4 Construction of the Renewable Biogas Plant Infrastructure
Once the site platform is completed, construction of the Renewable Biogas Plant proper will
commence. This phase will include the development of:
▪ Reception and feedstock handling buildings;
▪ Primary and secondary digestion tanks;
▪ Gas upgrading, storage, and flare systems;
▪ Control and switch rooms;
▪ Ancillary offices, welfare buildings, and internal service roads.
The works will involve reinforced concrete slab construction, reinforced concrete bases for structures,
steel fabrication, mechanical and electrical (M&E) installation, and fit-out. RECEIVED: 28/08/2026
August 2026 | 6-92
▪ Typical staff and plant: 30–40 no. personnel at peak (civil, structural, mechanical, and
electrical trades).
▪ Typical deliveries: 10–15 no. HGV movements per day comprising pre-cast elements,
steelwork, reinforcement, concrete, and equipment deliveries.
During the construction of the proposed Anaerobic Digestion (AD) Plant, it is anticipated that a number
of structures, particularly reinforced concrete slabs, digesters, and associated bases, will require
continuous concrete pours to ensure the structural integrity and watertightness of the finished
elements. Continuous pours are a standard engineering requirement for large concrete structures,
preventing the formation of construction joints that could compromise strength or durability.
The primary temporary impact associated with a continuous pour relates to increased short-term HGV
traffic to the site during the pour period. Concrete mixer trucks will operate under controlled delivery
conditions to mitigate any potential traffic disruption. This will include:
▪ Implementation of a traffic management plan to regulate vehicle arrivals and prevent queuing
on the local road (L2280);
▪ Coordination of deliveries to avoid peak local traffic periods where practicable;
▪ Ensuring that all deliveries approach and depart via the designated construction access and
improved section of the L2280; and
▪ Provision of on-site marshalling to manage turning movements safely.
6.8.1.5.5 Commissioning and Testing
Upon completion of the main structures and services, the plant will enter a commissioning and testing
phase. Activities will include mechanical testing, control system calibration, and trial operation of the
digester units.
This phase will be of relatively low intensity in terms of traffic generation, limited mainly to specialist
commissioning engineers and the delivery of initial feedstock materials for testing purposes.
6.8.1.5.6 Construction Traffic Generation
A construction period of approximately 24 no. months is envisaged for the proposed plant. The activity
that is considered the most significant generator of construction traffic is the construction of the
buildings which will require the importation of materials including stone, concrete and steel. The peak
period for activity will be during construction of the main buildings which is forecast to generate 20
no. HGV trips per day. This combined with other sundry activities is likely to give rise to a peak HGV
trip generation of 25 no. HGV per day. The export of materials from the site in the early stages has
the potential to generate up to 28 no. HGV trips per day. During these short periods of potentially
elevated daily HGV traffic, construction programming and haulage scheduling will continue to ensure
that HGV traffic volumes on the R189 remain at or below those assessed in the operational phase
traffic assessment. Import of stone and other construction activities are generally less intense traffic
generators and can be programmed as such.
The construction programme will be scheduled and co-ordinated with network activity so that the
construction traffic generation to and from the development site does not generally exceed the
forecast operational HGV traffic generation during periods of elevated construction HGV traffic
generation, save for occasional concrete pours. RECEIVED: 28/08/2026
August 2026 | 6-93
Save for the occasional short duration spike, construction HGV traffic will not significantly exceed the
values used in the higher value road network assessments of operational HGV traffic.
Construction staff will generate LV trips travelling to and from the site. It has been assumed that the
general workforce for construction would fluctuate between 30 no. and 80 no. persons depending on
the stage of construction, with a general average of 40 construction workers on site over the course
of the works. It is assumed that every other construction staff member could potentially generate 1
no. LV trip per day, resulting in a total of 15-40 no. LV trips per day.
It is likely that construction staff will arrive and depart the site outside of the traditional commuter
peak hour periods and construction staff will be encouraged to car share and to use sustainable
transport where feasible. Given the short-term uplift in car traffic and HGV traffic generation during
construction which will only very occasionally exceed those values already included in the assessments
of operational assessment it is not considered that a separate specific network capacity assessment is
required to assess the short-term effects during the construction period.
The following Table 6-10 provides a summary of the estimated average construction traffic generation
in a format comparable with the assessment of the operational effects of the proposed development.
These figures are used in the evaluation of the short-term effects of the construction phase of the
development. As is typical, the appointed contractor will be required by condition of planning to
prepare and agree a detailed Construction Traffic Management Plan prior to the commencement of
the proposed development. Construction staff traffic is not expected to give rise to a material
increase in peak hour traffic volumes beyond those assessed for the operational phase.
With the exception of infrequent and short-duration construction activities, construction-phase HGV
traffic will not exceed the HGV traffic volumes assessed for the operational phase. While construction
staff traffic may temporarily exceed operational staff traffic levels, the resulting increase in light
vehicle movements is modest in the context of the receiving road network and does not give rise to
any significant additional traffic or transportation effects beyond those assessed as arising in the
operational phase.
Table 6-10 Forecast Construction Traffic Generation - Construction
Time Period
LV HGV
Arrive Depart Arrive Depart
Daily (07:00-19:00hrs) 15 - 40 15 - 40 5 - 30 5 - 30
Morning Peak Hour 10 2 4 4
Evening Peak Hour 0 10 4 4
6.8.1.5.7 Gas Network Connection
The gas grid connection does not form part of the planning application for the AD Plant and will be
delivered separately by Gas Networks Ireland (GNI); the works constitute associated infrastructure
within the public road corridor. RECEIVED: 28/08/2026
August 2026 | 6-94
The proposed connection will extend from the AD Plant along R189 for approximately 2.2km, turning
south upon joining the R188, and thereafter continuing for approximately 1.2 km to tie into the
existing gas distribution network. These works will be delivered under GNI’s statutory powers and
subject to their own construction management procedures, health and safety protocols, traffic
management plans and road-opening licences agreed with Monaghan County Council.
Installation of distribution gas mains in public roads typically involves the following sequential
activities:
▪ Pre-construction surveys including utility surveys, trial holes, ground investigations, CCTV of
drainage infrastructure and road condition assessments.
▪ Establishment of temporary traffic management, consistent with Chapter 8 of the Traffic Signs
Manual and local authority licence conditions.
▪ Trench excavation, typically 0.9–1.2 m deep depending on pipe diameter and ground
conditions.
▪ Pipe laying, jointing, pressure testing and installation of marker tape and backfill materials to
GNI standards.
▪ Backfilling and Reinstatement of the roadway with bituminous materials.
▪ Commissioning and tie-in works at the connection point.
Progress rates vary depending on ground conditions, the density of buried utilities, traffic
management constraints, and weather. For gas main installation in regional roads, typical production
rates are:
▪ Open-cut trench excavation, pipe laying and temporary reinstatement which proceeds at a
rate of approximately 40–60 metres per day under normal conditions.
▪ In constrained road environments (e.g., narrow verges, heavy traffic or significant utilities) this
can reduce to 20–30 metres per day.
▪ Permanent reinstatement is often completed in short sections after temporary reinstatement
is in place but does not significantly affect forward progress of trenching.
Therefore, for the required pipeline, the active construction period for the linear works would typically
range from:
▪ 36-55 working days for the R189 works (2.2km) under average working conditions
▪ 20–30 working days for the R188 works (1.2km) under average working conditions
These durations exclude commissioning and tie-in works, which are normally short-term (1–3 days)
and carried out under separate localised traffic management.
As these works occur entirely within the public road boundary, their environmental footprint is
temporary, linear, and confined to the construction phase. Impacts primarily relate to:
▪ localised traffic delays from single-lane closures and stop/go systems, RECEIVED: 28/08/2026
August 2026 | 6-95
▪ temporary noise and dust from excavation,
▪ temporary restrictions on pedestrian or property access, and
▪ short-term visual and amenity effects.
GNI’s standard procedures require minimisation of road occupancy, phased traffic management,
reinstatement of road surfaces, and ongoing engagement with local residents and road users.
GNI has advised that construction of the gas connection is likely to commence approximately six
months prior to completion of the biogas facility, corresponding to Month 18 of the 24-month
programme. By this stage, the principal construction activities associated with the AD Plant, namely
bulk earthworks, ground preparation, foundation works, structural construction and concrete pours,
will have been completed. These elements represent the most traffic intensive phases of the project,
generating the highest volumes of HGV movements for materials delivery and earth moving. When
the GNI works commence, activity at the AD Plant site will have transitioned to internal fit-out,
mechanical and electrical installation, commissioning, and other low-intensity operations that
generate only limited traffic. As a result, the cumulative traffic impact arising from the overlap of the
two projects is expected to be modest, with GNI roadworks occurring during a period when
construction related traffic to the AD Plant is significantly reduced.
6.8.2 Operational Phase
6.8.2.1 Surveyed Receiving Road Network Traffic
Section 6.6.2 details the current traffic flows on the receiving road network. Various figures and tables
are provided for weekdays together with the respective peak hours. Additional traffic generated by
the proposed development has been distributed on the adjoining highway in accordance with the
procedure set out above. The forecast traffic turning characteristics and turning proportions of traffic
generated at the junctions within the study area during the day and in the peak hours are provided in
EIAR Volume 3, Appendix 6.2 as follows:
▪ Figure 4 ‘Forecast Weekday Daily HGV Turning Traffic Generated 07:00-19:00hrs’
▪ Figure 5 ‘Forecast Weekday Daily LV Turning Traffic Generated 06:00-21:00hrs’
▪ Figure 6 ‘Forecast Weekday AM Peak Hour HGV Turning Traffic Generated 08:00-09:00hrs’
▪ Figure 7 ‘Forecast Weekday PM Peak Hour HGV Turning Traffic Generated 17:00-18:00hrs’
The proposed development process is stable and not prone to significant fluctuation in the rate of
feedstock intake nor export of materials arising so as set out in Table 6-7 the difference between the
average daily traffic generation of 27 HGV trips and the high value or 85th percentile value of 32 HGV
trips is not significant, accordingly in the interest of not adding unnecessary complexity to the traffic
assessment only the high value daily traffic generation is carried forward in the assessment.
6.8.2.2 Preliminary Scoping Assessment
6.8.2.2.1 Development Traffic and Surveyed Network Traffic
The following Table 6.11, Table 6.12 and Table 6.13 are based upon the data presented in Table 6.1,
Table 6.2 and Table 6.3 that summarise the 2024 baseline network traffic flows. Table 6.10, Table 6.11 RECEIVED: 28/08/2026
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and Table 6.12 summarise the forecast average daily and peak hour operational traffic generation of
the proposed development set against the corresponding traffic flows recorded on the receiving road
network in 2024 (no allowance has been made for traffic growth).
Table 6-11 Network Link Traffic – Daily Two-way Traffic Flows (Operational)
Road Link
Surveyed
Network
Traffic Flow
07:00-19:00
Plant
Generated
Traffic Flow
07:00-19:00
Forecast
Difference
07:00-19:00
AADT
Total HGV Total HGV Total HGV Base Diff.
1 R188 South of R189 Junction 3,034 367 -46 -26 -1.5% -7.1% 3,862 -1.2%
2 R188 North of R189 Junction (Rockcorry) 2,156 266 38 22 1.8% 8.3% 2,744 1.4%
3 R189 North of R188 (Site 2 Data) 1,076 127 76 40 7.1% 32% 1,370 5.5%
4 R189 South of L2280 Junction (Site 1 Data) 834 98 76 40 9.1% 41% 960 7.9%
5 R189 North of L2280 Junction (Newbliss) 863 102 16 8 1.9% 7.8% 993 1.6%
6 L2280 (Between Access and R189) 153 23 124 64 81% 278% 176 71%
7 L2280 West of Access 153 25 0 0 0% 0% 176 0%
8 L2320 200 23 0 0 0% 0% 230 0%
Daily traffic generation arising from high value or 85th percentile traffic generation rates during the
operational phase is less than 10% on the public roads network for all links save for the L2280 to which
the development proposes direct access. The effect on the L2280 is to increase traffic by 71% over the
short realigned and widened section (Link 6) between the proposed site access and the R189. The
lower threshold value of 5%, which is considered appropriate in sensitive or congested networks, is
exceeded on L2280 and on the 2.4km long section of the R189 between the L2280 and the R188 (Link
3 and Link 4). The forecast total daily increase in traffic on this section of link road is 7.1-9.1% and is
such because of the low existing traffic flows as is the case for Local Road L2280. In both cases the
percentage increase is high, but the numerical increases are relatively modest over the period of a
working day. If the daily traffic generation of the plant is evaluated against AADT values, then these
forecast increases in traffic reduce to 5.5% and 7.9% on Link 3 and Link 4. Table 6-10 shows a reduction
in traffic on the R188 to the south of R189 due to long haul trips being diverted to the plant and
shortened.
In accordance with the guidance set out in the TII ‘Traffic and Transport Assessment Guidelines’, it is
standard practice that the assessment of traffic impacts associated with proposed developments be
undertaken with specific reference to the morning and evening peak hour periods. These periods
represent the times of day when the surrounding road network typically experiences the highest
traffic demand, and they therefore provide the most robust basis for evaluating the potential
operational impacts arising from the proposed development.
For completeness, the preceding analysis has presented the forecast daily traffic volumes and
corresponding percentage increases relative to the Annual Average Daily Traffic (AADT) on the RECEIVED: 28/08/2026
August 2026 | 6-97
surrounding network. This AADT based evaluation is provided for contextual reference, while the
subsequent sections focus on the critical morning and evening peak hour assessments, in accordance
with standard TII practice.
Table 6-12 Network Link Traffic – Morning Peak Two-way Traffic Flows (Operational)
Road Link
Surveyed
Network
Traffic Flow
Development
Generated
Traffic Flow
Increase
Total Heavy Total Heavy Total Heavy
1 R188 South of R189 Junction 375 33 +0 +0 +0.0% +0.0%
2 R188 North of R189 Junction (Rockcorry) 254 25 +4 +4 +1.6% +16.0%
3 R189 North of R188 (Site 2 Data) 139 10 +4 +4 +2.9% +40.0%
4 R189 South of L2280 Junction (Site 1 Data) 105 11 +4 +4 +3.8% +36.4%
5 R189 North of L2280 Junction (Newbliss) 108 10 +0 +0 +0.0% +0.0%
6 L2280 (Between Access and R189) 17 4 +4 +4 +23.5% +100%
7 L2280 West of Access 17 4 +0 +0 +0.0% +0.0%
8 L2320 18 1 +0 +0 +0.0% +0.0%
Table 6-13 Network Link Traffic – Evening Peak Two-way Traffic Flows (Operational)
Road Link
Baseline
Network
Traffic Flow
Development
Generated
Traffic Flow
Increase
Total Heavy Total Heavy Total Heavy
1 R188 South of R189 Junction 382 16 +0 +0 +0.0% +0.0%
2 R188 North of R189 Junction (Rockcorry) 252 10 +4 +4 +1.6% +40.0%
3 R189 North of R188 (Site 2 Data) 164 8 +4 +4 +2.4% +50.0%
4 R189 South of L2280 Junction (Site 1 Data) 107 6 +4 +4 +3.7% +66.7%
5 R189 North of L2280 Junction (Newbliss) 106 4 +0 +0 +0.0% +0.0%
6 L2280 (Between Access and R189) 20 1 +4 +4 +20.0% +400%
7 L2280 West of Access 20 1 +0 +0 +0.0% +0.0%
8 L2320 23 3 +0 +0 +0.0% +0.0%
The forecast morning peak hour traffic effects arising from the forecast high value or 85th percentile
traffic generation rates are set out in Table 6.12 which shows a high proportional uplift on the Link 6
which is the section of the L2280 closest to the proposed development access. Where the impact on
the L2280 is proportionally high it can be appreciated that the numerical increase in traffic movements
at the R189/L2280 junction and on the short section of L2280 at its eastern end are of lower order
magnitude, being in single figures. The Morning peak hour impact on the greater roads network is RECEIVED: 28/08/2026
August 2026 | 6-98
significantly below the 10% threshold that typically triggers the need for more detailed examination
of road network capacity and performance. The forecast evening peak hour traffic effects arising in
the operational phase are set out in Table 6.13 which shows a similar proportional uplift which is
significantly less than 10% save for the L2280.
6.8.2.3 Traffic and Transport Assessment Guidelines - Thresholds
A Traffic and Transport Assessment or Traffic Impact Assessment must accompany all planning
applications for developments which could potentially generate significant traffic volumes. TII-PE-
PDV-02045 ‘Traffic and Transport Assessment Guidelines’ (May 2014) advises that a Traffic and
Transport Assessment should be carried out if the proposed development exceeds he threshold values
previously set out in Section 6.4.1.4. The various thresholds are alphabetised and the following
evaluates the proposed development project against each in turn:
6.8.2.3.1 Preliminary Assessment – Standard Threshold Values
The following sets out the forecast traffic generation scenario against the various threshold criteria.
a) The proposed development when fully developed and occupied is forecast to generate an
average of approximately 2 inbound and 2 outbound movements in the morning peak hour
and 2 inbound and 2 outbound movements in the evening peak. Neither exceeds the
threshold value of 100 trips6 in/out.
b) The forecast peak hour traffic flows show that it is likely that development traffic will exceed
10% of traffic flow and turning movements only on the L2280 between the development site
access and the R189. This is forecast as likely to arise in both the morning and evening peak
hour periods.
c) Development traffic at junctions with National Roads is not considered likely to exceed 5% of
existing turning movements. The forecast increases arising from the proposed development
on the R189 Regional Road to the south of L2280 is less than 3.8% and it follows that the
increase in the case of the closest national road junction and national road will be significantly
less. The proposed development will have no significant impact on national roads where the
impact will likely be imperceptible to existing road users.
d) The proposed development comprises more than 5,000m2 of buildings and can be considered
to exceed the development threshold value.
e) Distribution and warehousing is not in excess of 10,000m2.
f) The threshold value of 100 on-site parking spaces is not exceeded.
6.8.2.3.2 Preliminary Assessment – Sub-threshold Values
The following sets out the forecast traffic generation scenario against the various sub-threshold
criteria:
g) The lands are zoned appropriately and the character and total number of trips in / out
combined per day is such that it should not reasonably give cause for concern. While the
subject lands are not expressly zoned for industrial use, the proposed Renewable Biogas Plant
represents a complementary and supportive rural enterprise directly linked to the established
6 Trip comprises an inbound movement from origin and an outbound movement to destination RECEIVED: 28/08/2026
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poultry and wider agriculture industry in County Monaghan. The development is therefore
considered appropriate in character and location, being situated within a rural area where
poultry production and associated activities already occur. From a traffic and transportation
perspective, the nature and scale of traffic movements generated by the proposed
development are such that they would not give rise to any significant or adverse impacts on
the operation or safety of the surrounding road network. The overall volume of trips
associated with the facility remains well within the range identified by TII as being below the
threshold warranting a detailed traffic impact assessment. Furthermore, the proposed
development will deliver a net benefit to the wider regional road network by reducing the
need for long-haul transport of poultry manure to distant processing locations. By providing a
local treatment and recovery facility, the scheme will shorten existing haulage routes, thereby
reducing total vehicle kilometres travelled, associated emissions, and road wear on strategic
routes such as the R189 and R188. Accordingly, when considered against the TII sub-threshold
criteria, the proposed development is deemed to be appropriate to its setting, consistent with
the character of the surrounding area, and unlikely to generate traffic levels that would
reasonably give cause for concern.
h) The location of the site is considered to be consistent with national guidance and local plan
policy and is consistent with the accessibility criteria in the Development Plan.
i) The operation of the development is not considered likely to have significant transport
implications.
j) The development will generate traffic volumes at peak times that exceed the standard
thresholds only on a short section (200m) of the lightly trafficked L2280.
k) The development will not generate heavy vehicles in a residential area.
l) The site is accessed by the Regional Road network and the proposed development includes
for realignment and widening of Local Road L2280 to a standard consistent with the regional
road network which is designed to cater for traffic with the characteristics of the proposed
development accordingly concerns should not arise with respect to the potential effects on
road safety.
m) The development is not located in a tourist area.
n) The proposed development will give rise to no significant new traffic on the road network
serving County Monaghan. The proposed plant will primarily give rise to a redistribution of
existing traffic on the network where existing HGV transporting poultry manure to counties
located to the south, will divert to the plant. Trip patterns will change but vehicle kilometres
travelled will be significantly reduced.
Given the forecast peak hour traffic generation, it can reasonably be concluded that the impact of the
proposed development on the capacity and operation of the receiving road network is not likely to be
significant. A number of the threshold criteria set out in the guidelines are exceeded on the lightly
trafficked L2280 but not to the extent that the traffic impact of the proposed development warrants
further investigation with respect to the potential impact upon the capacity and operation of the
junctions in the study area. In the interest of a comprehensive assessment nonetheless further
evaluation of traffic flows is provided as per the guidance provided in TII-PE-PDV-02045 ‘Traffic and
Transport Assessment Guidelines’ (2014). RECEIVED: 28/08/2026
August 2026 | 6-100
6.8.2.4 Assessment of Traffic Effects of Proposed Development
6.8.2.4.1 Forecast Future Development Network Traffic
The capacity of any road network is dictated by the operation of the links and junctions within that
network. Capacity assessments of the key links and junctions in the vicinity of the site are modelled
for base and future year scenarios in order to provide a comparative basis upon which to evaluate the
incremental impact of the proposed development and to appraise the overall performance of the road
network under future assumed network traffic flow criteria. Regarding the choice of appropriate
assessment years, the Transport Infrastructure Ireland (TII) ‘Traffic and Transport Assessment
Guidelines’ (2014) TII-PE-PDV-02045 advise that the assessment should incorporate an analysis of the
road network traffic flows for the base year, opening year and forecast scenarios.
The preliminary scoping assessment provided in Table 6.11, Table 6.12 and Table 6.13 provide the
base year assessment.
The applicant has advised that the development will be constructed and operational by the end of
2030. For the purposes of this traffic assessment the year 2030 has therefore been selected as the
opening year. In line with the guidance provided in the ‘Traffic and Transport Assessment Guidelines’,
modelling analyses of the capacity of the receiving road network have been carried out for the
following:
▪ Base Year (2024). No development traffic.
▪ Opening Year (Assumed 2030)
▪ Opening Year +5yrs (2035)
▪ Opening Year +15yrs (2045).
The assessment includes the traffic impacts based upon the receiving road network as presented in
the tables set out in this chapter and in the corresponding network flow diagrams provided in
Appendix 6.2. The following junction has been included in the scope of the modelling assessments.
▪ Site 1: R189/L2280/L2320 Priority Junction
▪ Site 2: R189/R188 Priority Junction
The following sets out the methodology for the application of traffic growth rates in the forecast of
future network traffic flows on the receiving road network. In accordance with Transport
Infrastructure Ireland’s (TII) Project Appraisal Guidelines (PAG), particularly Unit 5.3: Travel Demand
Forecasting and relevant TII technical documentation (e.g., PE-PAG-02017), traffic growth rates are
applied to base-year traffic flows to estimate future traffic volumes on the road network. This ensures
robust transport planning that accounts for natural background growth, economic trends, and land-
use development. TII provides default national and regional traffic growth rates by vehicle type (e.g.,
cars, LVs, HGVs) in its National Road Traffic Forecasting documentation. These growth rates are
based on Central Statistics Office (CSO) population projections, economic forecasts (e.g., GDP,
employment), and transport demand modelling. TII growth rates cover economic development where
the TII provided growth rates implicitly capture traffic changes resulting from, national and regional
economic growth (e.g. GDP increase, employment), changes in vehicle ownership and usage, and
freight movement trends aligned with trade and logistics forecasts. These are built into the rates using
long-term economic projections from the ESRI, from the Department of Finance and from CSO RECEIVED: 28/08/2026
August 2026 | 6-101
demographic and labour market trends. While the background growth rates reflect historic and
predicted trends in population and economic activity, they do not account for local site-specific
developments unless incorporated explicitly. This includes: new housing estates, commercial centres,
educational or healthcare facilities, and major industrial or logistics parks. Typically, these
developments are treated as committed developments and added through a separate trip assignment
process.
For the purposes of the traffic assessment, traffic generation arising directly from the proposed
development has been assumed not to grow over time since the forecast traffic generation rates are
based upon the facility operating at full capacity which is capped at 99,000t per annum. Background
traffic flows on the public road network have been assumed to grow in accordance with the latest
growth factors published by Transport Infrastructure Ireland (TII) in October 2021 in the document
PE-PAG-02017 ‘Project Appraisal Guidelines: Unit 5.3 Travel Demand Projections’. Central growth rate
factors have been used in the derivation of the future traffic flows from the surveyed May 2024 flows.
The TII forecast central growth rate factors for County Monaghan assume traffic growth rates of 1.15%
per annum for light vehicles and 2.52% for heavy vehicles between 2016 and 2030 and 0.47% per
annum for light vehicles and 1.12% for heavy vehicles between 2030 and 2040. After 2040 the rates
are 0.41% per annum for light vehicles and 1.38% for heavy vehicles. The growth indices used to
derive Opening Year (2030) and; Opening Year +5yrs (2035) and Opening Year +15yrs (2045) flows
from the surveyed (2024) flows are as follows.
National Primary Road Medium Growth Rates (Applied to All Roads)
▪ 2024-2030 (Opening Year) 1.0710 (Cars) 1.1611 (HGV)
▪ 2024-2035 (Opening Year +5yrs) 1.0964 (Cars) 1.2275 (HGV)
▪ 2024-2045 (Opening Year +15yrs) 1.1456 (Cars) 1.3899 (HGV)
TII growth factors have been applied directly to peak hour traffic data. Growth factors are not always
directly applicable to peak hour periods as they tend to spread out as opposed to intensify. Ignoring
this factor and applying growth rates directly to the peak hour generally results in robust calculations
favoured by traffic experts. In the assessments of all future year scenarios, it is assumed that the
entire development will be fully constructed, occupied and operating at capacity in 2030. The
application of TII growth rates to the receiving network is considered likely to account for much of the
cumulative traffic arising as a result of economic growth and development locally over the specified
assessment period.
The scope of future year assessments focuses on the operation of the L2280, R189 and R188. It is
noted however the turning traffic flows at the junction of these roads are forecast not to exceed either
the 10% threshold value, or the lower 5% threshold values of TII-PE-PDV-02045 even when evaluated
based upon the high value or 85th percentile traffic generation rates for the proposed development.
The assessments aim to confirm that the infrastructure provided by the receiving road network
including the regional network and the upgraded local road is suitable to accommodate the forecast
traffic arising from the proposed development. The various ‘do-nothing’ and ‘do-something’ traffic
flow scenarios have been assessed for the Opening Year 2030, Opening Year +5yrs and for the Design
Year of 2045. RECEIVED: 28/08/2026
August 2026 | 6-102
The future year assessments include for scenarios both with and without the proposed development
so that the incremental impact of development traffic can be evaluated. The ‘do-nothing’ scenario
assumes no development to occur at the development site whilst the receiving road network is
assumed to experience traffic growth in line with the TII growth indices for national roads. The ‘do
something’ scenarios include for the forecast assessment value development traffic flows being added
to the forecast network flows derived from the traffic surveys factored as set out above.
6.8.2.4.2 Development Traffic and Future Network Traffic
The forecast network turning traffic flows for each of the assessment years and for each of the
proposed development scenarios are shown in network flow diagram format in EIAR Volume 3,
Appendix 6.2 as follows:
▪ Figure 8 ‘Baseline 2030 Opening Year AM Peak - Do-Nothing’
▪ Figure 9 ‘2030 AM Peak - Do-Something - Proposed Development’
▪ Figure 10 ‘2035 Opening Year +5yrs AM Peak - Do-Nothing’
▪ Figure 11 ‘2035 AM Peak - Do-Something - Proposed Development’
▪ Figure 12 ‘2045 Opening Year +15yrs AM Peak - Do-Nothing’
▪ Figure 13 ‘2045 AM Peak - Do-Something - Proposed Development’
▪ Figure 14 ‘Baseline 2030 Opening Year PM Peak - Do-Nothing’
▪ Figure 15 ‘2030 PM Peak - Do-Something - Proposed Development’
▪ Figure 16 ‘2035 Opening Year +5yrs PM Peak - Do-Nothing’
▪ Figure 17 ‘2035 PM Peak - Do-Something - Proposed Development’
▪ Figure 18 ‘2045 Opening Year +15yrs PM Peak - Do-Nothing’
▪ Figure 19 ‘2045 PM Peak - Do-Something - Proposed Development’
The forecast network turning traffic flows for each of the assessment years and for the surveyed
baseline and future forecast traffic flows on the link roads between junctions on the road network
within the study scope are summarised in the following tables relating to the Proposed Development
scenario assessments:
▪ Table 6.14 Link 1 - R188 South of R189 Junction
▪ Table 6.15 Link 2 - R188 North of R189 Junction (Rockcorry)
▪ Table 6.16 Link 3 - R189 North of R188 (Site 2 Data)
▪ Table 6.17 Link 4 - R189 South of L2280 Junction (Site 1 Data)
▪ Table 6.18 Link 5 - R189 North of L2280 Junction (Newbliss)
▪ Table 6.19 Link 6 - L2280 (Between Access and R189)
▪ Table 6.20 Link 7 - L2280 West of Access
▪ Table 6.21 Link 8 - L2320
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August 2026 | 6-103
Table 6-14 Link 1 – R188 South of R189 Junction
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 342 33 375 366 16 382
2030 366 38 405 392 19 411
2035 375 41 415 401 20 421
2045 392 46 438 419 22 442
Do Something
2030 342 33 375 366 16 382
2035 366 38 405 392 19 411
2045 375 41 415 401 20 421
Incremental
Difference
2030 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2035 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2045 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
Table 6-15 Link 2 – R188 North of R189 Junction (Rockcorry)
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 229 25 254 242 10 252
2030 245 29 274 259 12 271
2035 251 31 282 265 12 278
2045 262 35 297 277 14 291
Do Something
2030 245 33 278 259 16 275
2035 251 35 286 265 16 282
2045 262 39 301 277 18 295
Incremental
Difference
2030 No. +0 +4 +4 +0 +4 +4
% +0% +14% +1% +0% +33% +1%
2035 No. +0 +4 +4 +0 +4 +4
% +0% +13% +1% +0% +33% +1%
2045 No. +0 +4 +4 +0 +4 +4
% +0% +11% +1% +0% +29% +1%
0-5% Increase in Total Flow 5-10% Increase >10% Increase
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Table 6-16 Link 3 – R189 North of R188 (Site 2 Data)
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 129 10 139 156 8 164
2030 138 12 150 167 9 176
2035 141 12 154 171 10 181
2045 148 14 162 179 11 190
Do Something
2030 138 16 154 167 13 180
2035 141 16 158 171 14 185
2045 148 18 166 179 15 194
Incremental
Difference
2030 No. +0 +4 +4 +0 +4 +4
% +0% +33% +3% +0% +44% +2%
2035 No. +0 +4 +4 +0 +4 +4
% +0% +33% +3% +0% +40% +2%
2045 No. +0 +4 +4 +0 +4 +4
% +0% +29% +2% +0% +36% +2%
Table 6-17 Link 4 – R189 South of L2280 Junction (Site 1 Data)
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 94 11 105 101 6 107
2030 101 13 113 108 7 115
2035 103 14 117 111 7 118
2045 108 15 123 116 8 124
Do Something
2030 101 17 117 108 11 119
2035 103 18 121 111 11 122
2045 108 19 127 116 12 128
Incremental
Difference
2030 No. +0 +4 +4 +0 +4 +4
% +0% +31% +4% +0% +57% +3%
2035 No. +0 +4 +4 +0 +4 +4
% +0% +29% +3% +0% +57% +3%
2045 No. +0 +4 +4 +0 +4 +4
% +0% +27% +3% +0% +50% +3%
0-5% Increase in Total Flow 5-10% Increase >10% Increase
RECEIVED: 28/08/2026
August 2026 | 6-105
Table 6-18 Link 5 – R189 North of L2280 Junction (Newbliss)
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 98 10 108 102 4 106
2030 105 12 117 109 5 117
2035 107 12 120 112 5 117
2045 112 14 126 117 6 122
Do Something
2030 105 12 117 109 5 117
2035 107 12 120 112 5 117
2045 112 14 126 117 6 122
Incremental
Difference
2030 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2035 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2045 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
Table 6-19 Link 6 – L2280 (Between Access and R189)
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 13 4 17 19 1 20
2030 14 5 19 20 1 22
2035 14 5 19 21 1 22
2045 15 6 20 22 1 23
Do Something
2030 14 9 23 20 5 26
2035 14 9 23 21 5 26
2045 15 10 24 22 5 27
Incremental
Difference
2030 No. +0 +4 +4 +0 +4 +4
% +0% +80% +21% +0% +400% +18%
2035 No. +0 +4 +4 +0 +4 +4
% +0% +80% +21% +0% +400% +18%
2045 No. +0 +4 +4 +0 +4 +4
% +0% +67% +20% +0% +400% +17%
0-5% Increase in Total Flow 5-10% Increase >10% Increase
RECEIVED: 28/08/2026
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Table 6-20 Link 7 – L2280 West of Access
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 13 4 17 19 1 20
2030 14 5 19 20 1 22
2035 14 5 9 21 1 22
2045 15 6 20 22 1 23
Do Something
2030 13 4 17 19 1 20
2035 14 5 19 20 1 22
2045 14 5 9 21 1 22
Incremental
Difference
2030 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2035 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2045 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
Table 6-21 Link 8 – L2320
Assessment
Scenario Year AM Peak Hour 08:00-09:00 PM Peak Hour 17:00-18:00
LV HGV Total LV HGV Total
Do Nothing
2024 17 1 18 20 3 23
2030 18 1 19 21 3 25
2035 19 1 20 22 4 26
2045 19 1 21 23 4 27
Do Something
2030 18 1 19 21 3 25
2035 19 1 20 22 4 26
2045 19 1 21 23 4 27
Incremental
Difference
2030 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2035 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
2045 No. +0 +0 +0 +0 +0 +0
% +0% +0% +0% +0% +0% +0%
0-5% Increase in Total Flow 5-10% Increase >10% Increase
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The above detailed assessment of baseline and forecast future network traffic flows confirm the
results of the preliminary scoping assessments summarised in Table 6.11, Table 6.12 and Table 6.13.
The incremental increase in traffic arising from the proposed development in the morning and evening
peak hours is significantly sub-threshold on all but Link 6. The impact upon the operation and capacity
of Link 1, Link 2, Link 3, Link 4, Link 5, Link 7 and Link 8 will not be significant.
Save for at the junction of R189/L2280 where there will be an additional 2 no. HGV turning to and
from the R189 in the period of an hour, the additional traffic generated by the proposed development
will be practically imperceptible to existing road users on the road network.
The incremental impact of development traffic on Link 6 which is the proposed upgraded eastern end
of L2280 exceeds the typical threshold value of 10% which usually triggers the need for further
assessment and detailed junction/network capacity assessments. It should be noted however that
where the threshold percentage values are exceeded, the numerical increase in traffic flows are not
significant. Given the existing volume of traffic on L2280, it is self-evident that the impact of 2 no.
HGV entering and leaving per hour will not give rise to significant adverse effects on the capacity,
delay, journey times or the general operation of the existing local road and its junction with R189.
Further to the network link capacity assessments it is noted that turning traffic at junctions have the
greatest effect on network capacity. Transport Infrastructure Ireland (TII) Publication TII-PE-PDV-
02045 ‘Traffic and Transport Assessment Guidelines’ (May 2014) provides advisory thresholds for
Traffic and Transport Assessment where national roads are affected. Notwithstanding that the
receiving environment is the Regional Road network, having regard to those advisory thresholds the
following Table 6.22 summarises the increase over average in traffic flow turning movements on the
receiving road junctions in the study area.
Table 6-22 Percentage Uplift in Turning Movements – Do-Something (85th Percentile)
Year
AM Peak 08:00-09:00hrs PM Peak 17:00-18:00hrs
Site 1 Site 2 Site 1 Site 2
2030
Do Nothing 134 414 138 429
Do Something 138 418 142 433
Difference +4 +3.0% +4 +1.0% +4 +2.9% +4 +0.9%
2035
Do Nothing 138 425 141 440
Do Something 142 429 145 444
Difference +4 +2.9% +4 +0.9% +4 +2.8% +4 +0.9%
2045
Do Nothing 145 448 148 461
Do Something 149 452 152 465
Difference +4 +2.8% +4 +0.9% +4 +2.7% +4 +0.9%
Site 1 is the junction between R189/L2280 near the development site access and Site 2 is the junction
between the R188 and R189. This numbering convention is consistent throughout the chapter and
corresponds with the numbering system used in the traffic surveys presented Appendix 6.1 of Volume RECEIVED: 28/08/2026
August 2026 | 6-108
3 of this EIAR and is consistent with the labelling convention used in the corresponding network flow
diagrams provided in Appendix 6.2 of Volume 3 of this EIAR.
