Triton Knoll Offshore Wind Farm Limited Triton Knoll Electrical System All Pre-Existing Rights Reserved

Triton Knoll Offshore Wind Farm Limited

TRITON KNOLL ELECTRICAL SYSTEM

Environmental Statement

Volume 3

Chapter 9: Traffic and Access

April 2015, Revision A Document Reference: 6.2.3.9 Pursuant to: APFP Reg. 5(2)(a) Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Environmental Statement Liability In preparation of this document Triton Knoll Offshore Wind Volume 3: Chapter 9 – Traffic and Access Farm Limited (TKOWFL), a joint venture between RWE Innogy UK (RWE) and Statkraft UK, and subconsultants working on behalf of TKOWFL have made reasonable efforts April 2015 to ensure that the content is accurate, up to date and complete for the purpose for which it was prepared. Neither TKOWFL nor their subcontractors make any warranty as to the accuracy or completeness of material supplied. Other than Drafted By: Ian Wickett, RSK any liability on TKOWFL or their subcontractors detailed in the contracts between the parties for this work neither TKOWFL Approved By: Kim Gauld-Clark or their subcontractors shall have any liability for any loss, damage, injury, claim, expense, cost or other consequence Date of Approval April 2015 arising as a result of use or reliance upon any information contained in or omitted from this document. Revision A Any persons intending to use this document should satisfy themselves as to its applicability for their intended purpose. Where appropriate, the user of this document has the Triton Knoll Offshore Wind Farm Ltd obligation to employ safe working practices for any activities referred to and to adopt specific practices appropriate to local Auckland House conditions. Great Western Way Swindon Triton Knoll Offshore Wind Farm Limited have been awarded Wiltshire, SN5 8ZT EU TEN-E funding to support the development of the Triton Knoll Offshore Wind Farm Electrical System located in both UK Territorial waters and the UK’s Exclusive Economic Zone. T +44 (0)845 720 090 The funding which is to be matched will support a number of F +44 (0)845 720 050 surveys, engineering reports, and environmental impact assessment studies for the Triton Knoll Electrical System. The I www.rweinnogy.com studies will form part of the formal documentation that will accompany the Development Consent Order which will be submitted to the Planning Inspectorate. The sum of www.rweinnogy.com/tritonknoll €1,159,559 has been granted and the process to reclaim this [email protected] funding is ongoing.

ii Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table of Contents 9 Traffic and Access ...... 9-1 Introduction ...... 9-1 Statutory and policy context ...... 9-1 Consultation and scoping ...... 9-3 Key parameters for assessment ...... 9-16 Environmental assessment: construction phase ...... 9-41 Environmental assessment: operational phase ...... 9-45 Environmental assessment: decommissioning phase ...... 9-45 Environmental assessment: cumulative effects ...... 9-46 Mitigation...... 9-53 Summary of effects ...... 9-53 References ...... 9-54

iii Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9 Traffic and Access • A description of the methodology for the assessment, including details of the study area and the approach to the assessment of effects; Introduction • A summary of consultation with stakeholders;

9.1 This chapter of the Environmental Statement (ES) provides an understanding of the • A review of baseline (existing) conditions; baseline transport environment local to the onshore Triton Knoll Electrical System • Details of the measures proposed as part of the project to avoid or reduce (including traffic, access and routing, and delivery of AILs) and considers the possible environmental effects, including mitigation and design measures that form part of direct or indirect effects that construction, operation and decommissioning phases the project; could have on this environment. The chapter also details methods by which these • An assessment of the likely effects for the construction, operation and potential impacts could be mitigated, supported by an Outline Traffic Management decommissioning phases of the project, taking into account the measures Plan (TMP) (Application Document 8.9) that would be agreed in detail with the relevant proposed; Highway Authorities before commencing construction. • Identification of any further mitigation measures or monitoring required in relation 9.2 For the purposes of assessment for Traffic and Access, the key components comprise to likely significant effects; and, Landfall, Onshore Cable Route, Intermediate Electrical Compound Substation and Unlicensed Works at Bicker Fen, as described in Volume 3 Chapter 1. The • Assessment of any cumulative effects with other consented, proposed and assessment considers these components in relation to the total area of land required potential future developments. for the works at the landfall, Intermediate Electrical compound (IEC), Substation compound, temporary construction compounds, permanent and temporary access Statutory and policy context tracks, onshore underground cabling and drainage and landscape mitigation. 9.7 Planning policy for offshore renewable energy Nationally Significant Infrastructure 9.3 In accordance with the Scoping Opinion received from the Planning Inspectorate Projects (NSIPs) and onshore transmission systems is contained in the National Policy (PINS) (May 2014) the following aspects of the traffic and access assessment have Statements (NPS), including Overarching Energy (EN-1; DECC, 2011), Renewable been scoped out of further assessment: Energy Infrastructure (EN-3; DECC 2011) and Electricity Networks Infrastructure (EN- • All potential impacts during operation: the Secretary of State, via the Scoping 5; DECC 2011). Opinion, agreed that potential impacts would involve less than one visit per month 9.8 The NPS provide the principal policy framework within which decisions on NSIPs are to the onshore cables and up to two visits per week to the Intermediate Electrical made. Compound and Substation. 9.9 The NPS of specific relevance to the traffic and transport aspects of the project is NPS 9.4 The baseline environment pertinent to this assessment is set out in a separate report, EN-1, which is described in further detail in Table 9-1. NPS EN-3 and NPS EN-5 do Annex 9.1, which is contained in Volume 5 of the ES. not provide specific guidance on traffic and access. 9.5 This chapter draws upon the information and conclusions presented in a number of 9.10 The National Planning Policy Framework (NPPF) (March 2012) does not contain other ES chapters and therefore should be read in conjunction with these, namely: specific policies for NSIPs, which are determined ‘in accordance with the decision- • Volume 3 Chapter 2 ‘Landscape and Visual Impact Assessment’ making framework set out in the Planning Act 2008 and relevant national policy statements for major infrastructure’. However, matters that the decision maker • Volume 3 Chapter 3 ‘Socio-economics, Tourism and Recreation’ considers important and relevant when making decisions on NSIP applications are • Volume 3 Chapter 10 ‘Air Quality’; and, also applicable, and may include the NPPF. Table 9-1 therefore includes relevant policy from the NPPF with regard to traffic and access. • Volume 3 Chapter 11 ‘Noise and Vibration’. 9.11 The New Roads and Street Works Act (NRSWA) (1991) sets out the statutory 9.6 The following sections of this chapter include: requirements for the placing of apparatus within the public highway, while the • A summary of relevant planning policy;

9-1 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Highways Act (1980) sets out the requirements for general works within the public Policy Key provisions Section where comment addressed highway. Relevant sections of these Acts are described in Table 9-1. 9.12 Table 9-1 also presents key details of relevant ‘saved’ local planning policy with regard Highways The Highways Authority is given Consideration has been given to the Act 1980 powers under this Act to recover methods of construction and to traffic and access (however the NPS remain the principal policy against which the expenses for repair of highways management of road crossing as part proposed development will be assessed). caused by the transport of excessive of a Traffic Management Plan, as set 9.13 Reference should also be made to Volume 1, Chapter 2 of this ES, which considers weights along the highway, or caused out in Table 9-16 of this chapter. by extraordinary traffic. policy in more detail. Precautions must be taken doing Consideration has been given to the works in or near highway in order to design of accesses as part of an Table 9-1: Policy context maintain public safety. Access Management Plan, as set out Approval is required from the in Table 9-16 of this chapter. An Policy Key provisions Section where comment addressed Highways Authority under Section 278 Outline Access Management Plan is for the installation of ‘passing spaces’ included as Application Document NPS EN-1 Paragraph 5.13.3 of EN-1 advises that Consideration of the traffic impacts in or other works to improve access. 8.13. the application should include a this chapter has been carried out in Work must be undertaken to published transport assessment using line with the IEMA guidance and which standards using a contractor approved Department for Transport NATA / complies with Department for by the Highways Authority. WebTAG methodologies (or any Transport methodologies. Consultation Approval is required for closures of successor to such methodologies) and undertaken with relevant highway roads and other Public Rights of Way. that relevant highway authorities are authorities is set out in Table 9-2 of consulted. this chapter. BBC, Local Policy G6 requires satisfactory means Consideration has been given to the Plan (1999) of vehicular and pedestrian access to provision of access to compounds as NPS EN-1 Paragraph 5.13.4 of EN-1 states that, Consideration has been given to the saved be provided for new development. part of a Traffic Management Plan, as where appropriate, the applicant provision of a travel plan, which will policies set out in Table 9-16 of this chapter. should prepare a travel plan including form part of a Traffic Management An Outline Traffic Management Plan is demand management measures to Plan (TMP), as set out in Table 9-16 of included as Application Document 8.9. mitigate transport impacts. this chapter. BBC, Local Policy ED11 requires that renewable Consideration of the traffic impacts in NPPF Paragraph 32 of the NPPF makes Consideration of the traffic impacts in Plan (1999) energy schemes do not generate this chapter has been carried out in clear that all developments that this chapter has been carried out in saved levels of traffic that will significantly line with the IEMA guidance. An generate significant amounts of line with the IEMA guidance. policies harm the surrounding environment. Outline Traffic Management Plan is movement should be supported by a included as Application Document 8.9. Transport Assessment ELDC Local Policy TR3 requires satisfactory means Consideration has been given to the NPPF Paragraph 36 of the NPPF states a Consideration has been given to the Plan (1999) of vehicular and pedestrian access to provision of access to compounds as requirement for applicants to prepare a provision of a travel plan, which will saved be provided for new development. part of a Traffic Management Plan, as travel plan where significant amounts form part of a Traffic Management policies set out in Table 9-16 of this chapter. of movement are generated. Plan, as set out in Table 9-16 of this chapter. New Roads Approval from the street authority is Consideration has been given to the 9.14 The ‘Guidelines for the Environmental Assessment of Road Traffic’ produced by the and Street required under the New Roads and methods of construction and Institute of Environmental Management and Assessment (IEMA) in 1993 are intended Works Act Street Works Act 1991, to lay services, management of road crossing as part for the assessment of the environmental effect of road traffic associated with major 1991 including electricity cables, in the of a Traffic Management Plan, as set new developments. (NRSWA) public highway. Highway work must be out in Table 9-16 of this chapter. carried out in accordance with the 9.15 The following rules, taken from the IEMA guidelines, have been used as a screening notified programme. process to define the scale and extent of this assessment:

9-2 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

• Rule 1 – Include road links where traffic flows would increase by more than 30% (or the number of Heavy Goods Vehicles (HGVs) would increase by more than 30%); and, • Rule 2 – Include any other specifically sensitive areas where traffic flows would increase by 10% or more.

Consultation and scoping

9.16 A Scoping Report (TKOWFL, 2014) for the Triton Knoll Electrical System was issued to PINS in March 2014. As summarised in paragraph 9.3, a number of potential impacts have been scoped out of the traffic and access assessment via the scoping process. 9.17 Within the scoping report submitted in March 2014, all potential traffic impacts during construction for the onshore area and landfall area were proposed to be scoped into the assessment. Construction offshore impacts were proposed to be scoped out of the assessment, as the port to be used as a base for construction purposes has yet to be identified. Operational onshore and offshore impacts were proposed to be scoped out of the assessment as operational work in these areas is expected to be very limited and therefore there were not considered to be any potentially significant impacts. Traffic and access impacts associated with the decommissioning of the Triton Knoll Electrical System at the Intermediate Electrical Compound and Substation were proposed to be scoped into the assessment with the remaining infrastructure unlikely to be removed at the time of decommissioning. 9.18 PINS Scoping Opinion (Application Document 8.1) states at paragraph 3.152 that: “The SoS agrees that potential impacts during operation can be scoped out from further assessment on the basis that onshore cables will require less than one visit per month and there will be up to two visits to the IEC(s) and substation(s) per week.” However, paragraph 3.147 recommends that potential onshore vehicle movements from delivery of construction materials and access by construction workers associated with offshore activities should be addressed in the ES and therefore be scoped back into the consideration of impacts during the construction phase. 9.19 A Preliminary Environmental Information (PEI) Report for the Triton Knoll Electrical System was issued by RWE for comment in October 2014 as part of the formal consultation with statutory bodies, landowners and communities on the electrical system under the Planning Act (2008). 9.20 Table 9-2 below summarises the issues relevant to this chapter that have been highlighted by consultees and indicates how these issues have been addressed within this ES or how the applicant has had regard to them. Full details of all consultation in relation to the project is set out within the Consultation Report Application Document 5.1) submitted alongside this ES as part of the Development Consent Order (DCO) application.

9-3 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-2: Summary of consultation relating to Traffic and Access Date and consultation phase/ Consultation and key issues raised Section where comment is addressed type PINS Scoping Opinion, May Secretary of State: 2014 - Para 2.97 Locations of temporary construction compounds to be finalised for the DCO A description of the proposed development, including locations application. of temporary construction compounds and road crossing methods, is provided in Volume 3, Chapter 1.