Table 6.21 shows that the increase in the total Junction traffic flows on the receiving road network in
the morning peak hour is generally less than +3.0% at Site 1 and less than +1.0% at Site 2. These values
are significantly lower than the lower threshold value advised in TII-PE-PDV-02045 typically triggering
the need for detailed traffic modelling analysis of development traffic impact in congested or sensitive
locations.
It is reasonably concluded from the above analyses that the effect of development traffic on the
capacity of the receiving road network warrants no further detailed analysis with respect to the
potential effects of the proposed development on junction and network capacity and delay. The
reasons for this and for not undertaking junction capacity modelling are set out below.
As recommended by the TII, the Transport Research Laboratory (TRL) computer modelling program
‘Junctions’ is typically used to assess the existing and future performance of the junctions in isolation.
‘Junctions’ is primarily intended as a means of assessing junction performance. The output provides
performance indicators for roads designers and planners with regards to capacity, queuing and delay
at junctions including priority junctions.
‘Junctions’ is a widely accepted analytical tool used to assess priority and roundabout junction
performance, typically through the calculation of: Degree of Saturation (DoS), queue lengths, delays
and reserve capacity.
The accuracy and validity of these models is dependent upon: Reliable baseline traffic data,
representative future traffic forecasts and a meaningful change in volume or demand. The subject
development results in a change in junction flows of 3% at Site 1 and 1% at Site 2. These changes
equates to fewer than 4 no. turning movements per hour which is within the margin of error for typical
traffic survey data (often ±2–5%) and therefore does not materially alter the traffic composition or
queueing behaviour on the receiving road network.
The numerical resolution of the ‘Junctions’ model (particularly ARCADY and PICADY components) is
not sensitive to traffic changes of this magnitude. Small changes in turning volumes will not alter the
model outputs (DoS, delay, or queues) in a way that is statistically or operationally meaningful. Given
the natural variability in traffic counts, daily and seasonal fluctuations often exceed 1-3% variation, it
is not best practice to model minor flow changes that are indistinguishable from background
variability.
Junctions typically operate within performance thresholds where a 1-3% change would not affect,
operational level of service (LoS), trigger points for mitigation or trigger the need for intervention or
upgrade. Transport Infrastructure Ireland (TII) and other agencies (e.g., CIHT) advocate for
proportionate analysis and recommend that detailed junction modelling should be reserved for
material changes (typically ≥5–10%) in flow. In conclusion, the proposed change in traffic turning
movements represents a negligible fraction of total junction volume and does not warrant detailed
modelling. Such small variations do not materially affect junction performance, are unlikely to register
in model outputs and are within normal survey tolerance and statistical noise. Accordingly, detailed RECEIVED: 28/08/2026
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junction modelling in this instance would not provide meaningful insights and would be inconsistent
with the principle of proportionate assessment.
6.8.3 Construction Phase
The following Table 6.23, Table 6.24 and Table 6.25 are based upon the data presented in Table 6.1,
Table 6.2 and Table 6.3 that summarise the 2024 baseline network traffic flows. Table 6.23, Table 6.24
and Table 6.25 summarise the forecast daily and peak hour construction traffic generation of the
proposed development set against the corresponding traffic flows recorded on the receiving road
network in 2024 (no allowance has been made for traffic growth).
Table 6-23 Network Link Traffic – Daily Assessment Value Flows (Construction)
Road Link
Baseline
Network
Traffic AADT
Construction
Generated
Traffic Flow
Increase
Total HGV Total HGV Total HGV
1 R188 South of R189 Junction 3,862 467 +60 +26 +1.6% +5.6%
2 R188 North of R189 Junction (Rockcorry) 2,744 339 +60 +26 +2.2% +7.7%
3 R189 North of R188 (Site 2 Data) 1,370 162 +120 +52 +8.8% +32.1%
4 R189 South of L2280 Junction (Site 1 Data) 960 113 +120 +52 +12.5% +46.0%
5 R189 North of L2280 Junction (Newbliss) 993 117 +20 +8 +2.0% +6.8%
6 L2280 (Between Access and R189) 176 26 +140 +60 +79.5% +230.8%
7 L2280 West of Access 176 29 +0 +0 +0.0% +0.0%
8 L2320 230 26 +0 +0 +0.0% +0.0%
It is not expected that construction staff traffic movements will occur in the morning and evening
commuter peak hours. Construction traffic is distributed to the peak hours following the same
methodology as has been adopted in the analysis of operational traffic. It is assumed that construction
phase HGV traffic generation will be of a similar order to the operational scenario with 30 no. HGV
trips per day.
The distribution and assignment of the combined staff, visitor car/van traffic and HGV traffic
generated by the proposed development in the construction phase is shown in traffic flow diagram
format in Appendix 6.2 of Volume 3, of this EIAR as follows:
▪ Figure 20 ‘Forecast Construction Daily HGV Traffic Generated 07:00-19:00hrs’
▪ Figure 21 ‘Forecast Construction AM Peak Hour HGV Traffic Generated 08:00-09:00hrs’
▪ Figure 22 ‘Forecast Construction PM Peak Hour HGV Traffic Generated 17:00-18:00hrs’
Table 6-23 above provides the daily context for traffic generation during the construction period whilst
the following Table 6-24 and Table 6-25 summarise the forecast traffic effects during the peak hour
periods. RECEIVED: 28/08/2026
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The tables show that the short-term forecast increase in traffic during the construction phase will be
less than the typical threshold for uncongested network where the value is less than 10% on all links
within the study area save for Local Road L2280 onto which the proposed development will access.
As per the operational phase, the threshold value of 10% is exceeded only on Link 6. The forecast
total daily increase in traffic on this section of link road is forecast as 80% and is such because of the
very low existing traffic flows. The forecast short-term increases on Link 6 in the peak hours are in the
order of 40%. For the same reasons set out for the assessment of operational phase traffic effects,
the traffic arising during the construction of the current proposed development will not give rise to
capacity issues at the proposed access or on the adjoining receiving road network in general.
Table 6-24 Network Link Traffic – Morning Peak Assessment Value Flows (Construction)
Road Link
Baseline 2024
Network
Traffic Flow
Development
Generated
Traffic Flow
Increase
Total Heavy Total Heavy Total Heavy
1 R188 South of R189 Junction 375 33 +4 +4 +1.1% +12.1%
2 R188 North of R189 Junction (Rockcorry) 254 25 +4 +4 +1.6% +16.0%
3 R189 North of R188 (Site 2 Data) 139 10 +8 +8 +5.8% +80.0%
4 R189 South of L2280 Junction (Site 1 Data) 105 11 +8 +8 +7.6% +72.7%
5 R189 North of L2280 Junction (Newbliss) 108 10 +0 +0 +0.0% +0.0%
6 L2280 (Between Access and R189) 17 4 +8 +8 +47.1% +200.0%
7 L2280 West of Access 17 4 +0 +0 +0.0% +0.0%
8 L2320 18 1 +0 +0 +0.0% +0.0%
Table 6-25 Network Link Traffic – Evening Peak Assessment Value Flows (Construction)
Road Link
Baseline 2024
Network
Traffic Flow
Development
Generated
Traffic Flow
Increase
Total Heavy Total Heavy Total Heavy
1 R188 South of R189 Junction 382 16 +4 +4 +1.0% +25.0%
2 R188 North of R189 Junction (Rockcorry) 252 10 +3 +3 +1.2% +30.0%
3 R189 North of R188 (Site 2 Data) 164 8 +7 +7 +4.3% +87.5%
4 R189 South of L2280 Junction (Site 1 Data) 107 6 +7 +7 +6.5% +116.7%
5 R189 North of L2280 Junction (Newbliss) 106 4 +1 +1 +0.9% +25.0%
6 L2280 (Between Access and R189) 20 1 +8 +8 +40.0% +800.0%
7 L2280 West of Access 20 1 +0 +0 +0.0% +0.0%
8 L2320 23 3 +0 +0 +0.0% +0.0% RECEIVED: 28/08/2026
August 2026 | 6-111
6.8.4 Cumulative Effects
A number of minor developments have been granted permission within the surrounding area; these
are typically associated with extensions or alterations to single buildings and will not have the
potential for significant cumulative impact. Identified developments with the greater study area with
potential for cumulative traffic impacts include the following which it is noted, for consistency and
ease of Local Authority cross-check, are as presented in Volume 3, Appendix 6.1 of this EIAR and are
as set out in EIAR Chapter 18 ‘Interactions’.
Table 6-26 Developments Considered in Cumulative Assessment
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
Applications at Subject Site
16203
(08-07-16)
Monaghan
Maghernakelly,
Drum,
Co. Monaghan
Permission to change existing finish, carry out
elevational alterations, construct a two-storey
extension to rear (incorporating car-port with
living accommodation over), all to existing
dwelling, with associated ancillary site works
Private Dwelling
No Significant Cumulative
Traffic Impact/effects*
14207
(11-02-15)
Monaghan
Maghernakelly,
Drum,
Co. Monaghan
Change existing finish and carry out elevational
alterations to existing dwelling
Private Dwelling
No Significant Cumulative
Traffic Impact/effects*
07585
(16-08-07)
Monaghan
Tullyard,
Co. Monaghan
Replacing a wind damage, dormant slatted
cubicle shed with a loose house and handling
facility. A silo pit with retaining walls, working
aprons and all ancillary site works
Agri. Shed
No Significant Cumulative
Traffic Impact/effects*
Permitted Developments within 1 km of Subject Site
20354
(10-03-21)
Monaghan
Dernamoyle,
Dartrey,
Co Monaghan
(0.8km SE)
Permission to construct a two-storey dwelling
house, with proprietary waste water treatment
system along with other associated ancillary site
works (using existing site entrance & access
lane)
Private Dwelling
No Significant Cumulative
Traffic Impact/effects*
16308
(16-12-16)
Monaghan
Drumanny, Drum,
Co. Monaghan
(1.2km SW)
Permission for the construction of a two-storey
style dwelling house and domestic garage, with
access via existing field entrance, the
construction of a sewerage treatment unit and
percolation area and all associated site works
Private Dwelling
No Significant Cumulative
Traffic Impact/effects*
20263
(30-09-20)
Monaghan
Drumanny, Drum,
Co. Monaghan
(1.2km SW)
Permission for a development consisting of the
construction of an agricultural slatted shed to
incorporate slatted area, external feed passage
and underground slurry storage tank, and
completion of all associated and ancillary site
works
Agri. Shed
No Significant Cumulative
Traffic Impact/effects*
19123
(04-06-19)
Monaghan
Cordressigo,
Rockcorry,
Co. Monaghan
(1.2km NE)
Permission to construct a silage base, along with
associated ancillary site works.
Agri. Related
No Significant Cumulative
Traffic Impact/effects* RECEIVED: 28/08/2026
August 2026 | 6-112
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
2039
(19-06-20)
Monaghan
Dernamoyle,
Dartrey, Cootehill
Co. Monaghan
(0.8km SE)
Permission to construct a slatted livestock shed
with underground waste storage tanks, concrete
apron and drains
Agri. Shed
No Significant Cumulative
Traffic Impact/effects*
177
(11-04-17)
Monaghan
Dernamoyle,
Dartrey (via
Cootehill),
Co. Monaghan
(0.6km SE)
Permission to construct 1 No. poultry house
together with all ancillary structures (to include
meal bin(s) and soiled water tank(s) and site
works associated with the above development
on an existing poultry farm.
EIS and Planning Authority Planners
Report recommends conditions
relating to layout, geometry and
sightlines at the development
access. No concerns raised w.r.t.
traffic generation or traffic
management. Traffic generated by
the site is included in the baseline
traffic surveys.
No Significant Cumulative
Traffic Impact/effects
16476
(17-02-17)
Monaghan
Drumanny, Drum,
Co. Monaghan
(1.2km SW)
Permission to demolish derelict house and erect
a two-storey dwelling with attached sun-room,
carport and domestic garage, sewerage
treatment unit, percolation area, new entrance
and all associated site works
No Significant Cumulative
Traffic Impact/effects
19180
(07-02-20)
Monaghan
Tattygare,
Rockcorry,
Co. Monaghan
(0.9km NE)
Permission to construct a broiler type poultry
house, together with all ancillary structures
including vertical meal bin and underground
washings tank, together with all ancillary site
works, using existing site access.
Planning Authority Planners Report
notes that manure to be transported
to Wexford. Size of farm below
EIAR threshold. Reasons and
considerations highlight that the
development would not injure public
safety by reason of traffic hazard.
Planners Report recommends
conditions relating to layout,
geometry and sightlines at the
development access. No concerns
raised w.r.t. traffic generation or
traffic management. Traffic
generated by the site is included in
the baseline traffic surveys.
No Significant Cumulative
Traffic Impact/effects
2460274
(16-12-24)
Monaghan
Dernamoyle,
Dartrey, Cootehill
Co. Monaghan
(0.8km SE)
Permission to construct a calf rearing livestock
unit complete with concrete apron and drains.
Significant Further Information received relates
to a revised Site Layout Plan, a Nutrient
Management Plan, Nitrogen Loading Details
and other documents.
Planning Authority Roads Section
had no objection to permission. No
concerns raised in Planners Report
w.r.t. traffic generation or traffic
management.
No Significant Cumulative
Traffic Impact/effects*
Large Permitted Developments within 5 km of Subject Site
2460613
(25-03-25)
Cavan
Drumman,
Cootehill,
Co.Cavan
(5.0km S)
Works to facilitate infill and re-contouring of the
subject lands to facilitate use for agricultural
purposes. All associated works and services.
Involves the import of 10,568t of
material over a 5 year period subject
to traffic management plan.
RECEIVED: 28/08/2026
August 2026 | 6-113
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
No Significant Cumulative
Traffic Impact/effects*
23295
(21-06-24)
Cavan
Old Cavan Street,
Magheranure,
Cootehill
Co. Cavan
(5.0km S)
To retain change of use from disused poultry
hatchery to vehicle maintenance garage
together with all ancillary site works
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
2373
(23-08-23)
Cavan
Station Road,
Magheranure,
Cootehill
Co. Cavan
(4.5km S)
For the erection of a fully serviced single storey
pastoral centre incorporating meeting room/hall,
offices, reception/coffee dock, toilet facilities,
connection to existing services and all ancillary
site works.
No Significant Cumulative
Traffic Impact/effects*
21143
(02-02-22)
Cavan
Station Road &
Market Street,
Cootehill,
Co Cavan
(4.5km S)
Permission for A) Site clearance and demolition
of all existing structures on the site of c. 313 sq.
m; B) Construction of a single storey discount
foodstore (to include off licence use) with a gross
floor area of c. 1,824 sq. m (net retail area 1,333
sq. m); C) New vehicular/pedestrian access from
Station Road (including connection for proposed
future access to adjoining lands); D) Provision of
a pedestrian/cycle access from Market Street
including, relocation of information signage,
removal of a lean-to structure (modern
additions) and removal of the boundary wall
relating to the Court House building, a protected
structure (no. CV17027); E) 89 no. car parking
spaces and 10 no. bicycle spaces
The proposed Biogas Plant
generates a low volume of HGV trips
per day, which are likely distributed
through rural roads close to the plant
and mainly connected to feedstock
delivery and digestate removal. The
proposed Aldi store generates light
vehicle traffic, mainly cars,
concentrated around its urban
access routes, and spread across
opening hours. The trip purposes,
vehicle types, and traffic routes differ
significantly meaning no material
overlap on road sections or
junctions.
Even if some HGVs and store
deliveries were to use the same
regional roads, their traffic peaks
differ, the proposed plant HGVs are
spread across operational hours,
often avoiding peak times. The Aldi
foodstore would generate traffic
peaks around shopping hours
(midday, evenings, weekends). As
a result, peak-hour traffic flows are
unlikely to coincide to a degree that
causes cumulative congestion or
safety issues.
The proposed Aldi development is
spatially and functionally separate
from the proposed plant. Given the
4.5 km separation, differing traffic
characteristics, and lack of shared
receptors or overlapping
environmental zones, no significant
cumulative impacts are anticipated.
No Significant Cumulative
Traffic Impact/effects* RECEIVED: 28/08/2026
August 2026 | 6-114
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
21510
(09-11-21)
Cavan
Errigal Drumman
and Lislea,
Cootehill,
Co Cavan
(5.3km S)
To amend the approved development (Planning
Reference: 16/507) of a temporary (25 years)
solar farm to include photovoltaic panels with
mounting frames on screw pile foundations,
inverters, transformers, substation, DNO
building, communications building,
The proposed solar farm is situated
over 5 km from the AD Plant, with
distinct operational characteristics
and non-overlapping zones of
influence. Given the distance,
differing impact types, and absence
of shared environmental receptors
or road corridors (notwithstanding
the potential use of R188 during
construction of solar farm), no
significant long-term cumulative
effects are predicted.
Cumulative consideration with the
solar farm can therefore be scoped
out as not significant*
2148
(14-05-21)
Cavan
50, 52 & 54
Market Street,
Cootehill,
Co Cavan
(4.4km S)
To retain and complete relocation of ESB
substation/switch room and all associated site
works
No Significant Cumulative
Traffic Impact/effects
20332
(12-02-21)
Cavan
Cootehill
Industrial Estate,
Errigal,
Cootehill
Co. Cavan
(4.6km S)
Erect fully serviced industrial unit incorporating 2
storey administration & staff facility areas, single
storey storage, pick & pack areas, access off
existing service road, parking, signage,
landscaping, boundary treatments, connection
to public sewer,
Access to the site is via the
established entrance to the Cootehill
Industrial Estate on the R188 Cavan
Road. The access is located in the
60km/hr transitional speed limit zone
and the site is served by a footpath
and public lighting.
The proposed development has the
potential to intensify the use of the
existing industrial estate access
from R188 but not to the extent that
this would have given rise to
concerns w.r.t. to R188 capacity.
The proposed development has the
potential to reduce the volume of
HGV traffic on R188 through trip
shortening and diversion of existing
poultry manure haulage vehicles.
Cumulative consideration with the
solar farm can therefore be scoped
out as not significant*
209001
(Extend)
Monaghan
Milltown Td.,
Rockcorry,
Co. Monaghan
(5.0km NE)
Extension of duration 15/229. Construct 2 No.
poultry units together with underground
washings tanks, erect vertical meal bin,
construct new nitrate storage store, develop new
agricultural entrance together with all ancillary
site works.
Planners report notes that traffic
movements associated with the
development will be minimal.
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects RECEIVED: 28/08/2026
August 2026 | 6-115
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
219033
(Extend)
Monaghan
Drumborisk,
Drum,
Co. Monaghan
(3.0km E)
Extension of duration 17/132. Permission to
construct 2 No. poultry units together with
underground washings tanks, vertical meal bins,
use existing agricultural entrance and all
ancillary site works. An EIS has been submitted
with this application
Environmental Impact Statement
forecasts a total of 5 no. HGV trips
generated per week and that most of
this will already be on the network
serving nearby farms so traffic
impact is minimal.
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
239013
(Extend)
Monaghan
Kilmore East,
Rockcurry,
Co. Monaghan
(2.8km NE)
Permission to revise the proposed development
granted permission Planning Ref: 18/57, by
providing for extensions to the 2 No. proposed
poultry houses, and, a supplementary extension
to the existing poultry house (in addition to the
extension previously approved) together with all
ancillary structures and ancillary site works on,
and or, adjacent to an existing poultry farm.
Planners report notes that traffic
movements associated with the
development will result in
intensification (EIS forecasts 4 no.
additional trips per week by HGV) of
use of L6301-0 but would be
accommodated.
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
2491
(07-05-25)
Monaghan
Tomany Td.,
Rockcorry,
Co. Monaghan
(2.4km NE)
Permission to construct a new poultry unit
together with new agricultural entrance,
hardened areas, vertical meal bins,
underground washings tanks and all ancillary
site works
Planners Report notes that
Municipal District Engineer had no
objection and was satisfied. Traffic
movements associated with the
development will be minimal.
No Significant Cumulative
Traffic Impact/effects*
2498
(06-01-25)
Monaghan
Correvan Td.,
Newbliss,
Co. Monaghan
(3.25km NW)
Permission to construct a new milking parlour
with underground slatted tank with all ancillary
site works
No Significant Cumulative
Traffic Impact/effects*
2460274
(16-12-24)
Monaghan
Dernamoyle,
Dartrey,
Cootehill
Co. Monaghan
(0.8km S)
Permission to construct a calf rearing livestock
unit complete with concrete apron and drains.
Significant Further Information received relates
to a revised Site Layout Plan, a Nutrient
Management Plan, Nitrogen Loading Details
and other documents.
Planners Report states that the
Planning Authority accepts that the
proposed development would not
result in intensification of existing
access.
No Significant Cumulative
Traffic Impact/effects*
2360285
(11-04-24)
Monaghan
Cornawall Td.,
Newbliss,
Co Monaghan
(4.5km NW)
Permission for the installation of a Turbine
Service Base Compound consisting of an
Office/Canteen unit, 2 no. storage containers, a
2-person toilet block unit with an associated
underground alarmed effluent tank, and all
ancillary site works on an area adjacent to the
existing Drumlins Park Wind farm 110kV
Substation and Compound
EIA Screening Report indicates that
traffic impact will be very low and
temporary in nature.
No Significant Cumulative
Traffic Impact/effects RECEIVED: 28/08/2026
August 2026 | 6-116
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
2367
(28-02-24)
Monaghan
Boyher,
Rockcorry,
Co. Monaghan
(4.71km E)
Permission for development consisting of the
removal of existing 2 no. office buildings,
construction of detached single storey office
building incorporating office, sanitary canteen
and storage areas, and installation of proprietary
wastewater treatment unit and percolation area,
and provision of staff car parking area and
machinery storage yard area.
Development includes for a total of 7
no. car parking spaces and is a low
traffic generator.
No Significant Cumulative
Traffic Impact/effects*
2366
(11-12-23)
Monaghan
Boyher,
Rockcorry,
Co. Monaghan
(4.71km E)
Permission & retention permission consisting of
Installation of agricultural effluent collection
tank, Completion of all ancillary site works and
associated site structures together with the
retention of agricultural shed incorporating
bedded areas, straw storage area and
machinery storage area located to the northern
boundary of site.
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
23126
(19-10-23)
Monaghan
Drumate,
Newbliss,
Co. Monaghan
(4.5km N)
Permission to construct 1 No. poultry house
together with all ancillary structures (to include
meal storage bin(s) and soiled water tank(s))
and site works associated with the development
(to be completed in lieu of similar development
previously approved
Development is a low traffic
generator.
No Significant Cumulative
Traffic Impact/effects*
22436
(05-09-23)
Monaghan
Magherashagry,
Drum,
Co. Monaghan
(5.0km W)
Permission to construct 1 no. poultry house and
1 no. manure storage shed in lieu of 1 no. poultry
house and 1 no. manure storage shed
previously approved under planning permission
ref: 19/565, together with all ancillary structures.
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
22497
(01-02-23)
Monaghan
Dromore West,
Cootehill,
Co. Monaghan
(3.2km S)
Permission for development consisting of:
Expansion to existing facility to provide
additional warehouse capacity of 443.50sqm,
laboratory area of 327.2sqm, ancillary office &
staff facilities of 951.10sqm over 4 storeys, with
an overall height of 15.8m
Planners report notes that the
proposed development will not give
rise to additional staff or change
product output.
No Significant Cumulative
Traffic Impact/effects
22312
(22-09-22)
Monaghan
Dyan, Cootehill,
Co. Monaghan
(1.5km S)
Permission consisting of erection of 1,300m2 or
250.24kWP of photovoltaic panels on the roofs
of our existing manufacturing buildings, in the
factory with all associated site works
No Significant Cumulative
Traffic Impact/effects
21471
(23-05-22)
Monaghan
Cornawall,
Rockcorry,
Co. Monaghan
(3.6km NE)
Permission to construct 2 no. poultry houses
together with all ancillary structures (to include
meal bins and soiled water/ancillary storage
tanks) and site works (to include new/upgraded
site entrance, and re-contouring with imported
soil and stone) associated with the above
development on, or adjacent to an existing
poultry farm.
Planners report notes that the
proposed development will not give
rise to significant additional traffic
and no assessment of traffic impact
was required.
No Significant Cumulative
Traffic Impact/effects*
21424
(08-08-22)
Magherashaghry,
Drum,
Permission for development consisting of
amendments and alterations to a previously
Refused
RECEIVED: 28/08/2026
August 2026 | 6-117
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
Monaghan Co. Monaghan
(5.0km W)
granted poultry unit development under planning
reference number 19/565 which consisted of (1)
construction of free-range poultry unit (2)
construction of manure storage
No Significant Cumulative
Traffic Impact/effects
219031
(30-01-22)
Monaghan
Drumskelt,
Newbliss,
Co. Monaghan
(4.0km N)
Permission- to construct 2 No. Poultry Houses,
together with all ancillary structures (to include
meal storage bin(s), etc.) and all associated site
works (to include upgraded site entrance)
Refused
No Significant Cumulative
Traffic Impact/effects
21362
(21-01-22)
Monaghan
Aghareagh East,
Drum,
Co. Monaghan
(4.0km SW)
Permission to construct 2 no. poultry houses
together with all ancillary structures (to include
meal storage bin(s) and soiled water tank(s))
and site works (to include new/relocated site
entrance) associated with the above
development.
Refused
No Significant Cumulative
Traffic Impact/effects
21506
(23-11-21)
Monaghan
Doohat,
Newbliss,
Co. Monaghan
(3.0km NW)
Permission that consists of construction of a
slatted cubicle house with underground slurry
storage tank together with all ancillary site
development works
No Significant Cumulative
Traffic Impact/effects
20433
(15-05-21)
Monaghan
Dromore West,
Cootehill,
Co. Monaghan
(3.2km S)
Permission for development consisting of an
extension to the existing facility via provision of
a warehouse extension incorporating 465.2sqm
with associated laboratory area of 329.3sqm,
ancillary office and staff facilities to 987.7sqm. A
tower extension to facilitate ingredient storage
and loading totalling 836 sqm will be provided to
incorporate 3 storeys with associated
mezzanine floors, of which will incorporate 72.5
sq.m associated office space. The tower
extension will be positioned alongside existing
towers 3) Additional first floor office of 42.8 sq.m
within existing warehouse.
Planners report notes that the
proposed development will not give
rise to intensification of traffic
demand at the existing facility.
No Significant Cumulative
Traffic Impact/effects
20280
(15-02-21)
Monaghan
Doohat Td,
Newbliss,
Co. Monaghan
(2.0km NW)
Permission to construct a free-range poultry unit
and detached manure store, install an array of
PV/solar panels on both roof elevations together
with vertical meal bins, underground washings
tank, use existing agri. entrance.
Proposed development at an
existing poultry farm will not give rise
to significant additional traffic and no
assessment of traffic impact was
required.
No Significant Cumulative
Traffic Impact/effects*
20336
(20-11-20)
Monaghan
Lislongfield,
Drum,
Co. Monaghan
(5.0km NW)
Permission to construct 1 no poultry house
together with all ancillary structures (to include
meal storage bin(s) and soiled water tank(s))
and site works (including upgraded site
entrance) associated with the above
development
Development is a low traffic
generator.
No Significant Cumulative
Traffic Impact/effects*
20300
(23-10-20)
Monaghan
Dromore West,
Cootehill,
Co. Monaghan
(3.2km S)
Permission for development to consist of
proposed replacement of the existing Water
Treatment Plant (WTP) with a new WTP all
No Significant Cumulative
Traffic Impact/effects RECEIVED: 28/08/2026
August 2026 | 6-118
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
within the existing Abbott Ireland Cootehill
facility.
2084
(06-10-20)
Monaghan
Cornawall,
Rockcorry,
Co. Monaghan
(3.6km NE)
Permission and retention permission to consist
of (1) construction of agricultural slatted shed
incorporating slatted areas, feed passage and
underground slurry storage tanks, (2)
construction of loose bedded shed incorporating
bedded areas and isolation
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
20263
(30-09-20)
Monaghan
Drumanny,
Drum,
Co. Monaghan
(1.0km SW)
Permission for a development consisting of (1)
construction of an agricultural slatted shed to
incorporate slatted area, external feed passage
and underground slurry storage tank, (2)
completion of all associated and ancillary site
works
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
20215
(11-09-20)
Monaghan
Drumanan,
Newbliss,
Co. Monaghan
(4.4km NW)
Permission for development consisting of to
construct 3 No. poultry houses and 1 No.
ancillary general purpose shed/store together
with all ancillary structures (to include meal
storage bin(s) and soiled water tank(s))
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
19486
(09-09-20)
Monaghan
Corlougharoe
Correvan
Drumlina Tullyard
Drumacreeve
Drumanan
Cornawall
Drumgramph
Closdaw Killyleg
Crossbane
Lislongfield
Drumcrow
Rakean
Lismagonway
Aghadrumkeen
and Newbliss
Co. Monaghan.
(5km NW)
A ten year permission for the development of 8
no. wind turbines, each with a maximum tip
height of up to 180 metres; and all associated
site development, reinstatement, temporary and
ancillary works including turbine foundations,
crane hardstands, approximately 5.5 kilometres
of site access tracks, permanent upgrade works
to the L62012 and L62013 local roads, 11 no.
site entrances, underground electricity and
communications cabling, site drainage works, a
temporary construction compound and a
permanent meteorological mast with a
maximum height of up to 101 metres. The
proposed development will have a 30-year
operational life from the date of commissioning
of the entire development. The proposed
development also includes permanent upgrade
works along the R188, R183 and R189 regional
roads in the townlands of Rakean,
Lismagonway, Aghadrumkeen and Newbliss to
accommodate the delivery of wind turbine
components. Upgrade works will include the
removal of roadside banks and vegetation, re-
profiling of a vertical crest, the removal of 1 no.
tree and the temporary lowering of a bridge
parapet wall, and all associated site
development and reinstatement works.
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
20102
(31-08-20)
Monaghan
Correvan &
Drumacreeve
Permission to demolish existing derelict dwelling
and farmyard structures and to construct six
number poultry houses together with all ancillary
Development is a low traffic
generator. Operational traffic RECEIVED: 28/08/2026
August 2026 | 6-119
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
(DED Drum),
Newbliss,
Co. Monaghan
(4.1km NW)
structures (to include covered centre
passageway, office and ancillary buildings,
general purpose storage shed
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
2039
(19-06-20)
Monaghan
Dernamoyle,
Dartrey,
Cootehill
Co. Monaghan
(0.8km SW)
Permission to construct a slatted livestock shed
with underground waste storage tanks, concrete
apron and drains
No Significant Cumulative
Traffic Impact/effects*
19279
(17-06-20)
Monaghan
Aghareagh,
Newbliss,
Co. Monaghan
(4.2km NW)
Permission to construct 2 new poultry units
together with underground washings tanks,
vertical meal bins, construct new agricultural
entrance and all ancillary site works.
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects
19565
(12-06-20)
Monaghan
Magherashaghry,
Drum,
Co. Monaghan
(5.0km W)
Permission (1) to construct free range poultry
unit (2) construct manure storage shed, (3)
install proprietary wastewater treatment unit and
percolation area (4) construct underground
washings storage tanks and concrete aprons,
(5) form new entrance
Development is a low traffic
generator.
No Significant Cumulative
Traffic Impact/effects*
19473
(26-03-20)
Monaghan
Kilmore East
(DED Aghabog),
Rockcorry,
Co. Monaghan
(3.0km NE)
Permission to construct a bovine milking/dairy
facility which shall incorporate; parlour & dairy
with machine room and office, dry calving area,
roofed slatted holding yard, cubicle housing,
silage base along with vertical meal silo
No Significant Cumulative
Traffic Impact/effects*
19525
(24-02-20)
Monaghan
Dyan,
Cootehill,
Co. Monaghan
(1.6km SE)
Permission for development consisting of
extensions to the existing production facilities,
alterations to facades to include new signage,
alterations to the existing internal layout,
alterations of existing site layout to include
reconfiguration of existing car parking spaces,
provision of additional car parking spaces
including associated site services,
reconfiguration and widening of the existing site
entrance, erection of new free standing signage,
upgrade of existing septic tank to treatment
system and polishing filter in accordance with
EPA Guidelines and all associated site works
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
19440
(13-02-20)
Monaghan
Cornawall,
Rockcorry,
Co. Monaghan
(3.8km NE)
Permission for a development consisting of
construction of (1) free range poultry unit and
associated works (2) infill of existing low-lying
portion of lands to allow construction of poultry
unit and surrounding area (3) complete all
ancillary site works
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
19180
(07-02-20)
Monaghan
Tattygare,
Rockcorry,
Co. Monaghan
(0.9km NE)
Permission to construct a broiler type poultry
house, together with all ancillary structures
including vertical meal bin and underground
No Significant Cumulative
Traffic Impact/effects* RECEIVED: 28/08/2026
August 2026 | 6-120
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
washings tank, together with all ancillary site
works, using existing site access.
Permitted Renewable Energy Developments within 10 km of Subject Site
21510
(09-11-21)
Cavan
Errigal Drumman
and Lislea,
Cootehill,
Co Cavan
(5.3km S)
To amend the approved development (Planning
Reference: 16/507) of a temporary (25 years)
solar farm to include photovoltaic panels with
mounting frames on screw pile foundations,
inverters, transformers, substation, DNO
building, communications building,
The proposed solar farm is situated
over 5 km from the AD Plant, with
distinct operational characteristics
and non-overlapping zones of
influence. Given the distance,
differing impact types, and absence
of shared environmental receptors
or road corridors (notwithstanding
the potential use of R188 during
construction of solar farm), no
significant long-term cumulative
effects are predicted.
Cumulative consideration with the
solar farm can therefore be scoped
out as not significant*
21136
(08-11-21)
Monaghan
Killyleg &
Lislongfield,
Co. Monaghan
(5km NW)
Permission to consist of a minor amendment to
the development permitted under Monaghan
County Council Planning Register Reference
19/486 to revise the alignment of the permitted
access track between wind turbines T2 and T3.
No Significant Cumulative
Traffic Impact/effects
19486
(09-09-20)
Monaghan
Corlougharoe
Correvan
Drumlina Tullyard
Drumacreeve
Drumanan
Cornawall
Drumgramph
Closdaw Killyleg
Crossbane
Lislongfield
Drumcrow
Rakean
Lismagonway
Aghadrumkeen
and Newbliss
Co. Monaghan.
(5km NW)
A ten year permission for the development of 8
no. wind turbines, each with a maximum tip
height of up to 180 metres; and all associated
site development, reinstatement, temporary and
ancillary works including turbine foundations,
crane hardstands, approximately 5.5 kilometres
of site access tracks, permanent upgrade works
to the L62012 and L62013 local roads, 11 no.
site entrances, underground electricity and
communications cabling, site drainage works, a
temporary construction compound and a
permanent meteorological mast with a
maximum height of up to 101 metres. The
proposed development will have a 30-year
operational life from the date of commissioning
of the entire development. The proposed
development also includes permanent upgrade
works along the R188, R183 and R189 regional
roads in the townlands of Rakean,
Lismagonway, Aghadrumkeen and Newbliss to
accommodate the delivery of wind turbine
components. Upgrade works will include the
removal of roadside banks and vegetation, re-
profiling of a vertical crest, the removal of 1 no.
tree and the temporary lowering of a bridge
parapet wall, and all associated site
development and reinstatement works.
Development is a low traffic
generator. Operational traffic
included in the baseline traffic
surveys
No Significant Cumulative
Traffic Impact/effects RECEIVED: 28/08/2026
August 2026 | 6-121
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
Permitted Anaerobic Digestion Developments in County Cavan & County Monaghan
03674
(22-10-03)
Monaghan
Corlattallan,
Emyvale,
Co.Monaghan
(27km N)
Erect an effluent treatment plant and anaerobic
digester plant consisting of a main processing
and storage building, a chemical store and
polymer makeup building, 500 cubic metre
effluent day tank, 100 cubic metre under ground
anaerobic digester feed tank and ancillary
biogas handling facility, 100 cubic metre
underground polymer mixing tank, process
cooling tank, 145 cubic metre bunded digester
containment tank and permission to erect 1,147
cubic metre balance tank and 517 cubic meter
anoxic tank and ancillary site works
Operational traffic included in the
baseline traffic surveys
No Significant Cumulative
Traffic Impact/effects
19219
(14-12-20)
Monaghan
Tullycallick &
Rossarrell,
Glaslough, Co.
Monaghan
(25km NE)
Appeal Ref. 307617-20. Permission for
development of an on farm Anaerobic Digestion
(AD) Plant, Combined Heat and Power (CHP)
Plant, weighbridge, slurry storage tank, slurry
reception tank, gas flare, feed hopper, 3 no.
silage clamps, electrical substation building,
office building, perimeter fencing, access and
ancillary site works. Significant Further
information relates to the submission of and Air
& Noise Quality Assessment and a Traffic and
Transport Assessment report, a revised
application form was submitted and the
development description has been changed to
include a new waste water treatment plant.
An Coimisiún Pleanála Report
states that “I would accept that at
times when silage is being imported
to the site and when digestate is
being exported from it, the
development would result in a
moderate increase in traffic over
existing levels. Further, this effect
is likely to occur when background
traffic on local roads is already
elevated. However, given that the
more substantial effects of the
development will be short-term and
take place in an environment where
there is a relatively low level of traffic
on the public roads (e.g. busiest
hour was observed to be with 18
vehicles passing the site), I do not
consider that the traffic effects of the
development are of such
significance to give rise to a serious
risk of traffic hazard or sufficient to
refuse permission for the
development.”
Given the separation between the
proposed development and the
permitted AD Plant and given the
prescribed haul routes for the plant
both during operation and
construction, it is extremely unlikely
that there would be a significant
cumulative impact.
No Significant Cumulative
Traffic Impact/effects*
16264
(09-11-16)
Cavan
Lismagratty,
Cavan,
Co. Cavan
(18km SW)
Appeal Ref. PL02.248164. For demolition of an
existing derelict house. To construct an
Anaerobic Digestion Facility comprising of 1 no.
Reception Building, 2 no. Digester Tanks, 4 no.
Refused
No Significant Cumulative
Traffic Impact/effects RECEIVED: 28/08/2026
August 2026 | 6-122
Reg. Ref.
(Grant Date)
Authority
Location
(Relative) Brief Description Comment
(* See Note 1)
Pre Storage Tanks, 2 no. Storage Tanks, Green
Waste Storage, 1 no. Combined Heat and
Power Unit, 1 no. Flare, Biofilter, Office &
Control room, Weighbridge, Wheel Wash Area,
access road, parking spaces, and all associated
site works and services. This development
requires a Waste Facility Permit under S.I. 821
of 2007 & S.I. 86 of 2008 in which application is
also being made to Cavan County Council. This
development is also subject to a 3 stage
validation process by the Department of
Agriculture, Food and the Marine. Significant
further information has been received.
10120
(03-06-10)
Cavan
Furnaceland,
Swanlinbar
Co.Cavan
(40km W)
Develop a BioPark and its associated buildings;
this BioPark will involve (a) new entrance,
service road, carparking and associated site
works, (b) the construction of an Anaerobic
Digestion Plant (20,000 t/a); the Anaerobic
Digester and associated buildings is made up of
a reception building (30m x 24m - 12.5m to
apex), a building (27m x 12.5m - 10m to apex)
for the processing of compost digestate, two
13.2m radius digestate storage tanks (6.28m
high), two 10m radius digester tanks (6.28m
high), two 7m radius reception tanks (3.24m
high), one control/boiler room (12m x 5m - 4.4m
high), (c) an energy efficient site office (12.8m x
7.8m - 5.7m high) and a weighbridge will also be
constructed, (d) effluent treatment system and
percolation area. The process of Anaerobic
Digestion will require a Waste Licence. An EIS
has been submitted to the Planning Authority
with the application
Refused
No Significant Cumulative
Traffic Impact/effects
6.8.4.1 Consideration of Cumulative Traffic: Note 1
In considering the cumulative traffic effects of the proposed development located on the R189
between Cootehill and Newbliss, it is necessary to assess the extent to which traffic generated by
other permitted developments within a 5km radius may contribute to additional volumes on the
receiving local road network. The above review of permitted developments indicates that a significant
number of the greater potential traffic generating developments are located in and around Cootehill
and its environs. For the most part the developments considered in Table 6-26 are fairly evenly
dispersed with respect to the proposed development site. It is acknowledged that some element of
traffic associated with these developments may use the R188 and R189 corridors, which form part of
the designated haul route to the proposed development. For these reasons set out in Table 6-25, the
potential influence of cumulative developments on the R188 and R189 is considered likely not to be
significant. The principal traffic growth on the R188 and R189 arising from these permitted
developments, along with wider background growth, is considered to be robustly addressed through RECEIVED: 28/08/2026
August 2026 | 6-123
the application of Transport Infrastructure Ireland (TII) national traffic growth rate factors. The TII
Project Appraisal Guidelines set out nationally consistent traffic growth rate factors derived from
macroeconomic modelling, population projections, car ownership trends, employment growth and
other economic indicators. These growth factors are periodically updated to reflect national and
regional forecasts prepared by the Central Statistics Office, the ESRI, and other government bodies.
By their nature, the TII growth factors incorporate the cumulative effect of general development and
economic growth across the network, including housing, employment, retail and industrial schemes.
Accordingly, applying these growth rates to baseline traffic flows on the R188 and R189, as per the
assessments in this EIAR Chapter, captures the expected additional traffic demand from both wider
committed development and broader background trends, without the need to separately model every
individual minor development (single rural houses etc.) within the study area. This ensures that
cumulative effects are inherently accounted for in a consistent and non-duplicative manner. There
are no significant new housing estates, commercial centres, educational or healthcare facilities, or
major industrial or logistics parks local to the study area. In the case of the R188 and R189 in particular,
if traffic generated by some specific cumulative developments is added explicitly to the baseline flows
in addition to applying TII growth factors, there is a potential risk of double counting. This is because
the same development-related traffic growth could already have been captured to some extent in the
TII-derived factors. The result can in some cases lead to an artificial inflation of future-year traffic
forecasts, leading to an overestimation of potential traffic impacts. Having reviewed the planning files
for all of the developments listed in Table 6-26, it is considered reasonable and appropriate to rely on
the application of TII national traffic growth factors to the receiving regional road network to cover
most of the minor developments that are not significant traffic generators. This approach helps
ensures that the cumulative traffic effects of permitted developments in the wider area are
appropriately reflected in the traffic assessment, while avoiding duplication or overestimation of
impacts.
Traffic generated by permitted developments that were operational at the time of the traffic surveys
is inherently included in the baseline data. Permitted developments not yet fully implemented or
implemented at all, and other potential future developments set out in Table 6.26 that have the
potential to give rise to the generation of new traffic on the receiving roads network are included for
in part by the application of TII published growth rates to existing surveyed traffic flows on the
receiving road in the study area.
The additional traffic generation arising on the receiving road network assumed in this Chapter is
derived through the application of the TII growth rates which forecast the following increase in traffic
flows on all the regional roads included in the traffic assessment:
▪ 2024-2030 (Opening Year) +7.1% (Cars) +16% (HGV)
▪ 2024-2035 (Opening Year +5yrs) +9.6% (Cars) +23% (HGV)
▪ 2024-2045 (Opening Year +15yrs) +14.6% (Cars) +39% (HGV)
The cumulative traffic arising from future economic growth and development resulting in traffic
growth on the receiving network is included for in both the ‘do-nothing’ and ‘do-something’ road
network assessment scenarios. It should be noted however that the proposed development is not
likely to generate traffic that is totally new to the road network serving County Monaghan. The RECEIVED: 28/08/2026
August 2026 | 6-124
majority of development related traffic is already on the road network albeit not all on the immediate
network local to the proposed development. The majority of traffic generated to the development
will be comprised of pass-by trips and trips diverted from their current routes which in many cases
can reasonably be expected to reduce the vehicle kilometres travelled on the network.
6.8.5 Summary
The following Table 6.27 summarises the identified likely significant effects during the construction
phase of the proposed development before mitigation measures are applied.
Table 6-27 Summary of Construction Phase Traffic Effects in the absence of mitigation
Likely Significant Effect Quality Significance Extent Probability Duration Type
General Construction Traffic Negative Not Significant Receiving
Network Likely Short-term Direct
The following Table 6.28 summarises the identified likely significant effects during the operational
phase of the proposed development before mitigation measures are applied.
Table 6-28 Summary of Operational Phase Effects in the absence of mitigation
Likely Significant Effect Quality Significance Extent Probability Duration Type
Operational Traffic Negative Not Significant Receiving
Network Likely Long-term Direct
6.9 Mitigation Measures
6.9.1 Incorporated Design Mitigation
The proposed development access is located on the L2280 on the northern road frontage of the
development site. It is proposed to undertake a local road improvement on the L2280 which will
involve widening and realigning the existing road and this is achieved through works in the public road
or on lands within the control of the applicant. It is acknowledged that some locally generated
feedstock may occasionally arrive at the site along the L2280 from the direction of Drum. For the most
part this is traffic that is already travelling on the L2280 near the site and will divert into the facility.
Notwithstanding the occasional vehicle to/from the west of the site, development HGV traffic will use
the adjoining regional road network as the proposed haul routes for both the operational and
construction phases of the project. Internal provision for pedestrians includes for segregated facilities
on the circulation route. High quality and slip resistant materials will be used in the construction of
crossings and gradients at dropped crossings will be sufficiently shallow to allow access for users of all
abilities.
RECEIVED: 28/08/2026
August 2026 | 6-125
6.9.2 Construction Phase Mitigation
The immediate vicinity of the development site is rural and there are no areas of residential
development near to the development site. The proposed development is considered to have little
potential to have a significant effect on the working population in the area or to have a significant
effect on the residential population using the adjoining roads infrastructure including the R189, R188
and L2280.
Construction phase effects will be short-term. The development will be subject to the preparation of
a Traffic Management Plan prior to commencement. It is expected that construction traffic will follow
the same haul route as operational traffic which includes the R189 and R188 Regional Roads. Whilst
in use for the purposes of construction the proposed entrance from L2280 will be an all-movements
priority arrangement which has sufficient capacity to accommodate construction traffic. The effects
of construction traffic upon the capacity of the receiving road network are forecast not to be
significant.
The following mitigation measures are proposed:
▪ A Construction Traffic Management Plan will be prepared, including measures to provide
information to affected parties, including advising land and property owners in advance of any
diversions. Local access shall be maintained at all times. In addition, it is proposed that
temporary signage shall be put in place to minimise disruption and ensure all road users
understand that construction works are in progress.
▪ A detailed ‘Construction Environmental Management Plan’ (CEMP) will detail the allowable
working day, construction traffic, parking arrangements and incorporates environmental
protection measures.
The Construction Traffic Management Plan (CTMP) will be prepared and agreed with the local
authority in advance of works commencing. Construction HGV routes will be defined to avoid local
residential areas and sensitive receptors, with access limited to designated haul routes. Construction
deliveries will be scheduled to avoid local network peak hours where possible. Wheel-wash facilities
will be used where necessary to prevent deposition of mud or debris on public roads. All construction
vehicles will be required to comply with safety standards, including visible identification, reversing
alarms, and, where relevant, banksmen assistance for manoeuvres.
6.9.3 Operational Phase Mitigation
6.9.3.1 General
HGV deliveries to the bioenergy plant will be spread evenly throughout the day, avoiding unnecessary
clustering and reducing potential for congestion. Site access and internal circulation is designed to
accommodate HGVs safely and efficiently. The plant will operate a delivery management system to
monitor and manage HGV scheduling. Staff will be encouraged to adopt sustainable travel modes,
supported by the provision of on-site showers, and lockers. Regular road maintenance and inspection
of the site entrance will be conducted to ensure safety and cleanliness of the immediate road
interface. RECEIVED: 28/08/2026
August 2026 | 6-126
6.9.3.2 Proposed Driver Induction Training
When commencing the operational phase of the proposed development drivers that will be using the
site will be required to attend a HGV driver induction lecture which the Applicant has initiated at other
similar sites and considers a crucial tool for ensuring that all drivers are fully aware of the rules and
expectations regarding safety, adherence to the haul route, speed limits, and courteous behaviour
towards other road users. Set out below are some of the key elements that will be part of the Driver
Induction and the continuous motoring and management regimen that will be implemented by the
operators of the site.
6.9.3.2.1 Driver Induction Information
The induction lecture will set clear expectations for drivers, reinforce the importance of safety,
compliance, and courtesy, and ensure that drivers are aware of the operational and legal
requirements associated with the new development and haul route in particular. By establishing these
guidelines early, it helps create a safe, efficient, and respectful environment for both drivers and other
road users. Some of the key elements of driver induction and haul route driver conduct and
management are set out below:
Overview of the Renewable Bioenergy Plant Operations:
Brief drivers on the purpose of the development, materials being imported, and materials being
exported. Highlight in both cases the procedure for processing both and the procedures for handling
of materials and preparation of vehicles including cleaning, sheeting etc.
Haul Route Overview:
Provide detailed information about the designated haul route, including:
▪ Identify specific roads and lanes to be used
▪ Identify any restricted areas or routes to avoid
▪ Locations of entry and exit points to and from the development.
▪ Identify the specified internal routes
▪ Supply each driver with maps of the haul route and highlight the key landmarks, turnings, and
any signage to follow.
Importance of Dedicated Haul Route:
▪ Explain why the dedicated route has been established, such as protecting local infrastructure,
and ensuring road safety.
▪ Emphasise that deviation from the designated haul route will not be tolerated and could lead
to disciplinary action, as well as legal and safety consequences.
▪ Highlight the risks of damage to public roads not designed for HGVs.
▪ Make clear the relationship with local community.
Speed Limits on the Haul Route:
Clearly state the speed limits along various sections of the haul route, emphasising the need for strict
compliance.
▪ Differentiate between speed limits within the renewable bioenergy plant premises, public
roads, and sensitive areas like near schools or residential zones. RECEIVED: 28/08/2026
August 2026 | 6-127
▪ Stress the importance of obeying speed limits for safety, vehicle control, and preventing wear
and tear on local roads.
▪ Outline the consequences of speeding, including the use of speed monitoring systems (speed
cameras), and the penalties for violations.
Driving Behaviour and Courtesy:
▪ Reinforce the importance of being courteous to other road users, particularly along the haul
route.
▪ Encourage drivers to be mindful of smaller vehicles, cyclists, and pedestrians that may use
parts of the haul route.
▪ Employ best practices for courteous driving by maintaining safe following distances,
particularly in traffic or around vulnerable road users.
▪ Avoid aggressive driving behaviours, like tailgating or overtaking in dangerous conditions.
▪ Always signal intentions early and avoid abrupt manoeuvres.
▪ Give way to emergency vehicles and local traffic where appropriate.
Personal Safety:
Emphasise the importance of safety protocols within the development, including the use of high-
visibility clothing, hard hats, and other required personal protective equipment (PPE).
Vehicle Safety Checks:
Stress the need for daily vehicle inspections (tyres, brakes, lights, mirrors, and fluid levels) before
starting the haul, to ensure vehicle safety and compliance with regulations.
Load Safety:
Ensure drivers understand how to secure their loads properly to prevent accidents, especially during
transport on public roads.
Minimising Environmental Impact:
Remind drivers to be aware of the environmental implications of their work, such as reducing dust,
preventing fuel spills, and minimising noise pollution.
Waste Disposal:
Instruct drivers on proper waste disposal practices at the proposed plant and along the haul route,
ensuring that no manure or waste material is discarded improperly.
Incident Reporting Procedures:
▪ Inform drivers of the procedures to follow in case of accidents or breakdowns, both within the
plant and along the haul route.
▪ Provide contact information for emergency services, roadside assistance, and plant
management.
▪ Encourage the reporting of near misses and unsafe conditions to help identify and mitigate
potential risks. RECEIVED: 28/08/2026
August 2026 | 6-128
Legal Compliance and Licensing:
▪ Reaffirm that drivers must have the appropriate Heavy Goods Vehicle (HGV) licences and
certifications to operate.
▪ Emphasise that all drivers are expected to comply with local and national road traffic laws at
all times.
▪ Remind drivers of the legal requirements for maintaining tachograph records and adhering to
limits on driving hours and rest periods.
6.10 Residual Impact Assessment
This section assesses potential significant environmental impacts which remain after mitigation
measures are implemented.
6.10.1 Construction Phase
The following Table 6.29 summarises the identified likely significant effects during the construction
phase of the proposed development after mitigation measures are applied.
Table 6-29 Summary of Construction Phase Traffic Effects after mitigation
Likely Significant Effect Quality Significance Extent Probability Duration Type
General Construction Traffic Negative Not Significant Receiving
Network Likely Short-term Direct
6.10.2 Operational Phase
6.10.3 Summary of Post-mitigation Effects
The following Table 6.30 summarises the identified likely significant effects during the operational
phase of the proposed development after mitigation measures are applied.
Table 6-30 Summary of Operational Phase Effects after mitigation
Likely Significant Effect Quality Significance Extent Probability Duration Type
Operational Traffic Negative Not Significant Receiving
Network Likely Long-term Direct
6.10.4 Cumulative Residual Effects
Given the location of other permitted developments and the likely potential for traffic generation it is
not considered likely that there will be a perceptible cumulative significant impact. RECEIVED: 28/08/2026
August 2026 | 6-129
6.11 Risk of Major Accidents or Disasters
In accordance with the requirements of the EIA Directive (as amended), this section assesses the
potential for the traffic associated with the proposed Renewable Biogas Plant to give rise to, or be
affected by, major accidents or disasters, including those linked to transportation.
The proposed development is forecast to generate an average of 27 no. HGV trips per day, primarily
associated with the delivery of feedstock and the removal of digestate and CO2. These trips will be
distributed throughout the working day and will be scheduled to avoid peak traffic hours where
practicable. Monaghan County is served by a network of regional roads, and the development site is
located in proximity to the R189 and R188 Monaghan-Cootehill roads upon which HGV activity is
common since the immediate receiving road network accommodates such vehicle types.
The volume of traffic generated by the development is well below the threshold that would give rise
to significant capacity or safety concerns on the receiving road network. The operational traffic impact
assessment indicates that the proposed traffic volumes are not such that they materially alter junction
performance, and they do not introduce new or compounded risks of congestion related incidents.
In relation to major accident risk, the following mitigating factors are relevant:
▪ The HGV traffic does not involve the transport of hazardous materials beyond standard
feedstock inputs typically classified as non-hazardous organic material.
▪ Vehicle movements are routed via regional roads and avoid, insofar as practicable, sensitive
receptors such as schools, hospitals, or residential streets.
▪ The proposed access arrangements are compliant with TII road geometry standards, and best-
practice design for HGV turning and visibility.
▪ The low frequency and evenly spaced nature of HGV movements reduces the risk of
cumulative traffic stress or conflict on the network.
As such, there is no credible pathway by which development traffic could result in, or significantly
contribute to, a major accident or disaster scenario. The associated risks are assessed as negligible and
within the range of normal background industrial activity for the area. No further mitigation measures
are deemed necessary beyond standard operational traffic management procedures.
6.12 Worst Case Scenario
In traffic and transport assessments, it is standard practice to consider multiple scenarios to capture
the range of potential impacts on the surrounding network. Each scenario serves a specific purpose:
Average Flow Assessment: Represents the typical, day-to-day traffic conditions associated with the
development. This standard assessment scenario provides a baseline understanding of how the
network operates under normal operational conditions and ensures that routine transport impacts
are assessed accurately and proportionately against metrics such as Annual Average Daily Traffic
AADT.
85th Percentile Assessment: This standard scenario captures higher than average traffic days, reflecting
variability due to seasonal peaks, operational scheduling, or exceptional daily loads. This assessment
helps to identify potential pinch points and ensures junctions and access roads can accommodate RECEIVED: 28/08/2026
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traffic during busy periods without significant congestion. This higher value type of assessment is
recognised in industry guidelines including TII ‘Traffic and Transport Assessment Guidelines’ (2014)
and is accepted good practice as a prudent planning metric.
Worst Case or Sensitivity Scenario: While not strictly required for EIARs (which focus on likely potential
impacts), a worst-case or sensitivity assessment is typically used in traffic and transport assessments
since it demonstrates robustness and resilience of the traffic network under extreme or atypical
conditions. Worst Case or Sensitivity assessments provide reassurance to planners and stakeholders
that the network can absorb higher than expected demand without significant safety or operational
issues. These assessments can inform contingency planning, emergency access, and risk assessment
for rare peak events.
In accordance with the Transport Infrastructure Ireland (TII) ‘Traffic and Transport Assessment
Guidelines’, and the Chartered Institution of Highways and Transportation ‘Guidelines for Traffic
Impact Assessment’, it is considered good practice for traffic and transport assessments to typically
consider a range of operational scenarios to evaluate potential variations in network demand,
including average, 85th percentile, and occasionally, worst-case or some other sensitivity assessments.
For the purposes of this EIAR chapter, both Average Flow and 85th Percentile Flow scenarios have
been assessed, representing normal and higher value operating conditions respectively.
A separate worst-case (sensitivity) assessment has not been undertaken in this instance, as the
proposed Renewable Biogas Plant anaerobic digestion process will operate under a stable and
continuous regime, with feedstock deliveries and digestate exports evenly distributed throughout the
week as exampled herein based upon reference to weighbridge data recorded at a directly
comparable development. The nature of the anaerobic digestion process does not give rise to short
term peaks in production or irregular batch operations that could cause significant fluctuations in daily
traffic generation. This operational stability is reflected in the minimal variation observed between
the assessed scenarios, with an average daily HGV generation of 27 no. two-way trips and an 85th
percentile generation of 32 no. two-way trips. This small differential (approximately 18.5%)
demonstrates that traffic associated with the proposed development is consistent and predictable,
without the potential for exceptional daily peaks that would materially alter the assessment
outcomes.
Accordingly, the omission of a separate worst-case sensitivity scenario is fully justified and consistent
with good practice, given the limited variability in traffic demand and the absence of any credible risk
of short-term surges that could impact the operational capacity or safety of the surrounding road
network.
6.13 Interactions
Please refer to Chapter 18.
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6.14 Monitoring
The contractor will be required to ensure that all construction activities are undertaken strictly in
accordance with the parameters and mitigation measures set out in the Construction Environmental
Management Plan (CEMP) and the Construction Traffic Management Plan (CTMP). These plans will
govern the timing, routing, and management of construction traffic to ensure that any potential
temporary impacts are effectively controlled.
SIte specific traffic monitoring is proposed for the operational phase of the development. The
predicted traffic generation associated with the facility is low in volume and not significant in the
context of the capacity of the surrounding road network, however, as part of the facility’s ongoing
environmental management and regulatory obligations, EPA compliance records and weighbridge
records will be maintained. These records will provide a continuous record of material inputs and
outputs, thereby offering an indirect means of verifying and tracking traffic activity associated with
the operation of the plant.
6.15 Summary of Mitigation and Monitoring
The following Table 6-31 summarises the Construction Phase mitigation and monitoring measures.
Table 6-31 Summary of Construction Phase Mitigation and Monitoring
Likely Significant Effect Mitigation Monitoring
General Construction Traffic Construction Traffic Management
Plan (CTMP) & ‘Construction
Environmental Management
Plan’(CEMP)
Continuous monitoring during
construction to ensure adherence to
the TMP and CEMP
Ongoing monitoring will be conducted to ensure continued compliance with planning conditions and
effective implementation of mitigation strategies. Traffic volumes entering and leaving the site will
be monitored using entry/exit logs (weighbridge). There will be periodic review of HGV delivery
schedules to ensure compliance with agreed routing and timing restrictions. Any complaints or
incidents related to traffic or transport will be logged and investigated, with corrective actions
implemented as necessary. A Transport Coordinator (during construction) and Operations Manager
(during operations) will oversee traffic-related compliance on site.
The following Table 6.32 summarises the Operational Phase mitigation and monitoring measures.
Table 6-32 Summary of Operational Phase Mitigation and Monitoring
Likely Significant Effect Mitigation Monitoring
Operational Traffic Driver Induction Training Observation of driver behaviour
Operational Traffic Site Records Maintenance of Weighbridge Records
Operational Traffic Site Records EPA Compliance Records
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6.16 Conclusion
Trafficwise Ltd., Traffic and Transportation Planning Consultants have undertaken an assessment of
the potential traffic effects arising as a result of the proposed development. Mitigation measures have
been specified for both the construction stage and the operational stage. Following implementation
of the identified construction traffic management measures, residual construction traffic effects are
assessed as negative, not significant and short-term.
The proposed AD plant is forecast to generate an average of 27 no. HGV loads per day and will give
rise to an average of 30-40 no. trips by car/van associated with staff travel and the day-to-day
administration of the development. The traffic assessment recognises that a proportion of the
feedstock proposed to be accepted at the facility is already transported on the wider road network,
including poultry manure currently transported from County Monaghan to receiving destinations
elsewhere. Accordingly, a proportion of operational HGV movements associated with the Proposed
Development will comprise diverted or redistributed trips rather than wholly new trips on the wider
road network. The proposed development is not therefore likely to generate 27 no. totally ‘new’ or
‘primary’ HGV trips on the road network which by definition are trips that would not occur without
the development. For an anaerobic digestion plant with contracted feedstock, new or primary trips
are usually a very small share compared with other types of trips which include vehicles already
passing the site on the R189 or diverting from existing haulage routes such as the R188.
During the operational stage, impacts are forecast not to be significant whilst the mitigation measures
aim to reduce impacts from vehicle trips generated by the proposed development.
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6.17 References and Sources
▪ Guidelines for Planning Authorities and An Bord Pleanála on carrying out Environmental
Impact Assessment (Department of Housing, Planning & Local Government, 2018)
▪ Environmental Impact Assessment of Projects: Guidance on the preparation of the
Environmental Impact Assessment Report (European Commission, 2017)
▪ Guidelines on the Information to be Contained in Environmental Impact Assessment
Reports (EPA, 2022)
▪ Monaghan County Development Plan 2025–2031
▪ Transport Infrastructure Ireland (TII) Publication TII-PE-PDV-02045 ‘Traffic and Transport
Assessment Guidelines’ (May 2014).
▪ Chartered Institution of Highways and Transportation (CIHT) ‘Guidelines for Traffic Impact
Assessment’ (Sept 1994)
▪ TII Publication PE-PAG-02017 ‘Project Appraisal Guidelines for National Roads Unit 5.3
Travel Demand Projections’ (Oct 2021).
▪ TII Publication PE-PAG-02039 ‘Project Appraisal Guidelines for National Roads Unit 16.1:
Expansion Factors for Short Period Traffic Counts’ (Oct 2016);
▪ TII Publication PE-PAG-02016 ‘Project Appraisal Guidelines for National Roads Unit 5.2 -
Data Collection’ (Dec 2023).
▪ TII Publication DN-GEO-03060 ‘Geometric Design of Junctions’. (May 2023)
▪ TII Publication DN-GEO-03031 ‘Rural Link Design’. (May 2023)
RECEIVED: 28/08/2026
VOLUME II
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
CHAPTER 7
MATERIAL ASSETS: BUILT SERVICES
Stream BioEnergy Ireland Limited
AUGUST 2026 RECEIVED: 28/08/2026
August 2026 | 7-1
Table of Contents
7 Material Assets: Built Services ................................................................................................ 7-3
7.1 Introduction ............................................................................................................................ 7-3
7.2 Expertise & Qualifications ....................................................................................................... 7-3
7.3 Proposed Development .......................................................................................................... 7-4
7.3.1 Renewable Biogas Plant Site ................................................................................................... 7-4
7.3.2 Linear Gas Grid Connection..................................................................................................... 7-5
7.4 Methodology ........................................................................................................................... 7-5
7.4.1 Relevant Legislation & Guidance ............................................................................................ 7-6
7.4.2 Site Surveys/Investigations ..................................................................................................... 7-6
7.4.3 Study Area (Zone of Influence) ............................................................................................... 7-6
7.5 Difficulties Encountered .......................................................................................................... 7-7
7.6 Baseline Environment ............................................................................................................. 7-8
7.6.1 Application Area ...................................................................................................................... 7-8
7.6.2 Site Location ............................................................................................................................ 7-8
7.7 The ‘Do Nothing’ Scenario .................................................................................................... 7-11
7.7.1 Renewable Biogas Plant Site ................................................................................................. 7-11
7.7.2 Linear Gas Grid Connection................................................................................................... 7-11
7.8 Potential Significant Effects .................................................................................................. 7-11
7.8.1 Construction Phase ............................................................................................................... 7-11
7.8.2 Operational Phase ................................................................................................................. 7-13
7.8.3 Cumulative Effects ................................................................................................................ 7-15
7.8.4 Summary ............................................................................................................................... 7-16
7.9 Mitigation Measures ............................................................................................................. 7-17
7.9.1 Incorporated Design Mitigation ............................................................................................ 7-17
7.9.2 Construction Phase Mitigation (Renewable Biogas Site) ...................................................... 7-18
7.9.3 Operational Phase Mitigation ............................................................................................... 7-19
7.10 Residual Impact Assessment ................................................................................................. 7-20
7.10.1 Construction Phase ............................................................................................................... 7-20
7.10.2 Operational Phase ................................................................................................................. 7-20
7.10.3 Cumulative Effects ................................................................................................................ 7-21
7.10.4 Summary of Post-mitigation Effects ..................................................................................... 7-22
7.10.5 Cumulative Residual Effects .................................................................................................. 7-23
7.11 Risk of Major Accidents or Disasters ..................................................................................... 7-23
7.12 Worst Case Scenario ............................................................................................................. 7-23
7.13 Interactions ........................................................................................................................... 7-24
7.14 Monitoring ............................................................................................................................ 7-24 RECEIVED: 28/08/2026
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7.14.1 Construction Phase ............................................................................................................... 7-24
7.14.2 Operational Phase ................................................................................................................. 7-24
7.15 Summary of Mitigation and Monitoring ............................................................................... 7-25
7.16 Conclusion ............................................................................................................................. 7-27
Table of Figures
Figure 7.1 High Level Process Flow Diagram ....................................................................................... 7-5
Figure 7.2 Existing Electrical Infrastructure Within Site Location ........................................................ 7-9
Figure 7.3 Existing Telecoms Infrastructure Within the Site Location ............................................... 7-10
Table of Tables
Table 7-1 Summary of Construction Phase Likely Significant Effects in the absence of mitigation .. 7-16
Table 7-2 Summary of Operational Phase Likely Significant Effects in the absence of mitigation .... 7-16
Table 7-3 Summary of Construction Phase Effects Post Mitigation .................................................. 7-22
Table 7-4 Summary of Operational Phase Effects Post Mitigation .................................................... 7-23
Table 7-5 Summary of Construction Phase Mitigation and Monitoring ............................................ 7-25
Table 7-6 Summary of Operational Phase Mitigation and Monitoring ............................................. 7-25
RECEIVED: 28/08/2026
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7 Material Assets: Built Services
7.1 Introduction
This chapter of the Environmental Impact Assessment Report (EIAR) evaluates the potential impacts
that the Project may have on a range of Material Assets as defined in the EPA Guidelines ‘Guidelines
on the information to be contained in Environmental Impact Assessment Reports (EPA, 2022).
The EPA Guidance (EPA, 2022) discuss material assets as follows:” In Directive 2011/92/EU this factor
included architectural and archaeological heritage. Directive 2014/52/EU includes those heritage
aspects as components of cultural heritage. Material assets can now be taken to mean built services
and infrastructure. Traffic is included because in effect traffic consumes transport infrastructure.
Sealing of agricultural land and effects on mining or quarrying potential come under the factors of
land and soils.”
This Chapter is limited to built services infrastructure, such as electricity, telecoms, gas, water supply
and foul water provision where applicable. The EPA Guidelines (EPA, 2022) specifically lists and
provides sample headings and topics for material assets that include: Roads and Traffic, (Construction
Phase, Operational Phase, Unplanned Events [i.e. Accidents]), Built Services (Electricity,
Telecommunications, Gas, Water Supply Infrastructure, and Sewerage), Waste Management
(Construction Waste, and Operational Waste). Roads and Traffic and Waste Management are dealt
with in separate chapters of this EIAR.
The purpose of this chapter is to identify and evaluate any potential significant impacts that the Project
may have on these built services, such as damage to infrastructure or disruptions to essential services.
By conducting this assessment, appropriate mitigation measures can be developed and implemented
to minimise any negative impacts and ensure that the development project is carried out in an
environmentally responsible manner.
7.2 Expertise & Qualifications
This chapter has been prepared by Marcelle Jordaan and reviewed by Sarah Robertson.
Marcelle Jordaan is an Environmental Consultant at AWN Consulting. She has experience preparing
Population and Human Health Reports, EIA Reports, and EIA Screening Reports, as well as providing
EPA IE licence support, compliance reporting, site visits, environmental audits, and ongoing
environmental support to licensed sites across a range of developments. She works with clients across
different sectors, including pharmaceutical plants, ICT facilities, and residential projects. She holds a
BSc in Environmental and Biological Sciences, specialising in Environmental Microbiology, from North-
West University, South Africa.
Sarah Robertson is a Principal Environmental Consultant in AWN Consulting with responsibility for IED
licence applications, GMM and DAFM ABP certificates. She also provides EIAR management and
specialist input to EIAR chapters. Sarah has over fifteen years’ experience working in the
environmental field in impact assessment, EIAR management, environmental masterplans, urban
planning, waste management, specialist ecological surveys, AA screening and Natura Impact RECEIVED: 28/08/2026
August 2026 | 7-4
Statements. Sarah holds a BA. Hons (mod Science), MSc. and a Diploma in Environmental Engineering,
and has worked in Ireland, the UK, and the USA.
7.3 Proposed Development
The “proposed development” for which the Applicant seeks planning permission comprises the
Renewable Biogas Plant. A detailed description of the Proposed Development is provided in Chapter
2 of this EIAR.
The overall “project” subject to Environmental Impact Assessment (EIA) also includes the Linear Gas
Grid Connection, which forms part of the wider development but lies outside the planning application
boundary.
7.3.1 Renewable Biogas Plant Site
The Proposed Development consists of the construction and operation of a Renewable Biogas Plant
and associated infrastructure. The principal elements of the plant comprise a main process building
where the feedstock for the anaerobic digestion (AD) process is received. An odour control system
with a dispersion stack will treat the air from the building. The feedstock passes to the AD tanks
located within a bunded tank farm. There is a combined heat and power (CHP) building within which
a gas fired CHP engine will generate electricity for the plant's energy needs. A Biogas Upgrade and
Treatment Plant will be installed to produce biomethane (a renewable natural gas) that will be
exported via a Gas Grid Entry Unit to the national gas grid. A CO2 Liquefaction plant will be installed
to capture the carbon dioxide in the biogas, turning it into liquid CO₂. A Dryer Building is proposed,
where the digestate will be dried, and a Pellet Hall will be constructed, where the digestate pellets will
be stored prior to removal from the site for use as a natural fertiliser product. Ancillary elements
include a gas dome, tanks to store incoming liquid feedstock, freshwater, firewater, and fuel, a backup
gas flare, a backup generator, a plant building, and a control building. A new site entrance,
weighbridges, wheel washes, parking facilities, and all ancillary development works and services also
form part of the development.
A high-level process flow follows. RECEIVED: 28/08/2026
August 2026 | 7-5
Figure 7.1 High Level Process Flow Diagram
7.3.2 Linear Gas Grid Connection
A gas transmission pipeline will provide a physical connection between the Renewable Biogas Plant
and the existing national gas network in Dromore West. Co. Monaghan. While the development of the
gas grid is not part of the planning application, as Gas Networks Ireland will deliver it, it is included in
the EIAR for assessment purposes, as it forms part of the overall project for the EIA Directive. The
works comprise the laying of an underground pipeline over approximately 3.5 km within the public
road corridor.
7.4 Methodology
In this EIA report, the impacts on some of the built services described in the above guidance have
already been considered in the following chapters and therefore these aspects will not be addressed
in specific detail within this chapter:
• Chapter 4 – Population and Human Health;
• Chapter 5 – Landscape and Visual Impact;
• Chapter 6 –Traffic and Transport;
• Chapter 8 – Material Assets – Waste Management;
• Chapter 9 – Land, Soils and Geology;
• Chapter 10 – Water & Hydrology; RECEIVED: 28/08/2026
August 2026 | 7-6
• Chapter 13 – Air Quality;
• Chapter 14 – Climate;
• Chapter 15 – Archaeology & Built Heritage.
As stated above, this chapter assesses built services which have not already been addressed elsewhere
in this EIA report. The potential impacts, if any, are assessed in terms of the following:
• Surface Water Drainage
• Wastewater Drainage
• Water Supply
• Electrical Supply
• Gas Supply
• Telecommunications
Detailed water supply and drainage design information is provided in the Engineering Services Report
prepared by McAdam Design Limited (2025). The report also includes the outcomes of consultations
with utility suppliers and an assessment of the impact on availability and capacity within the utility
networks.