- Para 2.106 Recommends that the ES contains a table identifying all road crossings, All road crossings are scheduled in Table 9-8 of this chapter including the methods to be used. and within the crossing schedule in Volume 5 Annex 1.1. - Para 3.147 Potential traffic movements during the operational period associated with the use of port(s) should also be taken into consideration.

- Para 3.148 Assessment methodology should be agreed with the relevant consultees and Traffic movements associated with the port are considered at that the assumptions made to derive traffic forecasts should be clearly explained within the paragraph 9.132 to 9.136. ES.

- Para 3.148 Collection of baseline data should be agreed with the relevant consultees. Details of assessment methodology, data collection, approach - Para 3.149 Approach for the assessment and/ or exclusion of minor roads should be to the assessment and criteria for excluding minor roads are agreed with the relevant consultees. set out in paragraphs 9.21 to 9.138.

- Para 3.150 ES should identify any roads that need to be temporarily stopped up during A discussion of the potential for temporary road closures is construction and assess the potential impacts of any such closures. included at paragraph 9.62.

- Para 3.151 Appropriate cross-reference should be made to other relevant specialist topics, Cross-references to other specialist topics are provided at including air quality, during the construction phase. relevant points in Chapter 9.

- Para 3.152 Agrees that the impacts during operation can be scoped out. - Para 3.154 Welcomes that the cumulative developments to be included within the assessment will be agreed with the local planning and highway authorities. PINS Scoping Opinion, May Parish Councils (Addlethorpe, Anderby, Orby, Huttoft, Willoughby) A Traffic Management Plan will consider the condition of the 2014 - Recommended that the assessment takes account of the suitability of the existing roads to roads and, if necessary, any restrictions on routing to avoid accommodate the volume and weight of construction traffic. inadequate roads, as described at Table 9-16. PINS Scoping Opinion, May East Lindsey District Council A Traffic Management Plan will address routing of construction 2014 - ES to include an assessment of the physical nature and capacity of the surrounding road vehicles and compliance with the scheme as well as provide network. for pre and post-construction condition surveys, as described - Details should be submitted to show how designated routes will be adhered to by delivery at Table 9-16. and HGV drivers. PINS Scoping Opinion, May Norfolk County Council Details of assessment methodology, data collection and 2014 - Provided standard guidance notes on assessing impacts of offshore wind farms relating to approach to the assessment are set out in paragraphs 9.21 to traffic and access considerations. PINS advice was that these need to be taken into 9.138. account.

9-4 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Date and consultation phase/ Consultation and key issues raised Section where comment is addressed type Consultation meeting 15th May Boston Borough Council Consideration will be given to the shared use of such an 2014 - Requested that construction traffic associated with the Bicker Fen substation should use access, however the National Grid works are independent of the proposed access road for the Triton Knoll substation the TK ES. - Requested that the TMP contains as much information as possible to secure enforcement A Traffic Management Plan will address routing of construction of routes, access to compounds, and management measures. vehicles and compliance with the scheme, as described at Table 9-16. Consultation meeting 15th May East Lindsey District Council Each road link within the study area is assigned a sensitivity 2014 - ELDC has requested that the potential impacts on tourism are weighted highly. based on factors including potential impacts on tourism, as set - Requested that the TMP contains as much information as possible to secure enforcement out in Table 9-3. of routes, access to compounds, and management measures. A Traffic Management Plan will address routing of construction vehicles and compliance with the scheme, as described at Table 9-16. Consultation meeting 2nd July Lincolnshire County Council A Traffic Management Plan will define any restrictions, if 2014 - Recommended that consideration is given for the peak activities at the landfall to avoid the necessary, related to timings and routing, as described at seasonal peaks, which comprise school holidays at Easter, Whitsun and Summer. Table 9-16. - Suggested that proposed routing of traffic through Northlands (2 km north of Sibsey) should be avoided by using the B1184 and B1183 due to the potential sensitivity of this road. - Suggested that TCC’s on Leagate Road and Mere Booth Road should avoid routing of HGV construction traffic via Anton’s Gowt to the east. PEI Boston Borough Council A Traffic Management Plan for the project will be secured through the DCO and will include measures to define and October 2014 - Requested that vehicle access routes to Bicker Fen should be defined and controlled. - Recommended that monitoring and enforcement of TMP to form part of the DCO. control vehicle access routes as well as establish monitoring and enforcement mechanisms, as described at Table 9-16. PEI East Lindsey District Council A Traffic Management Plan for the project will be secured through the DCO and will include measures to mitigate any October 2014 - Noted confirmation that no roads will be closed as part of the works and requested that this be secured through appropriate conditions or S106. detrimental impacts on local roads and communities as - Recommended that parishes and wards are consulted upon relating to road condition and described at Table 9-16. impact upon communities (schools) PEI Lincolnshire County Council A Traffic Management Plan for the project will be secured through the DCO and will include measures to define and October 2014 - Suggested that detailed advice on access to Temporary Construction Compounds (TCC) should be sought at appropriate stage. control vehicle access routes and to mitigate any detrimental - Recommended that dedicated access should be provided from A17 to avoid Bicker Fen. impacts on local roads and communities as described at - Requested that no roads will be closed as part of the works and that this be secured Table 9-16. through appropriate conditions or S106. PEI National Trust A Traffic Management Plan for the project will be secured through the DCO and will include details of communication October 2014 - Noted the provision of a TMP and requested notification of each stage of construction activity. with local residents and business, as described at Table 9-16.

9-5 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Scope and methodology judgement is required. Therefore the definitions set out below are generally applied in this assessment but not exclusively. Reference is also made to other definitions 9.21 The study area has been informed by the most probable routes for traffic, for both the where these are available for specific impacts. Details of these definitions are provided movement of materials and employees, during the construction phase of the project, for each impact as relevant in the Environmental Assessment section of this chapter. and has been agreed with Lincolnshire County Council (LCC). This study area covers the road network local to the proposed development as well as the key routes which 9.27 Sensitivity/ importance of the road environment is defined in Table 9-3. connect the general area to the wider highway network. 9.22 The study area comprises the A and B classified roads expected to be used to access the temporary working areas from the wider highway network, commencing with the principal roads of the A16, A17 and A52. Interconnecting A and B roads form the remainder of the study area along with a number of minor roads that will serve the temporary construction compounds. The study area is described in greater detail within the Traffic and Access Baseline report, contained within Annex 9.1 (Volume 5) to this chapter and illustrated at Figure 9-1. 9.23 The baseline data for the study area have been collected from a variety of sources. The Department for Transport (DfT) holds historic traffic data for a number of roads across the study area in the form of Annual Average Daily Traffic (AADT) flows including HGV volumes, the most up to date being from 2012. LCC carries out traffic surveys at a number of key locations across the County and make these available to third parties. The data are varied in type with 12 hour turning counts, 24 hour link counts and weekly counts available with full vehicle classification, from counts taken between 2010 and 2013. This DfT and LCC data are shown on Figure 9-2 . 9.24 New traffic counts have also been undertaken on a number of roads where existing data are unavailable. These surveys comprise a seven day Automatic Traffic Counter (ATC) on the following roads: • B1184 Hale Lane, Sibsey (6th – 12th May 2014); • B1183 Boston Road (6th – 12th May 2014); • B1195 Hole Gate, Great Steeping (6th – 12th May 2014); • Marsh Lane, Orby (6th – 12th May 2014); • B1499 Long Lane, Thurlby (14th – 20th July 2014); • Sea Road, Anderby (14th – 20th July 2014); and, • Roman Bank, Anderby Creek (14th – 20th July 2014). 9.25 The results of these new traffic counts are also shown on Figure 9-2.

Assessment criteria and assessment of significance

9.26 It is noted in the IEMA Guidelines that the assessment of environmental impacts arising from road traffic is not an exact science and a degree of professional

9-6 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-3: Sensitivity/ importance of the road environment 9.28 Magnitude of impact is defined in Table 9-4. Receptor Table 9-4: Magnitude of impact sensitivity/ Description/ reason importance Magnitude Definition

Roads with a high level of existing congestion. Very high Heavily trafficked roads used by high volumes of vulnerable users A permanent increase in traffic flows that leads to severe congestion or without adequate facilities. Very high severe inconvenience to other road users on a regional or national level. Change in traffic volumes of greater than 90%. Receptors such as schools and hospitals. Roads with significant restrictions on the numbers / types of vehicles predicted to run during construction / operation (e.g. significant width / A permanent increase in traffic flows that leads to severe congestion or height / weight restrictions). High severe inconvenience to other road users on a local or district level. High Roads used by vulnerable users without adequate facilities. Change in traffic volumes of between 60% and 89%. Roads or junctions with a poor safety record. Operational railway lines. A temporary increase in traffic flows that leads to severe congestion or Closure of an ‘A’ road. to severe impacts on other road users. Medium Roads not designed for the levels of additional traffic that is predicted to A permanent increase in traffic flow leading to some congestion or run during construction or decommissioning phases of the TKES, other impacts. Change in traffic volumes of between 30% and 59%. Medium where some difficulties are predicted. Roads that experience some congestion. A permanent or temporary increase in traffic flows with minor impacts Closure of a local road. Low to roads. Between 10% and 29% increase in total traffic volumes and less than 30% increase in total HGV volumes. Roads with minor restrictions in relation to predicted traffic levels. Low Roads that pass close to historic buildings, open space or tourist/ visitor attractions that may have some sensitivity to predicted traffic levels. No (or very minimal) detectable effects. Less than 10% increase in Very low total traffic volumes and less than 30% increase in total HGV volumes.

Very low Roads with no restrictions in relation to predicted traffic levels.

9-7 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Uncertainty and technical difficulties encountered 9.29 Assessment of the significance of effect is described in Table 9-5. All effects, unless otherwise stated, are considered to be adverse. 9.31 The assessment is largely based upon estimates of construction traffic volumes using Table 9-5: Significance of effect data obtained from other similar projects in terms of type and scale. The actual volumes will depend on the appointed contractor’s method of working. In order to Magnitude of impact ensure assessment of a worst-case scenario, a contingency of 20% has been applied to the data to take account of fluctuations in daily traffic volumes and potential differences in construction methods from those currently assumed. Very High High Medium Low Very Low 9.32 The distribution of cars and light goods vehicles is based upon estimates of origins of workers using available data on populations. The actual distribution of construction workers will vary to some degree based on the appointed contractor and the availability of skills at the time of construction. Very High Major Major Moderate Minor Minor 9.33 The distribution of HGV construction traffic is based upon estimates of origins of

materials using available data on current sources of construction materials. Sourcing construction materials will be a decision made by the appointed contractor and therefore may differ from those identified. Given that a large proportion of materials High Major Moderate Minor Minor Negligible will originate from beyond Lincolnshire, it is reasonable to expect that the distribution of construction traffic across the local routes will be similar to those assessed with only minor variances. 9.34 Despite the issues of uncertainty and technical difficulties encountered, it is considered

Receptor sensitivity Receptor Medium Moderate Minor Minor Negligible Negligible that there has been an appropriate level of information to underpin a robust assessment for traffic and access. This has been affirmed through the consideration of traffic and access within the evidence plan process (see Evidence Plan, Application Document 8.16). Low Minor Minor Negligible Negligible Negligible

Existing environment 9.35 The study area covers a length of approximately 60 km from the coast at Anderby Very Low Minor Negligible Negligible Negligible Negligible Creek, to Bicker some 12 km west of Boston, Lincolnshire and is shown in Figure 9-1. The road infrastructure local to this area predominantly comprises a small number of primary roads with an interconnecting network of rural lanes. There are no trunk roads Note: Red shaded cells are defined as significant impacts. in the vicinity of the study area, although the A16 and A17 provide the key connections to east Lincolnshire from the trunk road network. The main link roads considered 9.30 In applying the above descriptions, the distinction has been made between magnitude/ within this assessment are described below: extent/duration of impacts and the resulting significance of the effects upon the • The A16 provides a north-south link from Grimsby to Peterborough, generally as receiving environment/sensitive receptor. Therefore, various actions may result in a single carriageway road subject to the national speed limit with reductions in impacts and these impacts have consequent effects upon receptors. Mitigation is speed limit through built-up areas. It passes through the key towns of Louth, prescribed only to reduce significant effects. Boston and Spalding with connecting roads to the east coast towns of Mablethorpe and Skegness.

9-8 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

• The A17 provides an east-west link from Newark to Kings Lynn and beyond, generally as a single carriageway road subject to the national speed limit with reductions in speed limit through built-up areas. It passes through the key town of Sleaford and intersects with the A16 south of Boston. • The A52 provides a further key connecting route from Mablethorpe and Skegness, passing through Boston, Grantham and beyond to Nottingham. Between Skegness and Boston, the A52 follows a north east to south west general alignment. • The A158 provides an east-west link between Lincoln and Skegness, generally as a single carriageway road subject to the national speed limit with reductions in speed limit through built-up areas. It passes through the key town of Horncastle and intersects with the A16 north of Spilsby. 9.36 In addition to the main link roads described above, which are designed to carry high volumes of traffic, including HGVs, there are a number of additional roads that provide access to the Onshore Cable Route. These are described in detail in Annex 9.1 (Volume 5).