7.4.1 Relevant Legislation & Guidance
The following legislation was referred to in preparing this impact assessment:
• Guidelines on the Information to be contained in Environmental Impact Assessment Reports.
(EPA, 2022)
• European Communities Environmental Objectives (Surface Waters); Regulations, 2009 (S.I.
No. 272 of 2009 as amended SI No. 77 of 2019)
• S.I No.652/2016- Waste Water Discharge (authorisation) (Environmental Impact Assessment)
Regulation 2016
• Water Services Guidelines for Planning Authorities Draft (Department of Housing, Planning
and Local Government, 2018)
• S.I. No. 264/2013 - Electricity Regulation Act 1999 (Restricted Electrical Works) Regulations
2013
• Code of Practice for Avoiding Danger from Underground Services - Health & Safety Authority
• Safety, Health and Welfare at Work Act 2005 and the Safety, Health and Welfare at Work
(Construction) Regulations 2013
7.4.2 Site Surveys/Investigations
The assessment of material assets and built services relies on the information presented in the
Engineering Services Report (ESR) prepared by McAdam Design Limited, including all utility
consultations.
7.4.3 Study Area (Zone of Influence)
The Zone of Influence for a Project in terms of Material Infrastructure Assets can be linear or disparate
in nature, constrained by the infrastructure already in place which will be either served by or impacted RECEIVED: 28/08/2026
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by the Project. As such the zone of influence for each aspect can vary hugely, for example in some
instances surface water drainage can be curtailed to the receiving stream adjacent to a Proposed
Development site while potable water provision could be many kilometres away at the applicable
water treatment facility.
In this instance the ZOI for the Material Infrastructure Assets of relevance to this Proposed
Development are:
• Surface Water Drainage – the culvert that passes under the R189.
• Wastewater Discharge – Within the Proposed Development boundary (solids from package
treatment plant will be removed annually and likely sent to McBreen facility, Cootehill Road,
Cavan or similar licensed facility).
• Water Supply – Uisce Éireann / Local Group Water Scheme and all applicable infrastructure
connecting the Proposed Development with this facility.
• Power & Electrical Supply – Errigal substation and all applicable infrastructure connecting the
Proposed Development with these this facility, and the existing lines across and around the
existing site.
• Gas Supply – the closest gas termination point which is c. 3.5km south of the site in Dromore
West.
• Telecommunications – immediately adjacent to the site.
7.5 Difficulties Encountered
Compiling the material assets (built services) chapter of an EIAR can be a complex process, especially
when it involves ongoing consultations with various service providers like ESB Networks,
telecommunications companies, and other relevant entities within the locality.
The finalisation of agreements related to built services may only be concluded at the connection
agreement stage after planning permission has been granted. This introduces an additional layer of
complexity, as the terms and conditions of these agreements may not be fully known until later stages
of the project, potentially impacting the accuracy and completeness of the assessment. RECEIVED: 28/08/2026
August 2026 | 7-8
7.6 Baseline Environment
7.6.1 Application Area
7.6.1.1 Renewable Biogas Plant Site
The application area for the Renewable Biogas Plant Site is that which is detailed in Chapter 2 of this
EIAR as shown on the Site Location Plan included in the planning drawing suite that accompanies the
application and covers 6.2 hectares.
7.6.1.2 Linear Gas Grid Connection
The 3.5km Linear Gas Grid is not part of the proposed development area. It is confined to the public
road, and the alignment is detailed in Chapter 1 of this EIAR.
7.6.2 Site Location
7.6.2.1 Surface Water Infrastructure
A series of drainage ditches run along the eastern, northern and western boundaries of the Proposed
Development site, separating the site from the adjacent local road network. These ditches convey field
drainage and surface run-off from the local roads towards the low point in the north-eastern corner
of the site. At this location, a culvert carries water beneath the R189 into a drainage ditch to the north-
east, which is hydrologically connected to the Coolkill Lough Stream and forms part of the upper
catchment of this watercourse.
7.6.2.2 Wastewater Drainage
No known existing foul wastewater drainage infrastructure is located within or in close proximity to
the Renewable Biogas site. The presence or absence of a drainage network proximate to the gas grid
line is not relevant as wastewater will not be generated from this project area.
7.6.2.3 Water Supply
Records obtained by McAdam for the Engineering Services Report (2025) confirm that existing
watermains are present along the roads surrounding the Proposed Renewable Biogas Site to the
north, east, and west. These watermains are part of the Drumgole Group Water Scheme and are not
owned or maintained by Uisce Éireann, which has no water network assets in the local area.
All watermain infrastructure within the study area is operated and managed by the Drumgole Group
Water Scheme. Topographical survey drawing 5443-2-2D and site visits confirm the presence of
multiple service features along the local road network, including:
• Scour valves
• Sluice valves
• Bulk water meter
• Fire hydrants
• Manholes providing service/utility access points RECEIVED: 28/08/2026
August 2026 | 7-9
Uisce Éireann reviewed the pre-connection enquiry for the Proposed Development and advised on
11th July 2025 that a water connection is feasible from Kilkitt Water Treatment Plant (WTP). However,
upgrades to the WTP are required to meet the design capacity for the development. These upgrades
are currently in the early concept stage as part of a Capital Investment Plan (CIP), with completion
expected in 2030 (subject to change and budgetary approvals). This timeline aligns with the opening
year of the Proposed Development.
7.6.2.4 Electrical Supply
The Engineering Services Report (McAdam, 2025) indicates existing ESB infrastructure comprising
10kV/20kV overhead lines traversing the site, along with five existing poles. As can be seen in the
Figure below, the biogas site and is crossed by a medium-voltage overhead electricity line with four
associated poles located within the site boundary. This line runs west–east through the centre of the
site, with a short branch line extending southwards and partially crossing the site.
Figure 7.2 Existing Electrical Infrastructure Within Site Location
To the immediate west of the site, this west–east line connects to another medium-voltage overhead
line aligned north–south and broadly parallel to the L22802 (McKeever’s Road). This network provides
connection to the nearest substation, Errigal Substation. Correspondence from Fingleton White
indicates that there is sufficient capacity with the existing electrical infrastructure to facilitate the
Project (Appendix 7.1). RECEIVED: 28/08/2026
August 2026 | 7-10
7.6.2.5 Gas Supply
No known existing natural gas infrastructure is located within or in close proximity to the site. The
closest is located at the Abbott’s Nutrition facility in Cootehill approximately 3.5 km to the south.
Based on information provided by Gas Networks Ireland (GNI), the gas network terminates at a skid
compound within the grounds of the Abbott’s facility, immediately adjacent to the R188.
GNI has confirmed the feasibility of extending the gas network to the proposed Renewable Biogas Site
and accordingly it is considered in this chapter.
7.6.2.6 Telecommunications
As stated in the Engineering Services Report (McAdam, 2025), records received from Open Eir indicate
existing above-ground telecommunication cables and associated poles along the northern and eastern
boundaries of the Proposed Renewable Biogas site, running parallel to the public roads (R189, L2280,
L2320).
Figure 7.3 Existing Telecoms Infrastructure Within the Site Location
The Renewable Biogas site is bounded on its northern and eastern sides by an overhead telegraph
line, with multiple poles positioned along the boundary. On the northern side, the line is situated
within the hedgerow separating the site from the L2280 Drumcall Road, where four poles are located.
In the north-eastern corner—near the R189/L2280 junction—the overhead line briefly crosses into
the site before continuing southwards along the hedgerow that parallels the R189. Five poles are
positioned along this eastern boundary. RECEIVED: 28/08/2026
August 2026 | 7-11
7.7 The ‘Do Nothing’ Scenario
7.7.1 Renewable Biogas Plant Site
Under the “Do Nothing” scenario, no anaerobic digestion (AD) facility is constructed on the Renewable
Biogas Plant Site, and the existing land use, agriculture remains. However, County Monaghan
continues to face a significant poultry manure management challenge, with high concentrations of
production that cannot be effectively addressed through small or dispersed measures alone. At
present, the Proposed Development represents the only proven large-scale treatment solution
implemented in Ireland.
The gas grid in County Monaghan is also extremely limited, restricting alternative options for
renewable gas production. While this specific site may remain undeveloped under the “Do Nothing”
scenario, it is likely that a facility of comparable scale would need to be developed elsewhere in the
locality to address ongoing poultry waste management requirements, support the viability of the
sector, protect water quality, and reduce wider environmental pressures.
7.7.2 Linear Gas Grid Connection
No gas grid installation over the 3.5 km road would occur under the “Do Nothing” scenario.
Consequently, there would be no disruption to the road corridor, and no temporary disturbance
associated with construction activities such as noise, dust and visual disruption. However, the area
would miss the long-term benefits of improved energy infrastructure, with no enhanced gas supply
for the area, especially for existing residence and commercial units.
7.8 Potential Significant Effects
7.8.1 Construction Phase
7.8.1.1 Renewable Biogas Plant Site
7.8.1.1.1 Surface Water Drainage
During the construction phase, there is potential for rainfall runoff and dewatering water to contain
elevated levels of silt or other pollutants arising from construction activities. Suspended solids in
runoff may increase sediment loads, leading to higher turbidity, which could affect local infiltration
capacity, downstream infrastructure (to the R189 culvert), or adjacent watercourses.
The potential impact of this is an increase in surface water runoff and sediment loading, which
potentially could overwhelm existing drainage systems and result in localised flooding. Runoff
containing significant amounts of silt may also cause damage to surface water networks.
The mitigation section of this Chapter provides detailed information about mitigation measures which
will address these potential impacts. However, in the absence of mitigation measures, the potential
impact on surface water networks during construction is assessed as negative, slight, and short-term. RECEIVED: 28/08/2026
August 2026 | 7-12
7.8.1.1.2 Wastewater Drainage
Welfare facilities will be provided for construction workers on site during the construction works. All
foul water generated from these facilities will be tankered off-site for disposal at the McBreen
Environmental facility, Lismagratty, Cootehill Road, Co. Cavan, located approximately 20 km
southwest of the site. This is a licensed waste facility (WFP-CN-21-0003-01).
The potential impact on foul drainage during the construction phase in the absence of mitigation is
assessed as negative, not significant, and short-term.
7.8.1.1.3 Water Supply
There will be a modest daily demand for potable and non-potable water uses during construction (c.2-
3m3/day). The preferred hierarchy for supply is: (i) harvested rainwater / stored on-site where
practicable; (ii) bowsered supply from an authorised supplier where required.
On this basis, water demand during the construction phase will not be significant enough to affect the
local water network. The potential impact on potable water supplies and infrastructure during the
construction phase is negative, imperceptible, and short term.
7.8.1.1.4 Power and Electrical Supply
Power will be supplied from the adjacent landowner’s farmyard during construction until a
permanent connection to the local 10 kV network is established. Any excavations in the vicinity of
existing electrical services will be carried out in consultation with ESB Networks to ensure no adverse
impact on existing users. Connection works are not expected to result in any disruption to the
national grid.
In the absence of mitigation, the potential impact associated with power and electrical supply during
the construction phase is considered negative, not significant, and short-term.
7.8.1.1.5 Gas Supply
There is no requirement for natural gas connection at the Renewable Biogas, therefore during the
construction phase there is no potential impact.
There may be a brief pause in gas supply associated with linking the GNI-installed gas pipeline to the
existing GNI skid compound in Cootehill.
7.8.1.1.6 Telecommunications
Telecommunication lines located along the northern and eastern boundaries of the Renewable Biogas
site will need to be re-routed underground adjacent to the proposed site entrance. These works will
be undertaken by a statutory telecommunications operator.
In the absence of mitigation measures, the potential impact on telecommunications infrastructure
during the construction phase is considered neutral, not significant, and short-term.
7.8.1.2 Linear Gas Grid Connection
Construction of the Linear Gas Grid Connection will involve trenching within the existing public road
corridor and therefore has the potential to encounter or temporarily interfere with existing utility
infrastructure. Potential effects could arise from accidental damage to, or temporary disruption of, RECEIVED: 28/08/2026
August 2026 | 7-13
existing services during excavation and pipe installation. Prior to commencement, the location of
existing services will be established, and the works will be coordinated with the relevant utility
providers in accordance with GNI requirements. In the absence of mitigation, the potential effect on
existing built services is assessed as negative, slight and short-term.
7.8.2 Operational Phase
7.8.2.1 Renewable Biogas Plant Site
7.8.2.1.1 Surface Water Drainage
The drainage strategy for the Proposed Development comprises several surface water drainage
networks that collect runoff from building and plant roofs, as well as external hardstanding areas. The
strategy provides appropriate levels of attenuation, with the objective of reusing the maximum
amount of surface water generated from the operational areas of the site within the plant process. A
full description of the drainage design is included in the Engineering Services Report (McAdam, 2025).
Stormwater runoff will discharge into an existing culvert, which directs flows to a ditch located on the
opposite side of the R189 at the north-east site boundary. Consent for this discharge will be included
in an EPA Industrial Emissions (IE) licence required to be obtained prior to commencement of
operations on the site. This ditch conveys water to the nearest watercourse, the Coolkill Lough Stream,
located approximately 350 m east of the site.
Attenuation will be provided on-site for flows up to and including the 100-year event, with a 30%
allowance for climate change. Discharge to the downstream network will be managed at a restricted
flow rate. A water treatment system comprising SDS Aquaswirl Vortex Pollutant Separation System
Chambers and SDS AquaFilter Surface Water Filtration Units will be installed on the inlet pipework to
the attenuation tanks. These systems will reduce total suspended solids, heavy metals, and
hydrocarbons in surface water runoff. Any harvested surface water used within the plant process or
discharged from the site will have undergone treatment through these units.
The potential impacts on surface water quality during the Operational Phase are assessed as neutral,
imperceptible, and long-term.
7.8.2.1.2 Wastewater Drainage
The Proposed Development is estimated to generate approximately 2 m³/day of foul effluent. The
effluent will be conveyed via a network of pipes and manholes to an on-site package foul water
treatment plant. Treated effluent will be discharged to a Foul Water Pumping Station and then used
on-site as part of the anaerobic digestion (AD) process. This approach is standard practice for AD
facilities, supports the circular economy model, and reduces demand on potable water by using
treated effluent to aid feedstock dilution and create a pumpable slurry.
Solids will be removed from the treatment plant off-site on an occasional basis, estimated at
approximately once per year, to an appropriate licensed facility, likely the McBreen waste facility at
Lismagratty, Cootehill Road, Cavan, located about 20 km southwest of the site. RECEIVED: 28/08/2026
August 2026 | 7-14
The Foul Water Pumping Station will be designed to provide 24 hours of storage for site-generated
foul flows as a contingency in the event of a pump or power failure and to provide operational
flexibility for the transfer of treated effluent to the AD process.
As no trade effluent or domestic-type wastewater will be discharged from the site, the potential
impact on foul water management during the Operational Phase is assessed as neutral,
imperceptible, and long-term.
7.8.2.1.3 Water Supply
The estimated potable and sanitary water demand for on-site staff during operation is approximately
2 m³/day, while the anticipated process water demand is around 45 m³/day. The demand profile is
expected to be consistent throughout the year, with no significant seasonal fluctuations.
Water sustainability is central to the plant design, with processes optimised to minimise water
demand. The Proposed Development will prioritise the use of harvested rainwater, reducing reliance
on external supplies. Rainwater will enter the site drainage network via traditional channel drains
before flowing into underground pipework and attenuation tanks with a combined storage capacity
of 1,338m³. Based on long-term average rainfall data from the nearest Met Éireann station in
Ballyhaise, Co. Cavan, it is estimated that up to 91 m³/day of rainwater could be harvested on site.
This calculation assumes a hardstanding area of 3.6 hectares and a runoff coefficient of 90%. The
significant storage capacity is anticipated to supply a substantial portion of the site’s water demand.
A groundwater supply well will also be installed on site. A Groundwater Abstraction Feasibility
Assessment completed by AWN (Vol III, Appendix 10.4) found that the sandstone aquifer beneath the
site has the potential to provide a groundwater yield of up to 45m3/day, which is sufficient to supply
potable water and supplement process water during periods of low rainfall.
In addition, a connection to the mains water supply located adjacent to the site will be sought as a
backup source. Water from this supply would be drawn during off-peak hours and stored in a
dedicated underground storage tank (80 m³) on site. Water use will be actively managed through
operational controls, including SCADA-operated pumps that automatically select the preferred water
source, and record-keeping of quantities drawn from each source. The plant will be automated to
maximise use of harvested rainwater where possible.
The potential impact of water supply during the Operational Phase is therefore considered neutral,
imperceptible, and long-term, given the sustainable water management measures and multiple
supply sources.
7.8.2.1.4 Electrical Supply
The design philosophy for the Proposed Development is to generate the plant’s own power demand
on-site using gas fired CHP engines, with no intention to export power to grid.
Two CHP engines (each rated up to 2 MW) will be installed to provide sufficient duty standby to the
plant during routine engine maintenance or unscheduled downtime. A backup generator will also be
installed to provide further security of electrical supply to the site.
An electrical grid connection will also be established to the local 10 kV network on the site boundary
as a further backup facility (refer to Appendix 7.1). As on-site generation will meet the facility’s power RECEIVED: 28/08/2026
August 2026 | 7-15
demand, the Proposed Development will not increase pressure on existing electrical infrastructure or
built services.
Based on these considerations, the effect on electrical supply during the Operational Phase of the
Proposed Development is assessed as neutral, not significant, and long-term.
7.8.2.1.5 Gas Supply
A gas grid entry unit at the plant will connect to the gas network via a new 3.5 km underground pipe
along existing roads. The Linear Gas Grid Connection does not form part of the planning application
for the Renewable Biogas Plant and will be delivered separately by Gas Networks Ireland under the
applicable statutory consenting process. However, it forms part of the overall Proposed Project for
the purposes of EIA and is therefore assessed in this EIAR.
From the Proposed Development, this will be located within the verge or roadbed of the R189 through
to its junction with the R188. From here, it will be located within the verge or roadbed through to the
connection point with the existing gas network adjacent to the Abbott facility to the north of Cootehill.
7.8.2.1.6 Telecommunications
As detailed in Section 2.2.2.2 of the Engineering Services Report (McAdam, 2025), existing above -
ground telecommunication cables and associated poles are located along the northern and eastern
boundaries of the Proposed Development site, running parallel to the public roads
(R189/L2280/L2320).
The proposed site entrance onto the L2280 is situated along the northern boundary. As an operational
requirement, no overhead lines may traverse the site entrance. Accordingly, all existing above-ground
telecommunication cables in this area will be undergrounded, with a new connection established to
service the plant.
All other above-ground telecommunication cables and poles will be retained in their current condition;
however, minor relocation works may be required where conflicts arise with forward sightlines or
visibility splays.
The potential impact on telecommunications infrastructure during the Operational Phase is assessed
as neutral, imperceptible, and long-term.
7.8.2.1.7 Linear Gas Grid Connection
Details of the proposed gas connection associated with the Linear Gas Grid Connection are described
in Section 7.8.2.1.5. All aspects of the connection will follow the design and construction requirements
set by Gas Networks Ireland, and any works are subject to the relevant approvals and consents.
7.8.3 Cumulative Effects
Multiple developments in the area (as outlined in an Appendix to the Introduction Chapter of this
EIAR) could potentially be developed concurrently or overlap during the construction and operational
Phases. There are no significant Proposed Developments which could have a significant cumulative
impact on the Material Assets.
The cumulative effect is likely to be neutral, not significant and long term. RECEIVED: 28/08/2026
August 2026 | 7-16
7.8.4 Summary
The following Table summarises the identified likely significant effects during the construction phase
of the Proposed Development before mitigation measures are applied.
Table 7-1 Summary of Construction Phase Likely Significant Effects in the absence of mitigation
Aspect Likely Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Potential for silt-
laden runoff,
temporary
disruption to
surface water
drainage, minor
interference with
water supply,
electrical supply,
and foul drainage
Negative Slight / Not
significant
Local Probable Short-
term
Direct
Gas Grid Temporary traffic
disruption,
potential minor
noise and dust
during trenching
for linear gas
connection.
Negative Slight / Not
significant
Local Probable Short-
term
Direct
The following Table summarises the identified likely significant effects during the Operational Phase
of the Proposed Development before mitigation measures are applied.
Table 7-2 Summary of Operational Phase Likely Significant Effects in the absence of mitigation
Aspect Likely Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Increase in water
use, potential
minor impacts on
foul and surface
water if no
treatment or
attenuation;
reliance on
external water and
electricity.
Negative
/ Neutral
Slight / Not
significant
Local Probable Long-
term
Direct RECEIVED: 28/08/2026
August 2026 | 7-17
Aspect Likely Significant
Effect
Quality Significance Extent Probability Duration Type
Gas Grid Reliance on third-
party grid
connection;
potential for
temporary
disruption during
operation if
maintenance
required.
Negative
/ Neutral
Slight / Not
significant
Local Probable Long-
term
Direct
7.9 Mitigation Measures
7.9.1 Incorporated Design Mitigation
A number of design measures are embedded into the Proposed Development to ensure that all built
services can be safely, reliably and efficiently accommodated:
Surface Water Management
The site layout includes an engineered drainage system designed to manage runoff through controlled
collection, and attenuation.
Drainage infrastructure has been sized in accordance with relevant standards to prevent exceedance
flows, reduce sediment transport and protect downstream culverts and receiving systems.
Foul Water and Welfare Infrastructure
Welfare facilities will be provided on-site during construction, with foul effluent managed through
sealed systems to prevent uncontrolled discharges.
Permanent foul water infrastructure has been designed to segregate foul (solid and liquid) streams,
ensuring appropriate containment, conveyance and off-site management.
Water Supply
Process water requirements during operation will be sourced from reuse of liquid fractions,
attenuated storm water and an onsite well. The Proposed Development includes provision for
connection to existing potable water infrastructure, as a back-up supply only.
Power Supply
The existing overhead lines will be re-routed around the site’s perimeter to facilitate the development.
The plant will supply its own electrical load using on-site combined heat and power engines. In the
event of a back-up supply being needed, it is confirmed that the existing overhead infrastructure has
sufficient capacity. RECEIVED: 28/08/2026
August 2026 | 7-18
All utility works will be undertaken in accordance with the relevant requirements of the respective
service providers. These works will be carried out safely and in a manner that minimises any
interruption of services to residents, businesses, and adjacent developments.
Telecommunications
Telecommunications connections will utilise existing networks adjacent to the site.
Gas Infrastructure
The gas grid connection design follows GNI standards and uses established corridors to minimise
disruption and avoid interaction with third-party assets.
Isolation, pressure control and monitoring infrastructure are incorporated into the connection in line
with GNI safety requirements.
Protection of Existing Services
The layout avoids unnecessary interface with existing underground services.
These embedded measures ensure that the built services required for the development can be
delivered without giving rise to likely significant effects and that all connections follow established
regulatory and utility-provider standards.
7.9.2 Construction Phase Mitigation (Renewable Biogas Site)
The works contractor will be required to implement best practice measures to ensure that any planned
service interruptions are coordinated and agreed in advance with the relevant utility suppliers.
Strict quality control measures will be applied during the laying of pipes and built services to minimise
or eliminate infiltration and exfiltration. Prior to commencing construction, the contractor shall satisfy
themselves of the location of all/any underground services. Based on the results, exclusion zones will
be established around identified built services to indicate areas where construction activities are
restricted or subject to specific safety protocols.
An Outline Construction Environmental Management Plan (CEMP) and Soil and Surface Water
Management Plan (SSWMP) have been prepared and are included with the planning application
documentation. The CEMP outlines the construction techniques and methodologies to be
implemented during the works. The SSWMP outlines the specific measures that will be adopted to
protect soil and surface water quality during construction. The mitigation measures set out in this
EIAR, and the CEMP / SSWMP will be implemented and adhered to by the construction contractor.
Oversight and updates will be provided as required by the Project Manager, Environmental Manager,
Resource Manager, and Ecological Clerk of Works, where relevant, to reflect changing site conditions.
All personnel on site will receive training in the implementation of these procedures.
The construction contractor will provide a detailed CEMP and SSWMP, incorporating any planning
conditions relevant to the Proposed Development. This document will set out the detailed approach
for managing the site safely and efficiently and will expand upon the overarching vision for
construction management outlined in the Outline CEMP / SSWMP. RECEIVED: 28/08/2026
August 2026 | 7-19
7.9.2.1 Surface Water Drainage
The Contractor will be required to operate in compliance with a CEMP and SSWMP, which includes
measures for the protection of water receptors, including on-site drainage ditches. A soil and surface
water management plan is incorporated within the CEMP submitted with this application to guide
these measures.
7.9.2.2 Linear Gas Grid Connection
The Linear Gas Grid Connection will be delivered by GNI in accordance with its applicable statutory
procedures, technical standards, construction management requirements and relevant road-opening
requirements. Appropriate measures for the identification and protection of existing utility
infrastructure will be implemented during construction.
As a matter of good practice, it is recommended that the mitigation measures outlined in Section 7.9.2
above or similar will be adopted by GNI during construction of the Linear Gas Grid Connection.
7.9.3 Operational Phase Mitigation
7.9.3.1 Renewable Biogas Plant Site
The Proposed Development’s stormwater drainage network has been designed to minimise potential
impacts on surface water and groundwater quality. The design has considered the operational phase
impacts on local water bodies, including the Coolkill Lough, Rockcorry Streams, Drumgole Lough, and
the Dromore River, as well as the underlying Cavan groundwater body (GWB).
A sustainable drainage system (SuDS) has been incorporated to manage surface water runoff from
roofs, roads, and hardstanding areas, reducing the risk of contaminants such as hydrocarbons entering
the drainage network. The surface water drainage strategy includes attenuation tanks, harvesting
storage, hydrocarbon interceptors, silt traps, and hydrobrakes to control discharge rates and manage
flows efficiently. Flow control devices downstream of pond outlets ensure storage and regulated
release of stormwater at greenfield rates, with a maximum design discharge of 83.5 l/s for the 1-in-
100-year event plus a 30% allowance for climate change.
A water treatment system installed on the inlet pipework to the attenuation tanks reduces total
suspended solids and other potential compounds in the runoff. Any harvested surface water used in
the plant process or discharged from the site will have undergone treatment through these units,
mitigating the risk of contamination affecting local watercourses.
The drainage design maintains an indirect hydrological connection to surrounding surface water
bodies while ensuring that runoff rates are restricted to greenfield conditions. The proposed
development does not involve surface water abstraction, eliminating impacts on surface water
quantity. Groundwater abstraction is proposed to meet operational water demand, but impacts on
the local groundwater regime are expected to be insignificant due to the small site area relative to the
total aquifer. RECEIVED: 28/08/2026
August 2026 | 7-20
Any necessary maintenance or upgrades of on-site built services infrastructure during the operational
phase will be carried out in accordance with the specifications of the relevant service providers and
facilitated by the site’s facilities management team.
Refer to the Engineering Services Report (McAdam Design Ltd, 2025) for further detail on stormwater
management and design.
7.9.3.2 Linear Gas Grid Connection
Aside from the standard maintenance obligations, no mitigation measures are required for the
Operational Phase of the Proposed Development with respect to the Linear Gas Grid Connection.
7.10 Residual Impact Assessment
This section assesses potential significant environmental impacts which remain after mitigation
measures are implemented.
7.10.1 Construction Phase
7.10.1.1 Renewable Biogas Plant Site
The works contractor will be required to implement best practice measures and operate in accordance
with the CEMP. The implementation of mitigation measures outlined in this chapter, will ensure that
the residual impacts on built services at the Renewable Biogas Plant Site during the construction phase
are neutral, not significant, and short-term.
7.10.1.2 Linear Gas Grid Connection
The works contractor will be required to implement best practice measures. The implementation of
the recommendations for GNI outlined in this chapter, will ensure that the residual impacts on built
services associated with the Linear Gas Grid Connection during the construction phase are neutral,
not significant, and short-term.
7.10.2 Operational Phase
7.10.2.1 Renewable Biogas Plant Site
The Renewable Biogas Plant Site will include a back-up connection to the local mains water supply as
well as an outfall for excess stormwater to local surface water drains. The implementation of
mitigation measures outlined in this chapter, along with those detailed in Section 7.9, will ensure that
the residual impacts on built services at the Renewable Biogas Plant Site during the Operational Phase
are neutral, imperceptible, and long-term.
7.10.2.2 Linear Gas Grid Connection
The residual impacts on built services associated with the Linear Gas Grid Connection during the
Operational Phase are neutral, imperceptible, and long-term. RECEIVED: 28/08/2026
August 2026 | 7-21
7.10.3 Cumulative Effects
7.10.3.1 Construction Phase
The Proposed Development involves minimal use of public-built services during construction, and
therefore there is limited potential for cumulative impacts arising from the construction phase in
combination with other planned or permitted developments.
All relevant developments listed in Chapter 1, Appendix 1.1 of this EIAR have been reviewed. While
these developments could theoretically interact with the Proposed Development, appropriate
coordination and consultation between the construction contractor and relevant local service
providers will be undertaken to facilitate the Proposed Development. The development will comply
with the requirements of statutory providers for electrical infrastructure, surface water drainage, foul
drainage, and water supply.
The implementation of mitigation measures during construction, together with the compliance of
adjacent developments with their respective agreements with network providers (Uisce Éireann, ESB
Networks, and telecommunications providers), ensures that the Proposed Development, in
combination with existing and permitted developments, is unlikely to result in prolonged utility
disruption, notable additional demand on any utility, or medium-term disruption to critical
infrastructure. Accordingly, significant cumulative effects with other planned or permitted
developments are considered unlikely.
7.10.3.1.1 Renewable Biogas Plant
With reference to Section 7.10.3.1, the residual cumulative effects on material assets (built services)
during construction at the Renewable Biogas Plant Site are considered to be negative, not significant,
and short-term.
7.10.3.1.2 Gas Grid Connection
With reference to Section 7.10.3.1, the residual cumulative effects on material assets (built services)
during construction associated with the Linear Gas Grid Connection are therefore assessed as
negative, not significant, and short-term.
7.10.3.2 Operational Phase
All relevant developments listed in Chapter 1, Appendix 1.1 of this EIAR have been reviewed. In
considering future connections, national authorities account for the environmental impacts of
planned developments within the wider utility network. Long-term planning for water and energy
supply is required to comply with sustainable environmental standards. Consequently, the Proposed
Development, in combination with existing and permitted developments, is unlikely to result in
prolonged utility disruption, notable additional demand on a utility, or medium-term disruption to
critical infrastructure.
As such, no significant effects on material assets, or on the wider economy or environment, are
anticipated. RECEIVED: 28/08/2026
August 2026 | 7-22
7.10.3.2.1 Renewable Biogas Plant
With reference to Section 7.10.3.2, the residual cumulative effects of the Proposed Development in
combination with other permitted, planned, and existing developments at the Renewable Biogas Plant
Site are predicted to be neutral, imperceptible, and long-term.
7.10.3.2.2 Gas Grid Connection
With reference to Section 7.10.3.2, the residual cumulative effects of the Proposed Development in
combination with other permitted, planned, and existing developments associated with the Linear
Gas Grid Connection are predicted to be neutral, imperceptible, and long-term.
7.10.4 Summary of Post-mitigation Effects
The following Table summarises the identified likely significant residual effects during the construction
phase of the Proposed Development following the application of mitigation measures.
Table 7-3 Summary of Construction Phase Effects Post Mitigation
Aspect Likely Significant
Effect
Quality Significance Extent Probability Duration
Biogas Plant Disruption to local
utilities, surface
water runoff, water
supply, wastewater,
electrical
connections, and
telecommunications
during construction
Negative Not
significant
Local Low Short-
term
Gas Grid Temporary
disruption to traffic,
minor noise and
dust from trenching
works
Negative Not
significant
Local Low Short-
term
The following Table summarises the identified likely residual significant effects during the Operational
Phase of the Proposed Development post mitigation.
RECEIVED: 28/08/2026
August 2026 | 7-23
Table 7-4 Summary of Operational Phase Effects Post Mitigation
Aspect Likely Significant
Effect
Quality Significance Extent Probability Duration
Biogas
Plant
Operation of
stormwater
drainage,
wastewater
treatment, water
supply, electrical
and
telecommunications
services
Neutral Imperceptible Local Low Long-
term
Gas Grid Connection to gas
network via Linear
Gas Grid Connection
(subject to GNI
approval)
Neutral Not
significant
Local Low Long-
term
7.10.5 Cumulative Residual Effects
Multiple developments in the area (as outlined in Chapter 1) could potentially be developed
concurrently or overlap during the construction and Operational Phases. There are no significant
Proposed Developments which could have a significant cumulative impact on the Material Assets.
The cumulative effect is likely to be neutral, not significant and long term.
7.11 Risk of Major Accidents or Disasters
While major accidents or disasters—such as fires, explosions, or significant spills—could result in
interruptions to gas, water, or power supplies, such events are considered low probability and
therefore unlikely. Potential effects arising from these types of incidents are addressed in a separate
chapter of this EIAR and in the standalone risk and safety assessments. Accordingly, the risk of major
accidents or disasters giving rise to significant impacts on built services is considered unlikely.
7.12 Worst Case Scenario
A worst-case assessment has been undertaken to evaluate the maximum credible built services
effects of the Proposed Development. This considers the full extent, scale, and height of all
operational elements, including infrastructure, lighting, and earthworks. The assessment focuses on
effects under normal operational conditions and excludes low-probability events, such as major
accidents or disasters, as set out above.
Therefore, the residual effects assessment is representative of the worst-case scenario. RECEIVED: 28/08/2026
August 2026 | 7-24
7.13 Interactions
Please refer to Chapter 18.
7.14 Monitoring
7.14.1 Construction Phase
7.14.1.1 Renewable Biogas Plant Site
During the construction and commissioning phases, the Contractor will be required to ensure that the
installation, diversion and connection of built services is undertaken in accordance with the CEMP, the
relevant design specifications and the requirements of the applicable utility and service providers.
Completed utility infrastructure will be subject to the relevant inspection, testing and verification
procedures prior to being brought into service. This will include, as applicable, drainage and foul water
infrastructure, water supply, electrical infrastructure and telecommunications. Any defects or
reinstatement requirements identified during construction or commissioning will be addressed prior
to final handover.
No additional EIA-specific monitoring is considered necessary beyond the construction quality
assurance, commissioning, service-provider and reinstatement verification procedures identified
above.
7.14.1.2 Linear Gas Grid Connection
Commissioning of the Linear Gas Grid Connection will be undertaken separately by GNI in accordance
with its applicable technical, safety, testing and commissioning procedures.
7.14.2 Operational Phase
The facility will be an IE Licensed facility and as such will be required to undertake and submit
monitoring of gas/electricity and water usage and waste (both solid and liquid) production. Standard
best practice of verification of utility reinstatement post-construction will be undertaken.
7.14.2.1 Renewable Biogas Plant Site
In terms of built services at the Renewable Biogas Plant Site, no additional monitoring or
reinstatement is required during the Operational Phase.
7.14.2.2 Linear Gas Grid Connection
In terms of built services associated with the Linear Gas Grid Connection, no additional monitoring or
reinstatement is required during the Operational Phase. RECEIVED: 28/08/2026
August 2026 | 7-25
7.15 Summary of Mitigation and Monitoring
The following Table summarises the Construction Phase mitigation and monitoring measures.
Table 7-5 Summary of Construction Phase Mitigation and Monitoring
Aspect Likely Significant
Effect
Mitigation Monitoring
Biogas Plant Potential disturbance
to existing built
services during
construction (utilities,
drainage, water
supply).
Implementation of all
construction-phase
mitigation in Section
7.9.2, including
coordination with
service providers,
verification of
underground services,
exclusion zones, strict
quality control for
pipe laying, and full
adherence to the
CEMP.
No additional
monitoring or
reinstatement is
required during the
construction phase.
Gas Grid Potential disturbance
to buried utilities
within the road
corridor during
trenching and
construction activities.
Mitigation measures
in Section 7.9.2, or
equivalent measures
implemented by the
third-party
constructor
responsible for the gas
connection.
No additional
monitoring or
reinstatement is
required during the
construction phase.
The following Table summarises the Operational Phase mitigation and monitoring measures.
Table 7-6 Summary of Operational Phase Mitigation and Monitoring
Aspect Likely Significant
Effect
Mitigation Monitoring
Biogas Plant None predicted – built
services operate
within design capacity.
Implementation of
SuDS-based
stormwater drainage
design and
maintenance/upgrade
of on-site built
services in accordance
with service provider
requirements.
In terms of built
services at the Biogas
Plant Site, no
additional monitoring
or reinstatement is
required during the
Operational Phase.
Gas Grid None predicted –
infrastructure
operated and
maintained by GNI.
No mitigation
measures are required
during the
Operational Phase.
In terms of built
services associated
with the Linear Gas
Grid Connection, no RECEIVED: 28/08/2026
August 2026 | 7-26
Aspect Likely Significant
Effect
Mitigation Monitoring
additional monitoring
or reinstatement is
required during the
Operational Phase.
RECEIVED: 28/08/2026
August 2026 | 7-27
7.16 Conclusion
The Proposed Development has been designed having careful regard to existing built services and
utility infrastructure. Surface water currently drains via ditches along the site boundaries, discharging
beneath the R189 to a drainage ditch which is hydrologically connected to the Coolkill Lough Stream.
There is no existing foul drainage infrastructure serving the site.
The water management strategy has been designed to maximise the reuse of process water and
harvested rainwater and thereby minimise reliance on external water supplies. Operational water
demand will be met through a combination of process water reuse, rainwater harvesting and an on-
site groundwater well, with provision for a connection to the local water supply as a back-up source.
Existing electricity and telecommunications infrastructure has been reviewed and incorporated into
the design, while the proposed Linear Gas Grid Connection will provide the connection between the
Renewable Biogas Plant and the existing gas network.
During the construction and commissioning phases, potential effects on existing built services will be
temporary and limited in extent. Runoff from disturbed areas will be managed in accordance with the
CEMP and SSWMP; foul water from construction welfare facilities will be collected and removed off
site; and construction water demand will be sufficiently low that no significant effect on local water
supply infrastructure is anticipated. Installation, diversion and connection of utilities will be
undertaken in consultation with the relevant service providers, with appropriate inspection, testing
and verification prior to the infrastructure being brought into service.
Construction of the Linear Gas Grid Connection will involve temporary works within the public road
corridor and the potential for interaction with existing utility infrastructure. These works will be
undertaken by GNI in accordance with its applicable technical, construction, safety and commissioning
requirements. Following implementation of the identified measures, no significant residual effects on
built services are predicted during construction.
During operation, the proposed drainage, wastewater, water supply, electrical and
telecommunications systems will operate in accordance with their design requirements and applicable
regulatory and service-provider standards. The water management strategy will continue to maximise
internal reuse and minimise demand on external supplies. The Linear Gas Grid Connection will be
operated and maintained by GNI. Overall, residual operational effects on built services are assessed
as neutral, imperceptible and long-term.
.
RECEIVED: 28/08/2026
VOLUME II
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
CHAPTER 8
MATERIAL ASSETS: WASTE
AUGUST 2026
Stream BioEnergy Ireland Limited
RECEIVED: 28/08/2026
August 2026 | 8-1
Table of Contents
8 Material Assets: Waste ........................................................................................................... 8-4
8.1 Introduction ............................................................................................................................ 8-4
8.2 Expertise & Qualifications ....................................................................................................... 8-4
8.3 Proposed Project ..................................................................................................................... 8-5
8.3.1 Renewable Biogas Plant Site ................................................................................................... 8-5
8.3.2 Linear Gas Grid Connection..................................................................................................... 8-6
8.3.3 Aspects Relevant to this Assessment ...................................................................................... 8-6
8.4 Methodology ........................................................................................................................... 8-6
8.4.1 Relevant Legislation & Guidance ............................................................................................ 8-8
8.4.2 Site Surveys/Investigations ................................................................................................... 8-10
8.4.3 Study Area (Zone of Influence) ............................................................................................. 8-11
8.4.4 Consultation .......................................................................................................................... 8-11
8.5 Difficulties Encountered ........................................................................................................ 8-12
8.6 Baseline Environment ........................................................................................................... 8-13
8.6.1 Agricultural Poultry Waste County Monaghan ..................................................................... 8-13
8.6.2 Renewable Biogas Plant Site ................................................................................................. 8-14
8.6.3 Linear Gas Grid Connection................................................................................................... 8-14
8.7 Characteristics of the Project ................................................................................................ 8-15
8.7.1 Construction Phase ............................................................................................................... 8-15
8.7.2 Operational Phase ................................................................................................................. 8-16
8.8 The ‘Do Nothing’ Scenario .................................................................................................... 8-18
8.8.1 Linear Gas Grid Connection................................................................................................... 8-18
8.9 Potential Significant Effects .................................................................................................. 8-19
8.9.1 Demolition Phase .................................................................................................................. 8-19
8.9.2 Construction Phase ............................................................................................................... 8-19
8.9.3 Cumulative Effects ................................................................................................................ 8-21
8.9.4 Summary ............................................................................................................................... 8-21
8.10 Mitigation Measures ............................................................................................................. 8-23
8.10.1 Renewable Biogas Plant Site ................................................................................................. 8-23
8.10.2 Linear Gas Grid Connection................................................................................................... 8-26
8.11 Residual Impact Assessment ................................................................................................. 8-27
8.11.1 Construction Phase ............................................................................................................... 8-27
8.11.2 Operational Phase ................................................................................................................. 8-28
8.11.3 Summary of Post-mitigation Effects ..................................................................................... 8-28
8.11.4 Cumulative Residual Effects .................................................................................................. 8-30
8.12 Reinstatement ....................................................................................................................... 8-30 RECEIVED: 28/08/2026
August 2026 | 8-2
8.13 Risk of Major Accidents or Disasters ..................................................................................... 8-30
8.14 Worst Case Scenario ............................................................................................................. 8-30
8.15 Interactions ........................................................................................................................... 8-31
8.16 Monitoring ............................................................................................................................ 8-31
8.16.1 Construction Phase ............................................................................................................... 8-31
8.16.2 Operational Phase ................................................................................................................. 8-31
8.17 Summary of Mitigation and Monitoring ............................................................................... 8-32
8.18 Conclusion ............................................................................................................................. 8-33
8.19 References and Sources ........................................................................................................ 8-34
RECEIVED: 28/08/2026
August 2026 | 8-3
Table of Figures
Figure 8.1 Waste Hierarchy (Source: European Commission). ............................................................ 8-8
Figure 8.2 Circular Economy (Source: Repak). ..................................................................................... 8-9
Table of Tables
Table 8.1 Estimated Manure Production (Licensed Facilities), Co. Monaghan (Source: Fehily Timoney).
........................................................................................................................................................... 8-13
Table 8.2 Estimated Manure Production (Sub-Licence Threshold Facilities), Co. Monaghan (Source:
Fehily Timoney). ................................................................................................................................. 8-13
Table 8.3 Predicted On and Off-Site Reuse, Recycle and Disposal Rates for Construction Waste .... 8-16
Table 8.4 Estimated Waste Material Imported ................................................................................. 8-16
Table 8.5 By-Products of the AD Process ........................................................................................... 8-17
Table 8.6 Estimated Waste Generation for the Main Waste Types .................................................. 8-17
Table 8.7 Summary of Construction Phase Likely Significant Effects in the absence of mitigation .. 8-22
Table 8.8 Summary of Operational Phase Likely Significant Effects in the absence of mitigation .... 8-23
Table 8.9 Summary of Construction Phase Effects Post Mitigation .................................................. 8-29
Table 8.10 Summary of Operational Phase Effects Post Mitigation .................................................. 8-29
Table 8.11 Summary of Construction Phase Mitigation and Monitoring .......................................... 8-32
Table 8.12 Summary of Operational Phase Mitigation and Monitoring ............................................ 8-32
RECEIVED: 28/08/2026
August 2026 | 8-4
8 Material Assets: Waste
8.1 Introduction
This chapter evaluates the impacts, if any, which the proposed development may have on Material
Assets - Waste as defined in the EIA Directive (Directive 2011/92/EU as amended by Directive
2014/52/EU) and the EPA 2022 Guidelines on the information to be contained in Environmental
Impact Assessment Reports during the construction and operational phases of the proposed
development, as described in the Project Description Chapter of this EIAR.
A site-specific Resource Waste Management Plan (RWMP) has been prepared by AWN Consulting to
guide and manage the waste generated during the construction phase of the proposed development
and is included as an Appendix (8.1) to this Chapter, see Volume III of this EIAR. The RWMP was
prepared in accordance with the Environmental Protection Agency’s (EPA) document Best Practice
Guidelines for the Preparation of Resource and Waste Management Plans for Construction &
Demolition Projects (2021).
The earthworks model identifies approximately 98,420 m³ of excavated material, of which
approximately 79,900 m³ will be reused within the Renewable Biogas Plant site for engineering fill,
landscaping and screening berms. This results in a net surplus of approximately 18,520 m³. For the
purposes of the environmental assessments, this quantity has been conservatively rounded to
approximately 18,600 m³ of surplus excavated soil and stone requiring removal from the site.
The RWMP should be viewed as a live document and is regularly being revisited throughout the
project’s lifecycle so that opportunities to maximise waste reduction / efficiencies are exploited
throughout, and that data is collected on an ongoing basis so that it is as accurate as possible.
A separate Operational Waste Management Plan (OWMP) has been prepared for the operational
phase of the proposed Development and is included as an Appendix (8.2) to this Chapter, see Volume
III of this EIAR.
This Chapter has been prepared in accordance with European Commissions Guidelines, Guidance on
the preparation of the Environmental Impact Assessment Report (2017), the EPA Guidelines on the
Information to be contained in EIAR (2022). It should be read in conjunction with the Project
Description, the Land and Soils, and the Interactions of the Foregoing Chapters of this EIAR.
These documents will ensure the management of wastes arising at the development site in
accordance with legislative requirements and best practice standards.
8.2 Expertise & Qualifications
This Chapter has been prepared by Chonaill Bradley (BSc ENV, PG Dip Circ Econ, AssocCIWM) of AWN
Consulting. Chonaill is a Principal Environmental Consultant in the Environment Team at AWN. He
holds a BSc in Environmental Science from Griffith University, Australia and a Postgraduate Diploma
in Circular Economy Leadership for the Built Environment from the Atlantic Technological University,
Galway. He is an Associate Member of the Institute of Waste Management (AssocCIWM). Chonaill has
over ten years’ experience in the environmental consultancy sector and specialises in waste
management. RECEIVED: 28/08/2026
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8.3 Proposed Project
The “proposed development” for which the Applicant seeks planning permission comprises the
development of a Renewable Biogas Plant, alterations to the local road to facilitate access.
The overall “project” subject to Environmental Impact Assessment (EIA) also includes the Linear Gas
Grid Connection, which forms part of the wider development but lies outside the planning application
boundary.
The following is a summary of the Proposed Project. Please refer to Chapter 2 of this EIAR for the
detailed description.
8.3.1 Renewable Biogas Plant Site
The project consists of the construction and operation of a Renewable Biogas Plant and associated
infrastructure. The principal elements of the plant comprise a main process building where the
feedstock for the anaerobic digestion (AD) process is received. An odour control system with a
dispersion stack will treat the air from the building. The feedstock passes to the AD tanks located
within a bunded tank farm. There is a combined heat and power (CHP) building within which a gas
fired CHP engine will generate electricity for the plant's energy needs. A Biogas Upgrade and
Treatment Plant will be installed to produce biomethane (a renewable natural gas) that will be
exported via a Gas Grid Entry Unit to the national gas grid. A CO2 Liquefaction plant will be installed to
capture the carbon dioxide in the biogas, turning it into liquid CO₂. A Dryer Building is proposed, where
the digestate will be dried, and a Pellet Hall will be constructed, where the digestate pellets will be
stored prior to removal from the site for use as a natural fertiliser product. Ancillary elements include
a gas dome, tanks to store incoming liquid feedstock, freshwater, firewater, and fuel, a backup gas
flare, a backup generator, a plant building, and a control building. Widening of the local road, berms,
a new site entrance, weighbridges, wheel washes, parking, lighting and all ancillary development
works and services also form part of the development.
A high-level process flow follows. RECEIVED: 28/08/2026
August 2026 | 8-6
8.3.2 Linear Gas Grid Connection
A gas transmission pipeline will provide a physical connection between the Renewable Biogas Plant
and the existing national gas network in Dromore West. Co. Monaghan. While the development of the
gas grid is not part of the planning application, it forms part of the overall project for the EIA Directive.
The works comprise the laying of an underground pipeline over approximately 3.5 km within the public
road corridor.
8.3.3 Aspects Relevant to this Assessment
The aspects of the development that will be considered as part of this chapter are the existing site
conditions, existing site use and the waste that will be generated as part of the construction and
operation of the project. These aspects are considered together with the proposed development use.
This section should be read in conjunction with the design drawings and reports which accompany
this planning application.
Soil and stone will be excavated to facilitate site preparation for the construction of building and road
foundations, the installation of services and from road widening works. The surplus material will be
removed by suitably authorised contractors for appropriate reuse, recovery or disposal at an
appropriately authorised receiving facility or facilities.
8.4 Methodology
The assessment of the impacts of the project, arising from the consumption of resources and the
generation of waste materials, was carried out taking into account the methodology specified in RECEIVED: 28/08/2026
August 2026 | 8-7
relevant guidance documents, along with an extensive document review to assist in identifying current
and future requirements for waste management; including national and regional waste policy, waste
strategies, management plans, legislative requirements and relevant reports.
This assessment is based on the detail presented in Chapter 2 of this EIAR and considers the following
aspects:
► Legislative context;
► Construction phase (including site preparation and excavation); and
► Operational phase.
Decommissioning is not included in the assessment, as it is not foreseen for this facility. The plant will
operate under an EPA licence with long-term operational controls, and it primarily treats a specific
waste stream (poultry manure) arising in Co. Monaghan and the surrounding border counties, which
will continue to require management.
However, in line with the EIA Directive, it is important to acknowledge decommissioning, even if only
to note that:
► No significant adverse effects are reasonably foreseen;
► The facility will remain subject to regulatory controls at end-of-life; and
► In the unlikely event it occurred, any future decommissioning would be undertaken in
accordance with established environmental management and regulatory requirements under the
Plant’s Industrial Emissions Directive Licence.
This approach ensures that the lifecycle of the project is acknowledged for compliance purposes,
without implying specific impacts or mitigation measures at this stage.
A desktop study was carried out which included the following:
► Review of applicable policy and legislation which creates the legal framework for resource and
waste management in Ireland;
► Description of the typical waste materials that will be generated during the Construction and
Operational phases; and
► Identification of mitigation measures to prevent waste generation and promote management of
waste in accordance with the waste hierarchy.
Estimates of waste generation during the construction and operational phases of the Proposed
Development have been calculated. The waste types and estimated quantities are based on published
data by the EPA in the National Waste Reports and National Waste Statistics, data recorded from
similar previous developments, Irish and US EPA waste generation research as well as other available
research sources.
Mitigation measures are proposed to minimise the effect of the Proposed Development on the
environment during the construction and operational phases, to promote efficient waste segregation
and to reduce the quantity of waste requiring disposal. This information is presented in Section 8.10.
A detailed review of the existing ground conditions on a regional, local and site-specific scale is
presented in the Land and Soils Chapter of this EIAR. The Land and Soils Chapter also discusses the
environmental quality of any soils which will have to be excavated to facilitate construction of the
Proposed Development. RECEIVED: 28/08/2026
August 2026 | 8-8
8.4.1 Relevant Legislation & Guidance
Waste management in Ireland is subject to EU, national and regional waste legislation and control,
which defines how waste materials must be managed, transported and treated. The overarching EU
legislation is the Waste Framework Directive (2008/98/EC) which is transposed into national
legislation in Ireland. The cornerstone of Irish waste legislation is the Waste Management Act 1996
(as amended). European and national waste management policy is based on the concept of ‘waste
hierarchy’, which sets out an order of preference for managing waste (prevention > preparing for
reuse > recycling > recovery > disposal) (Figure 8-1).
Figure 8.1 Waste Hierarchy (Source: European Commission).
EU and Irish National waste policy also aims to contribute to the circular economy by extracting high-
quality resources from waste as much as possible. Circular Economy (CE) is a sustainable alternative
to the traditional linear (take-make-dispose) economic model, reducing waste to a minimum by
reusing, repairing, refurbishing and recycling existing materials and products. (Figure 8.2). RECEIVED: 28/08/2026
August 2026 | 8-9
Figure 8.2 Circular Economy (Source: Repak).
The Irish government issues policy documents which outline measures to improve waste management
practices in Ireland and help the country to achieve EU targets in respect of recycling and disposal of
waste. The most recent policy document, Waste Action Plan for a Circular Economy (WAPCE) – Waste
Management Policy in Ireland, was published in 2020 and shifts focus away from waste disposal and
moves it back up the production chain. The move away from targeting national waste targets is due
to the Irish and international waste context changing in the years since the launch of the previous
waste management plan, A Resource Opportunity, in 2012.
One of the first actions to be taken from the WAPCE was the development of the Whole of Government
Circular Economy Strategy 2022-2023 ‘Living More, using Less’ (2021) to set a course for Ireland to
transition across all sectors and at all levels of Government toward circularity and was issued in
December 2021.
The Circular Economy and Miscellaneous Provisions Act 2022 was signed into law in July 2022. The Act
underpins Ireland’s shift from a "take-make-waste" linear model to a more sustainable pattern of
production and consumption, that retains the value of resources in our economy for as long as possible
and that will work to significantly reduce our greenhouse gas emissions. The Act defines Circular
Economy for the first time in Irish law, incentivises the use of recycled and reusable alternatives to
wasteful, single-use disposable packaging, introduces a mandatory segregation and incentivised
charging regime for commercial waste, streamlines the national processes for End-of-Waste and By-
Products decisions.
The strategy for the management of waste from the construction phase is in line with the
requirements of the EPA’s ‘Best Practice Guidelines for the Preparation of Resource and Waste
Management Plans for Construction & Demolition Projects’ (2021). The guidance documents, Best
Practice Guidelines for the Preparation of Waste Management Plans for Construction and Demolition
Projects and Construction and Demolition Waste Management: A Handbook for Contractors and Site
Managers (FÁS & Construction Industry Federation, 2002), were also consulted in the preparation of
this assessment. RECEIVED: 28/08/2026
August 2026 | 8-10
There are currently no Irish guidelines on the assessment of operational waste generation, and
guidance is taken from industry guidelines, plans and reports including the National Waste
Management Plan for a Circular Economy 2024 - 2030 (NWMPCE) (2024), BS 5906:2005 Waste
Management in Buildings – Code of Practice, the Monaghan County Council (MCC) County of
Monaghan (Segregation, Storage and Presentation of Household and Commercial Waste) Bye-Laws
(2019), the EPA National Waste Database Reports 1998 – 2020, the Circular Economy and National
Waste Database Report 2021-2022 (2024) and the EPA National Waste Statistics Web Resource.
8.4.1.1 Terminology
Note that the terminology used herein is generally consistent with the definitions set out in Article 3
of the Waste Framework Directive. Key terms are defined as follows:
Waste - Any substance or object which the holder discards or intends or is required to discard.
Prevention - Measures taken before a substance, material or product has become waste, that reduce:
a) the quantity of waste, including through the re-use of products or the extension of the life
span of products;
b) the adverse impacts of the generated waste on the environment and human health; or
c) the content of harmful substances in materials and products.
Reuse - Any operation by which products or components that are not waste are used again for the
same purpose for which they were conceived.
Preparing for Reuse - Checking, cleaning or repairing recovery operations, by which products or
components of products that have become waste are prepared so that they can be re-used without
any other pre-processing.
Treatment - Recovery or disposal operations, including preparation prior to recovery or disposal.
Recovery - Any operation the principal result of which is waste serving a useful purpose by replacing
other materials which would otherwise have been used to fulfil a particular function, or waste being
prepared to fulfil that function, in the plant or in the wider economy. Annex II of the Waste Framework
Directive sets out a non-exhaustive list of recovery operations.
Recycling - Any recovery operation by which waste materials are reprocessed into products, materials
or substances whether for the original or other purposes. It includes the reprocessing of organic
material but does not include energy recovery and the reprocessing into materials that are to be used
as fuels or for backfilling operations.
Disposal - Any operation which is not recovery even where the operation has as a secondary
consequence the reclamation of substances or energy. Annex I sets out a non-exhaustive list of
disposal operations.
8.4.2 Site Surveys/Investigations
Prior to any material being removed from the renewable biogas site, environmental soil testing will
be undertaken.
A site invasive species surveys was undertaken by Veon (project ecologists). This included a site
walkover survey of the entire site and perimeter to search for any invasive species listed on the Third RECEIVED: 28/08/2026
August 2026 | 8-11
Schedule of the European Communities (Birds and Natural Habitats) Regulations 2011 (as amended).
It was confirmed by that no invasive species were observed during their survey works. Further detail
on the invasive species survey and detailed mitigation measures can be found in the Biodiversity
Chapter included in this EIAR.
The assessment of the impacts of project was carried out taking into account the methodology
specified in relevant guidance documents, along with an extensive document review to assist in
identifying current and future requirements for waste management; including national and regional
waste policy, waste strategies, management plans, legislative requirements and relevant reports.
8.4.3 Study Area (Zone of Influence)
In terms of waste management, the receiving environment is largely defined by Monaghan County
Council (MCC) as the local authority responsible for setting and administering waste management
activities in the area. This is governed by the requirements set out in the NWMPCE 2024 – 2030 and
the Waste Action Plan for a Circular Economy – Waste Management Policy in Ireland.
The Regional Waste Management Planning Offices have issued a National Waste Management Plan
for a Circular Economy (NWMPCE) 2024 - 2030 in March 2024, which supersedes the Connacht-Ulster
Region (CUR) waste management plan and the two other regional waste management plans. The
NWMPCE does not however dissolve the three regional waste areas. The NWCPCE sets the ambition
of the plan to have a 0% total waste growth per person over the life of the Plan with an emphasis on
non-household wastes including waste from commercial activities and the construction and
demolition sector.
The Monaghan County Development Plan 2025 – 2031 sets out the waste policy and objectives for the
MCC area which reflect those sets out in the National Waste Management Plan for a Circular Economy.
In terms of physical waste infrastructure, MCC no longer operates any municipal waste landfill in the
area. There are a number of waste permitted and licensed facilities located in the CUR & Eastern
Midlands (EMR) Waste Regions for management of waste from the construction industry as well as
agricultural and municipal sources. These include soil recovery facilities, inert C&D waste facilities,
municipal waste landfills, material recovery facilities, anaerobic digestion (AD) plants and waste
transfer stations.
Appropriate management of organic agricultural wastes i.e. manure, litter, organic fertilisers etc. is an
integral aspect of the ongoing management of all livestock farming systems including poultry farming
within County Monaghan.
8.4.4 Consultation
A Section 247 pre-planning consultation meeting was held with representatives of Monaghan County
Council in advance of submitting this planning application. During this meeting, the proposed
development was presented, including its role in managing poultry litter arising in the county. The
Council indicated that the project is consistent with the objectives of the Monaghan County
Development Plan 2025–2031, which recognises the need for sustainable management of poultry and RECEIVED: 28/08/2026
August 2026 | 8-12
other agricultural wastes through renewable energy facilities, while mitigating nutrient runoff and
supporting rural economic activity. No material issues were raised in relation to waste management,
during the construction and operation phases indicating support in principle for a facility of this type.
8.5 Difficulties Encountered
Until final materials and detailed construction methodologies have been confirmed, it is difficult to
predict with a high level of accuracy the construction waste that will be generated from the proposed
works as the exact materials and quantities may be subject to some degree of change and variation
during the construction process.
Soil sampling and testing will be carried out during the excavation process that will provide soil quality
data. The true condition of all excavated materials cannot be ascertained with certainty until this is
undertaken. However, as the primary use of the lands has been for agricultural purposes with no
historic development on the site, it is unlikely that contaminated material will be encountered.
A number of appropriately authorised waste recovery and disposal facilities are available within the
wider region. The availability and remaining capacity of individual facilities may, however, change
between preparation of the EIAR and commencement of the relevant excavation works.
At the time of preparation of this EIAR, Carrickamore Quarry, Carrickmacross, Co. Monaghan has been
identified as a potential receiving facility with available capacity. Subject to availability at the time of
construction, this facility may receive some or all of the surplus excavated soil and stone. The final
receiving facility or facilities will be selected by the appointed Contractor prior to commencement of
the relevant excavation works, having regard to the applicable waste authorisation, available capacity
and waste acceptance criteria. Other suitably licensed or permitted recovery or disposal facilities may
therefore be used where appropriate.
RECEIVED: 28/08/2026
August 2026 | 8-13
8.6 Baseline Environment
8.6.1 Agricultural Poultry Waste County Monaghan
The quantity of manure produced per year from licensed facilities and sub-licence threshold facilities
has been estimated based on the estimated bird throughput and the application of standard rates for
manure production for types of poultry and farms, provided in the Fehily Timoney Consultants,
Baseline Study Poultry Sector, Co. Monaghan (June 2021) at the request of Monaghan County Council.
Table 8.1 Estimated Manure Production (Licensed Facilities), Co. Monaghan (Source: Fehily
Timoney).
Existing Existing + Licence Reviews and New
Applications
Poultry Type Total Estimated no.
birds
(per year)
Manure
Produced
(tonnes)
Total Estimated no.
birds (per year)
Manure
Produced
(tonnes)
Broilers 59,517,872 74,397 71,410,141 89,263
Laying Hens 1,173,566 951 1,245,566 1,009
Duck 2,520,238 55,4451 579,365 12,7461
Pullets 1,281,244 1,6022 1,951,632 2,4402
Total 64,492,900 133,996 75,186,704 105,547
Note 1: Rate of duck manure production expressed as volume. For the purpose of estimation of tonnage manure density is
assumed to 1 tonne per m 3.
Note 2: Pullet manure production estimated applying broiler manure production rate.
Table 8.2 Estimated Manure Production (Sub-Licence Threshold Facilities), Co. Monaghan
(Source: Fehily Timoney).
Existing Existing + Licence Reviews and New
Applications
Poultry Type Total Estimated no.
birds
(per year)
Manure
Produced
(tonnes)
Total Estimated no.
birds (per year)
Manure
Produced
(tonnes)
Broilers 38,482,236 48,103 46,547,723 58,185
Laying Hens 1,336,777 1,083 1,616,952 1,310
Turkeys 1,436,498 44,784 2,462,287 54,170
Duck 2,035,638 44,7841 1,737,573 31,2761
Pullets 981,00 1,2252 1,185,519 1,4822
Broiler Breeders 135,000 169 163,295 204
Total 44,406,249 121,220 53,713,349 146,627
Note 1: Rate of duck manure production expressed as volume. For the purpose of estimation of tonnage manure density is
assumed to 1 tonne per m 3.
Note 2: Pullet manure production estimated applying broiler manure production rate.
Note 3: Projected manure production based on a 21% increase to baseline bird places (capacity) and throughput and
projected bird type proportions are as per existing baseline.
RECEIVED: 28/08/2026
August 2026 | 8-14
Based on this data, the estimated total annual quantity of poultry manure produced in Co. Monaghan
is 252,174 tonnes. The MCC County Development Plan (CDP) confirms the constraints that exist in Co.
Monaghan with respect to the management of this material, and specifically the land spreading of
organic fertilisers generated from intensive agriculture within the county:
“County Monaghan is noted for its intensive agricultural activities, and it benefits significantly
from its successful poultry and mushroom industries. Substantial quantities of broiler litter,
layer manure, spent mushroom compost and other intensive agricultural manures are
dependent on off-site disposal. Grasslands counties, such as Monaghan, have limited
spreading opportunities, and have many sensitive water bodies and substantial areas of wet
soils and soils with high runoff risk.”
The significant quantity of poultry manure being produced within the county and transported for land
spreading outside Co. Monaghan is highlighted in the Fehily Timoney report. A recommendation
provided within this study is:
The industry should investigate and develop sustainable outlets for poultry manure to reduce
the reliance on land spreading e.g., fuel for alternative and renewable energy production
(anaerobic digestion, combined heat and power). This is an opportunity for the sector to seek
improvements, improve efficiency, establish best practice and become a leader in sustainable
poultry farming. The establishment of alternative outlets for poultry waste e.g., anaerobic
digestion would provide benefits in terms of improving the sector’s circular economy and
provide scope for the sector to avail of Climate Change Action Fund and other possible financial
supports that may be available.
The proposed development fulfils this recommendation in the Fehily Timoney baseline study and
seeks to address the identified challenges in Co. Monaghan by providing treatment capacity for up to
99,000 tonnes / annum of poultry manure using anaerobic digestion technology. These raw manures
are currently spread on land as a fertiliser which, as outlined in the Monaghan CDP, is not a sustainable
practice due to potential surface water impact caused by run-off of excess nutrients into waterways.
The recovery of nitrogen and phosphorous from manures in the proposed biogas plant will reduce the
losses of these nutrients to water courses and instead use these materials to convert agricultural
residues into renewable energy, thereby supporting circular economy objectives, helping to meet
legally binding emissions reduction targets and supporting the important farming and agri-food sector
by providing a sustainable outlet for farm wastes generated in the region.
8.6.2 Renewable Biogas Plant Site
The renewable biogas plant site spans approximately 6.2 hectares (ha) across two fields which are largely
comprised of improved grassland. The fields are currently and have been historically used for agricultural
purposes. The site forms part of the agri-business unit associated with the adjacent farm and
residential property to the south, all forming part of the same overall land holding. Being part of the
larger Agri business this site would currently contribute to generation of agriculture waste.
8.6.3 Linear Gas Grid Connection
The project will require the laying of a gas pipeline to facilitate the injection of biomethane into the
natural gas grid. However, while the pipeline works are not formally included in the proposed RECEIVED: 28/08/2026
August 2026 | 8-15
development, they are an integral component of the project and is therefore considered in this
chapter.
8.7 Characteristics of the Project
A full description of the project can be found in Chapter 2 of this EIAR. The characteristics of the
proposed development that are relevant in terms of waste management are summarised below.
8.7.1 Construction Phase
During the construction phase, waste will be produced from surplus materials such as broken or off-
cuts of timber, plasterboard, concrete, tiles, bricks, etc. Waste from packaging (cardboard, plastic,
timber) and oversupply of materials may also be generated. The appointed Contractor will be required
to ensure that oversupply of materials is kept to a minimum and opportunities for reuse of suitable
materials is maximised.
Soil and stone will be excavated to facilitate site preparation for the construction of building and road
foundations, the installation of services and from road widening works. The majority of this excavated
material (98,420m3) will be retained onsite as fill (79,900m3), with c.18,600 m3 being required to be
removed offsite for appropriate offsite reuse, recovery, recycling and / or disposal in accordance with
relevant environmental and waste management regulations.
Waste will also be generated from construction phase workers e.g. organic / food waste, dry mixed
recyclables (wastepaper, newspaper, plastic bottles, packaging, aluminium cans, tins and Tetra Pak
cartons), mixed non-recyclables and, potentially, sewage sludge from temporary welfare facilities
provided on-site during the Construction phase. Waste printer / toner cartridges, waste electrical and
electronic equipment (WEEE) and waste batteries may also be generated in small volumes from site
offices.
Further detail on the waste materials likely to be generated during the excavation and construction
works are presented in the project-specific RWMP (which is an Appendix to this Chapter). The RWMP
provides an estimate of the main waste types likely to be generated during the Construction phase of
the proposed development. These are summarised in Table 8.3.
Foul water generated during construction is addressed under the Material Assets – Built Services
Chapter of this EIAR.
RECEIVED: 28/08/2026
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Table 8.3 Predicted On and Off-Site Reuse, Recycle and Disposal Rates for Construction Waste
Waste Type Tonnes Reuse Recycle / Recovery Disposal
% Tonnes % Tonnes % Tonnes
Mixed C&D 112.4 10 11.2 80 90.0 10 11.2
Timber 95.4 40 38.2 55 52.5 5 4.8
Plasterboard 34.1 30 10.2 60 20.4 10 3.4
Metals 27.3 5 1.4 90 24.5 5 1.4
Concrete 20.4 30 6.1 65 13.3 5 1.0
Other 51.1 20 10.2 60 30.7 20 10.2
Total 340.8 77.4 231.4 32.0
Note: Table 8.3 does not include the surplus excavated soil and stone arising from the earthworks.
8.7.2 Operational Phase
As noted in Section 8.1, an OWMP has been prepared for the proposed Development and is included
as an Appendix to this Chapter. The OWMP provides a strategy for segregation (at source), storage
and collection of all wastes generated within the proposed development during the operational phase
including dry mixed recyclables (DMR), organic waste and mixed non-recyclable waste (MNR), as well
as providing a strategy for management of waste glass, batteries, WEEE, printer / toner cartridges,
chemicals, plastic bottles, textiles, waste cooking oil, furniture, medical items and abandoned bicycles.
The proposed Renewable Biogas Plant cannot operate without an Industrial Emissions (IE) License,
which is issued and regulated by the EPA. Under the EPA Act, 1992, the EPA issues licences that contain
strict conditions on how an activity must operate so as to protect the environment. The EPA grants
and enforces IE licences for specified industrial and agricultural activities including AD as listed in the
First Schedule to the EPA Act, as amended (11.4 (b) and (c)). An IE license will be obtained, and waste
material will be imported under this, to be used in the AD plant.
Feedstock for the operation of the proposed development will be secured from a range of agri-
business units (predominantly poultry farms), livestock (cattle) farms and agri-food processing plants
throughout County Monaghan and surrounding areas.
In the context of the EIA Directive and the information requirements it sets out, particularly under
Annex IV, sufficient detail has been provided regarding the waste materials' type, quantity, and source
sector. This enables a comprehensive assessment of the likely significant environmental effects of the
development.
The planned feedstock mix for the site is outlined in Table 8.4.
Table 8.4 Estimated Waste Material Imported
Feedstock/Waste Type Annual Quantity (Up to 99,000
tonnes) Source RECEIVED: 28/08/2026
August 2026 | 8-17
Poultry manure 80,000 – 99,000 tonnes Material will be sourced from the
significant concentration of poultry
farms in County Monaghan and
surrounding areas.
Cattle manure 2,000 – 10,000 tonnes Material will be sourced from cattle
farms in the surrounding area.
Agri-food organic waste 9,000 – 19,000 tonnes
This material will be sourced from food
and poultry processing plants in the
surrounding area.
The AD process will produce a range of by-products, including digestate (which can be used as a
sustainable biofertiliser to replace synthetic fertilisers) and biogenic CO2 (which can be used in
industry to replace CO2 derived from fossil fuel intensive activities). Typical annual quantities of these
materials expected to be produced are presented in Table 8.5.
Table 8.5 By-Products of the AD Process
Product Annual Quantity Likely Application
Fibre Digestate Up to 60,000 tonnes
These sustainable fertiliser products will be derived from
pasteurised digestate and will be suitable for application in the
agri-food sector, whether in horticulture or agriculture. They can
be applied for safe use wherever there is a suitable need for the
nutrients. This creates an excellent circular economy use for
these materials that offsets the need for synthetic fertilisers.
Dried Fertiliser / Pellets Up to 7,000 tonnes
Ammonium Sulphate Up to 9,000 tonnes
Biogenic CO2 Up to 15,000 tonnes
Food grade biogenic CO2 suitable for use in a range of industries
with a demand for this product in Monaghan and other counties
including beverage production, food processing and packaging,
greenhouses, refrigeration industry and production of e-fuels
and sustainable aviation fuels.
Digestate treatment processes employed at the site will include pasteurisation, separation (producing
fibre digestate), evaporation and drying (producing a pellet). Ammonium sulphate will be produced
as a by-product of the ammonia stripping process. The volume of digestate products produced will
be c.77% of feedstock input due to the treatment processes carried out (i.e. evaporation and drying),
reducing the overall volumes of materials to be handled and enabling the re-circulation of condensate
within the AD process.
Application to land of the sustainable fertiliser products produced at the plant is not part of the
development for which consent is sought in this application. The land spreading of these materials is
considered a separate and distinct activity, governed by its own regulatory regime and the
responsibility of the individual landowners or occupiers who receive and apply the digestate as a
biofertiliser.
Table 8.6 presents estimated waste generation as a result of day-to-day maintenance and operation
of the plant.
Table 8.6 Estimated Waste Generation for the Main Waste Types RECEIVED: 28/08/2026
August 2026 | 8-18
Waste Type Estimated Amount / Annum
(tonnes)
General Waste & Dry Mixed
recycling 20
Waste Oil 35
Waste Oil Filters 1
Metal 10
Package Treatment Plant Solids 0.5
One of the environmental objectives for the development is that all waste generated at the
development will be suitable for offsite recycling or recovery (including energy recovery), with
diversion of waste from landfill, in line with the Irish governments NWMPCE.
Foul and process water generated during operation is addressed under the Material Assets – Built
Services Chapter of this EIAR.
8.8 The ‘Do Nothing’ Scenario
If the proposed development was not to go ahead (i.e. in the Do-Nothing scenario) there would be no
excavation or construction at the proposed development site. There would, therefore, be a neutral
effect on the environment in terms of waste.