Traffic Count Data

9.37 Existing traffic data, obtained from a variety of sources, have been supplemented by recent surveys to record traffic volumes on local roads within the study area, as set out at paragraph 9.22. 9.38 The existing traffic data obtained from LCC include seasonal variations which illustrate the differences in traffic flows between school summer holidays and neutral term time periods. Paragraph 13 of Annex 9.1 (Volume 5) concludes that roads towards Skegness and the coast experience a significant increase in traffic volumes during summer months while those roads located further away from the seaside resorts experience only a marginal increase in traffic volumes. For robustness in terms of percentage impact, the assessment has been based on the lower neutral month surveys. Paragraphs 11 and 12 of Annex 9.1 (Volume 5) describe the application of growth factors to surveyed traffic flows to establish baseline traffic flows in the year of commencement of construction, this being 2017. 9.39 Table 9-6 below sets out the surveyed and baseline traffic volumes on each link and identifies their sensitivity and importance. Figure 9-2 shows the recorded traffic flows (including the HGV component) for all the links within the study area along with the source of the traffic count data. Figure 9-3 presents the predicted baseline traffic flows in 2017 based on forecast levels of growth, as noted above. Figure 9-4 shows the link references and illustrates the sensitivity of each link.

9-9 510000 520000 530000 540000 550000 560000 West Lindsey District A Legend: 1 5 0

0 1 2

0 1

0 1 Proposed Development Boundary 8

3 A Administrative Boundary (District / Borough)

Principal Road included in Study Area A ! 1 B Temporary Construction Compound 6 14 ! A 49 (TCC) 158 04 West 11 d A Roa Total Area of Land Required for the Lindsey Sea Substation Compound, Underground District " Cabling, Permanent and Temporary Access Tracks and Drainage and ! Landscape Mitigation A A Total Area of Land Required for the 1 1 A 6 Intermediate Electrical Compound, 0 5 2 0 2 Permanent and Temporary Access 0 58 8 " 0 A1 0 Tracks, Underground Cabling and 7 3 Drainage and Landscape Mitigation East e A an L A Lindsey 158 rsh a 5 District M "! 2

3 B1195 !! 5

A A158

155 ! A ! 52 0 ! A 0 0 0 6 3

! !

B d x 1

Coordinate System: British National Grid m . 1 Projection: Transverse Mercator 3 2 9

2 Datum: OSGB 1936 2 2 !! 5 Units: Meter 0 North 5

A 1 6 Kesteven 0

2 1 _

District a A e ! r A _ y d u t S

! _ c i f f

4 a 0 18 r

0 1

B T 0 Source: Global Land Cover Facility, www.landcover.org. _ 0 S 5 E 3 \ S I G

B 4 ! . 5

1 0 !! \

1 6 S C

8 1 I H

3 A P

! A B 01 23/02/2015 Revised PDB VA AJ IW R G 1

! 5 0 ! 1 00 12/01/2015 First Draft VA AJ IW \ e 9 t u

A 2 o r 1 A1 Rev Date Description Drn Chk App 7 121 e l b a c

l !! Boston Triton Knoll Electrical System l o n

District K

! (B) o A t i r

1 T

2 - 7 A5 7 2 4 0 0 0 8

0 ! P 0 \ l 4

" a 3 n o TITLE: i 6 t a

! n 1 Figure 9-1 r e A t n

Study Area I -

2 8 0

5 \ South :

A P

Holland h A 0 3.5 7 t a

1 P

South Holland District South 7 King's Lynn and t Kilometres n District / e Kesteven King's Lynn and West Norfolk m

West Norfolk SCALE: 1:175,000 @ A3 u District District (B) c REV 01 o

District (B) D

Coordinate System: British National Grid 0 1

Projection: Transverse Mercator 0 5

Datum: OSGB 1936 1 0

Units: Meter 2 _ w o l F _ d e d r o c e R _ c i f f a r T

Source: Global Land Cover Facility, www.landcover.org. _ S E \ S I G

4 . 5 0 \ S C I H P A

01 24/02/2015 Revised PDB VA AJ IW R G

5 0

00 06/01/2015 First Draft VA AJ IW \ e t u o r

Rev Date Description Drn Chk App e l b a c

l Triton Knoll Electrical System l o n K

n o t i r T

7 2 4 0 8 P \ l a n o TITLE: i t a n r e

Figure 9-2 t n I Recorded Traffic Flow - 8 0 \ : P

: h t a P

t n e m u c

REV 01 o D Legend: d x m . 6 0 1 0 5

Coordinate System: British National Grid 1 0

Projection: Transverse Mercator 2 _

Datum: OSGB 1936 7 1

Units: Meter 0 2 _ s w o l F _ e n i l s a B _ c i f f a r T

Source: Global Land Cover Facility, www.landcover.org. _ S E \ S I G

4 . 5 0 \ S C I H P A

00 23/02/2015 Revised PDB VA AJ IW R G

5 0

00 06/01/2015 First Draft VA AJ IW \ e t u o r

Rev Date Description Drn Chk App e l b a c

l Triton Knoll Electrical System l o n K

n o t i r T

7 2 4 0 8 P \ l a n o TITLE: i t a n r e

Figure 9-3 t n I Baseline Traffic Flows 2017 - 8 0 \ : P

: h t a P

t n e m u c

REV 01 o D 510000 520000 530000 540000 550000 560000

Legend: 0 0 0

0 Proposed Development Boundary 8 3 O Administrative Boundary (District / B P Borough) B Temporary Construction Compound B ! ! (TCC) S A BQ I BR Total Area of Land Required for the B Substation Compound, Underground D AB " Cabling, Permanent and Temporary Access Tracks and Drainage and Landscape Mitigation

! A Total Area of Land Required for the P Intermediate Electrical Compound, Permanent and Temporary Access A " J A Tracks, Underground Cabling and A 0

0 Drainage and Landscape Mitigation 0 AC 0 7 3 AD Route Sensitivity

X Low Sensitivity A A E H A ! Medium Sensitivity K " Q A

A Hign Sensitivity A F AL ! AG AW ! Y

BC R ! A BB ! 0 ! 0 0 0 6

3 Z A A B !

! d x m . 3 2 2 A Coordinate System: British National Grid 0 5

M Projection: Transverse Mercator 1 Datum: OSGB 1936 0 B 2

!! Units: Meter _ E y t i v i t i s n e

! S _ e t u o R

! _ c i f H f a

0 B S r 0 A T 0 G Source: Global Land Cover Facility, www.landcover.org. _ 0 B S 5 E 3 \ S I G

! . 5 0

! \ ! I S

B C I

B H P

! F A

00 23/02/2015 Revised PDB VA AJ IW R G

! 5 0 ! 00 07/01/2015 First Draft VA AJ IW \ e t

J BL u o r B

Rev Date Description Drn Chk App e BK AT l b

N a c

! l ! A Triton Knoll Electrical System o

U n K

A n

! o t i r

B T

M 7 2 4 0 0 0 8

0 ! P 0 \ l 4

" a 3 n o TITLE: i t

O a ! n Figure 9-4 r

A e t n

Route Sensitivity I - 8 0

V \ A : P

: h B 0 3.5 7 t

N a P

Kilometres n

/ e m

SCALE: 1:175,000 @ A3 u c

REV 01 o D

© Crown copyright, All rights reserved. 2014 License number 0100031673 Contains Ordnance Survey data © Crown copyright and database right 2014 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-6: Summary of Traffic Flows within Study Area Surveyed Surveyed 2017 2017 Link Link Description Traffic (All Traffic Traffic (All Traffic Ref* Sensitivity vehicles) (HGVs) vehicles) (HGVs) AA A1028: between A1104 and A158 5,402 388 5,662 407 Low

AB A1104: east of A1028 towards Alford 8,269 518 8,667 543 High

AC A158: between Horncastle and B1195 7,456 401 7,815 420 Medium

AD A158: between B1195 and A16 5,060 377 5,360 399 Low

AE A158: between A16 and A1028 7,654 443 8,022 464 Low

AF A158: between A1028 and Lincoln Road 11,734 370 12,298 388 Low

AG A158: between Lincoln Road and A52 9,784 119 10,255 125 High

AH Marsh Lane 4,186 495 4,297 508 Medium

AI A16: north of the A1104 towards Burwell 9,046 863 9,481 905 Low

AJ A16: between A1028 and A158 5,925 705 6,276 747 Low

AK A16: between A158 and B1195 9,460 857 10,020 908 Medium

AL A16: between B1195 and A155 9,369 615 9,820 645 Low

AM A16: between A155 and A52 6,017 567 6,306 594 Medium

AN A16: Boston Ring Road 34,071 1,920 35,710 2,012 High

AO A16: between Shirbeck Quarter and A17 15,159 1220 15,888 1,279 Low

AP A52: north of Marsh Lane towards Hogsthorpe 3,687 140 3,864 147 Medium

AQ A52: between Marsh Lane and A158 12,453 200 13,052 210 High

AR A52: between A158 and B1195 11,207 256 11,746 268 High

AS A52: between B1195 and A16 7,722 603 8,093 632 Low

AT A52: between A1121 and A16 17,755 904 18,609 947 Medium

AU A52: between A1121 and A17 6,941 781 7,275 819 Low

AV A52: west of the A17 towards Donington 8,547 931 8,958 976 Low

9-14 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Surveyed Surveyed 2017 2017 Link Link Description Traffic (All Traffic Traffic (All Traffic Ref* Sensitivity vehicles) (HGVs) vehicles) (HGVs) AW B1195: between A16 and A52 1,487 183 1,527 188 Medium

AX A153: between A158 and B1183 9,984 646 10,464 677 High

AY A153: between B1183 and A155 4,596 374 4,817 392 Low

AZ A153: between A155 and B1192 7,874 521 8,253 546 Low

BA A153: between B1192 south and B1192 north 10,836 455 11,357 477 Medium

BB A155: between A153 and B1183 3,001 190 3,145 199 Medium

BC A155: between B1183 and A16 2,437 184 2,554 193 Medium

BD A158: west of A153 towards Wragby 7,744 454 8,116 476 Medium

BE B1192: between A153 and B1184 5,977 532 6,199 552 Medium

BF B1192: between B1184 and A1121 7,684 684 7,970 709 Low

BG B1184: between B1192 and B1183 2,851 205 2,957 213 Medium

BH B1184: between B1183 and A16 1,815 288 1,863 296 Medium

BI B1183: between B1184 and A1137 3,392 475 3,482 488 Medium

BK A1121: between A17 and A52 9,542 939 10,175 1,001 Low

BL A17: west of A1121 towards Heckington 20,470 3128 21,827 3,335 Low

BM A17: between A1121 and A52 12,852 2,539 13,470 2,661 Low

BN A17: between A52 and A16 12,487 2,516 13,088 2,637 Low

BO A111: between Alford and A52 1,957 39 2,051 41 Medium

BP A52: between A1104 and B1449 5,562 222 5,830 233 Medium

BQ B1449: between A1111 and A52 2,099 285 2,155 293 Medium

BR Sea Road: between A52 and Roman Bank 910 102 934 105 High

BS Roman Bank: between Sea Road and Sea Lane 1,120 87 1,150 89 Medium * Link references shown on Figure 1-9