However, as outlined in Section 8.6.1 the county faces a poultry waste management challenge, with
high concentrations of production that requires addressing. The proposed development represents a
proven large-scale solution, which is also currently implemented in other locations within the country
(including the Applicant’s Tully Biogas Plant in Ballymena, Co. Antrim). If this material is not diverted
to this facility there will be a continuation of current practices where management of organic wastes
remains inefficient, GHG emissions are higher, ammonia emissions to air and nutrient loading of
watercourses continues due to the land spreading of raw manure.
While this particular site may remain undeveloped, it is very likely that a facility of similar scale will be
developed locally, as the waste issue must be addressed to ensure a viable poultry industry, protect
water quality, and manage environmental pressures. (as well as cattle manure and agri-food waste
etc.)
8.8.1 Linear Gas Grid Connection
No gas grid installation over the 3.5 km road would occur under the “Do Nothing” scenario. In this
case, no waste would be generated via construction. RECEIVED: 28/08/2026
August 2026 | 8-19
8.9 Potential Significant Effects
8.9.1 Demolition Phase
There will be no demolition work associated with this development.
8.9.2 Construction Phase
8.9.2.1 Renewable Biogas Plant Site
The proposed Development will generate a range of non-hazardous and hazardous waste materials
during construction works. General housekeeping and packaging will also generate waste materials,
as well as typical municipal wastes generated by construction employees, including food waste. Waste
materials will be required to be temporarily stored on-site pending collection by a waste contractor.
If waste material is not managed and stored correctly, it is likely to lead to litter or pollution issues at
the development site and in adjacent areas. The indirect effect of litter issues is the presence of vermin
in areas affected. In the absence of mitigation, the effect on the local and regional environment is
likely to be short-term, significant and negative.
The use of non-permitted waste contractors or unauthorised waste facilities could give rise to
inappropriate management of waste, resulting in indirect negative environmental impacts, including
pollution. It is essential that all waste materials are dealt with in accordance with regional and national
legislation, as outlined previously, and that time and resources are dedicated to ensuring efficient
waste management practices. In the absence of mitigation, the effect on the local and regional
environment is likely to be long-term, significant and negative.
Wastes arising will need to be taken to suitably registered / permitted / licenced waste facilities for
processing and segregation, reuse, recycling, recovery, and / or disposal, as appropriate. There are
numerous licensed waste facilities in the CUR & EMR Regions which can accept hazardous and non-
hazardous waste materials, and acceptance of waste from the development site would be in line with
daily activities at these facilities. At present, there is sufficient capacity for the acceptance of the likely
C&D waste arisings at facilities in the region. The majority of construction materials are either
recyclable or recoverable. However, in the absence of mitigation, the effect on the local and regional
environment is likely to be short-term, significant and negative.
8.9.2.2 Linear Gas Grid Connection
The Construction of the Linear Gas Grid Connection will involve trench excavation within the existing
public road corridor, temporary storage and handling of excavated material, installation of the
pipeline and subsequent reinstatement of the road surface and verge. These activities will generate
excavated soil and stone and smaller quantities of conventional construction waste.
Suitable uncontaminated excavated material will, where appropriate, be reused as part of trench
backfilling and reinstatement. Material which is not suitable or required for reuse will be appropriately
classified and removed from the works area by authorised contractors for reuse, recovery or disposal
at an appropriately authorised receiving facility. Any other construction waste generated during the RECEIVED: 28/08/2026
August 2026 | 8-20
works will be segregated, stored and managed in accordance with applicable waste legislation and
GNI’s construction and environmental management procedures.
In the absence of appropriate waste management measures, there is potential for incorrect
classification, storage or disposal of excavated material and other construction waste. Having regard
to the temporary nature and linear extent of the works, the potential effect on waste management
during construction is assessed as negative, slight and short-term.
8.9.3 Operational Phase
8.9.3.1 Renewable Biogas Plant
The potential impacts on the environment of improper, or a lack of, waste management during the
operational phase would be a diversion from the priorities of the waste hierarchy which would lead
to small volumes of waste being sent unnecessarily to landfill. In the absence of mitigation, the effect
on the local and regional environment is likely to be long-term, significant and negative.
The nature of the development means the generation of waste materials during the operational phase
is unavoidable. Networks of waste collection, treatment, recovery and disposal infrastructure are in
place in the region to manage waste efficiently from this type of development. Waste which is not
suitable for recycling is typically sent for energy recovery. There are also facilities in the region for
segregation of municipal recyclables which is typically exported for conversion in recycled products
(e.g. paper mills and glass recycling).
If waste material is not managed and stored correctly, it is likely to lead to litter or pollution issues at
the development site and in adjacent areas. The knock-on effect of litter issues is the presence of
vermin in affected areas. However, in the absence of mitigation, the effect on the local and regional
environment is likely to be long-term, significant and negative.
It is anticipated that waste contractors will be required to service the proposed development on a
scheduled basis to remove waste. The use of non-permitted waste contractors or unauthorised
facilities could give rise to inappropriate management of waste and result in negative environmental
impacts or pollution. It is essential that all waste materials are dealt with in accordance with regional
and national legislation, as outlined previously, and that time and resources are dedicated to ensuring
efficient waste management practices. However, in the absence of mitigation, the effect on the local
and regional environment is likely to be long-term, significant and negative.
County Monaghan faces a poultry waste management challenge, with high concentrations of
production that cannot be addressed at scale by small, dispersed measures alone. The proposed
development represents the only proven large-scale solution currently implemented in the country. If
this material is not diverted to this facility there will be a continuation of current practices where the
material will be landspread as a fertiliser resulting in higher GHG emissions and increased ammonia
emissions to air and nutrient loading of watercourses. In the absence of mitigation and this
development, the effect on the local and regional environment is likely to be short-term,
moderate/significant and negative. RECEIVED: 28/08/2026
August 2026 | 8-21
Conversely, if the Proposed Development is not constructed (Do-Nothing Scenario), current practices
of landspreading poultry litter will continue, resulting in higher GHG emissions, increased ammonia
emissions to air, and nutrient loading of watercourses. Given the issues identified in the Fehily
Timoney baseline study, the effect of not constructing the plant is also likely to be long-term,
moderate/significant and negative.
8.9.3.2 Linear Gas Grid Connection
There will be no operational waste generated from the Linear Gas Grid Connection and as such there
are no potential significant effects.
8.9.4 Cumulative Effects
There are existing residential and commercial developments within the local area, along with the
planning permissions remaining in place in the area. Multiple developments in the area could
potentially be developed concurrently or overlap in the construction phase.
Developments that potentially could overlap during the construction phase are set out in Appendix
1.1 of the EIAR.
Adequate waste management facilities are available within the region to accommodate all concurrent
developments. Owing to the rural location of the site, the majority of extant permissions relate to
one-off residential dwellings or extensions to existing properties, as well as agricultural related
infrastructure such as poultry houses. The scale of these developments therefore ranges from small
to modest.
Other developments in the area will be required to manage waste in compliance with national and
local legislation, policies and plans which will mitigate against any potential cumulative effects
associated with waste generation and waste management. As such the effect will be short-term, not
significant and neutral.
8.9.4.1 Operational Phase
There are existing residential and commercial developments close by, along with the multiple
permissions remaining in place. All of the current and potential developments will generate similar
waste types during their operational phases. Authorised waste contractors will be required to collect
waste materials segregated, at a minimum, into recyclables, organic waste and non-recyclables. An
increased density of development in the area is likely to improve the efficiencies of waste collections
in the area.
Other developments in the area and the developments planned for the surrounding land will be
required to manage waste in compliance with national and local legislation, policies and plans which
will minimise/mitigate any potential cumulative impacts associated with waste generation and waste
management. As such the effect will be a long-term, imperceptible and neutral.
8.9.5 Summary
The following Table summarises the identified likely significant effects during the construction phase
of the proposed development before mitigation measures are applied. RECEIVED: 28/08/2026
August 2026 | 8-22
Table 8.7 Summary of Construction Phase Likely Significant Effects in the absence of mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas Plant Litter
Pollution
Negative Significant Local Likely Short-
Term
Indirect &
Direct
Unlicensed
Waste
Collection
(Illegal
Dumping)
Negative Significant Local &
Regional
Likely Long-Term Direct
Insufficient
Waste
Facilities
Negative Significant Local &
Regional
Likely Short-
Term
Direct
Lack of waste
classification
Negative Significant Local &
Regional
Likely Short-
Term
Direct
Lack of
soil/waste
classification
Negative Significant Local &
Regional
Likely Long-Term Direct
Gas Grid Unlicensed
Waste
Collection
(Illegal
Dumping)
Negative Significant Local &
Regional
Likely Long-Term Direct
Incorrect
classification,
storage or
management
of excavated
material and
construction
waste
Negative Slight Local Likely Long-Term Direct
Insufficient
Waste
Facilities
Negative Significant Local &
Regional
Likely Short-
Term
Direct
Lack of waste
classification
Negative Significant Local &
Regional
Likely Short-
Term
Direct
The following Table summarises the identified likely significant effects during the operational phase
of the proposed development before mitigation measures are applied.
RECEIVED: 28/08/2026
August 2026 | 8-23
Table 8.8 Summary of Operational Phase Likely Significant Effects in the absence of mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Unlicensed
Waste
Collection
(Illegal
Dumping)
Negative Significant Local &
Regional
Likely Long-Term Direct
Poor Waste
Segregation
Negative Significant Local &
Regional
Likely Long-Term Direct
Litter
Pollution
Negative Significant Local &
Regional
Likely Short-
Term
Direct
Lack of
suitable
agriculture
waste
disposal
Negative Significant Local &
Regional
Likely Long-Term Direct
8.10 Mitigation Measures
This section outlines the measures that will be employed in order to reduce the amount of waste
produced, manage the wastes generated responsibly and handle the waste in such a manner as to
minimise the effects on the environment.
The concept of the ‘Waste Hierarchy’ and ‘Circular Economy’ is employed when considering all
mitigation measures. The waste hierarchy states that the preferred option for waste management is
prevention and minimisation of waste, followed by preparing for reuse and recycling / recovery,
energy recovery (i.e. incineration) and, least favoured of all, disposal. The circular economy principle
aims to keep materials, components, and products in-use in the economy for as long as possible. In
circularity, the key objective is to design consumption and production systems to create and retain
value. Both principles have been applied and will further be applied during the detailed design,
construction and operational phases.
8.10.1 Renewable Biogas Plant Site
WM_1:
As previously stated, a project specific RWMP has been prepared in line with the requirements of the
requirements of the EPA ‘Best Practice Guidelines for the Preparation of Resource and Waste
Management Plans for Construction & Demolition Projects’ (2021) and is included as an Appendix to
this Chapter. The mitigation measures outlined in the RWMP will be implemented in full and form part RECEIVED: 28/08/2026
August 2026 | 8-24
of the mitigation strategy for the site. The mitigation measures presented in this RWMP will ensure
effective waste management and minimisation, reuse, recycling, recovery and disposal of waste
material generated during the excavation and construction phases of the proposed development.
► Prior to commencement, the appointed Contractor(s) will be required to refine / update the
RWMP (which is an Appendix to this Chapter) in agreement with MCC and in compliance with
any planning conditions, or submit an addendum to the RWMP to MCC, detailing specific measures
to minimise waste generation and resource consumption, and provide details of the proposed
waste contractors and destinations of each waste stream.
► The Contractor will implement the RWMP throughout the duration of the proposed excavation
and construction phases.
8.10.1.1 Incorporated Design Mitigation
WM_2:
A quantity of topsoil and sub soil will need to be excavated to facilitate the proposed development.
The Project Engineers confirmed that the majority of this material can be managed within the site as
engineering fill and in berms. Correct classification and segregation of the excavated material is
required to ensure that any potentially contaminated materials are identified and handled in a way
that will not impact negatively on workers as well as on water and soil environments, both on and off-
site. Material will be subject to visual inspection for potential contamination as well as environmental
soil testing (typical soil classification suite of analysis, hydrocarbons, metals, PAHs etc.).
8.10.1.2 Construction Phase Mitigation
WM_3:
Building materials will be chosen to ‘design out waste’.
WM_4:
On-site segregation of waste materials will be carried out to increase opportunities for off-site reuse,
recycling and recovery. The following waste types, at a minimum, will be segregated:
► Metal;
► Concrete rubble (including ceramics, tiles and bricks);
► Plasterboard;
► Metals;
► Glass; and
► Timber.
WM_5:
Left over materials (e.g. timber off-cuts, broken concrete blocks / bricks) and any suitable construction
materials shall be re-used on-site, where possible; (alternatively, the waste will be sorted for recycling,
recovery or disposal);
WM_6:
All waste materials will be stored in skips or other suitable receptacles in designated areas of the site; RECEIVED: 28/08/2026
August 2026 | 8-25
WM_7:
Any hazardous wastes generated (such as chemicals, solvents, glues, fuels, oils) will also be segregated
and will be stored in appropriate receptacles (in suitably bunded areas, where required);
WM_8:
A Resource Manager will be appointed by the main Contractor(s) to ensure effective management of
waste during the excavation and construction works;
WM_9:
All construction staff will be provided with training regarding the waste management procedure;
WM_10:
All waste leaving site will be reused, recycled or recovered, where possible, to avoid material
designated for disposal;
WM_11:
All waste leaving the site will be transported by suitably permitted contractors and taken to suitably
registered, permitted or licenced facilities; and
WM_12:
All waste leaving the site will be recorded and copies of relevant documentation maintained.
8.10.1.3 Operational Phase Mitigation
The following mitigation measures will be implemented during the operational phase of the proposed
development:
WM_13:
All waste materials will be segregated into appropriate categories and will be temporarily stored in
appropriate bins or other suitable receptacles in a designated, easily accessible areas of the site.
WM_14:
As previously stated, a project specific OWMP has been prepared and is included as an Appendix to
this Chapter. The mitigation measures outlined in the OWMP will be implemented in full and form
part of the mitigation strategy for the site. Implementation of this OWMP will ensure a high level of
recycling, reuse and recovery at the development. All recyclable materials will be segregated at source
to reduce waste contractor costs and ensure maximum diversion of materials from landfill, thus
achieving the targets set out in the NWMPCE, Waste Action Plan for a Circular Economy – Waste
Management Policy in Ireland and the MCC waste bye-laws.
The operator and staff of the site during the operational phase will be responsible for ensuring –
allocating personnel and resources, as needed – the ongoing implementation of this OWMP, ensuring
a high level of recycling, reuse and recovery at the site of the proposed development.
In addition, the following mitigation measures will be implemented:
WM_15: RECEIVED: 28/08/2026
August 2026 | 8-26
On-site segregation of all waste materials into appropriate categories including (but not limited to):
► Package treatment plant solids;
► Dry Mixed Recyclables;
► Mixed Non-Recyclable Waste;
► Glass;
► Cardboard;
► Plastic;
► Waste electrical and electronic equipment (WEEE) including computers, printers and other ICT
equipment;
► Batteries (non-hazardous and hazardous);
► Oil and oil filters
► Light bulbs;
► Cleaning chemicals (pesticides, paints, adhesives, resins, detergents, etc.); and
► Furniture (and from time-to-time other bulky waste).
WM_16:
The Operator and staff will ensure that all waste materials will be stored in colour coded bins or other
suitable receptacles in designated, easily accessible locations. Bins will be clearly identified with the
approved waste type to ensure there is no cross contamination of waste materials.
WM_17:
The Operator and staff will ensure that all waste collected from the Site of the proposed development
will be reused, recycled or recovered, where possible, with the exception of those waste streams
where appropriate facilities are currently not available; and
WM_18:
The Operator and staff will ensure that all waste leaving the site will be transported by suitable
permitted contractors and taken to suitably registered, permitted or licensed facilities.
These mitigation measures will ensure the waste arising from the development is dealt with in
compliance with the provisions of the Waste Management Act 1996, as amended, associated
Regulations, the Litter Pollution Act 1997, The NWMPCE and the MCC waste bye-laws. It will also
ensure optimum levels of waste reduction, reuse, recycling and recovery are achieved.
8.10.2 Linear Gas Grid Connection
8.10.2.1 Construction Phase Mitigation
The Linear Gas Grid Connection will be delivered by Gas Networks Ireland in accordance with the
applicable statutory consenting process and GNI’s technical, environmental and construction
management requirements. Waste and excavated material arising during construction will be
managed in accordance with applicable waste legislation and the waste hierarchy. Having regard to
the fact that the Applicant for permission will not deliver this infrastructure the following is provided
as recommendations.
Prior to removal from the works area, it is recommended that excavated material will be appropriately
assessed and classified. Suitable uncontaminated material will be reused within the works, where
technically appropriate, including for trench backfilling and reinstatement. Material which cannot be
reused will be segregated and removed by appropriately authorised contractors to suitably authorised RECEIVED: 28/08/2026
August 2026 | 8-27
facilities for reuse, recovery or disposal, as appropriate. The Article 27 Byproduct process may be used
as appropriate.
Other construction waste arising from the pipeline works will be segregated, stored in appropriate
receptacles and transferred by authorised waste collectors to appropriately authorised facilities.
Appropriate records of waste classification, transfer and destination will be maintained in accordance
with the applicable regulatory requirements.
8.10.2.2 Operational Phase Mitigation
There will be no operational Waste Generated from the Linear Gas Grid and as such there are no
potential significant effects and no mitigation required.
8.11 Residual Impact Assessment
The implementation of the mitigation measures outlined in Section 8.10 will ensure that targeted rates
of reuse, recovery and recycling are achieved at the site of the Proposed Development during the
construction and operational phases. It will also ensure that European, National and Regional
legislative waste requirements with regard to waste are met and that associated targets for the
management of waste are achieved.
8.11.1 Construction Phase
8.11.1.1 Renewable Biogas Plant Site
A carefully planned approach to waste management as set out in Section 8.10.1 and adherence to the
RWMP (which includes mitigation) (which is an Appendix to this Chapter) during the construction
phase will promote resource efficiency and waste minimisation. When the mitigation measures are
implemented and a high rate of prevention reuse, recycling and recovery is achieved, the predicted
impact of the construction phase on the environment will be short-term, imperceptible and neutral.
8.11.1.2 Linear Gas Grid Connection
The Linear Gas Grid Connection will be constructed by Gas Networks Ireland in accordance with the
applicable statutory, technical and environmental management requirements. It is recommended that
suitable excavated material will be reused within the works where practicable, while surplus material
and other construction waste will be appropriately classified and managed through authorised waste
contractors and receiving facilities.
Following implementation of these measures, the residual effect associated with construction waste
arising from the Linear Gas Grid Connection is assessed as neutral, imperceptible and short-term. RECEIVED: 28/08/2026
August 2026 | 8-28
8.11.2 Operational Phase
8.11.2.1 Renewable Biogas Plant Site
During the operational phase, a structured approach to waste management as set out in Section
8.10.1.3 and adherence to the OWMP (which includes mitigation) (which is an Appendix to this
Chapter) will promote resource efficiency and waste minimisation. When the mitigation measures are
implemented and a high rate of reuse, recycling and recovery is achieved, the predicted impact of the
operational phase on the environment will be long-term, imperceptible and neutral.
The proposed development will look to important by-products from agricultural industry within MCC,
with the goal of diverting materials from landspreading, in line with the Irish governments NWMPCE.
The predicted impact of the operational phase on the environment will be long-term, moderate and
positive.
8.11.2.2 Linear Gas Grid Connection
No material operational waste is expected from the Linear Gas Grid Connection beyond routine
maintenance arisings managed by GNI and as such there are no potential significant effects.
8.11.3 Summary of Post-mitigation Effects
The following Table summarises the identified likely significant residual effects during the construction
phase of the proposed development following the application of mitigation measures.RECEIVED: 28/08/2026
August 2026 | 8-29
Table 8.9 Summary of Construction Phase Effects Post Mitigation
Aspect Likely Significant Effect Quality Significance Extent Probability Duration Type
Biogas Plant
Litter Pollution Neutral Imperceptible Local Unlikely Short-Term Direct
Unlicensed Waste Collection
(Illegal Dumping)
Neutral Imperceptible Local & Regional Unlikely Long-Term Direct
Insufficient Waste Facilities Neutral Imperceptible Local & Regional Unlikely Short-term Direct
Lack of waste Classification Positive Imperceptible Local & Regional Likely Long-Term Direct
Gas Grid Construction waste and
surplus excavated material
Neutral Imperceptible Local Unlikely Short-term Direct
The following Table summarises the identified likely residual significant effects during the operational phase of the proposed development post mitigation.
Table 8.10 Summary of Operational Phase Effects Post Mitigation
Aspect Likely Significant Effect Quality Significance Extent Probability Duration Type
Biogas Plant
Unlicensed Waste Collection (Illegal
Dumping)
Neutral Imperceptible Local & Regional Likely Long-Term Direct
Poor Waste Segregation Neutral Imperceptible Local & Regional Likely Long-Term Direct
Litter Pollution Neutral Imperceptible Local & Regional Likely Short-Term Direct
Lack of suitable agriculture by-
product disposal
Positive Significant Local & Regional Likely Long-Term Direct RECEIVED: 28/08/2026
August 2026 | 8-30
8.11.4 Cumulative Residual Effects
The proposed development is located in a rural area where the majority of extant permissions relate
to one-off residential dwellings, extensions to existing properties, and agricultural-related
infrastructure such as poultry houses. These developments are generally small to modest in scale.
While multiple developments could potentially overlap during the construction phase, adequate
waste management facilities are available within the region to accommodate all concurrent projects.
Each development will be required to manage waste in compliance with national and local legislation,
policies, and plans, which will mitigate potential cumulative effects associated with waste generation
and waste management. Given the scale of surrounding developments and the availability of
appropriate waste facilities, the cumulative residual effect is predicted to be short-term, not
significant, and neutral.
8.12 Reinstatement
In the event that the Proposed Development is discontinued, there is not likely to be any significant
impacts on waste management at the site.
The plant will operate under an EPA Industrial Emissions licence, which will include conditions to
ensure that any future reinstatement of the site will be carried out in accordance with established
environmental management and regulatory requirements. This will include a Closure, Restoration and
Aftercare Management Plan (CRAMP) to ensure no waste nuisance occurs at nearby sensitive
receptors.
8.13 Risk of Major Accidents or Disasters
There is no Risk of Major Accidents or Disasters related to Material Assets Waste and the proposed
development.
8.14 Worst Case Scenario
A worst-case assessment has been undertaken to evaluate the maximum credible effects on the
proposed development. This assessment considers the full extent, scale, and all operational elements,
including waste intake and operational waste. It focuses on the effects under normal operational
conditions and excludes low probability events, such as major accidents or disasters, as set out in
Section 8.13.
Under this worst-case scenario, if mitigation measures outlined in Section 8.10 are not followed, poor
onsite waste management, non-permitted waste contractors or unauthorised waste facilities could
give rise to inappropriate management of waste offsite and result in negative environmental impacts
or pollution as shown in Section 8.9.
Furthermore, if agricultural waste is not diverted to this facility or similar facilities it could potentially
end up landspread on agricultural lands with already at capacity nutrient levels. In the absence of RECEIVED: 28/08/2026
August 2026 | 8-31
mitigation and this development, the effect on the local and regional environment is likely to be short-
term, moderate and negative.
8.15 Interactions
Please refer to Chapter 18.
8.16 Monitoring
The management of waste during the construction phase will be monitored by the Contactor’s
appointed Resource Manager to ensure compliance with the above-listed mitigation measures, and
relevant waste management legislation and local authority requirements, including maintenance of
waste documentation.
The management of waste during the operational phase will be monitored by the Operator to ensure
effective implementation of the mitigation measures outlined in Section 8.10 internally and by the
nominated waste contractor(s). In addition, compliance will be subject to conditions of an Industrial
Emissions Directive (IED) licence, which will include requirements for waste handling, documentation,
and reporting to the EPA.
8.16.1 Construction Phase
The objective of setting targets for waste management is only achieved if the actual waste generation
volumes are calculated and compared. This is particularly important during construction works, where
there is a potential for waste management objectives to become secondary to other objectives, i.e.
progress and meeting schedule targets. The RWMP specifies the need for a Resource Manager to be
appointed, who will have responsibility for monitoring the actual waste volumes being generated and
ensuring that contractors and sub-contractors are segregating waste as required. Where targets are
not being met, the Resource Manager will identify the reasons for this and work to resolve any issues.
Recording of waste generation during the construction phase of the proposed Development will
enable better management of waste contractor requirements and identify trends. The data should be
maintained to advise on future developments.
8.16.2 Operational Phase
During the operational phase, waste generation volumes should be monitored by the Operator. There
may be opportunities to reduce the number of bins and equipment required in the Waste Storage
Area (WSA’s), where estimates have been too conservative. Reductions in bin and equipment
requirements will improve efficiency and reduce waste contactor costs.
RECEIVED: 28/08/2026
August 2026 | 8-32
8.17 Summary of Mitigation and Monitoring
The following Table summarises the Construction Phase mitigation and monitoring measures.
Table 8.11 Summary of Construction Phase Mitigation and Monitoring
Aspect Likely Significant Effect Mitigation Monitoring
Biogas Plant
Litter Pollution The Contractor will be
required to fully implement the
RWMP throughout the
duration of the proposed
construction phase.
The Contractor will
review and maintain
waste records and site
audits.
Unlicensed Waste Collection
(Illegal Dumping)
All waste leaving the site will
be recorded and copies of
relevant documentation
maintained.
A register will be
maintained and reviewed.
A copy of all waste
collection permits will be
maintained.
Insufficient Waste Facilities All waste leaving the site will
be recorded and copies of
relevant documentation
maintained.
A register will be
maintained and reviewed.
A copy of all waste
collection permits will be
maintained.
Lack of waste Classification All waste material leaving site
will be correctly classified and
segregation prior to removal
where possible.
An appointed Waste
Manager will monitor all
onsite waste segregation
and classification.
Gas Grid N/A N/A N/A
The following Table summarises the Operational Phase mitigation and monitoring measures.
Table 8.12 Summary of Operational Phase Mitigation and Monitoring
Aspect Likely Significant Effect Mitigation Monitoring
Biogas Plant
Unlicensed Waste
Collection (Illegal
Dumping)
The Operator will ensure that all
waste leaving the Site will be
transported by suitable
permitted contractors and taken
to suitably registered, permitted
or licensed facilities.
The Operator Manager
will maintain waste
receipts onsite for a
period of 7 years and
make available to MCC
as requested.
Poor Waste Segregation The Operator will ensure that all
waste materials will be stored in
colour coded bins or other
suitable receptacles in
designated, easily accessible
Waste generation
volumes will be monitored
by the Operator.
RECEIVED: 28/08/2026
August 2026 | 8-33
Aspect Likely Significant Effect Mitigation Monitoring
locations. Bins will be clearly
identified with the approved
waste type to ensure there is no
cross contamination of waste
materials.
Litter Pollution The Operator will ensure that all
waste collected from the Site of
the proposed Development will
be reused, recycled or
recovered, where possible, with
the exception of those waste
streams where appropriate
facilities are currently not
available.
Waste storage areas will
be monitored by the
Operator.
Gas Grid N/A N/A N/A
8.18 Conclusion
This chapter has assessed the potential and predicted impacts of the proposed development in
relation to waste management during both the construction and operational phases. Cumulative
impacts arising from authorised and surrounding developments have also been considered.
The proposed development will accept and process organic materials from the agricultural sector—
primarily poultry manure—which is a well-recognised waste management challenge in the region due
to existing nutrient load pressures. By diverting these materials from landspreading in areas
approaching or exceeding nutrient carrying capacity, and converting them into useful products, the
development aligns with national policy objectives under the NWMPCE and represents a significant
improvement in the sustainable management of these arisings.
With the implementation of all mitigation measures outlined in this chapter and within the RWMP
and OWMP, the direct waste-related effects of the proposed development are predicted to be
neutral, long-term and imperceptible. However, in terms of regional poultry waste management, the
project will deliver a positive, long-term and strategic benefit.
RECEIVED: 28/08/2026
August 2026 | 8-34
8.19 References and Sources
► Waste Management Act 1996 as amended.
► Environmental Protection Agency Act 1992 as amended.
► Litter Pollution Act 1997 as amended;
► Regional Waste Management Planning Offices, The National Waste Management Plan for a
Circular Economy 2024 - 2030 (2024).
► Monaghan County Council (MCC) County of Monaghan (Segregation, Storage and Presentation of
Household and Commercial Waste) Bye-Laws (2019).
► Directive (EU) 2018/2001 The Promotion of the Use of Energy from Renewable Sources (2018)
► Department of Environment and Local Government (DoELG) Waste Management – Changing Our
Ways, A Policy Statement (1998)
► Department of Environment, Heritage and Local Government (DoEHLG) Preventing and Recycling
Waste - Delivering Change (2002)
► DoELG, Making Ireland’s Development Sustainable – Review, Assessment and Future Action
(World Summit on Sustainable Development) (2002)
► DoEHLG, Taking Stock and Moving Forward (2004)
► Department of Communications, Climate Action and Environment (DCCAE), Waste Action Plan
for the Circular Economy - Ireland’s National Waste Policy 2020-2025 (2020).
► DCCAE, Whole of Government Circular Economy Strategy 2022-2023 ‘Living More, Using Less’
(2021).
► Circular Economy and Miscellaneous Provisions Act 2022
► Environmental Protection Agency (EPA), National Waste Database Reports 1998 – 2020 and the
Circular Economy and National Waste Database Report 2021 – 2022.
► The Department of the Environment, Climate and Communications; Department of Agriculture,
Food and the Marine Ireland’s National Biomethane Strategy (2024).
► MCC, The Monaghan County Development Plan 2025 – 2031 (2025)
► S.I. No. 31/2014 - European Union (Good Agricultural Practice for Protection of Waters)
Regulations 2014.
► Animal by-product (ABP) under EC Regulation No. 1069/2009.
► European Waste Catalogue - Council Decision 94/3/EC (as per Council Directive 75/442/EC).
► Hazardous Waste List - Council Decision 94/904/EC (as per Council Directive 91/689/EEC).
► EPA, European Waste Catalogue and Hazardous Waste List (2002).
► EPA, Waste Classification – List of Waste & Determining if Waste is Hazardous or Non-Hazardous
(2018)
► BS 5906:2005 Waste Management in Buildings – Code of Practice.
► DoHLGH, Design Manual for Urban Roads and Streets (2019). DCCAE, Whole of Government
Circular Economy Strategy 2022-2023 ‘Living More, Using Less’ (2021)
► Environmental Protection Agency (EPA) ‘Best Practice Guidelines for the Preparation of Resource
and Waste Management Plans for Construction & Demolition Projects’ ( 2021)
► Department of Environment, Heritage and Local Government, Best Practice Guidelines on the
Preparation of Waste Management Plans for Construction and Demolition Projects (2006).
► FÁS and the Construction Industry Federation (CIF), Construction and Demolition Waste
Management – a handbook for Contractors and site Managers (2002).
► Waste Management (Landfill Levy) Regulations 2015 (as amended)
► Council Decision 2003/33/EC, establishing criteria and procedures for the acceptance of waste at
landfills pursuant to Article 16 of and Annex II to Directive 1999/31/EC.
► EPA and Galway-Mayo Institute of Technology (GMIT), EPA Research Report 146 – A Review of
Design and Construction Waste Management Practices in Selected Case Studies – Lessons
Learned (2015). RECEIVED: 28/08/2026
August 2026 | 8-35
► Local Government Ireland, the Best Practice Guidance for Handling Asbestos (2023).
► European Commission, Guidelines for the waste audits before demolition and renovation works
of buildings (May 2018)
► Fehily Timoney, Baseline Study - Poultry Sector in County Monaghan (2021)
RECEIVED: 28/08/2026
VOLUME II
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
CHAPTER 9
LAND & SOILS
AUGUST 2026
Stream BioEnergy Ireland Limited RECEIVED: 28/08/2026
August 2026 | 9-1
Table of Contents
9 Land & Soils ............................................................................................................................. 9-4
9.1 Introduction ............................................................................................................................ 9-4
9.2 Expertise & Qualifications ....................................................................................................... 9-4
9.3 Proposed Project ..................................................................................................................... 9-5
9.3.1 Renewable Biogas Plant Site ................................................................................................... 9-5
9.3.2 Linear Gas Grid Connection..................................................................................................... 9-7
9.3.3 Aspects Relevant to this Assessment ...................................................................................... 9-8
9.4 Methodology ........................................................................................................................... 9-8
9.4.1 Criteria for Rating of Effects .................................................................................................... 9-8
9.4.2 Sources of Information ........................................................................................................... 9-9
9.4.3 Relevant Legislation & Guidance ............................................................................................ 9-9
9.4.4 Site Surveys ........................................................................................................................... 9-10
9.4.5 Study Area (Zone of Influence) ............................................................................................. 9-10
9.4.6 Consultation .......................................................................................................................... 9-10
9.5 Difficulties Encountered ........................................................................................................ 9-10
9.6 Baseline Environment ........................................................................................................... 9-11
9.6.1 Application Area .................................................................................................................... 9-11
9.6.2 Soils ....................................................................................................................................... 9-12
9.6.3 Bedrock Geology ................................................................................................................... 9-12
9.6.4 Geological Heritage Sites ...................................................................................................... 9-13
9.6.5 Economic Geology ................................................................................................................. 9-14
9.6.6 Existing Land Use and Site History ........................................................................................ 9-15
9.6.7 Surrounding Land Use ........................................................................................................... 9-18
9.6.8 Rating of Site Importance of the Geological Features .......................................................... 9-19
9.7 The ‘Do Nothing’ Scenario .................................................................................................... 9-20
9.7.1 Renewable Biogas Plant Site ................................................................................................. 9-21
9.7.2 Linear Gas Grid Connection................................................................................................... 9-21
9.8 Potential Significant Effects .................................................................................................. 9-21
9.8.1 Construction Phase ............................................................................................................... 9-21
9.8.2 Operational Phase ................................................................................................................. 9-24
9.8.3 Cumulative Effects ................................................................................................................ 9-25
9.8.4 Summary ............................................................................................................................... 9-27
9.9 Mitigation Measures ............................................................................................................. 9-30
9.9.1 Renewable Biogas Plant Site ................................................................................................. 9-30 RECEIVED: 28/08/2026
August 2026 | 9-2
9.9.2 Gas Grid Connection ............................................................................................................. 9-34
9.10 Residual Impact Assessment ................................................................................................. 9-34
9.10.1 Construction Phase ............................................................................................................... 9-35
9.10.2 Operational Phase ................................................................................................................. 9-35
9.10.3 Summary of Post-mitigation Effects ..................................................................................... 9-36
9.10.4 Cumulative Residual Effects .................................................................................................. 9-38
9.11 Risk of Major Accidents or Disasters ..................................................................................... 9-38
9.12 Worst Case Scenario ............................................................................................................. 9-39
9.13 Interactions ........................................................................................................................... 9-40
9.14 Monitoring ............................................................................................................................ 9-40
9.14.1 Construction Phase ............................................................................................................... 9-40
9.14.2 Operational Phase ................................................................................................................. 9-40
9.15 Summary of Mitigation and Monitoring ............................................................................... 9-40
9.16 Conclusion ............................................................................................................................. 9-44
9.17 References and Sources ........................................................................................................ 9-45
RECEIVED: 28/08/2026
August 2026 | 9-3
Table of Figures
Figure 9-1. Proposed Development Site Location ............................................................................. 9-11
Figure 9-2 Soils and Subsoils .............................................................................................................. 9-12
Figure 9-3 Bedrock Geology ............................................................................................................... 9-13
Figure 9-4 Geological Heritage Areas................................................................................................. 9-14
Figure 9-5 Mineral Localities .............................................................................................................. 9-15
Figure 9-6 25inch Historic Map .......................................................................................................... 9-16
Figure 9-7 6” First Edition Black & White Map .................................................................................. 9-17
Figure 9-8 Imagery 1995 Black & White Map .................................................................................... 9-17
Figure 9-9 Imagery 2013-2018 Map................................................................................................... 9-18
Figure 9-10 Licensed Facilities ........................................................................................................... 9-19
Table of Tables
Table 9-1. Mineral Localities within 5km ........................................................................................... 9-15
Table 9-2. EPA Licenced facilities nearby to the Renewable Biogas Plant site (EPA, 2025) .............. 9-19
Table 9-3. Planning History in the Vicinity of the Proposed Development ....................................... 9-25
Table 9-4 Summary of Construction Phase Likely Significant Effects in the absence of mitigation .. 9-27
Table 9-5 Summary of Operational Phase Likely Significant Effects in the absence of mitigation .... 9-29
Table 9-6 Summary of Construction Phase Effects Post Mitigation .................................................. 9-36
Table 9-7 Summary of Operational Phase Effects Post Mitigation .................................................... 9-37
Table 9-8 Summary of Construction Phase Mitigation and Monitoring ............................................ 9-40
Table 9-9 Summary of Operational Phase Mitigation and Monitoring ............................................. 9-43
RECEIVED: 28/08/2026
August 2026 | 9-4
9 Land & Soils
9.1 Introduction
The purpose of this Chapter is to assess and evaluate the likely significant effects of the Proposed
Project on the land, soil and geological aspects of the site and surrounding area. This chapter evaluates
the effects, if any, which the Project will have on Land, Soils and Geology and contains the information
as defined in the Environmental Protection Agency (EPA) ‘Guidelines on the Information to be
contained in Environmental Impact Assessment Reports’ (EPA, 2022), Article 94 and Schedule 6 of the
Planning and Development Regulations 2001 (as amended),and Article 5 and Annex IV of the EIA
Directive (2011/92/EU, as amended).
The chapter initially provides a description of the receiving environment of the site and the potential
impacts of the development. When assessing the potential impacts, this assessment considers the
significance of the environmental attributes, and the predicted scale and duration of the likely effects.
The chapter also outlines the proposed mitigation measures that will reduce or eliminate the
identified potential impacts and defines the residual effects of the Proposed Project (the effect after
the implementation of mitigation measures).
9.2 Expertise & Qualifications
This chapter of the EIAR has been prepared by Rashaqat Ali Siddiqui and reviewed by Marcelo Allende
in the Water section of AWN Consulting Ltd.
Rashaqat Ali Siddiqui (BSc, Msc, MIT). Ali is a hydrogeologist with over 7 years’ experience in water
resource management and impact assessment. He has a Masters in Hydrogeology and is a former
Education Secretary of the Irish chapter for the Association of Hydrogeologists (IAH). Ali’s specialist
area of expertise is Water Resource Management, Environmental Impact Assessment, Soil Quality
Assessment, Geological site surveys, baseline and due diligence soils and geology reports. His project
experience includes contributions to a wide range of Site Investigation and Groundwater, Surface
water and Soil Monitoring, Contaminated Land Assessment, Hydrological and Hydrogeological Risk
Assessment, Environmental Impact Statements, and environmental reports for Industry, Transport,
Infrastructure and residential developments.
Marcelo Allende (BSc, BEng) is a Principal Environmental Consultant (Hydrologist) at AWN with over
17 years of experience in Environmental Consulting as well as geological, hydrological and
hydrogeological technical studies. Marcelo holds a degree in Water Resource Civil Engineering from
the University of Chile. He has worked on a wide of range of projects including multi-aspect
environmental investigations, geo-environmental impact assessments, groundwater resource
management, hydrological and hydrogeological conceptual and numerical modelling, baselines
studies, soils, and groundwater monitoring and field sampling programmes on a variety of brownfield
and greenfield sites throughout Ireland as well as overseas in Chile, Argentina, Peru and Panama. He
is currently a member of the International Association of Hydrogeologists (IAH, Irish Group) and a
member of Engineers Ireland (MIEI). RECEIVED: 28/08/2026
August 2026 | 9-5
9.3 Proposed Project
The “proposed development” for which the Applicant seeks planning permission comprises the
development of a Renewable Biogas Plant, alterations to the local road to facilitate access.
The overall “project” subject to Environmental Impact Assessment (EIA) also includes the Linear Gas
Grid Connection, which forms part of the wider development but lies outside the planning application
boundary.
The following is a summary of the Proposed Project. Please refer to Chapter 2 of this EIAR for the
detailed description.
9.3.1 Renewable Biogas Plant Site
The project consists of the construction and operation of a Renewable Biogas Plant and associated
infrastructure. The principal elements of the plant comprise a main process building where the
feedstock for the anaerobic digestion (AD) process is received. An odour control system with a
dispersion stack will treat the air from the building. The feedstock passes to the AD tanks located
within a bunded tank farm. There is a combined heat and power (CHP) building within which a gas
fired CHP engine will generate electricity for the plant's energy needs. A Biogas Upgrade and
Treatment Plant will be installed to produce biomethane (a renewable natural gas) that will be
exported via a Gas Grid Entry Unit to the national gas grid. A CO2 Liquefaction plant will be installed to
capture the carbon dioxide in the biogas, turning it into liquid CO₂. A Dryer Building is proposed, where
the digestate will be dried, and a Pellet Hall will be constructed, where the digestate pellets will be
stored prior to removal from the site for use as a natural fertiliser product. Ancillary elements include
a gas dome, tanks to store incoming liquid feedstock, freshwater, firewater, and fuel, a backup gas
flare, a backup generator, a plant building, and a control building. Widening of the local road, berms,
a new site entrance, weighbridges, wheel washes, parking, lighting and all ancillary development
works and services also form part of the development.
A high-level process flow follows. RECEIVED: 28/08/2026
August 2026 | 9-6
9.3.1.1 Construction Phase
The Proposed Development characteristics which relate to the land, soils and geological environment
during construction are summarised below.
No demolition is required during construction phase. The activities required for the construction
phase of the Proposed Development represents the greatest risk of potential impact on the land, soils
and geological environment. These activities primarily pertain to the site preparation, excavation and
infilling activities required to facilitate construction of the Proposed Development.
9.3.1.1.1 Site Levelling
The Proposed Development requires soil and stones to be excavated to facilitate site levelling,
construction of new foundations and the installation of underground services. The maximum
proposed excavation is 14m in the southern area of the tank farm. The project engineers (McAdam)
have estimated that c. 98,420m3 of material will need to be excavated to do so. It is currently proposed
that 79,900 m3 of all clean excavated soil to be reused on site for landscaping (Berms) and fill. The
remaining 18,600m3 of excavated soil will be transferred to an offsite facility.
This will require management of soils and run-off during construction works at the main site during
road widening works. The Contractor will be obliged to operate in compliance with a Construction
Environmental Management Plan (CEMP) which includes measures for protection of the underlying
soils from contamination. A soil and surface water management plan is included in the CEMP.
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9.3.1.1.2 Storage of Fuel
Temporary storage of fuel required for on site for construction traffic. Liquid materials i.e., fuel storage
will be located within the site compound in temporary designated bunded areas, doubled skinned
tanks or bunded containers (all bunds will conform to standard bunding specifications - BS8007-1987)
to prevent spillage.
Construction activities will necessitate storage of cement and concrete materials, temporary oils, and
fuels on the main site. Small localised accidental releases of contaminating substances including
hydrocarbons have the potential to occur from construction traffic and vehicles operating on site.
9.3.1.1.3 Foul water
All foul water generated from welfare facilities will be tankered off site for disposal to McBreen
Environmental facility, Lismagratty, Cootehill Road, Co. Cavan (WFP-CN-21-0003-01) located c.20km
southwest of the site (or similar licensed facility) during construction phase.
9.3.1.2 Operational Phase
The Proposed Development characteristics which relate to the land, soils and geological environment
during operation are summarised below.
9.3.1.2.1 Drainage design
The proposed drainage design is to capture all storm water on site to be reused in AD plant. The only
permeable areas will be the berms surrounding the site. rainwater will be discharged via runoff with
a low potential on infiltration due to the slope of the berms. There are no other permeable areas
within the Renewable Biogas site due to the goal of rainwater harvesting. Hence, no potential for
impacts on land, soils and geology due to infiltration.
9.3.1.2.2 Bulk Fuel Storage
The development includes a fuel storage tank for backup generator and operational site vehicles,
c.6m3. This is fully bunded. All other chemical storage is within the main AD building.
9.3.1.2.3 Foul Water
Foul water flows generated from the Proposed Development will be directed to an onsite foul water
treatment plant via a network of pipes and manholes.
The plant will treat the foul water and discharge the treated water to a Foul Water Pumping Station.
Occasional removal of solids from the treatment plant off-site to Mcbreen Environmental Licensed
Facility(or similarly licensed facility).
The Foul Water Pumping Station will pump the treated effluent to be used on site as part of the AD
process. As such, there will be no trade effluent (waste waters) or domestic type wastewater
discharging from the Proposed Development.
9.3.2 Linear Gas Grid Connection
A gas transmission pipeline will provide a physical connection between the Renewable Biogas Plant
and the existing national gas network in Dromore West. Co. Monaghan. While the development of the
gas grid is not part of the planning application, as Gas Networks Ireland will deliver it, it is included in
the EIAR for assessment purposes, as it forms part of the overall project for the EIA Directive. The RECEIVED: 28/08/2026
August 2026 | 9-8
works comprise the laying of an underground pipeline over approximately 3.5km within the public
road corridor.
As the construction is a shallow trench in a roadway, there is minimal potential for impact on the soil
and geology environment. The design will be required to ensure the contractor manages collection
and disposal of excavated soil in an environmentally responsible manner.
9.3.3 Aspects Relevant to this Assessment
The Chapter will assess the potential effects on the Soils and superficial geology, Bedrock geology,
Karst Landforms, Landslide Susceptibility, Current and historic mining sites, Irish Geological Heritage
Sites and Contaminated land during the construction and operation of the proposed development.
These aspects will be considered together with the proposed development land use, proposed
excavation and site levels. This section should be read in conjunction with the design drawings and
reports which accompany this planning application.
9.4 Methodology
9.4.1 Criteria for Rating of Effects
This section establishes the criteria, and guidance used to rate the significance of the potential impacts
of the proposed development project on the land, soil and geological aspects of the site and
surrounding area.
Alongside the legislation, policy, and guidance outlined in Chapter 1, this chapter is prepared in line
with the ‘Guidelines on the Information to be contained in Environmental Impact Assessment Reports’
(EPA, 2022) and due consideration is also given to the guidelines provided by the Institute of
Geologists of Ireland (IGI) in the document entitled ‘Guidelines for the Preparation of Soils, Geology
and Hydrogeology Chapters of Environmental Impact Statements’ (IGI 2013).
The document entitled ‘Guidelines on Procedures for Assessment and Treatment of Geology,
Hydrology and Hydrogeology for National Road Schemes’ by the Transport Infrastructure Ireland (TII)
formerly National Roads Authority (NRA) (TII, 2009) is referenced where the methodology for
assessment of impact is appropriate. Furthermore, in line with the TII Guidelines, an assessment of
the attribute importance has been undertaken in order to provide a basis for the assessment of impact
provided. The attribute importance considers the potential as well as the existing use of mineral
resources within the area, quality of soils and subsoils, geological features i.e. geological heritage area
and land contamination. The TII criteria for rating the soil and geology related attributes, are
presented in Appendix 9.1.
The quality, significance, and duration of the potential impacts, residual effects, and cumulative
effects are described using standard EIA descriptive terminology, included in Chapter 1 (EPA, 2022).
The principal attributes (and impacts) to be assessed Renewable Biogas site and gas grid connection
include the following:
• Geological heritage sites in the vicinity of the perimeter of the subject site. RECEIVED: 28/08/2026
August 2026 | 9-9
• Landfills, industrial sites in the vicinity of the site and the potential risk of encountering
contaminated ground.
• The quality, drainage characteristics and range of agricultural uses of soil around the site;
• Quarries or mines in the vicinity, the potential implications (if any) for existing activities and
extractable reserves.
• The extent of topsoil and subsoil cover and the potential use of this material on site or
requirement to remove it off-site as waste for recovery or disposal.
9.4.2 Sources of Information
Desk-based geological information on the substrata (both quaternary deposits and bedrock geology)
underlying the extent of the site was obtained through accessing national databases and site archives.
The collection of baseline regional data was undertaken by reviewing the following sources:
• Geological Survey of Ireland (GSI) - on-line mapping, Geo-hazard Database, Geological
Heritage Sites & Sites of Special Scientific Interest, Bedrock Memoirs and 1:100,000 mapping.
• Teagasc soil and subsoil database.
• Ordnance Survey Ireland - aerial photographs and historical mapping.
• Environmental Protection Agency (EPA) – website mapping and database information; and
• National Parks and Wildlife Services (NPWS) – Protected Site Register.
Site specific data was derived from the following sources:
• Monaghan- County Geological Site Report (GSI, 2025)
• Engineering Services Report -Proposed Renewable Biogas Plant (McAdam, 2025)
• Construction Environmental Management Plan (CEMP)- Stream Bioenergy, 2025
• Soil and Surface Water Management Plan (SSWMP)- Stream Bioenergy, 2025
9.4.3 Relevant Legislation & Guidance
• Environmental Protection Agency (EPA) Advice notes on current practice in the preparation
of Environmental Impact Statement (EPA, 2003) and Guidelines on the Information to be
contained in Environmental Impact Statements (EPA, 2022a).
• TII/National Roads Authority Guidelines on Procedures for Assessment and Treatment of
Geology, Hydrology and Hydrogeology for National Road Schemes (TII/formerly NRA, 2009).
• Institute of Geologists Ireland (IGI) -Geology in Environmental Impact Statements, a guide (IGI,
2002) and Guidelines for the Preparation of Soils, Geology and Hydrogeology Chapters of
Environmental Impact Statements (IGI, 2013).
• Waste Management Acts 1996 as amended;
• Environment Agency (EA), Land contamination: risk assessment (EA 2020);
• BS 10175:2011 + A2:2017 Investigation of potentially contaminated sites. Code of practice
(British Standards Institute 2017);
• CIRIA C552 Contaminated Land Risk Assessment: A Guide to Good Practice (CIRIA 2001);
• Environmental Protection Agency, Guidance on the Management of Contaminated Land and
Groundwater at EPA Licensed Sites (EPA 2013); RECEIVED: 28/08/2026
August 2026 | 9-10
• Monaghan County Development Plan 2025-2031: Policies and objectives related to land use,
soils, geology.
• Consolidated EIA Directive 2011/92/EU and 2014/52/EU.
9.4.4 Site Surveys
A site walkover was carried out on 1st October 2024 to establish site conditions for each of the project
elements. During the walkover of the proposed development site, it was identified that the site
elevation substantially decreases from south to north. Two field drains were noted along the western
and eastern boundary flowing in a northernly direction and discharging into an existing drain on the
northern boundary of the site parallel to L2280 flowing in an easterly direction. No geological
constraints were identified on the site.
To date, no site investigation works have been carried out within the proposed site boundary or in the
adjacent areas.
9.4.5 Study Area (Zone of Influence)
For this assessment, the proposed development has generally been assessed using a buffer distance
of 250m from the centre line of the Proposed Scheme (i.e. overall width of 500m) (hereafter referred
to as ‘study area’) as per relevant guidelines (Estimation of Importance of Geological Attributes, TII,
2009). This method involves evaluating the quality, significance, or value of hydrological attributes on
a regional, national, or local scale. However, professional judgement has also been applied to this
assessment during the evaluation of potential risks posed to the receiving land, soils and geological
environment. Accordingly, where relevant, search criteria have been applied beyond the stated buffer
distance.
9.4.6 Consultation
A Section 247 consultation meeting was held with Monaghan County Council in advance of submitting
this planning application. During that consultation, the Council indicated that the proposed
development is acceptable in principle from a land use perspective. No material issues relating to land
and soils were raised. This acceptance reflects the positive contribution of the project in providing a
sustainable solution for the management of poultry litter and other agricultural manures and slurries.
9.5 Difficulties Encountered
There were no significant difficulties encountered in compiling the specified information for this EIAR
chapter. It should be noted that no ground investigation has been carried for the project. However,
the development site is located in a greenfield site with no history of any industrial or commercial use.
No known contamination is present on site and the likelihood of encountering any contamination is
very low. While intrusive Site Investigation (SI) works have not yet been completed, this approach is
considered appropriate at this stage of the planning process for a greenfield rural site and established
road corridor. The proposed berms have a potential for geotechnical instability; however, these will
be fully assessed through detailed geotechnical investigations and standard engineering design at the
construction stage. This assessment is based on desktop study of published information from relevant RECEIVED: 28/08/2026
August 2026 | 9-11
bodies to inform the existing land, soils and geological environment. Importantly, all geological risk
and pathways have been assessed using precautionary assumptions. Any future SI results will serve to
refine, rather than alter, the conclusions of this assessment.
9.6 Baseline Environment
9.6.1 Application Area
9.6.1.1 Renewable Biogas Plant Site
The site of the Proposed Development is located in Maghernakelly, Drum, Co. Monaghan, covering a
total area of approximately 6.2 hectares as shown in Figure 9.1. It is c.4km north of Cootehill and
17.5km southwest of Monaghan town. The site is comprised of two fields which are divided by tree
lined hedgerows. It is bounded to the north by L2280 Drumcall Road, to the east by the R189 regional
road, and to the west by Maghernakelly Road. To the south, the site adjoins New Park Farm and an
existing residential property. The site has a substantial elevation change from approximately 109mOD
in the southern section to around 93mOD at the northern boundary.
Figure 9-1. Proposed Development Site Location
RECEIVED: 28/08/2026
August 2026 | 9-12
9.6.1.2 Linear Gas Grid Connection
The proposed pipeline is not part of the Proposed Development, however, it is assessed solely because
it is functionally related infrastructure, as required under the EIA Directive. The proposed route is
approximately 3.5 km in length and is located along the R189 and R188. The route is entirely within
the existing public road corridor. Shallow excavations required for the installation of the pipeline. In
areas of water crossing, horizontal directional drilling methodology will be implemented to ensure
minimal disturbance to the underlying geology.
9.6.2 Soils
According to GSI (2026), quaternary sediments underlying the Renewable Biogas Plant Site and the
Linear Gas Grid Connection indicates the principal subsoil type in the area comprises of till derived
from tills derived from Palaeozoic Sandstones and Shales which are of low permeability as shown in
Figure 9-2, there is a small region of Alluvium sediments in the northern section of the proposed site
boundary.
Figure 9-2 Soils and Subsoils
9.6.3 Bedrock Geology
The Geological Survey of Ireland GSI (2026) classifies the bedrock beneath the site and the surrounding
area as dominated by Greywacke, microconglomerate & argillite. RECEIVED: 28/08/2026
August 2026 | 9-13
The bedrock underlying the Renewable Biogas Plant Site and the Linear Gas Grid Connection is part of
the Red Island Formation and made up of Greywacke, shale, sandstone & conglomerate. The
lithological description comprises Green to greenish-grey medium or coarse grained, locally
conglomeratic, volcaniclastic greywacke as presented in Figure 9-3.
The vulnerability category for the site which is classified by the GSI as ‘low’ indicating a general depth
of bedrock more than 10m. Furthermore, according to the GSI wells database, a few boreholes in the
vicinity of the area have encountered bedrock at 30 mbgl (e.g., borehole 2331SEW021 located c. 100m
to the south of the Proposed Development site) .
Figure 9-3 Bedrock Geology
9.6.4 Geological Heritage Sites
The Renewable Biogas Plant Site and the Linear Gas Grid Connection lie within the Rockcorry-Cootehill
Ribbed Moraines geological heritage site (Site Code: MN015). These moraines form part of the largest
field of ribbed moraines found anywhere in the world (which also includes the Scotshouse-Redhills
cross cutting ribbed moraines) as shown in Figure 9-4. The entire field includes over 3,000 features
and this subset, covering an area of 18 by 10 kilometres, contains approximately 160 individual
features. It includes the largest individual ribbed moraines found anywhere in the world and therefore
one of the most important geological terrains in Ireland. It has high value on a local scale (County
Geological Site Designation) and has been recommended for a geological designated national scale
(NHA) by the GSI. RECEIVED: 28/08/2026
August 2026 | 9-14
It should be noted that these moraines are features created on bedrock from metasediments and
volcanic rocks. Their geological significance stems from their deposition at the base of the ice sheet
during the last Ice Age. As such, they would lie on top of the regional bedrock.
Figure 9-4 Geological Heritage Areas
The features are referenced in both the Monaghan County Development Plan 2025-2031, and in
Landscape Characterisation (GSI, 2026 & MONAGHAN - COUNTY GEOLOGICAL SITE REPORT). (GSI
Report included in Appendix 9.2).
9.6.5 Economic Geology
The GSI (2026) mineral database was consulted to determine whether there were any mineral sites in
close proximity to the Renewable Biogas Plant Site and the Linear Gas Grid Connection. There were 4
mineral sites identified within a 5 km radius of the proposed site development shown in Figure 9-5.
The closest is located c. 4.5km southwest of the proposed development. The location and description
of these mineral localities in relation to the site are presented in Table 9-1 below. RECEIVED: 28/08/2026
August 2026 | 9-15
Figure 9-5 Mineral Localities
Table 9-1. Mineral Localities within 5km
Mineral
Location Ref
Key Mineral Description Comments Location County
3943 Greywacke Both Specks of
chalcopyrite
and stringers of
dolomite noted
on
Cornweelis Cavan
3943 Pyrite Both Specks of
chalcopyrite
and stringers of
dolomite noted
on
Cornweelis Cavan
3943 Dolomite
(General)
Both Specks of
chalcopyrite
and stringers of
dolomite noted
on
Cornweelis Cavan
2779 Chalcopyrite Metallic Chalcopyrite
specks in thin
quartz veins
recorded in this
Cornweelis Cavan
9.6.6 Existing Land Use and Site History
The Renewable Biogas Site at present is unoccupied by any structure or buildings, and is used for
pastoral agricultural uses. Historical Ordnance Survey maps (www.tailte.ie) were examined during the RECEIVED: 28/08/2026
August 2026 | 9-16
preparation of this EIAR Chapter. According to the 1830 Ordnance Survey maps (the historic 6” maps),
the site has been unoccupied and mainly used for farming activities. The southern portion of the site
directly borders New Park Farm and an existing residential property, occupied by the landowner.
Figure 9-6 25inch Historic Map
Figure 9-6 above illustrates the proposed development site, including the indicative site boundary and
surrounding fields. RECEIVED: 28/08/2026
August 2026 | 9-17
Figure 9-7 6” First Edition Black & White Map
Figure 9-8 Imagery 1995 Black & White Map
RECEIVED: 28/08/2026
August 2026 | 9-18
Figure 9-9 Imagery 2013-2018 Map
The satellite imagery between 1995 and 2018 indicated that no development has been carried out at
the proposed development site.
A review of historical mapping for the proposed development site and its surrounding area indicates
the absence of sensitive environmental receptors, such as wetlands or geological heritage sites, that
could be adversely affected by the proposed works.
9.6.7 Surrounding Land Use
There are no licenced facilities within the site boundary or adjacent to the Proposed Development
Site. Renewable Table 9.2 and Figure 9-10 below shows the closest Industrial Emissions or Integrated
Pollution Control (IE/IPC) facilities to the Proposed Development according to the EPA (2026) within a
3 km radius of the proposed development. RECEIVED: 28/08/2026
August 2026 | 9-19
Figure 9-10 Licensed Facilities
Table 9-2. EPA Licenced facilities nearby to the Renewable Biogas Plant site (EPA, 2025)
Registration
number
Name Category License
type
Distance (km)
& Direction
P1128 Carleton Poultry Limited Industry IE 0.49km east
P0827
Mr Eamon Clerkin Industry IE 2.6 km east
P0687 Abbott Ireland (Cootehill) Industry IE 2.9 km south
P1071 Ak Agriculture Limited Industry IE 2.5 km northwest
P1124 Mr Steven & Ms Ann Niblock Industry IE 1.9 km northwest
9.6.8 Rating of Site Importance of the Geological Features
Based on the TII criteria for rating the importance of geological features (2009) (see Appendix 9.1 in
of this EIAR), bedrock and soil features at this site are rated as being of ‘high importance’ with high
quality or value on a local scale. This is due to the presence of Rockcorry-Cootehill Ribbed Moraines
geological heritage site (Site Code: MN015) which has a County Geological Site Designation.
As mentioned above in Section 9.6.4, these moraines lie on top of bedrock which is the area of the
Proposed Development lies at a depth of c. 30 m depth. RECEIVED: 28/08/2026
August 2026 | 9-20
9.6.9 Conceptual Site Model
A conceptual site model has been developed based on the source-pathway-receptor linkages.
• The proposed development requires soil and stones to be excavated to facilitate construction
of new foundations and the installation of underground services. The project engineers
(McAdam) have estimated that c. 98,420m3 of material will need to be excavated to do so.
• It is currently proposed that 79,900 m3 of all clean excavated soil to be reused on site for
landscaping (Berms) and fill. The remaining 18,600m3 of excavated soil will be transferred to
an offsite facility.
• The maximum excavation depth is 14m at the southern extent of the tank farm area.
• The vulnerability is classified as low across the site. The depth to bedrock in the area would
be c. 30 m below ground level. As such, bedrock is not expected to be encountered in this area
during excavation works.
• The Proposed Developmeny lie within the Rockcorry-Cootehill Ribbed Moraines geological
heritage site. However, these moraines lie on top of bedrock (i.e., c. 30 m depth in the area of
the Proposed Development) and therefore are not expected to be exposed or affected in any
way.
• All fuels and chemicals will be stored in bunded areas.
• The Renewable Biogas Plant Site and the Linear Gas Grid Connection indicate the principal
subsoil type in the area comprises of till derived from tills derived from Palaeozoic Sandstones
and Shales which are of low permeability.
• The bedrock underlying the Renewable Biogas Plant Site and the Linear Gas Grid Connection
is part of the Red Island Formation and made up of Greywacke, shale, sandstone &
conglomerate.
• The Renewable Biogas Plant Site and the Linear Gas Grid Connection lie within the Rockcorry-
Cootehill Ribbed Moraines geological heritage site (Site Code: MN015).
• The site is greenfield and based on historical use, no contamination is expected on site.
• Landslide susceptibility is low across the site.
• During construction phase all foul water will be tankered off site to McBreen Environmental
Licenced Facility. During operational phase all foul water will be treated on site through
separation. All solids will be disposed of at McBreen Environmental Licenced Facility and liquid
will be reintroduced in the AD process.
• There are no discharges to the underlying soil or groundwater and only stormwater discharges
to the receiving streams. All storm water will be treated on site prior to reuse and discharge.
The discharge is associated with surplus water as majority of the water will be reused in the
AD process.
9.7 The ‘Do Nothing’ Scenario
If the proposed development was not to go ahead (i.e. in a Do-Nothing scenario) the baseline
environment in terms of land, soils, and geology would remain unchanged as there would be no
excavations or construction. However, it should be noted that there is substantial evidence that
nutrient loading, particularly from poultry litter, is a significant issue in the region. A “Do Nothing” RECEIVED: 28/08/2026
August 2026 | 9-21
scenario without a management solution would risk further deterioration in soil quality due to land
spreading which in turn will impact the water quality of receiving water due to surface water runoff.
The proposed biogas facility represents the only proven large-scale solution for poultry litter
management in Ireland, providing a beneficial outlet for this material and reducing diffuse nutrient
pressures. Therefore, in a “Do Nothing” scenario, there would likely continue to be a negative effect
on the geological, hydrological and hydrogeological environment in a broader soil and water quality
context as a result of agricultural run-off to surface waters.
9.7.1 Renewable Biogas Plant Site
In the do-nothing scenario, there will be no disturbance to the existing green field site and no changes
in levels and the existing use of land and its landscape and visual remain largely unchanged.
9.7.2 Linear Gas Grid Connection
No gas grid installation over the 3.5 km road would occur under the “Do Nothing” scenario.
Consequently, there would be no disruption to the road corridor, and no temporary disturbance
associated with construction activities such as earthworks.
9.8 Potential Significant Effects
An analysis of the potential effects of the Proposed Development on the land, soils and geological
environment during the construction and operational phases are outlined below. Due to the inter-
relationship between land, soils, and geology; and hydrology and hydrogeology the following impacts
discussed will be considered applicable to both Chapter 9 (Land, Soils and Geology) and 10 (Water and
Hydrology) of this EIA Report. Mitigation measures included in the design of this project to address
these potential impacts are presented in Section 9.9.
9.8.1 Construction Phase
9.8.1.1 Renewable Biogas Plant Site
9.8.1.1.1 Accidental Spills, Leaks and Discharges
There is potential for the underlying soils, geology and groundwater to become contaminated with
pollutants associated with construction activity. If a spill occurs, contaminated water and collected
surface water run-off which arises from construction sites can pose a short-term risk to the underlying
rock if contaminated water is allowed percolate to the aquifer unmitigated. The potential of
contamination is associated with the following sources:
• Suspended solids (muddy water with increased turbidity (measure of the degree to which
the water loses its transparency due to the presence of suspended particulates) – arising
from dewatering, excavation and ground disturbance);
• Hydrocarbons and other construction chemicals (ecotoxic) – accidental spillages from
construction plant or stored fuels, oils, and materials.
• Wastewater (nutrient and microbial rich) – arising from accidental discharge from on-site
toilets and washrooms. RECEIVED: 28/08/2026
August 2026 | 9-22
In the absence of mitigation, rainfall run-off and dewatering water during the construction phase may
contain increased silt levels or otherwise become polluted from construction activities. Suspended
solids in runoff water may result in an increase in suspended sediment load, resulting in increased
turbidity, which may in turn impact on local infiltration capacity, or surface waterbodies. There is also
the potential risk of unintentional discharge from construction traffic or stored materials like fuels and
oils which could have negative impacts on both surface waters on-site and downstream from the site
and the underlying groundwater. Moreover, construction activities often involve the use of chemicals,
such as paints, adhesives, solvents, and pesticides, which can also pose a risk of contamination if not
handled and disposed of properly. These chemicals can seep into the soil or be carried by rainwater
or other runoff, ultimately contaminating groundwater. It is necessary for the measures (set out in
Section 9.9.1) to be implemented to reduce and prevent accidental discharges from occurring during
construction, including the implementation of effective containment and monitoring procedures.
Accidental discharges can also occur from welfare facilities during construction activities. Wastewater
can contain high levels of bacteria, chemicals and organic matter, which could contaminate nearby
water sources if discharged incorrectly. The establishment and use of welfare facilities and use of
sealed containment, ensures that there are no potential significant impacts; therefore, no additional
mitigation is required.
In addition to the unintentional spillages of the primary sources of contaminants mentioned above,
there is also a risk that rainfall run-off and dewatering water from excavation activities becoming
contaminated by these sources. If not appropriately mitigated through containment, management,
and monitoring, this could result in the mobilisation of these contaminants, leading to more
widespread impacts on the surrounding environment. It is the intent to take necessary measures (set
out in Section 9.9.1) to prevent such accidental discharges from occurring during construction,
including the implementation of effective containment and monitoring procedures.
However, in the absence of mitigation, the effects on land, soils and geology are likely to be short-
term, moderate and negative.
9.8.1.1.2 Earthworks and Excavations
The earthworks model identifies approximately 98,420 m³ of excavated material, of which
approximately 79,900 m³ will be reused within the Renewable Biogas Plant site for engineering fill,
landscaping and screening berms. This results in a net surplus of approximately 18,520 m³. For the
purposes of the environmental assessments, this quantity has been conservatively rounded to
approximately 18,600 m³ of surplus excavated soil and stone requiring removal from the site.
Surplus excavated soil and stone will be removed by suitably authorised contractors for appropriate
reuse, recovery or disposal at an appropriately authorised receiving facility or facilities. At the time of
preparation of this EIAR, Carrickamore Quarry, Carrickmacross, Co. Monaghan has been identified as
a potential receiving facility with available capacity. Subject to availability and compliance with the
applicable waste acceptance criteria at the time of construction, this facility may receive some or all
of the surplus material. The final receiving facility or facilities will be selected by the appointed
Contractor prior to commencement of the relevant excavation works, having regard to the applicable
waste authorisation, available capacity and waste acceptance criteria. RECEIVED: 28/08/2026
August 2026 | 9-23
Bedrock is not expected to be encountered in these areas during excavation as the vulnerability
category for the site which is classified by the GSI as ‘low’ indicating a general overburden depth of
more than 10m, and GSI local information suggests bedrock would even lie at 30m depth.
Correct classification and segregation of the excavated material is required to ensure that any
potentially contaminated materials are identified and handled in a way that will not impact negatively
on workers as well as on water and soil environments, both on and off-site.
However, in the absence of mitigation, the effects on land, soils and geology are likely to be short-
term, moderate and negative.
9.8.1.1.3 Storage of Hazardous Material
During the construction phase there will be a requirement for the temporary storage of fuels. Liquid
materials i.e., fuel storage will be located within temporary bunded areas, doubled skinned tanks or
bunded containers (all bunds will conform to standard bunding specifications - BS8007-1987) to
prevent spillage.
Construction activities will necessitate storage of cement and concrete materials, temporary oils, and
fuels on site. Small localised accidental releases of contaminating substances including hydrocarbons
have the potential to occur from construction traffic and vehicles operating on site. There is limited
potential for leaks or spills of petroleum hydrocarbons during the construction of the development.
Unmitigated leaks or spills may lead to contamination of soil and/or groundwater. Soils that are
contaminated by petroleum hydrocarbons can affect soil health.
In the absence of mitigation measures, the potential effects during the construction phase on land
and soils are short-term, moderate and negative.
9.8.1.1.4 Import/Export of Materials
There will be a requirement for deliveries of imported engineering fill (sands and gravels), and other
construction materials including, steel structure, concrete, cladding, ducting and piping. Construction
materials will be brought to site via road.
A ‘Just in Time’ delivery system will operate to minimise storage of materials. Construction materials
will be transported in clean vehicles. Lorries/trucks will be properly enclosed or covered during
transportation of friable construction materials to prevent the escape of material along public
roadways. Where possible it is proposed to source general construction materials from the local area
to minimise transportation distances.
Soil requiring offsite removal will be removed from site regularly to ensure there is minimal need for
stockpiling.
In the absence of mitigation measures, the potential effects during the construction phase on land
and soils are short-term, moderate and negative.
9.8.1.1.5 Human Health and Populations
A reduction in soil quality via unmitigated pollutants entering the soil has the potential to lead to
negative impacts on human health and populations. Hydrocarbons and petroleum products for
example have a risk for humans by inhaling the fumes / dust from contaminated soil. Depending on RECEIVED: 28/08/2026
August 2026 | 9-24
the type of contaminant and the level of exposure, soil contamination can have serious health
implications. No hazardous waste has been identified within the vicinity of the proposed development
or its surrounding areas.
Given the historical and current use of the land—primarily agricultural—it is unlikely that hazardous
waste or soil contamination is present within the site or surrounding areas. However, as a
precautionary measure, it is recommended that a soil sampling and analysis is carried out to assess
and verify soil quality across the site for reusability and disposal.
In the absence of mitigation measures, the potential effects during the construction phase on land
and soils are short-term, slight and negative.
9.8.1.2 Linear Gas Grid Connection
The new gas grid connection is proposed on the R189 will require minimal excavation to facilitate the
installation of the pipeline. The works comprise the laying of an underground pipeline over
approximately 3.5 km within the public road corridor.
However, there is a potential for accidental leaks of fuel from construction plants. There is a potential
for surface water runoff containing contamination and heavy silts to enter excavation trenches.
In the absence of mitigation measures, the potential effects during the construction phase on land
and soils are short-term, slight and negative.
9.8.2 Operational Phase
9.8.2.1 Renewable Biogas Plant Site
9.8.2.1.1 Hardstanding Areas
The effect on land take is likely to have an effect on the environment of the area; however, this change
is consistent with existing and emerging trends.
The development will have an effect on recharge to localised portions of soil and bedrock during the
operational phase due to the introduction of hard stand. This provides protection to the underlying
aquifer but also reduces local recharge in this area of the aquifer. However, the recharge reduction
will be in around the Renewable Biogas site. The gas grid connection will be installed along an existing
road so no recharge reduction will occur within the footprint of the road due to exiting hard standing
area. However, As the area of aquifer is large this reduction in local recharge will have no impact in
the natural hydrogeological regime. The operational stage of the Biogas Plant will not involve further
disturbance to the topsoil, subsoils and geology of the area.
In the absence of mitigation measures, the potential effects during the operational phase on land,
soils and geology are long-term, imperceptible and negative.
9.8.2.2 Accidental Spill/Leaks
There will be no direct discharges to the ground from during the operation of the development. There
is a potential for localised leaks from car park areas. However, all water from any hardstanding areas
on site will be redirected to the attenuation tank. No permeable areas are proposed on site to RECEIVED: 28/08/2026
August 2026 | 9-25
reintroduce all captured water into the AD process. All fuels and chemicals stored on site are proposed
to be enclosed in bunded areas and specialist tanks. There are no likely potential impacts in the event
of an accidental release.
In the absence of mitigation, measures the potential effects during the operational phase on land and
soils are long-term, Imperceptible and neutral.
9.8.2.3 Human Health and Populations
There is no sensitive economic, or historical geology at the site. During the operational phase of the
Proposed Development there is no potential for impact on human health and populations due to
changes in land, soil, and geology.