9-15 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9.46 The bus services local to the Onshore Cable Route predominantly connect towns and Road Safety are typically at an hourly frequency or less. The major roads which will be used by 9.40 To assess whether the project will have an adverse impact on road safety, it is existing bus services will remain open and therefore not be affected by the proposed necessary to establish a road safety baseline and whether there are any inherent road development. safety issues within the study area. To understand the existing road safety baseline, 9.47 The rail services local to the Onshore Cable Route provide connections to major towns Personal Injury Collision (PIC) data were obtained from the DfT for all the roads within across Lincolnshire as well as the national rail network. These routes will remain open the study area. and therefore not be affected by the proposed development. 9.41 A review of the PIC data has identified where collision clusters exist within the existing study area. There are several locations in the study area which have had ten or more Key parameters for assessment collisions in five years, while one location highlights that although only nine collisions 9.48 This section sets out the construction transport parameters and assumptions made to occurred, a third of these resulted in serious injury. These locations may be support the traffic impact assessment. This section establishes the realistic maximum susceptible to increases in traffic and therefore warrant further investigation as part of adverse scenario for each category of impact as a basis for the subsequent impact this assessment. These data are provided in Table 1-2 of the Baseline Annex at 9.1 assessment. This involves both a consideration of the relative timing and phasing of (Volume 5). the project as well as the design parameters of the project that define the ‘Rochdale Sensitive Receptors Envelope’ for this assessment. Full details of the development options being considered are provided in Volume 3, Chapter 1, ‘Onshore Project Description’. 9.42 The sensitivity of a road can be defined by the type of user groups who may use it, 9.49 The construction of the Onshore Cable Route, Substation, Intermediate Electrical e.g. elderly people or children. A sensitive area may be a village environment or where Compound and Landfall would generate traffic associated with the delivery of pedestrian or cyclist activity may be high, e.g. in the vicinity of a school. construction materials, machinery and associated workforce to Temporary 9.43 A desktop exercise augmented by site visits has been undertaken to identify the Construction Compounds (TCC). sensitive receptors in the study area. The links that are adjacent to the sensitive 9.50 All construction traffic would travel from their place of origin / manufacture to one of the receptors have been assigned a sensitivity value according to the highest value defined TCCs. An assessment has been undertaken to examine the viability and receptor on the route under consideration. For example, a village road providing practicality of using the existing road network to facilitate a safe and efficient transport access to schools (high sensitivity receptors) and residential dwellings with good network to support the construction, and any maintenance works, of the Triton Knoll footways (low sensitivity receptors). Using the methodology adopted, such a road Electrical System. would be identified as a high sensitivity link. 9.51 The intention is to minimise the use of the minor road network, wherever possible, 9.44 All roads within the study area have been assessed and assigned link sensitivity. through the location of the access points to the TCC’s from the existing road network. Table 1-3 of Annex 9.1 (Volume 5) details the links, the Annual Average Daily Traffic Due to physical constraints, such as railway lines and major road and watercourses (AADT) flow associated with each road link and the rationale for receptor sensitivity. that cannot be bridged by a haul road, the Onshore Cable Route has been divided into Public Transport 19 cable route sections, each of which will be served by at least one TCC. Table 9-7 below sets out the 18 separate sections and the TCCs associated with each section. 9.45 The Onshore Cable Route passes through rural and semi-rural locations, where public 9.52 Some locations along the Onshore Cable Route would also require trench-less transport provision is often limited. Bus and rail services operate across Lincolnshire, methods of construction, for example Horizontal Directional Drilling (HDD), where a connecting towns with major centres, such as Lincoln, Boston and Skegness. While feature such as a road, railway or large drain for example needs to be crossed, there may be some potential for construction workers to use these services, the limited requiring additional direct deliveries to the HDD sites. coverage in rural areas will minimise the use of public transport for the proposed development.

9-16 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9.53 Where it is necessary for minor roads to be used as access routes for construction Table 9-7: Cable Route Sections and Temporary Construction Compounds traffic, an assessment of the largest anticipated vehicles will be undertaken to ensure Approximate Temporary that the existing highway geometry can accommodate such vehicles. Geometric Temporary Cable Route Cable Route Cable Route Construction improvements may be identified as necessary to accommodate the passage of Construction Section # Section Section Length Compound Compound Locations construction traffic. Details of these improvements, which could include widening on (km) (TCC) bends or providing passing bays, would be set out in an Access Management Plan to - - - TCC 1 Landfall be agreed with the Highways Authority and the Contractor before commencement of construction. Section 1 Landfall to A52 5.5 TCC 2 North side of A52

A52 to Marsh 9.54 Access to each TCC from the highway network would be required to accommodate Section 2 4.9 TCC 3 South side of A52 large construction vehicles for delivery of materials, including Abnormal Indivisible Lane Loads (AIL) transporting cable reels. Details of the access layouts for each TCC will Intermediate Electrical - - - TCC 4 also be set out in the Access Management Plan, which will be agreed with the Compound Highways Authority and with the Contractor before commencement of construction. Intermediate Landfall site access Electrical Compound Section 3 3.3 TCC 5 North side of A158 (south side of 9.55 The connection between the onshore and offshore cables will take place at landfall, Marsh Lane) to along the coast just north of Anderby Creek. This would require the establishment of a A158 temporary works area and a compound (TCC 1) for the duration of the works, which TCC 6 South side of A158 would include welfare facilities, offices and areas for storage of materials and A158 to Railway equipment. Section 4 (south of Lymn 6.3 East side of Railway Bank Crossing) TCC 7 (south of Lymn Bank 9.56 Access to the site would be served from Roman Bank, which connects to the A52 via Crossing) Sea Road through Anderby. A temporary access will be constructed to provide access to the site for the duration of the construction programme. This will utilise an existing Railway (south of Lymn Bank No TCC (served from Section 5 0.4 - farm track from Roman Bank, details of which will be provided in the Access Crossing) to TCC 7) Management Plan. The existing farm track is also a PROW (Hutt /10/4). Steeping River

Steeping River to West side of Steeping Onshore cable route construction site access Section 6 2.3 TCC 8 Thorpe Bank River

9.57 Details of TCCs and cable route sections are set out in Volume 3 Chapter 1 ‘Project Thorpe Bank to South side of Thorpe Description’, including being illustrated at Figure 1, detailing the locations and the Section 7 Railway (north of 2.5 TCC 9 Bank facilities to be provided. In summary, there would be 21 TCCs located along the Bellwater Drain)

onshore cable route (not including those at the landfall, Intermediate Electrical Railway (north of East side of Hobhole Compound, Triton Knoll Substation, substation access track and National Grid Bicker Section 8 Bellwater Drain) 4.4 TCC 10 Bank Fen Substation) adjacent to or in close proximity to the public road network. Table 9-7 to Hobhole Bank provides a summary of information for each cable route section and TCC. Hobhole Bank to North side of Fodder Section 9 Fodder Dike 1.3 TCC 11 Dike Bank

Section 10 Fodder Dyke 4.3 TCC 12 East side of A16 Bank to West

9-17 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Approximate Temporary Approximate Temporary Temporary Temporary Cable Route Cable Route Cable Route Construction Cable Route Cable Route Cable Route Construction Construction Construction Section # Section Section Length Compound Section # Section Section Length Compound Compound Locations Compound Locations (km) (TCC) (km) (TCC) Fen Catchwater Uses Triton Knoll Drain TCC 13 West side of A16 South Forty Foot Substation TCC (TCC Section 18 Drain to Triton 5.5 - 25) and substation West Fen West side of Staunt Knoll Substation access track TCC Section 11 Catchwater Drain 3.6 TCC 14 Road (TCC 24) to Medlam Drain - - - TCC 25 Triton Knoll Substation Medlam Drain to Westville East side of Carrington Section 12 1.0 TCC 15 Triton Knoll Road/West Fen Road Substation to Uses Triton Knoll Drain Section 19 National Grid 1.8 - Substation TCC (TCC Bicker Fen 25) North side of Leagate TCC 16 Substation Road Westville Adjacent to Unlicensed Road/West Fen North side of Mere Section 13 5.0 TCC 17 Works area at National Drain to River Booth Road - - - TCC 26 Grid Bicker Fen Witham Substation South side of Mere TCC 18 Booth Road

River Witham to North side of North Section 14 North Forty Foot 2.3 TCC 19 9.58 Some locations along the Onshore Cable Route would require trench-less methods of Forty Foot Bank Bank construction. Details of these locations, the type of trenchless operation and the requirements in terms of access and facilities are provided in Volume 3, Chapter 1 and North side of Sutterton TCC 20 the Crossing Schedule in Annex 1.1 of Volume 5. North Forty Foot Drove Section 15 Bank to Skerth 3.9 9.59 The establishment of a temporary haul road through each cable route section would Drain West side of Claydike TCC 21 Bank enable plant, materials, labour and deliveries to be transported through the temporary working area, minimising the need to use the local road network. The haul road would Skerth Drain to Section 16 1.8 TCC 22 North Side of A17 comprise a prepared surface on subsoil and / or suitably sized stone of an appropriate A17 thickness, overlaid on geotextile where poor ground conditions exist. The haul road A17 to South would run the full length of the Onshore Cable Route for the duration of the Section 17 0.6 TCC 23 South side of A17 Forty Foot Drain construction period relevant to that cable route section.

At entrance from A17 Onshore cable route road crossings - - - TCC 241 to new access track to substation 9.60 The Onshore Cable Route will cross a number of public and private roads along with drains, rivers and railways. The temporary haul road will be constructed along the entire length of each cable route section. Therefore, at each road crossing the

onshore cables will need to be installed while construction vehicles will need to access 1 TCC 24, at the entrance to the new access track to the substation, may be located either to the north both sides of the road. of the new access (TCC 24a) or to the south of the new access (TCC 24b). Only one of these TCC locations will ultimately be used, not both. The assessment provides for either option to be progressed. 9.61 Access to a TCC will be provided at a number of road crossings and will therefore introduce turning movements. At all other road crossings, HGVs will only cross the

9-18 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

road while non-HGV traffic may enter and exit the construction site. Methods of Crossing ID Number Road Name management of construction vehicles at each road crossing will be agreed within the Method Traffic Management Plan. RD_192 B1195 Trenchless 9.62 An evaluation at each road to be crossed by the Onshore Cable Route has been made RD_197 Tip Lane Trenchless to assess the most appropriate form of construction to be used and its associated duration. The evaluation performed has resulted in a commitment to use a trenchless RD_215 Harrison’s Lane Trenchless methodology for each road crossing of the public highway. Therefore, the construction of the Onshore Cable Route will not require any temporary road closures. Table 9-8 RD_220 Fendike Bank Trenchless lists each road crossing, together with its unique crossing reference, as compiled from RD_224 Thorpe Bank Trenchless the full crossing schedule contained in Application Document 8.3. RD_237 Bell Water Drain Bank Trenchless Table 9-8: Road Crossing Schedule RD_245 Spilsby Road Trenchless Crossing ID Number Road Name Method RD_255 Midville Road Trenchless RD_12 Roman Bank Trenchless RD_262 Fodder Dike Bank Trenchless RD_21 Sea Road Trenchless RD_273 East Fen Lane Trenchless RD_48 Langham Road Trenchless RD_285 A16 Main Road Trenchless RD_60 A52 Trenchless RD_295 Westhouses Trenchless RD_68 Listoft Lane Trenchless RD_302 Staunt Road / Northlands Trenchless RD_75 Sloothby High Lane Trenchless RD_315 B1183 Carrington Road Trenchless RD_97 Marsh Lane Trenchless RD_319 Westville Road Trenchless RD_109 Chalk Lane Trenchless RD_325 B1184 Canister Lane Trenchless RD_114 Ingoldmells Road Trenchless RD_330 Peacock’s Road Trenchless RD_119 Younger’s Lane Trenchless RD_335 Leagate Road Trenchless RD_135 A158 Skegness Road Trenchless RD_342 Mere Booth Road Trenchless RD_148 Bilgate Lane Trenchless RD_359 B1192 Langrick Road Trenchless RD_161 Low Lane Trenchless RD_367 North Forty Foot Bank Trenchless RD_163 High Lane Trenchless RD_371 Kirton Drove Trenchless RD_191 Lymn Bank Trenchless RD_379 Sutterton Drove Trenchless

9-19 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Crossing Intermediate Electrical Compound site access ID Number Road Name Method 9.63 Construction of the Intermediate Electrical Compound adjacent to Skegness Stadium Trenchless RD_383 Claydike Bank would require the establishment of a temporary construction compound (TCC 4) for RD_401 A17 Trenchless the duration of the works, which would include welfare facilities, offices and areas for storage of materials and equipment. RD_436 Bicker Drove Trenchless 9.64 A permanent access will be built from Marsh Lane, with a bellmouth entrance at Marsh Lane constructed where the existing field entrance is currently located. This will provide access to the Intermediate Electrical Compound site and will be extended as a temporary access track to the TCC during construction for LGV and personnel only. This permanent access road from Marsh Lane will not be used by any HGVs during the construction phase, but will be used by personnel and LGVs during construction. This will be the single access point for all traffic to the site during the operational phase of the project. 9.65 During construction HGVs, and AILs will enter the Intermediate Electrical Compound from the A158 to the south via a 3 km-long section of temporary haul road within the onshore cable corridor via TCC 5, thus minimising the impact of plant delivery and installation traffic on local minor roads. The cable corridor between the A158 and the Intermediate Electrical Compound will be up to 66m, 6m wider than the rest of the cable corridor, in order to accommodate a double width haul road suitable for both cable route construction traffic and Intermediate Electrical Compound construction traffic. 9.66 Pre-construction survey vehicles (light vehicles only, no HGVs) will access the site via the existing access on Marsh Lane. LGVs and personnel may enter the Intermediate Electrical Compound from Marsh Lane during the construction period. 9.67 Details of the temporary and permanent access roads, including the access arrangements onto Marsh Lane, will be provided in the Access Management Plan.

Triton Knoll Substation site access

9.68 Construction of the Substation compound at Bicker Fen would require the establishment of a temporary construction compound (TCC 25) for the duration of the works, which would include welfare facilities, offices and areas for storage of materials and equipment. 9.69 Access to the site would be served from the A17, some 500 m south of Swineshead Bridge. A temporary access road will be constructed to enable mobilisation of the site, while a permanent access road will be constructed to serve the Substation during its operational phase. The construction of the permanent access road will be carried out at an early stage in the overall construction programme and therefore a temporary compound (TCC 24) will need to be established to enable these works. Details of the

9-20 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

temporary and permanent access roads, including the access arrangements onto the • Site establishment (offices, welfare facilities, security and fencing, lighting, A17, will be provided in the Access Management Plan. signage);

NGET Substation site access • Ground raising for TJBs and the permanent access track; • Excavation and construction of transition joint bays and trench box; 9.70 TKOWFL will undertake some unlicensed works2 at the existing NGET substation at Bicker Fen comprising up to two new ‘bays’ of electrical equipment required to connect • Trenchless drilling or tunnelling; the Electrical System to the National Grid. The construction traffic associated with • Duct pull; these works will use the temporary and permanent access tracks that will serve the • Trench box back-filling; and, Triton Knoll substation and the temporary haul road that will be constructed alongside the Onshore Cable Route between the Triton Knoll substation and the NGET • Trenchless equipment demobilisation. substation.

Construction Programme 9.74 It is expected that the sequence of works for the second period of landfall works will be as follows: 9.71 To enable a realistic assessment to be undertaken of the traffic impacts resulting from • Mobilisation of winch and equipment for cable installation; maximum construction traffic volumes upon the existing road network, an indicative construction programme has been prepared for each element of the Electrical System, • Excavation of buried ducts on beach; as detailed in this section in Tables 9-9 to 9-12. • Offshore cable pull from offshore vessel through ducts; 9.72 The construction programme and resource requirements have been used to enable an • Jointing of offshore cables with onshore cables within TJBs; assessment of: • Transition pit ground re-instatement; and, • The practicality, sequencing and duration of construction activities; • Demobilisation and temporary fence removal. • The shortest duration feasible of the construction works; and, 9.75 Construction of the Landfall would require deliveries of plant, materials and equipment. • The potential workforce and associated vehicle movements that would be It is expected that an excavator and backhoe loader would be required during required to support the construction activities over the duration of the works. construction, together with dump truck and bulldozer. Delivery of materials would Trip generation - Landfall predominantly comprise aggregate and concrete. Using the construction activities identified for this location, an indicative construction programme is presented at Figure 9.73 It is expected the sequence of works for the first period of landfall works will be as 9-5 for the Landfall. follows: • Enabling works (access, earthworks including topsoil removal & site preparation, archaeological investigation and mitigation works as necessary);

2 “Unlicenced works” are electrical works needed to connect Triton Knoll to the National Grid substation at Bicker Fen that National Grid is not required pursuant to its transmission licence to carry out itself.

9-21 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Figure 9-5: Landfall construction programme Table 9-9: Estimated trip generation summary, Landfall Maximum 120 Workers Deliveries Total Daily Movements Work Stage Item of Work Duration (per day) (per day) (months) 100 Landfall Works Access, earthworks 80 Enabling Works archaeological 2 36 0 investigation 60 Making site secure, installation of perimeter 40 fencing etc Deliveries of site offices, Mobilisation/Site welfare facilities and 20 1 36 36 establishment construction vehicles Construction of 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 construction compound Car/LGV 8 8 24 24 24 24 24 8 8 8 8 8 8 24 Installation of site HGV 0 0 72 26 26 26 26 0 0 0 0 0 4 72 utilities Month Ground raising, Transition joint excavation and 4 36 13 bay 9.76 While this construction programme equates to a maximum total of 14 months, these construction activities will be conducted in two separate stages within a maximum period of 36 Total Maximum Duration 6 months. Therefore, there will be periods of inactivity at the landfall site between these Trenchless option: HDD stages. Duct laydown area for Duct laydown 3 5 0 9.77 Table 9-9 outlines the estimated trip generation in line with the construction stitching programme. It should be noted that the total construction period for the Landfall Up to 2 weeks per HDD drilling 3 5 0 cannot be assumed to be the sum of all durations as many of the work activities could circuit be overlapped. Where an overlap is likely to occur, the sum of vehicle movements Excavation and associated with such activities has been assessed. installation of trench Duct installation box, duct pulling and 0.25 5 0 capping, backfilling - 36 hours per circuit Total Maximum Duration 3.25

Trenchless option: Microbore Duct laydown area for Duct laydown 3 5 0 stitching Up to 4.5 months for 6 Microboring 4.5 5 0 circuits

9-22 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Maximum 9.78 There are three different trenchless techniques that are being included within the Workers Deliveries Work Stage Item of Work Duration Consent Envelope at landfall to lay the cables under the sand dunes (sea defences) (per day) (per day) (months) from the beach to the field behind, comprising: Excavation and • HDD; installation of receptor Duct installation 4.5 5 0 • pit, duct pulling and Microboring; and, capping, backfilling • Pipe-jacking Total Maximum Duration 4.5 9.79 Table 9-9 provides the durations associated with each of these three techniques, Trenchless option: Pipe-jacking although only one of these techniques will be deployed. Duct laydown area for Duct laydown 3 5 0 9.80 The realistic maximum adverse scenario would be the phase with the highest number stitching of deliveries over the longest duration, i.e. mobilisation / demobilisation with 36 Up to 4.5 months for 6 Pipe-jacking 4.5 5 0 deliveries per day over a 1 month period. These deliveries are converted into total circuits movements by multiplying by two, representing an arrival and departure per delivery. Excavation and Therefore, the total daily movements for deliveries assessed for the Landfall equate to installation of receptor Duct installation 4.5 5 0 72 movements during both the mobilisation and demobilisation phases, each lasting pit, duct pulling and for one month. capping, backfilling 9.81 The realistic maximum adverse scenario for construction workers would be the phase Total Maximum Duration 4.5 with the highest number of workers over the longest duration. In this instance it Cable Pulling coincides with the assessed HGV activity with 36 workers per day over a 1 month Excavation of trench period. These workers are converted into total vehicle movements by dividing by 3, to box, uncapping, reflect a vehicle occupancy of 3 per car/LGV, which experience has shown to be a Cable Pull and trenching down beach 0.25 6 2 typical level for construction projects. These vehicle movements are then multiplied by beach closure to plough, pull cable and two, representing an arrival and departure per car/LGV. Therefore, the total daily backfill - 12 hours per movements for construction workers assessed for the Landfall equate to 24 car/LGV circuit movements. Landfall cable pull Demobilisation 1 6 0 equipment Trip Generation - onshore cable route Maximum Cable Pull period 1.25 9.82 As explained above, the onshore cable corridor has been split into 19 different Demobilisation sections, each with a TCC adjacent to or close to a public road. Within each cable Demobilisation of 1 36 36 route section, construction activities would be undertaken in a practical, logical and equipment sequential manner.

Maximum total construction period 13.75 9.83 Site enabling works will be required before construction within each cable route section can commence. These will include: • Upgrade of existing or installation of new access from the public highway where required; • Fencing; and,

9-23 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

• Establishment of temporary construction compounds offices, welfare facilities, Figure 9-6: Construction programme for the longest cable section security, wheel wash, lighting and signage. 70 9.84 Construction activities for each section of the cable corridor will include: Total Daily Movements (per front) • Topsoil removal; 60 • Haul road installation, including road crossings, in required sections of the route; 50 • Trench excavation (up to six, one for each circuit); • Duct and tile installation; 40 • Trench backfilling; 30 • HDD or alternative below large obstacles (major roads, railways, rivers and drains); 20 • Jointing pit installation; and, 10 • Cable installation and jointing. 0 9.85 Once construction is complete, demobilisation and reinstatement can occur. Activities 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 will consist of: Car/LGV 4 42 42 42 42 42 42 42 42 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 • Removal of haul road; HGV 48 24 24 24 24 24 24 24 24 0 0 0 0 0 0 0 0 2 2 2 4 4 4 2 2 2 34 34 34 48 Month • Jointing pit ground re-instatement;

• Replacement of topsoil; 9.87 As can be seen from Figure 9-6 above, the main construction activities associated with • Landscaping and hedge re-planting; and, each Onshore Cable Route section are expected to be programmed over a 30 month period. However, this is based upon the longest cable route section (section 4, 6.3km) • Demobilisation and fence removal. with shorter cable route sections leading to significantly reduced timescales. The main 9.86 Using the construction activities identified above, excluding pre-construction survey construction activities associated with the Substation, Intermediate Electrical work, the maximum construction programme is presented at Figure 9-6 for the longest Compound and Landfall have greater certainty over timescales, which are set out in cable route section. the design envelope described earlier. The assessment has been based on a maximum adverse scenario that all cable route sections are constructed concurrently. 9.88 The following anticipated types of traffic would require access to the Temporary Construction Compounds: • low-loaders and HGVs to deliver equipment and plant; • cranes (HGV); • fuel tankers to supply diesel to construction plant; • HGVs with regular deliveries of construction materials, i.e. aggregates for the TCC(s) and temporary haul road, cables, cable ducting; and, • private car, light van or minibus transporting construction workers.

9-24 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9.89 A range of plant would be required including bulldozers, excavator sand dump trucks, Table 9-10: Estimated trip generation summary, longest cable section all of which would be delivered using low-loaders and remain within the TCC until its Maximum Workers Deliveries role has been completed. A typical cable route section for trench construction would Work Stage Item of Work Duration (per day) (per day) use up to 4 items of plant at any one time during the busiest phase of construction. (months) 9.90 The excavation of trenches will result in spoil, which will be stored alongside the haul Establishment of road during construction. This will be used for backfilling once ducting has been laid Mobilisation/Site temporary construction 1 6 24 with any excess spread evenly over the working corridor as part of the reinstatement enabling works compound, mobilisation of process. equipment 9.91 The cables would be laid in sections of between 600m and 1,000m, each requiring a Topsoil strip, excavation, joint bay to allow inspection and maintenance of cable joints. The cables themselves Earthworks & ducting insertion of ducts and re- 8 62 12 instatement of sub soil would be delivered to the TCCs via a low loader, transporting several at a time. From the TCC, these loads would be sub-divided to transport a single reel at a time along Drilling under roads / HDD or other the haul road to the relevant working area. railways / rivers; insertion 8 5 2.5 trenchless method of ducts 9.92 As previously mentioned, a haul road would be constructed alongside the cable trenches, within the working corridor for plant to access all areas. As the haul road Excavation and would progressively extend through the site, a continual importation of ballast would Joint bays construction of concrete 3 6 1 be required. base 9.93 Trenchless techniques would require a number of materials and equipment. The Pulling of cable circuits 3 6 2 drilling rig is a 32 tonne unit which would be delivered on a low loader, while also Cable circuits through ducts needing a crane with a capacity of 250 tonnes. Jointing of cables 3 6 1 9.94 The overall cable route requires a significant number of trenchless crossings and it is therefore likely that only a small number of drilling rigs would be used at any one time Re-instatement of joint Re-instatement 3 6 17 along the entire 60km corridor, moving onto the next trenchless site once each bays and topsoil operation has been completed. Demobilisation of 9.95 Based on the estimates of HGV construction traffic and construction worker needs, equipment and Table 9-10 outlines the estimated trip generation according to each activity along each Demobilisation reinstatement of 1 6 24 cable route section with the durations based on the longest section. temporary construction compound

Maximum total construction period 30

9.96 Each of these phases follow each other and are not concurrent activities. Therefore, the realistic maximum adverse scenario would be the phase with the highest number of deliveries over the longest duration, i.e. earthworks and ducting with 12 deliveries per day over an 8 month period. 9.97 Some cable route sections contain more than one TCC. In order to assess the realistic maximum adverse scenario, it has been assumed that each TCC will operate independently of each other and therefore will be subject to the same number of

9-25 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

deliveries, irrespective of the number of TCCs per cable route section. These dump trucks and tractors and trailers. A large capacity crane would be required for deliveries are converted into total movements by multiplying by two, representing an installation of equipment, particularly the transformers. Delivery of materials would arrival and departure per delivery. Therefore, the total daily movements for deliveries predominantly comprise of aggregate and concrete. Using the construction activities assessed for each TCC equate to 24 HGV movements. identified for this location, excluding pre-construction survey work (2 months), an 9.98 The realistic maximum adverse scenario for construction workers would be the phase indicative construction programme is presented at Figure 9-7 for the Intermediate with the highest number of workers over the longest duration. In this instance it Electrical Compound. coincides with the assessed HGV activity with 20 workers per day over an 8 month Figure 9-7: Intermediate Electrical Compound construction programme period. 9.99 As assumed for HGV deliveries, each TCC has been assessed as operating independently of each other and therefore will require the same number of workers, irrespective of the number of TCCs per cable route section. These workers are converted into total vehicle movements by dividing by 3, to reflect a vehicle occupancy of 3 per car, and subsequently multiplying by two, representing an arrival and departure per car. Therefore, the total daily movements for construction workers assessed for each TCC equate to 14 car movements.