Therefore, on this basis in the absence of mitigation measures the potential impacts during the
operational phase on human health and populations due to the potential for contamination of soils
are long-term, Imperceptible and neutral.
9.8.2.4 Linear Gas Grid Connection
Once the gas transmission pipeline is installed and in operation there will be no impact during the
operational phase. Hence, no Mitigation is required.
9.8.3 Cumulative Effects
The following projects are located within the local area of the proposed project.
Table 9-3. Planning History in the Vicinity of the Proposed Development
Plan Ref Description Decision Type
14207 Change existing finish and carry out elevational alterations to
existing dwelling
Granted with
Conditions dwelling
16203
Permission to 1. change existing finish, 2. carry out elevational
alterations, 3. construct a two storey extension to rear
(incorporating car-port with living accommodation over), all to
existing dwelling, with associated ancillary site works
Granted with
Conditions dwelling
20354
Permission to construct a two storey dwelling house, with
proprietary waste water treatment system along with other
associated ancillary site works (using existing site entrance &
access lane)
Granted with
Conditions dwelling
16308
Permission for the construction of a two storey style dwelling
house and domestic garage, with access via existing field
entrance, the construction of a sewerage treatment unit and
percolation area and all associated site works
Granted with
Conditions dwelling
20263
Permission for a development consisting of (1) construction of
an agricultural slatted shed to incorporate slatted area, external
feed passage and underground slurry storage tank, (2)
completion of all associated and ancillary site works
Granted with
Conditions agri shed
19123 Permission to construct a silage base, along with associated
ancillary site works.
Granted with
Conditions
silage
base
2039 Permission to construct a slatted livestock shed with
underground waste storage tanks, concrete apron and drains
Granted with
Conditions agri shed RECEIVED: 28/08/2026
August 2026 | 9-26
Plan Ref Description Decision Type
177
permission to construct 1 No. poultry house together with all
ancillary structures (to include meal bin(s) and soiled water
tank(s) and site works associated with the above development
on an existing poultry farm. This application relates to a
development
Granted with
Conditions poultry
16476
permission to demolish derelict house and erect a two storey
dwelling with attached sun-room, carport and domestic garage,
sewerage treatment unit, percolation area, new entrance and all
associated site works
Granted with
Conditions dwelling
19180
permission to construct a broiler type poultry house, together
with all ancillary structures including vertical meal bin and
underground washings tank, together with all ancillary site
works, using existing site access.
Granted with
Conditions poultry
2460274
permission to construct a calf rearing livestock unit complete
with concrete apron and drains. Significant Further Information
received relates to a revised Site Layout Plan, a Nutrient
Management Plan, Nitrogen Loading Details and other
documents.
Granted with
Conditions livestock
07585
1) replacing a wind damage, dormant slatted cubicle shed with a
loose house and handling facility. 2) a silo pit with retaining walls,
working aprons and all ancillary site works
Granted Farm
There are existing residential and commercial developments close by, along with the multiple
permissions remaining in place in the area. Multiple developments in the area could potentially be
developed concurrently or overlap during the construction and operational phases. There are no
significant Proposed Developments which could have a significant cumulative impact on the geological
environment
There will be no effects on land soils and geology as each development will adhere to their own CEMP
and mitigation plan. There are no pathway and connectivity to land soils and geology to each
development.
The broader poultry industry in County Monaghan, including both existing operations and any planned
or new developments together with other agricultural pressures is resulting in ongoing nutrient
pressures on surface and groundwater as outlined by the EPA monitoring programme. Any land
spreading and agricultural activities will impact the soil quality and in turn the water quality. The
proposed biogas facility provides a large-scale, practical solution, reducing diffuse nutrient loading to
watercourses and mitigating potential impacts from both current and future poultry operations.
Including this context ensures that the cumulative effects assessment reflects not only potential
pressures but also the positive contribution of the development to water quality management in the
region.
The cumulative effect on the local and regional environment is likely to be neutral, imperceptible and
long term.
While the proposed development does not include the land spreading of digestate, land spreading of
digestate produced at the proposed development is considered a reasonably foreseeable indirect RECEIVED: 28/08/2026
August 2026 | 9-27
activity associated with the future operation of the facility and has been considered accordingly within
this chapter of the EIAR.
Digestate from the proposed development will be rich in organic matter and nutrients which can
improve soil structure and fertility when applied by third party landowners and occupiers in line with
Good Agricultural Practice (as defined at Chapter 2). Where appropriately managed, the use of
digestate from the proposed development has the potential to provide positive effects on soil fertility
and organic matter content, reducing reliance on artificial fertilisers.
However, there is potential for environmental impacts on land and soils if mismanaged, including
nutrient overloading, soil compaction, or contamination through inappropriate application of
fertiliser. While the operator of the proposed development will have responsibility for ensuring
digestate quality leaving the biogas plant, they will not have operational or regulatory control over
any individual third party landowner or operator that proposes to use biofertiliser from the proposed
development on their landholding. The appropriate management of fertiliser application in
accordance with Good Agricultural Practice is the responsibility of each individual third party
landowner and occupier, under the regulatory supervision of DAFM and the EPA, primarily.
For reasons already explained at Chapter 2, it is not feasible to identify the specific locations,
quantities, and land parcels on which digestate will be applied by third party landowners and
occupiers. As such, it is not possible to undertake a site-specific quantitative assessment of changes
to soil composition, structure, or contamination risk.
It is reasonable to assume, however, that digestate will only be applied to land where the nutrient
status of the soil supports its use, based on the applicable regulatory framework and Good Agricultural
Practice at the relevant time, including that any land spreading activities are supported by the relevant
nutrient management plan for that landholding that is in place at that time.
Consequently, when considered cumulatively with the operation of the proposed development, no
significant adverse cumulative or indirect impacts on land or soils are anticipated from the use of
digestate from the proposed development on suitable agricultural lands.
9.8.4 Summary
The following Table summarises the identified likely significant effects during the construction phase
of the proposed development before mitigation measures are applied.
Table 9-4 Summary of Construction Phase Likely Significant Effects in the absence of mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Accidental
Spills and
Leaks
Negative Moderate Local Likely Short
Term
Direct
Soil Erosion &
Compaction
Negative Moderate Local Likely Short-
Term
Direct RECEIVED: 28/08/2026
August 2026 | 9-28
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Increased
Sediment Run
Off during
excavation
works carrying
Sediment and
Pollutants into
the Soil and
Bedrock
Negative Moderate Local Likely Short-
Term
Direct &
Indirect
Soil
Contamination
from
Construction
Waste,
Materials &
Chemicals
Negative Moderate Local Likely Short-
Term
Direct
Lack of waste
Classification
& Improper
disposal of
Construction
Waste
increasing the
risk of Soil
Contamination
Negative Moderate Local Likely Short-
Term
Direct
Gas
Grid
Accidental
Spills and
Leaks
Negative Slight Local Likely Short
Term
Direct
Soil Erosion &
Compaction
Negative Slight Local Likely Short-
Term
Direct
Increased
Sediment Run
Off during
excavation
works carrying
Sediment and
Pollutants into
the Soil and
Bedrock
Negative Slight Local Likely Short-
Term
Direct &
Indirect
Soil
Contamination
Negative Slight Local Likely Short-
Term
Direct RECEIVED: 28/08/2026
August 2026 | 9-29
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
from
Construction
Waste,
Materials &
Chemicals
Lack of waste
Classification
& Improper
disposal of
Construction
Waste
increasing the
risk of Soil
Contamination
Negative Slight Local Unlikely Short-
Term
Direct
The following Table summarises the identified likely significant effects during the operational phase
of the proposed development before mitigation measures are applied.
Table 9-5 Summary of Operational Phase Likely Significant Effects in the absence of mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Accidental
Spills and
Leaks
Neutral Imperceptible Local Likely Long- Term Direct
Increased
Run Off from
Hardstanding
Areas
carrying
Sediment and
Pollutants
into the Soil
and Bedrock
Off-Site
Neutral Imperceptible Local Likely Long- Term Direct
&
Indirect
Future
Maintenance
Works on
Underground
Services and
Infrastructure
Neutral Imperceptible Local Likely Long- Term Direct RECEIVED: 28/08/2026
August 2026 | 9-30
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
involving Soil
Excavations
and Soil
Disturbance
and Disposal
Gas Grid No impact NA NA NA NA NA NA
9.9 Mitigation Measures
9.9.1 Renewable Biogas Plant Site
9.9.1.1 Incorporated Design Mitigation
This section outlines the measures that will be employed in order to ensure the project has minimal
adverse effects on the surrounding environment, in this case land, soils and geology. These measures
include appropriate design measures such as the proper storage and containment of hazardous
substances and proper drainage systems in line with best practice, standard details, policies and
guidelines already incorporated into the proposed design.
9.9.1.2 Construction Phase Mitigation
In order to reduce impacts on the land, soils and geological environment, a number of mitigation
measures will be adopted as part of the construction works on site. The measures will address the
main activities of potential impact which include:
• Control of soil excavation and export from site;
• Sources of fill and aggregates for the Proposed Development;
• Fuel and chemical handling, transport and storage; and
• Control of water during construction.
9.9.1.2.1 Construction Environmental Management Plan
The main purpose of a CEMP is to provide a mechanism for implementation of the various mitigation
and monitoring measures which are described in the EIAR. The CEMP demonstrates the applicant’s
commitment to implementing the Proposed Development in such a way as to avoid or minimise the
potential environmental effects arising from construction activities. All personnel will be required to
understand and implement the requirements of the plan.
• Construction works and the proposed mitigation measures outlined in the CEMP are informed
by best practice guidance on the prevention of pollution during development projects
including but not limited to:
• Construction Industry Research and Information Association (CIRIA), Control of Water
Pollution from Construction Sites, Guidance for Consultants and Contractors (C532);
• Guidelines on Protection of Fisheries During Construction Works in and Adjacent to Waters
(2016); RECEIVED: 28/08/2026
August 2026 | 9-31
• Construction Industry Research and Information Association (CIRIA) Environmental Good
Practice on Site (4th edition), (C741);
• Enterprise Ireland Best Practice Guide, Oil Storage Guidelines (BPGCS005);
• Requirements for the Protection of Fisheries Habitat during Construction and Development
Works at River Sites (Eastern Regional Fisheries Board);
• Central Fisheries Board Channels and Challenges – The enhancement of Salmonid Rivers;
• CIRIA C532 Control of Water Pollution from Construction Sites Guidance for Consultants and
Contractors;
• CIRIA C648 Control of Water Pollution from Constructional Sites;
• Guidelines for the Crossing of Watercourses during the Construction of National Road
Schemes (NRA 2008); and
• Inland Fisheries Ireland (IFI) – A Guideline on Planning for Watercourses in the Urban
Environment.
The CEMP including a SSWMP prepared by Stream Bioenergy will be implemented and adhered to by
the construction contractor and will be overseen and updated as required if site conditions change by
the Project Manager, Environmental Manager, Resource Manager and Ecological Clerk of Works,
where relevant. All personnel working on the Site will be trained in the implementation of the
procedures.
The CEMP sets out the proposed procedures and operations to be utilised on the proposed
construction site. All mitigation measures outlined here, and within the CEMP will be implemented
during the construction phase, as well as any additional measures required pursuant to consent
conditions which may be imposed.
During the project planning phase, a comprehensive emergency response plan will be developed by
the construction contractor. This plan will outline a well-defined procedure for effectively managing
emergencies as they arise. Furthermore, it's imperative to disseminate this emergency protocol to all
site personnel during the site induction process. This plan will include for events such as:
• Pollution incidents: These may involve spillages, the malfunction of temporary structures,
embankment collapse, acts of vandalism, fires, and other related events.
• Extreme weather occurrences: Events such as heavy rainfall, flooding, are important factors
to consider due to their potential impact on the construction process.
The construction contractor will be required to implement emergency response procedures that align
with industry best practice guidance. All personnel working on the site will be informed of the
emergency procedures in place.
9.9.1.2.2 Soil Excavation, Removal and Infill
There will be soil and stones excavated to facilitate construction of foundations and the installation of
underground services. The project engineers (McAdam) have estimated that c. 98,420m3 of material
will need to be excavated to do so. It is currently proposed that 79,900 m3 of all clean excavated soil
to be reused on site for landscaping (Berms) and fill. The remaining 18,600m3 of excavated soil will be
transferred to an offsite facility. The SSWMP clearly identifies use of silt fences and other methods to
control runoff. This will ensure protection to drains receiving runoff from silt laden runoff during
construction works and heavy rainfall events. RECEIVED: 28/08/2026
August 2026 | 9-32
Material that is exported from site, if not correctly managed or handled, could impact negatively on
human beings (onsite and offsite) as well as soil environments. All excavated materials will be visually
assessed by suitably qualified persons for signs of possible contamination such as staining or strong
odours. Should any unusual staining or odour be noticed, samples of this soil will be analysed for the
presence of potential contaminants to ensure that historical pollution of the soil has not occurred.
Contractors should prepare and adhere to a method statement indicating the extent of the areas likely
to be affected and demonstrating that this is the minimum disturbance necessary to achieve the
required works.
Stockpiles have the potential to cause negative impacts on air and water quality. The effects of soil
stripping and stockpiling will be mitigated through the implementation of an appropriate earthworks
handling protocol during construction. The stockpiles will be stored away from any receiving water
and potential pathways.
Dust suppression measures (e.g. damping down during dry periods), vehicle wheel washes, road
sweeping, and general housekeeping will ensure that the surrounding environment are free of
nuisance dust and dirt on roads.
Any excavation works should be carefully monitored by a suitably qualified person to ensure any
potentially contaminated soil is identified and segregated from clean/inert soil. In the unlikely event
that any potentially contaminated soils are encountered, the soil will be tested and classified as
hazardous or non-hazardous in accordance with the EPA Waste Classification – List of Waste &
Determining if Waste is Hazardous or Non-Hazardous publication, HazWasteOnline tool or similar
approved method. The material will then need to be classified as inert, non-hazardous, stable non-
reactive hazardous or hazardous in accordance with EC Decision 2003/33/EC. It should then be
removed from site by a suitably permitted waste contractor to an authorised waste facility.
9.9.1.2.3 Sources of Engineering Fill and Aggregates
All imported fill and aggregate that may be required for the proposed development will be sourced
from reputable suppliers. All suppliers will be vetted for:
• Aggregate compliance certificates/declarations of conformity for the classes of material
specified for the proposed development;
• Environmental Management status; and
• Regulatory and Legal Compliance status of the Company
9.9.1.2.4 Fuel and Chemical Handling
The following mitigation measures will be taken at the construction stage in order to prevent any
spillages to ground of fuels and prevent any resulting soil and/or water quality impacts:
• Designation of a bunded refuelling areas on the site if refuelling cannot be undertaken off
site;
• Provision of spill kit facilities across the site;
• Where mobile fuel bowsers are used the following measures will be taken:
- Any flexible pipe, tap or valve will be fitted with a lock and will be secured when
not in use;
- The pump or valve will be fitted with a lock and will be secured when not in use; RECEIVED: 28/08/2026
August 2026 | 9-33
- All bowsers to carry a spill kit;
- Operatives must have spill response training; and
- Drip trays used on any required mobile fuel units.
In the case of drummed fuel or other potentially polluting substances which may be used during
construction the following measures will be adopted:
• Secure storage of all containers that contain potential polluting substances in a dedicated
internally bunded chemical storage cabinet unit or inside a concrete bunded area;
• Clear labelling of containers so that appropriate remedial measures can be taken in the
event of a spillage;
• All drums to be quality approved and manufactured to a recognised standard;
• If drums are to be moved around the site, they will be secured and on spill pallets; and
• Drums to be loaded and unloaded by competent and trained personnel using appropriate
equipment.
All contractors will be required to implement mitigation measures discussed above.
All ready-mixed concrete will be brought to site by truck. A suitable risk assessment for wet concreting
will be completed prior to works being carried out which will include measures to prevent discharge
of alkaline waste waters or contaminated storm water to the underlying subsoil. Wash-down and
washout of concrete transporting vehicles will take place at a designated wash out point on site.
9.9.1.2.5 Environmental Procedures
There will be comprehensive emergency response procedures and standard operating procedures to
respond to chemical spillage all types. All employees will be provided with such equipment,
information, training and supervision as is necessary to implement the emergency response
procedures and standard operating procedures.
9.9.1.3 Operational Phase Mitigation
9.9.1.3.1 Emergency Response Procedures
There should be comprehensive emergency response procedures and standard operating procedures
to respond to an onsite fuel spillage. All employees should be provided with such equipment,
information, training and supervision as is necessary to implement the emergency response
procedures and standard operating procedures.
9.9.1.3.2 Fuel and Chemical Storage
The provision of spill kit facilities and training of operatives in use of same; should be undertaken at
the operational stage in order to manage any leaks from fuel storage and vehicles resulting in soil
and/or groundwater quality impacts. All fuel and chemicals will be stored in bunded areas. As an IED-
licensed installation, operational mitigation measures are governed by BAT, monitoring, bunding,
impermeable surfaces, waste control, and routine inspections.
9.9.1.3.3 Increase in hard stand
A significant proportion of the Biogas site will be covered in hardstand. This provides protection to the
underlying soil and aquifer but also reduces local recharge in this area of the aquifer. It is also proposed
that majority of the storm water on site will be collected and treated prior to reuse and discharge. RECEIVED: 28/08/2026
August 2026 | 9-34
Surface water and Ground water management and mitigation measure are discussed in further detail
in Chapter 10 (Water and Hydrology).
9.9.2 Gas Grid Connection
The Linear Gas Grid Connection will be delivered by Gas Networks Ireland in accordance with the
applicable statutory consenting process and GNI’s technical, environmental and construction
management requirements. During construction, excavated soils will be appropriately managed and
suitable material reused within the works where technically appropriate. Fuel and chemical handling,
surface water within excavations, silt-laden runoff and sediment controls will be managed in
accordance with the applicable construction and environmental management procedures.
It is noted that these works are outside the control of the applicant, and mitigation is presented as
recommendations rather than committed.
9.9.2.1 Construction Phase Recommendations
As stated above in section 9.3.3, these works are outside the applicant’s control as the grid connection
will be delivered by Gas Networks Ireland. However, the recommended mitigation measures are as
follows.
• Management of excavated soils,
• Use of bunded refuelling areas,
• Provision of spill kits,
• Management of surface water runoff in excavations,
• Management and disposal of silt laden runoff from excavations,
• Temporary silt and sediment controls
9.9.2.2 Operational Phase Mitigation
During the operational phase, no disturbance will occur to the soil and geology environment, hence
no mitigation is required.
9.10 Residual Impact Assessment
The implementation of mitigation measures outlined in Section 9.9 will ensure that the potential
impacts on the land, soils and geological environment do not occur during the construction and
operational phases of the proposed development. Due to the inter-relationship between land, soils,
geology, hydrogeology and surface water the following impacts discussed will be considered
applicable to both Chapter 9 (Land, Soils and Geology) & Chapter 10 (Water and Hydrology) of the
EIAR. RECEIVED: 28/08/2026
August 2026 | 9-35
9.10.1 Construction Phase
9.10.1.1 Renewable Biogas Site
9.10.1.1.1 Soil Excavation, Removal and Infill
The implementation of mitigation measures outlined in Section 9.9.1.2.2 associated with the proposed
cut to facilitate the buildings and tank farm and landscaping (berms) will ensure that the potential
impacts on the land, soils and geological environments do not occur during the construction phase
and that the residual effect will be short-term-imperceptible-neutral. Following the TII criteria for
rating the magnitude and significance of impacts on the geological related attributes, the magnitude
of impact is considered negligible.
9.10.1.1.2 Sources of Engineering Fill and Aggregate
The implementation of mitigation measures outlined in Section 9.9.1.2.3 associated with storage of
imported material on site will ensure that the potential impacts on the land, soils and geological
environment do not occur during the construction phase and that the residual effect will be short-
term-imperceptible-neutral. Following the TII criteria for rating the magnitude and significance of
impacts on the geological related attributes, the magnitude of impact is considered negligible.
9.10.1.1.3 Fuel and Chemical Handling
The implementation of mitigation measures outlined in Section 9.9.1.2.4 associated with any
accidental spills and leaks will ensure that the potential impacts on the land, soils and geological
environment do not occur during the construction phase and that the residual effect will be short-
term-imperceptible-neutral. Following the TII criteria for rating the magnitude and significance of
impacts on the geological related attributes, the magnitude of impact is considered negligible.
9.10.1.2 Gas Grid Connection
Although the gas grid connection will be delivered by a third party. The works associated with
trenching for pipeline installation pose minimal risk. The recommendations detailed in Section 9.9.2.1
will ensure that the potential impacts on the hydrogeological and hydrological environment during
the construction phase are adequately mitigated. The residual effect during the construction phase is
considered to be short-term-imperceptible-neutral.
9.10.2 Operational Phase
9.10.2.1 Renewable Biogas Site
9.10.2.1.1 Land, Soils and Geology
The implementation of the mitigation measures detailed in Section 9.9.1.3 associated with bulk fuel
and chemical storage will ensure that the potential impacts on land, soils and geology, once the
proposed development is constructed and operational are adequately mitigated. The residual effect
on land, soils and geology during the operational phase is considered to be neutral-imperceptible-
long-term. Following the TII criteria for rating the magnitude and significance of impacts on the
geological related attributes, the magnitude of impact is considered negligible. RECEIVED: 28/08/2026
August 2026 | 9-36
9.10.2.2 Gas Grid Connection
There is no interaction of the gas grid connection to the geological environment. Hence, there are no
residual effects.
9.10.3 Summary of Post-mitigation Effects
The following Table summarises the identified likely significant residual effects during the construction
phase of the proposed development following the application of mitigation measures.
Table 9-6 Summary of Construction Phase Effects Post Mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant and
Gas Grid
Accidental
Spills, Leaks
and
Discharges
Neutral Imperceptible Local Unlikely Short-
Term
Direct
Soil Erosion &
Compaction
Neutral Imperceptible Local Unlikely Short-
Term
Direct
Increased
Sediment Run
Off during
excavation
works carrying
Sediment and
Pollutants into
the Soil and
Bedrock
Neutral Imperceptible Local Unlikely Short-
Term
Direct &
Indirect
Soil
Contamination
from
Construction
Waste,
Materials &
Chemicals
Neutral Imperceptible Local Unlikely Short-
Term
Direct
Lack of waste
Classification
& Improper
disposal of
Construction
Waste
increasing the
Neutral Imperceptible Local Unlikely Short-
Term
Direct RECEIVED: 28/08/2026
August 2026 | 9-37
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
risk of Soil
Contamination
The following Table summarises the identified likely residual significant effects during the operational
phase of the proposed development post mitigation.
Table 9-7 Summary of Operational Phase Effects Post Mitigation
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Biogas
Plant
Accidental
Spills, Leaks
and
Discharges
Neutral Imperceptible Local Unlikely Long-Term Direct
Increased
Sediment Run
Off from
Hardstanding
Areas
carrying
Sediment and
Pollutants
into the Soil
and Bedrock
Off-Site
Neutral Imperceptible Local Unlikely Long-Term Direct &
Indirect
Future
Maintenance
Works on
Underground
Neutral Imperceptible Local Unlikely Long-Term Direct RECEIVED: 28/08/2026
August 2026 | 9-38
Aspect Likely
Significant
Effect
Quality Significance Extent Probability Duration Type
Services and
Infrastructure
involving Soil
Excavations
and Soil
Disturbance
and Disposal
Gas Grid No impact NA NA NA NA NA NA
9.10.4 Cumulative Residual Effects
There are existing residential and commercial developments close by, along with the multiple
permissions remaining in place in the area. Multiple developments in the area could potentially be
developed concurrently or overlap during the construction and operational phases.
9.10.4.1 Construction Phase
The implementation of mitigation measures outlined in Section 9.9.3 and the mitigation measures
which will be implemented by other approved Proposed Developments will ensure the residual effect
on the land, soils and geological environment during the construction phase detailed in Section 9.8.2
will be short-term-imperceptible-neutral.
Following the TII criteria for rating the magnitude and significance of impacts on the geological related
attributes, the magnitude of impact is considered negligible.
9.10.4.2 Operational Phase
The implementation of mitigation measures highlighted in Section 9.9.4 and the mitigation measures
which will be implemented by other approved Proposed Developments will ensure that the potential
effects detailed in Section 9.8.3 on the land, soils and geological environment do not occur during the
operational phase and that the residual effect will be long-term-imperceptible-neutral.
Following the TII criteria (Appendix 9.1) for rating the magnitude and significance of impacts on the
geological attributes, the magnitude of impact is considered negligible.
9.11 Risk of Major Accidents or Disasters
The EPA Guidelines, 2022, state that:
“To address unforeseen or unplanned effects the Directive further requires that the EIAR takes
account of the vulnerability of the project to risk of major accidents and /or disasters relevant
to the project concerned and that the EIAR therefore explicitly addresses this issue. The extent
to which the effects of major accidents and / or disasters are examined in the EIAR should be
guided by an assessment of the likelihood of their occurrence (risk). This may be supported by RECEIVED: 28/08/2026
August 2026 | 9-39
general risk assessment methods or by systematic risk assessments required under other
legislation e.g. a COMAH (Control of Major Accident Hazards involving Dangerous Substances)
assessment.
The potential for a project to cause risks to human health, cultural heritage or the environment
due to its vulnerability to external accidents or disasters is considered where such risks are
significant, e.g. the potential effects of floods on sites with sensitive facilities. Where such risks
are significant then the specific assessment of those risks in the form of a Seveso Assessment
(where relevant) or Flood Risk Assessment may be required.”
In general, risk of landslides in this area of Ireland is considered to be low, as the land is not located in
a region with high seismic activity or large mountain ranges. Landslides are more common in
unconsolidated material than in bedrock, and where the sea constantly erodes the material at the
base of a cliff landslides and falls lead to recession of the cliffs. Landslides have occurred in Ireland in
recent years in upland peat areas due to disturbance of peat associated with construction activities.
The landslide susceptibility map (GSI spatial map viewer) identifies areas which are subject to
landslides and is measured from low to high. The landslide susceptibility map considers the location
of landslides and what causes them (slope, soil type and the impact of the flow of water).
Based on the GSI spatial map viewer (2025), the area of the proposed development and its
surrounding have not been assessed for Landslide Susceptibility and is classified as ‘Low’. No
Landslides have been recorded in a 10km radius.
The proposed berms will be compacted and engineered to standard and finished to prevent slope
failure, erosion, or loss of material onto the public road. This will ensure there is no land subsidence
in the vicinity of the berms.
In Ireland, seismic activity is recorded by the Irish National Seismic Network. The Geophysics Section
of the School of Cosmic Physics, Dublin Institute for Advanced Studies, has been recording seismic
events in Ireland since 1978 (www.dias.ie). This network consists of several seismometers that are
located throughout Ireland. Seismic activity and earthquake risk in Ireland are generally considered to
be low. This is because Ireland is located on the western edge of the Eurasian Plate, which is a tectonic
plate that is not known for its seismic activity. However, earthquakes can still occur in Ireland,
although they are typically small and have little impact. There is a very low risk of seismic activity to
the site.
9.12 Worst Case Scenario
In a worst-case scenario, if the mitigation measures outlined in Section 9.9 aren't fully followed, there
is a potential and pollution of soils during the construction, and operational phases of the proposed
development to occur.
This could happen through a hydrocarbon leak form a construction/operational vehicle/ oil tank
and/or run-off with silt laden water to adjacent ditches.
Even under this worst-case scenario, any impacts would be temporary and short-lived with a local
impact on underlying soils and geology which in turn can have a potential impact on water quality of
receiving water courses. RECEIVED: 28/08/2026
August 2026 | 9-40
The mitigation measures set out in Section 9.9 above are in place to prevent any negative impacts on
the land, soil, and geology. This will help minimise the likelihood of these issues occurring and protect
the surrounding environment.
9.13 Interactions
Please refer to Chapter 18.
9.14 Monitoring
9.14.1 Construction Phase
During construction phase the following monitoring measures will be implemented:
• Records of the classification, quantity and destination of surplus excavated material
removed from the Renewable Biogas Plant site will be maintained during the
construction phase, together with the relevant waste transfer and receiving-facility
documentation, as applicable.
• Soil sampling of excavated soils and monitoring of surface water run off will be
undertaken where required
• Regular inspection of surface water run-off and sediments controls (e.g., silt fences);
• Excavation works to be monitored to record any signs of potentially contaminated
soil; and
• Regular inspection of construction / mitigation measures outlined in the CEMP should
be adhered to during the construction phase. (e.g., concrete pouring, refuelling, etc).
9.14.2 Operational Phase
• Maintenance of the surface water drainage system, including hydrobrake, separators /
interceptors, and foul sewers is recommended to minimise any accidental discharges to soil
or groundwater.
• Monitoring of surface water runoff will be required in case of accidental discharges to
underlying geology.
The site will obtain an IED licence for its operation. This will outline monitoring measures to ensure
compliance.
9.15 Summary of Mitigation and Monitoring
The following Table summarises the Construction Phase mitigation and monitoring measures.
Table 9-8 Summary of Construction Phase Mitigation and Monitoring RECEIVED: 28/08/2026
August 2026 | 9-41
Aspect Likely Significant Effect Mitigation Monitoring
Biogas Plant and
Gas Grid
Accidental Spills, Leaks
and Discharges
Regular inspection of
surface water run-off
and sediments controls
to ensure no accidental
discharge occurs to
underlying geology.
Soil sampling to confirm
disposal options for
excavated soils in order
to avoid contaminated
run-off.
Regular
implementation of
construction /
mitigation measures
(e.g., concrete pouring,
refuelling, etc).
Full adherence to and
implementation of the
CEMP, SSWMP.
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the construction
phase of the proposed
development.
Soil Erosion & Compaction Regular inspection of
surface water run-off
and sediments controls
to ensure no accidental
discharge occurs to
underlying geology.
Soil sampling to confirm
disposal options for
excavated soils in order
to avoid contaminated
run-off.
Regular
implementation of
construction /
mitigation measures
(e.g., concrete pouring,
refuelling, etc).
Full adherence to and
implementation of the
CEMP.
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the construction
phase of the proposed
development.
Increased Sediment Run
Off carrying Sediment and
Regular inspection of
surface water run-off
and sediments controls
Continuous
implementation of the
mitigation measures RECEIVED: 28/08/2026
August 2026 | 9-42
Aspect Likely Significant Effect Mitigation Monitoring
Pollutants into the Soil and
Bedrock
to ensure no accidental
discharge occurs to
underlying geology.
Soil sampling to confirm
disposal options for
excavated soils in order
to avoid contaminated
run-off.
Regular
implementation of
construction /
mitigation measures
(e.g., concrete pouring,
refuelling, etc).
Full adherence to and
implementation of the
CEMP and SSWMP.
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the construction
phase of the proposed
development.
Soil Contamination from
Construction Waste,
Materials & Chemicals
Regular inspection of
surface water run-off
and sediments controls
to ensure no accidental
discharge occurs to
underlying geology.
Soil sampling to confirm
disposal options for
excavated soils in order
to avoid contaminated
run-off.
Regular
implementation of
construction /
mitigation measures
(e.g., concrete pouring,
refuelling, etc).
Full adherence to and
implementation of the
CEMP and RWMP
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the construction
phase of the proposed
development.
Lack of Waste
Classification & Improper
disposal of Construction
Waste increasing the risk
of Soil Contamination
Regular inspection of
surface water run-off
and sediments controls
to ensure no accidental
discharge occurs to
underlying geology.
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines RECEIVED: 28/08/2026
August 2026 | 9-43
Aspect Likely Significant Effect Mitigation Monitoring
Soil sampling to confirm
disposal options for
excavated soils in order
to avoid contaminated
run-off.
Regular
implementation of
construction /
mitigation measures
(e.g., concrete pouring,
refuelling, etc).
Full adherence to and
implementation of the
CEMP and RWMP.
throughout the course
of the construction
phase of the proposed
development.
Table 9-9 Summary of Operational Phase Mitigation and Monitoring
The following Table summarises the Operational Phase mitigation and monitoring measures.
Aspect Likely Significant Effect Mitigation Monitoring
Biogas Plant Accidental Spills, Leaks
and Discharges
Regular inspection of
surface water drainage
system including
hydrobrake, separators
/ interceptors, and foul
sewers is
recommended ensure
no accidental discharge
occurs to underlying
geology.
Full adherence to and
implementation of the
SSWMP.
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the operation phase
of the proposed
development.
Increased Sediment
Run Off from
Hardstanding Areas
carrying Sediment and
Pollutants into the Soil
and Bedrock Off-Site
Regular inspection of
surface water drainage
system including
hydrobrake, separators
/ interceptors, and foul
sewers is
recommended ensure
no accidental discharge
occurs to underlying
geology.
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the operation phase
of the proposed
development. RECEIVED: 28/08/2026
August 2026 | 9-44
Aspect Likely Significant Effect Mitigation Monitoring
Full adherence to and
implementation of the
SSWMP.
Future Maintenance
Works on Underground
Services and
Infrastructure involving
Soil Excavations and
Soil Disturbance and
Disposal
Regular inspection of
surface water drainage
system including
hydrobrake, separators
/ interceptors, and foul
sewers is
recommended ensure
no accidental discharge
occurs to underlying
geology.
Full adherence to and
implementation of the
SSWMP
Continuous
implementation of the
mitigation measures
outlined in the EIAR in
accordance with best
practice guidelines
throughout the course
of the operation phase
of the proposed
development.
Gas Grid No impact Not Required Not Required
9.16 Conclusion
This chapter has assessed the potential effects of the Proposed Project on land, soils and geology
during the construction and operational phases. The Renewable Biogas Plant site comprises previously
undeveloped agricultural land underlain principally by low-permeability glacial tills and bedrock of the
Red Island Formation. The Renewable Biogas Plant site and Linear Gas Grid Connection are located
within the wider Rockcorry-Cootehill Ribbed Moraines geological heritage area; the potential effects
of the Proposed Project on the relevant geological attributes have been considered in this assessment.
Construction of the Renewable Biogas Plant will require approximately 98,420 m³ of excavation.
Approximately 79,900 m³ of suitable excavated material will be reused within the site, resulting in a
net surplus of approximately 18,520 m³, conservatively rounded to approximately 18,600 m³ for
assessment purposes. Surplus material will be appropriately classified and removed by authorised
contractors to an appropriately authorised receiving facility or facilities.
Potential construction-phase effects principally relate to excavation and handling of soils, erosion and
sediment mobilisation, accidental releases of fuels or chemicals, and the management of surplus
excavated material. Following implementation of the CEMP, SSWMP and the mitigation and
monitoring measures identified in this chapter, residual construction effects on land, soils and geology
are assessed as neutral, imperceptible and short-term.
During operation, no significant ongoing disturbance of soils or geological materials is anticipated. The
site design incorporates impermeable surfaces, bunding, drainage and environmental management
controls to minimise the potential for contamination of underlying soils and geology. Residual
operational effects are assessed as neutral, imperceptible and long-term. RECEIVED: 28/08/2026
August 2026 | 9-45
Construction of the Linear Gas Grid Connection will involve temporary trench excavation within the
public road corridor. Following implementation of the applicable GNI construction and environmental
management measures, residual construction effects on land, soils and geology are assessed as
neutral, imperceptible and short-term, with no significant operational effects predicted.
9.17 References and Sources
• Guidelines on the information to be contained in environmental impact assessment
reports. Environmental Protection Agency (EPA, 2022).
• Guidelines for the Preparation of Soils, Geology and Hydrogeology Chapters of
Environmental Impact Statements. Institute of Geologists of Ireland (2013).
• Geological Survey Ireland Map Viewer (https://www.gsi.ie)
• GSI County Geological Heritage Report, 2004
• Environmental Protection Agency (EPA) Map Viewer (https://gis.epa.ie/EPAMaps/)
• Teagasc Map Viewer (http://gis.teagasc.ie/soils/map.php )·
• National Parks and Wildlife Services (NPWS) – Protected Site Register.
• Directive 2000/60/EC of the European Parliament and of the Council establishing a
framework for the Community action in the field of water policy (2000).
• Monaghan County Development Plan (2025-2031).
• CEMP (Stream Bioenergy, 2025)
• SSWMP (Stream Bioenergy, 2025)
• Directive 2014/52/EU (16 April 2014) European Parliament.
• TII, (2009). Guidelines on Procedures for Assessment and Treatment of Geology,
Hydrology and Hydrogeology for National Road Schemes; June 2009. Transport
Infrastructure Ireland, Dublin.
• Ordinance Survey of Ireland (2025) Geohive online mapping.
RECEIVED: 28/08/2026