Trip generation – Intermediate Electrical Compound

9.100 The likely sequence of activities at the Intermediate Electrical Compound is: • Site enabling works, including: - site clearance; - site mobilisation, fencing and the establishment of the temporary construction compound;

- the construction of temporary and permanent access roads; 9.103 Delivery of Intermediate Electrical Compound electrical equipment would be - ground works including cable ducting and new site drainage; and, accommodated on low-loaders with a total of 18 being classed as AILs. These AILs - ground raising and establishment of the stoned site platform. are detailed later in this section. • Installation of the Above Ground Electrical Infrastructure; and, 9.104 Table 9-11 outlines the estimated trip generation in line with the construction programme. • Demobilisation. 9.101 As set out in paragraph 9.32, HGV traffic movements associated with the construction of the Intermediate Electrical Compound will use a double width haul road from the A158 to access TCC 4. Section 3 of the onshore cable route will therefore commence construction around the same time as the construction of the Intermediate Electrical Compound in order to ensure early delivery of the haul road between the A158 (via TCC 5) and TCC 4. 9.102 Construction of the Intermediate Electrical Compound would require deliveries of plant, materials and equipment. It is expected that an excavator and a grader, arriving on low loaders, and backhoe loaders would be required during construction, together with

9-26 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-11: Estimated trip generation summary, Intermediate Electrical 9.105 Each of these phases follow each other and are not concurrent activities. Therefore, Compound the realistic maximum adverse scenario would be the phase with the highest number of deliveries over the longest duration, i.e. enabling works with 29 deliveries per day Maximum Workers Deliveries over a 6 month period. These deliveries are converted into total movements by Work Stage Item of Work Duration (per day) (per day) multiplying by two, representing an arrival and departure per delivery. Therefore, the (months) maximum total daily movements for deliveries assumed for the purposes of the Archaeological and Preparatory mitigation assessment of the Intermediate Electrical Compound equate to 58 movements over a ecological mitigation, 5 6 0 works period of 6 months. These movements will be concurrent with the construction traffic drainage diversions movements associated with cable route section 3, which will use the same access Making site secure, from the A158 to reach TCCs 4 and 5 and the haul road through this section. installation of perimeter 9.106 The realistic maximum adverse scenario for construction workers would be the phase fencing etc with the highest number of workers over the longest duration. In this instance it Deliveries of site coincides with the assessed HGV activity with 100 workers per day over a 6 month offices, welfare facilities period. These workers are converted into total vehicle movements by dividing by 3, to Mobilisation and construction 5 50 15 reflect a vehicle occupancy of 3 per car, and subsequently multiplying by two, vehicles representing an arrival and departure per car. Therefore, the total daily movements for Construction of construction workers assessed for the Intermediate Electrical Compound equate to 68 construction compound car movements. Installation of site Trip generation - Triton Knoll Substation utilities Construction of 9.107 The likely sequence of activities at the Substation is: permanent access from Access road • Site enabling works, including: Marsh Lane and 1 50 14 construction temporary extension to - site clearance; TCC 4 - site mobilisation, fencing and the establishment of the temporary construction Earthworks: ground compound adjacent to the A17 (TCC 24); Enabling Works raising and platform 6 100 29 - the construction of temporary and permanent access roads; creation - site mobilisation, fencing and the establishment of the temporary construction Substructure Foundations 4 100 22 compound for the Substation (TCC 25); Building & electrical Superstructure 18 100 5 works - ground works including cable ducting and new site drainage; and, Earthworks, drainage - ground raising and establishment of the stoned site platform. Landscaping 4 100 3 and planting • Installation of the Above Ground Electrical Infrastructure; and, Removal of construction • Demobilisation. Demobilisation compound and finishing 1 50 3 9.108 Construction of the Triton Knoll Substation would require deliveries of plant, materials restoration works and equipment. It is expected that an excavator and a grader, arriving on low loaders, Maximum total construction period 44 and backhoe loader would be required during construction, together with a dump truck and bulldozer. A large capacity crane would be required for installation of equipment,

9-27 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

particularly the transformers. Delivery of materials would predominantly comprise of Table 9-12: Estimated trip generation summary, Triton Knoll Substation aggregate and concrete. Using the construction activities identified for this location, Maximum excluding pre-construction survey work (3 months), an indicative construction Workers Deliveries Work Stage Item of Work Duration programme is presented at Figure 9-8 for the Triton Knoll Substation. (per day) (per day) (months) Figure 9-8: Triton Knoll Substation construction programme Archaeological and Preparatory ecological mitigation, 5 6 0 mitigation works drainage diversions Construction of TCC 24, 7 (5 months Access road temporary and overlap 50 33 construction permanent access road with above) Making site secure, installation of perimeter Mobilisation fencing etc (starts 2 months Deliveries of site offices, after access road welfare facilities and 5 50 25 construction construction vehicles commences) Construction of TCC 25 Installation of site utilities

Enabling Works Earthworks 10 100 86 9.109 Delivery of Triton Knoll Substation electrical equipment would be accommodated on low-loaders with a total of 9 being classed as AILs. These AILs are detailed later in Substructure Foundations 8 100 13 this section. Building & electrical 9.110 Table 9-12 outlines the estimated trip generation in line with the construction Superstructure 26 100 5 works programme. Earthworks, drainage Landscaping 5 100 11 and planting Removal of construction Demobilisation compound and finishing 1 50 3 restoration works Maximum total construction period 62

9.111 Each of these phases follow each other and are not concurrent activities, except where indicated in the table. Therefore, the realistic maximum adverse scenario would be the phase with the highest number of deliveries over the longest duration, i.e. enabling works with 86 deliveries per day over a 10 month period. These deliveries are converted into total movements by multiplying by two, representing an arrival and

9-28 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

departure per delivery. Therefore, the maximum total daily movements for deliveries 9.117 Based on the results of this study, Table 9-13 outlines the distribution of deliveries with assumed for the purposes of the assessment of the Triton Knoll Substation equate to reference to the local towns in Lincolnshire and the roads likely to be used for those 172 movements over a period of 10 months. goods sourced further afield. The expected type of vehicle is also indicated, using 9.112 The realistic maximum adverse scenario for construction workers traffic would be the either a 20T tipper truck or an articulated lorry. 20T tipper trucks are a rigid vehicle phase with the highest number of workers over the longest duration. In this instance it typically used for delivery of bulk materials, such as stone and sand, while articulated coincides with the assessed HGV activity with 100 workers per day over an 8 month lorries up to 16.5m in length will be used for larger items, such as portacabins, plant period. These workers are converted into total vehicle movements by dividing by 3, to and electrical components. reflect a vehicle occupancy of 3 per car, and subsequently multiplying by two, Table 9-13: Distribution of materials representing an arrival and departure per car. Therefore, the total daily movements for Proportion construction workers assessed for the Substation equate to 68 car movements. External Maximum Material Location of overall Route Vehicle Size Trip generation – NGET Bicker Fen Substation (Unlicensed Works) deliveries Landfall 9.113 TKOWFL will undertake what is termed ‘Unlicensed Works’ at the existing NGET Bicker Fen substation, comprising up to two new ‘bays’ of electrical equipment Crushed stone Sleaford 90% A158 20T tipper required to connect the Electrical System to the National Grid. These activities are are Portacabins/ M180/ Grimsby 10% A16 N Articulated estimated to take place over a total of 18 months, with construction activities occurring Cable/ Ducting for up to 12 months within that period. These are minimal works that are expected to Cable Route generate low levels of HGV and personnel traffic. It is predicted that a maximum of 10 A158/ A153/ HGV deliveries and 24 workers per day will be required during this period, including Crushed stone Sleaford 50% 20T tipper the establishment and demobilisation of TCC 26. A17 W

9.114 The deliveries are converted into total movements by multiplying by two, representing Sand & gravel Newark/ Lincoln 40% A153/ A17 W 20T tipper an arrival and departure per delivery. Therefore, the maximum total daily movements for deliveries assumed for the purposes of the assessment of the Unlicensed Works Portacabins/ equate to 20 movements. The number of workers are converted into total vehicle M180/ Grimsby 10% A16 N Articulated movements by dividing by 3, to reflect a vehicle occupancy of 3 per car, and Cable/ Ducting subsequently multiplying by two, representing an arrival and departure per car. Intermediate Electrical Compound Therefore, the total daily movements for construction workers assessed for the A158/ A153/ Unlicensed Works equate to 16 car movements. Crushed stone Sleaford 65% 20T tipper A17 W 9.115 HGV access to the NGET Bicker Fen substation for the Unlicensed Works will be from A17 via the TKOWF substation access track and then using the temporary haul road Sand & gravel Newark/ Lincoln 20% A153/ A17 W 20T tipper within section 19 of the cable corridor to TCC 26. Electrical Equipment / M180/ Grimsby 15% A16 N Articulated Heavy goods vehicles network assignment Structures 9.116 The origin of HGV movements has been investigated through an ‘Origins of Materials’ Substation study, which has reviewed the materials required for the various activities and A158/ A153/ researched potential sources of such materials. These sources may be located within Crushed stone Sleaford 65% 20T tipper A17 W Lincolnshire, though specialist equipment and specific aggregates may have to travel from further afield. Sand & gravel Newark/ Lincoln 20% A153/ A17 W 20T tipper

9-29 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Proportion 9.122 The distribution of workers has been based upon the approximate populations of each External Maximum Material Location of overall town or city within a 60 minute journey of the onshore cable route. For those Route Vehicle Size deliveries settlements towards the maximum journey time of 60 minutes, a weighting of 0.7 has Electrical been applied to reflect the additional distance needed to travel to the TCC’s. Equipment / M180/ Grimsby 15% A16 N Articulated 9.123 On the above basis, Table 9-14 outlines the distribution of construction workers with Structures reference to the local towns in Lincolnshire and the roads likely to be used for those goods sourced further afield. The towns of Horncastle, Spilsby, Skegness and Boston are already within the study area, hence the omission of an ‘External Route’. 9.118 For the purposes of the assessment, the assignment of HGV traffic onto the road network has been based upon the use of A roads wherever possible before selecting Table 9-14: Distribution of construction workers B roads and minor roads to access the TCC’s. Certain exclusions apply where there Distance Weighted External Town Population Distribution have been specific discussions with the highway authority in order to avoid congested weighting population Route or sensitive locations wherever possible. These comprise Boston, Skegness and Louth 16,419 1.0 16,419 2.9% A16 N Orby. In the instance of Boston, HGV traffic comprising tipper trucks has been routed from the A1121 along the B1192 and B1184 to reach the A16, with larger articulated Mablethorpe 12,531 1.0 12,531 2.2% A52 N / A1411 HGVs continuing to use the A16. In the case of Skegness, HGV traffic has been assigned along the A16 rather than along the A52 to reach TCC’s close to the coast. Horncastle 6,651 1.0 6,651 1.2% n/a The village of Orby is along the direct route between the A158 and the Intermediate Spilsby 3,440 1.0 3,440 0.6% n/a Electrical Compound. In order to avoid routing HGV construction traffic through the Skegness 24,876 1.0 24,876 4.4% n/a sensitive village, such vehicles will travel along the haul road from the TCC to the south at the A158, as set out in Table 9-13. Boston 58,124 1.0 58,124 10.4% n/a 9.119 For HGV construction traffic travelling from the west of Lincolnshire, a number of Sleaford 17,359 1.0 17,359 3.1% A153 / A17 W routes are available to reach the different TCC’s along the cable route. These routes Spalding 28,722 1.0 28,722 5.1% A16 S comprise the use of the A17 at the southern end, the A153 and A155 for central Peterborough 186,400 0.7 130,480 23.3% A16 S locations and the A158 towards the northern end. Wisbech 31,573 0.7 22,101 3.9% A17 E 9.120 The assignment of daily HGV movements associated with the Landfall within the study area are included on Figure 9-9, while Figure 9-10 includes HGV movements Kings Lynn 42,800 0.7 29,960 5.3% A17 E associated with the Onshore Cable Route, Figure 9-11 for the Intermediate Electrical Grimsby 88,243 0.7 61,770 11.0% A16 N Compound and Figure 9-12 for the Substation. Lincoln 130,200 0.7 91,140 16.3% A158 / A17 W Construction workers network assignment Newark 37,084 0.7 25,959 4.6% A153 / A17 W 9.121 It is expected that a reasonable proportion of the construction workers will be drawn Grantham 44,000 0.7 30,800 5.5% A52 W from the Lincolnshire area. For some elements of the construction process, specialist Total 560,332 expertise is not necessarily available from local labour sources. Those personnel who are not from the local area, i.e. beyond a reasonable daily commute, are likely to rent 9.124 The assignment of construction worker traffic onto the road network has been based local accommodation. Therefore, it is reasonable to assume that such workers would upon the use of A and B roads wherever possible before selecting minor roads to reside in local towns such as Boston or Skegness, these being convenient locations access the TCC’s. Certain assumptions have been made in order to avoid the and sufficiently large to offer accommodation. For those workers who can be drawn congested area of Boston and construction worker traffic has been routed from the from the local area, a reasonable commute of up to 60 minutes would encompass A1121 along the B1192 and B1184 to reach the A16. Louth, Lincoln, Grantham and Peterborough.

9-30 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9.125 Similar to the assignment of HGV traffic, construction worker traffic travelling from the west of Lincolnshire, a number of routes are available to reach the different TCC’s along the cable route. These routes comprise the use of the A17 at the southern end, the A153 and A155 for central locations and the A158 towards the northern end. 9.126 The assignment of daily construction worker movements associated with the Landfall to the study area are included on Figure 9-9, while Figure 9-10 includes HGV movements associated with the Onshore Cable Route, Figure 9-11 for the Intermediate Electrical Compound and Figure 9-12 for the Substation. 9.127 Details of the proposed construction hours are set out in Volume 3 Chapter 1, which state that the working hours will be limited to 07:00-19:00. Based on these hours, construction workers will typically arrive before 08:00 and leave after 18:00. Therefore, personnel movements are expected to be limited to being outside of the traditional peak hours of 08:00-09:00 and 17:00-18:00.

Onshore construction traffic trip generation – overall

9.128 The combined HGV and construction worker traffic for the Onshore Cable Route, Substation, Intermediate Electrical Compound and Landfall is illustrated at Figure 9-13 to present the total impact of all construction activities. The total construction traffic flows added to the baseline AADT flows in 2017 are provided at Figure 9-14, while Figure 9-15 illustrates the percentage impact of the construction traffic.

9-31 Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 23/02/2015 Revised PDB VA AJ IW

00 18/02/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-9 Construction Worker/ HGV Traffic to Landfall

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Construction_HGV_Landfall_20150313.mxd Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 24/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-10 Construction Worker/HGV Traffic to Onshore Cable Route

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Construction_HGV_Onshore_Cable_20150223.mxd Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

01 23/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-11 Construction Worker/HGV Traffic to Intermediate Electrical Compound

REV 01 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 Knoll GRAPHICS\05.4 cable P:\08-International\P80427Document Triton GIS\ES_Traffic_Construction_HGV_IEC_20141218.mxd Path: - Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

01 24/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-12 Construction Worker/HGV Traffic to Substation

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 24/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-13 Total Construction Worker/ HGV Traffic

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Total_Construction_HGV_20150313.mxd Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 24/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-14 Total Traffic Flows During Construction 2017

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Total_Flows_2017_20150313.mxd Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 24/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-15 Percentage Imapct of Construction Traffic 2017

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Percent_Imapct_of_Construction_2017_20150313.mxd Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Abnormal Indivisible Load deliveries 9.136 All traffic movements to and from the selected port will be the subject of a Traffic Management Plan, if this is deemed to be required by the Local Authority, which will 9.129 The construction of the Triton Knoll Electrical System will require the delivery of a minimise the impacts of the port-related activities on the surrounding road network. number of AILs, particularly for large transformers and reactors used at the Intermediate Electrical Compound and Substation. These loads are anticipated to Transport Parameters arrive through a port located either on the Humber or at Boston and travel along the primary road network to reach the relevant construction compound. 9.137 The assessment of the maximum adverse scenario has been based upon a range of transport parameters that affect the impacts of the Project. Typically, for volumes, the 9.130 These deliveries will be small in number, estimated to be 18 for the Intermediate maximum number would incur the greatest impact at any one time, while for durations, Electrical Compound and 9 for the Substation. Each delivery will be planned in the minimum period would lead to the most intense period of activity at any one time. advance, escorted and managed such that any impacts are minimised. Such A longer duration would reduce the intensity and therefore result in a lesser volume of arrangements will be secured through the Traffic Management Plan. traffic. 9.131 Given the low number of deliveries and the high level of management of these loads, 9.138 Table 9-15 identifies the maximum adverse scenario defined by the project design no significant impacts are anticipated. envelope relevant to the assessment of impacts on the transport environment. Offshore construction traffic

9.132 The activities associated with offshore construction of the Triton Knoll Electrical System will comprise the laying of cables between an Offshore Substation Platform and the Landfall. These activities will be based from a port, which has yet to be selected, though is likely to be along the East Coast of England. The impacts of the onshore traffic movements associated with deliveries and construction workers for these offshore activities cannot therefore be assessed in the context of a specific study area. 9.133 All offshore activities associated with the Triton Knoll Electrical System will be channelled through a selected port. Impacts relating to offshore activities in the offshore environment are contained within Volume 2 of the ES. All traffic movements associated with these activities will therefore be travelling to and from the port for transfer onto vessels. These will form part of the normal port operations within the available capacity at the port. Should the selected port require an increase in capacity to accommodate the demand for such movements, then this would be the subject of a separate planning application to the local planning authority. 9.134 The construction of the offshore works is anticipated to extend to a total of 12 months spread over a two year period and will primarily require the laying of cables along the sea bed. These will be laid using vessel-based equipment and will be delivered directly to the port from overseas manufacturers. Therefore, the number of onshore deliveries associated with offshore works is likely to be negligible. 9.135 Due to the need to travel by vessel to the offshore construction site, workers will usually reside close to the port in order to minimise the length of the working day. This will limit the extent of any impact by workers travelling to and from the port.

9-39 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Maximum adverse scenario Design envelope assessed Potential effect Justification assessed Table 9-15: Design envelope scenario assessed Triton Knoll Electrical would all commence at the same time out simultaneously. System. to represent the maximum number of Maximum adverse scenario Potential effect Justification vehicle movements. assessed HGV movements are calculated based upon occurring only 5 days a week, Construction Increase in traffic flows Greatest volume of traffic rather than 7 days, which is the associated with would occur as a result of 5 The maximum number of vehicle maximum duration for construction construction activities. day working. Increase in traffic flows movements over the shortest feasible Greatest volume of traffic hours, to represent the maximum associated with duration of the connection works for would occur as a result of number of vehicle movements. construction of the the Landfall site would be 13.75 the minimum construction 26 TCCs will be provided across 19 Increase in traffic flows Greatest volume of traffic landfall. months, within an overall 36 month period. cable route sections, cumulatively associated with would occur from the period. assessed to represent the maximum construction activities. highest number of TCC’s The maximum number of vehicle number of vehicle movements.. movements over the overall duration Operation for the installation of the onshore cable Greatest volume of traffic Increase in traffic flows between commencement and would occur as a result of associated with Scoped out of assessment Refer to paragraph 9.3. completion of final reinstatement, each cable route section construction of the which has been assumed to be 30 being constructed cable route. Decommissioning months for each cable route section, concurrently. with each cable route section being Intermediate Electrical Compound and Cumulative increase in Greatest volume of traffic constructed concurrently. Substation works would all commence traffic flows associated would occur as a result of at the same time to represent the In terms of the duration and with construction of the these activities being carried maximum number of vehicle sequencing of the trenchless drilling Electrical System. out simultaneously. Increase in traffic flows operations it has been assumed that Greatest volume of traffic movements. associated with all of the trenchless works would occur would occur as a result of Demolition and construction using over the same construction period as these activities being carried Increase in traffic flows Maximum traffic flow associated with reinstatement of site is trenchless methods. the cable installation works to out simultaneously. associated with decommissioning no higher than that unlikely to require greater represent the maximum number of decommissioning estimated for construction. volumes of traffic than vehicle movements. activities. construction of the same. The maximum number of vehicle Increase in traffic flows movements over the shortest feasible Greatest volume of traffic associated with duration of the main structure and would occur as a result of construction of the external construction works for the the minimum construction Embedded mitigation Intermediate Electrical Intermediate Electrical Compound site, period. Compound. which would be 44 months. 9.139 Mitigation measures that were identified and adopted as part of the evolution of the The maximum number of vehicle project design (embedded into the project design) and that are relevant to Traffic and Increase in traffic flows movements over the shortest feasible Greatest volume of traffic Access are listed in Table 9-16. General mitigation measures, which would apply to all associated with duration of the main structure and would occur as a result of parts of the electrical transmission works, are set out first. Thereafter mitigation construction of the external construction works for the the minimum construction measures that would apply specifically to Traffic and Access issues associated with Substation. Substation site, which would be 62 period. months. the Landfall, Onshore Cable Route, Intermediate Electrical Compound and Substation, Cumulative increase in Landfall, every section of Cable Greatest volume of traffic are described separately. traffic flows associated installation, Intermediate Electrical would occur as a result of with construction of the Compound and Substation works these activities being carried

9-40 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-16: Embedded mitigation relating to Traffic and Access Environmental assessment: construction phase

Parameter Mitigation measures embedded into the project design 9.141 As noted earlier in this chapter, the following rules, taken from the IEMA guidelines, have been used as a screening process to define the scale and extent of this General assessment: Avoiding settlements. • Rule 1 – Include road links where traffic flows would increase by more than 30% Project design Use of trenchless techniques at appropriate locations. (or the number of HGVs would increase by more than 30%); and, Consideration of timing of all works to reduce impacts. • Rule 2 – Include any other specifically sensitive areas where traffic flows would Construction increase by 10% or more. Careful location of the temporary construction compounds for the Project design 9.142 For the purposes of this assessment, both Rule 1 and Rule 2 will be applied i.e. cable route to minimise use of minor roads. highway links where total traffic flows have increased by 10% or more and / or the Proposed use of the temporary haul road from the A158 to serve the number of heavy vehicles will increase by more than 30%. Project design Intermediate Electrical Compound to avoid routing HGVs along Marsh Lane through the village of Orby. 9.143 Where the screening tests outlined above identify that there are links on which Proposed implementation of an Access Management Plan to secure transport impacts have the potential to be more than negligible, the effect of changes acceptable design and location of access to temporary working in road traffic on these links is considered in more detail in order to assess the level of areas, permanent access for the Substation and Intermediate impact. Access arrangements Electrical Compound, and off-site infrastructure improvements to The maximum adverse impacts are presented in Table 9-17 indicating the percentage cater for movement of HGV construction traffic, where necessary. An impact of the construction traffic on baseline traffic flows on each road link, as Outline Access Management Plan is included as Application illustrated at Figure 9-15 Document 8.13. Proposed implementation of a Traffic Management Plan to secure appropriate routing of HGV construction for all elements, including details of monitoring and enforcement, management of road Traffic management crossings, communication with local residents and businesses, and PROW for the cable route. An Outline Traffic Manangement Plan is included as Application Document 8.9. Proposed implementation of a travel plan to encourage use of Sustainable travel sustainable travel, in particular car-sharing, to minimise the impact on the road network for all elements of construction. Decommissioning Proposed implementation of a Traffic Management Plan to secure appropriate routing of HGV movements for the Intermediate Traffic management Electrical Compound and Substation. An Outline Traffic Management Plan is included as Application Document 8.9.

9.140 Full details of the mitigation referred to within Table 91-6 and associated with this chapter are set out within section 3.5 of the Mitigation Strategy (Application Document 8.15). That strategy also shows where this mitigation will be secured within any consent granted for the Electrical System.

9-41 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-17: Maximum adverse impacts 2017 Traffic 2017 Screening Link Onshore Onshore All Veh HGV Link Description (All Traffic Threshold Ref Car/LGVs HGVs Impact Impact Sensitivity vehicles) (HGVs) Exceeded AA A1028: between A1104 and A158 5,662 407 21 14 0.6% 3.3% Low None

AB A1104: east of A1028 towards Alford 8,667 543 120 120 2.8% 22.1% High None

AC A158: between Horncastle and B1195 7,815 420 97 177 3.5% 42.1% Medium 30% HGV

AD A158: between B1195 and A16 5,360 399 97 177 5.1% 44.3% Low 30% HGV

AE A158: between A16 and A1028 8,022 464 128 100 2.8% 21.5% Low None

AF A158: between A1028 and Lincoln Road 12,298 388 86 113 1.6% 29.2% Low None

AG A158: between Lincoln Road and A52 10,255 125 14 0 0.1% 0.0% High None

AH Marsh Lane 4,297 508 63 0 1.5% 0.0% Medium None

AI A16: north of the A1104 towards Burwell 9,481 905 153 98 2.6% 10.8% Low None

AJ A16: between A1028 and A158 6,276 747 222 180 6.4% 24.1% Low None

AK A16: between A158 and B1195 10,020 908 356 160 5.2% 17.7% Medium None

AL A16: between B1195 and A155 9,820 645 333 160 5.0% 24.9% Low None

AM A16: between A155 and A52 6,306 594 303 151 7.2% 25.4% Medium None

AN A16: Boston Ring Road 35,710 2,012 333 41 1.1% 2.1% High None

AO A16: between Shirbeck Quarter and A17 15,888 1,279 241 0 1.5% 0.0% Low None

AP A52: north of Marsh Lane towards Hogsthorpe 3,864 147 91 48 3.6% 32.7% Medium 30% HGV

AQ A52: between Marsh Lane and A158 13,052 210 10 0 0.1% 0.0% High None

AR A52: between A158 and B1195 11,746 268 30 0 0.3% 0.0% High None

AS A52: between B1195 and A16 8,093 632 85 0 1.0% 0.0% Low None

AT A52: between A1121 and A16 18,609 947 48 41 0.5% 4.3% Medium None

AU A52: between A1121 and A17 7,275 819 108 0 1.5% 0.0% Low None

AV A52: west of the A17 towards Donington 8,958 976 60 0 0.7% 0.0% Low None

9-42 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

2017 Traffic 2017 Screening Link Onshore Onshore All Veh HGV Link Description (All Traffic Threshold Ref Car/LGVs HGVs Impact Impact Sensitivity vehicles) (HGVs) Exceeded AW B1195: between A16 and A52 1,527 188 60 72 8.6% 38.3% Medium 30% HGV

AX A153: between A158 and B1183 10,464 677 47 0 05% 0.0% High None

AY A153: between B1183 and A155 4,817 392 47 0 1.0% 0.0% Low None

AZ A153: between A155 and B1192 8,253 546 77 182 3.1% 33.3% Low 30% HGV

BA A153: between B1192 south and B1192 north 11,357 477 30 182 1.9% 38.2% Medium 30% HGV

BB A155: between A153 and B1183 3,145 199 30 182 6.7% 91.4% Medium 30% HGV

BC A155: between B1183 and A16 2,554 193 30 182 8.3% 94.4% Medium 30% HGV

BD A158: west of A153 towards Wragby 8,116 476 116 177 3.6% 37.2% Medium 30% HGV

BE B1192: between A153 and B1184 6,199 552 47 0 0.8% 0.0% Medium None

BF B1192: between B1184 and A1121 7,970 709 197 130 4.1% 18.3% Low None

BG B1184: between B1192 and B1183 2,957 213 167 53 7.4% 24.8% Medium None

BH B1184: between B1183 and A16 1,863 296 146 14 8.6% 4.9% Medium None

BI B1183: between B1184 and A1137 3,482 488 53 0 1.5% 0.0% Medium None

BK A1121: between A17 and A52 10,175 1,001 129 170 2.9% 17.0% Low None

BL A17: west of A1121 towards Heckington 21,827 3,335 103 401 2.3% 12.0% Low None

BM A17: between A1121 and A52 13,470 2,661 127 0 0.9% 0.0% Low None

BN A17: between A52 and A16 13,088 2,637 174 0 1.3% 0.0% Low None

BO A111: between Alford and A52 2,051 41 19 0 0.9% 0.0% Medium None

BP A52: between A1104 and B1449 5,830 233 4 0 0.1% 0.0% Medium None

BQ B1449: between A1111 and A52 2,155 293 101 120 10.2% 41.0% Medium 30% HGV 10% sensitive/ BR Sea Road: between A52 and Roman Bank 934 105 24 72 10.3% 68.8% High 30% HGV BS Roman Bank: between Sea Road and Sea Lane 1,150 89 24 72 8.3% 80.6% Medium 30% HGV

9-43 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

9.144 In accordance with the IEMA screening thresholds only those links that are showing Temporary changes to driver delay greater than 10% increase in traffic flows for sensitive areas or greater than 30% 9.150 Impacts relating to driver delay are considered on the basis of all traffic, which is increase in total traffic or HGV component for all other links are considered when therefore only relevant to link BR by virtue of exceeding the 10% screening threshold assessing the traffic impact upon receptors. on a highly sensitive link. Given the marginal increase above 10% and the baseline 9.145 It is noted from Table 9-17 that links AC, AD, AP, AW, AZ, BA, BB, BC, BD, BQ, BR traffic flows being below 1,000 daily movements, capacity will not be affected along and BS are above the screening threshold by virtue of having a greater than 30% this link and therefore the effect on driver delay is assessed as being temporary and increase in HGV flows. Furthermore, link BR is also above the screening thresholds by negligible. virtue of having a greater than 10% increase in traffic flows on a highly sensitive link. Therefore, all these links will be taken forward for further assessment. Temporary changes to pedestrian amenity

9.146 The remaining links all fall below the IEMA screening thresholds and are therefore not 9.151 The IEMA guidelines at paragraph 4.39 suggests that the threshold for judging the considered in the impact assessment. significance of changes in pedestrian amenity is where the traffic flow (or its lorry component) is halved or doubled. Impact assessment 9.152 There are no links that are predicted to experience an increase in traffic flows or HGV 9.147 The IEMA guidelines identify that changes in traffic volumes could give rise to the flows greater than 100%. On this basis, the effect on pedestrian amenity would be following environmental impacts: temporary and negligible. • Landscape and Visual (assessed in Volume 3, Chapter 2); Temporary changes to fear and intimidation • Air Quality (assessed in Volume 3, Chapter 10); 9.153 The IEMA guidelines at paragraph 4.41 notes that there are no commonly agreed • Noise (assessed in Volume 3, Chapter 11); thresholds to assess the degree of pedestrian fear and intimidation. However it • Severance; suggests the following (criteria marked * not included in guidance but added for the • Driver delay; purposes of this assessment): • Pedestrian delay and amenity; • 18-hour HGV two-way flow of < 500 - very low fear and intimidation impact*; • Fear and intimidation; • 18-hour HGV two-way flow of 500 - 1,000 - low fear and intimidation impact*; • Accidents and road safety; and, • 18-hour HGV two-way flow of 1,000 – 2,000 - moderate (medium) fear and intimidation impact; • Hazardous Loads (no hazardous loads are expected). • 18-hour HGV two-way flow of 2,000 – 3,000 - great (high) fear and intimidation Temporary changes to severance impact; and

9.148 The IEMA guidelines at paragraph 4.31 suggests that changes in traffic flows of 30%, • 18-hour HGV two-way flow of +3,000 - extreme (very high) fear and intimidation 60% and 90% are regarded as producing ‘slight’, ‘moderate’ and ‘substantial’ changes impact. in severance respectively. 9.154 With reference to Table 9-6, only link AZ experiences an increase in HGV traffic 9.149 The peak change in total traffic flow for all links is less than the lowest 30% threshold greater than 30% with a baseline HGV flow greater than 500 vehicles. This link for assessing severance and therefore the effect on severance is assessed as being represents a short section of the A153 which has almost no frontage property and is temporary and negligible. not conducive to walking. This link will currently be considered to have a low fear and intimidation impact, with all other links experiencing a very low impact.

9.155 Taking into account the increases in HGV construction traffic, three links will increase the total HGV flow above the 500 threshold. These links are identified as AC, AD and

9-44 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

BA, representing the A158 between Horncastle and Spilsby, and the A153 through Environmental assessment: operational phase Coningsby. These links will currently be considered to have a very low fear and intimidation impact, increasing to a low impact as a result of the construction traffic. 9.163 The levels of traffic generated by the operation of the onshore components of the 9.156 Based on the medium and low sensitivity of these affected links, the effect on proposed development are very low. The onshore cables will only require occasional pedestrian fear and intimidation would be temporary and negligible. visits for testing purposes (anticipated to be less than 1 per month) while the Substation and Intermediate Electrical Compound will not be manned and will Temporary changes to accidents and road safety therefore only require occasional visits for maintenance purposes (anticipated to be up to 2 per week). It is therefore proposed that no further assessment of the operational 9.157 The IEMA guidelines at paragraph 4.42 suggest that where a development is expected stage of the proposed development on traffic generation is required as no significant to produce a change in the character of the traffic (e.g. HGV movements on rural impact is anticipated. roads), then data on existing accident levels may not be sufficient. Professional judgement will be needed to assess the implications of local circumstances. 9.164 In the Scoping Opinion (May 2014) received from PINS, paragraph 3.152 states that “The SoS agrees that potential impacts during operation can be scoped out from 9.158 The baseline information contained at Annex 9.1 (Volume 5) provides information on further assessment on the basis that onshore cables will require less than one visit per accident records for the study area, and focuses on four specific locations where a month and there will be up to two visits to the IEC(s) and substation(s) per week.” cluster of accidents could be exacerbated by an increase in traffic flows. Links AZ and BA, which will experience an increase in HGVs greater than 30%, represent the north 9.165 The levels of traffic generated by the operation of the offshore components of the and south arms of the A153/B1192 junction where a cluster of accidents has been Triton Knoll Electrical System are very low with only occasional visits being required. identified. These accidents have occurred as a result of vehicles turning in or out of Any traffic movements associated with offshore operational activities will be through the B1192. However, the additional HGV movements are along the A153 and do not the Operations and Maintenance (O&M) base for TKOWFL, which will be subject to a carry out a turning movement at this location. Therefore, it is considered that the separate planning application, to submitted by the relevant port authority, and will increase in HGV movements in this area will not lead to a worsening of highway therefore be subject to assessment at that time. safety. Environmental assessment: decommissioning phase 9.159 The temporary and permanent access arrangements that will be constructed to serve the TCCs, Substation, Intermediate Electrical Compound and Landfall will all be 9.166 It is anticipated that the underground cables would not need to be removed upon designed to current highway standards, be subject to a road safety audit and will be decommissioning and, therefore, it is likely that decommissioning activities will only approved by the Local Highway Authority. Details of these access arrangements will focus around the Intermediate Electrical Compound and Substation/Unlicensed Works be secured through the Access Management Plan. at Bicker Fen. However, if a decision is ultimately made during the life of the project that the cables are to be removed, the conduit would be retained and the cables pulled 9.160 On this basis, the effect on accidents and road safety would be temporary and through the existing jointing pits (these activities should represent an impact of no negligible. worse, and potentially substantially less, than for construction). The level of traffic Overall Impact associated with the decommissioning of these facilities will therefore be less than that encountered for the construction and thus will have a reduced impact compared to that 9.161 Where the percentage increase of HGV traffic has exceeded the 30% screening assessed for construction activities. threshold, as set out in Rule 1 of the IEMA guidelines, the above assessment has 9.167 On the above basis, the identified effects during the construction phase will be less demonstrated that the effects are negligible. significant during the decommissioning phase. The residual effects associated with 9.162 Where the percentage increase of all traffic has exceeded the 10% screening the Intermediate Electrical Compound and the Substation will remain as negligible. threshold, as set out in Rule 2 of the IEMA guidelines, the above assessment has demonstrated that the effects are negligible.

9-45 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Tier 2 Environmental assessment: cumulative effects 9.176 Tier 2 projects comprise those projects/ plans that are consented but not yet 9.168 Cumulative effects are effects that could arise as the result of more than one implemented and/ or submitted applications not yet determined and / or where detailed development at the same time. This assessment considers any present or reasonably scoping reports are available where data confidence for the projects falling into this foreseeable project, programme or plan that could result in an additive impact with the category is medium. This includes projects that are expected to be submitted over a Triton Knoll Electrical System. similar timeframe to that of the Triton Knoll Electrical System. 9.169 The approach to cumulative assessment for the Triton Knoll Electrical System takes 9.177 The Tier 2 assessment considers the potential effects arising from the Triton Knoll into account the Cumulative Impact Assessment Guidelines issued by RenewableUK Electrical System together with impacts and effects arising from projects included in in June 2013, together with comments made in response to other renewable energy Tier 1 and those categorised as Tier 2 projects. developments, the Planning Inspectorate (PINS) ‘Advice Note 9: Rochdale Approach’, and relevant National planning policy. Tier 3 9.170 All relevant projects / plans considered cumulatively alongside the Triton Knoll 9.178 Tier 3 projects comprise those for which a developer has notified the relevant planning Electrical System have been allocated into ‘Tiers’, reflecting their current stage within authority in writing that they intend to submit an application in the future. This includes the planning and development process. This allows the cumulative impact assessment projects where a scoping report may be available, but where data presented is limited to present several future development scenarios, each with a differing potential for and / or data confidence is low. being ultimately built out. 9.179 The Tier 3 assessment would consider the potential effects arising from the Triton 9.171 Full details of the approach to cumulative assessment is provided within the Knoll Electrical System together with impacts and effects arising from projects included accompanying annex entitled “Approach to Cumulative and Inter-relationships Impact in Tiers 1, 2 and 3. However, the lack of information for projects categorised as Tier 3, Assessment for the Triton Knoll Electrical System” (Annex 3.1, Volume 1) which with attendant low data confidence, prevents a meaningful assessment of such should be read alongside this ES chapter. projects to be undertaken and therefore no detailed Tier 3 assessment has been 9.172 The proposed tier structure is intended to ensure that there is a clear understanding of presented. It should be noted that where scoping reports have provided sufficient the level of confidence in the cumulative assessments provided in the Triton Knoll detail, such projects have been elevated to Tier 2 to ensure that a comprehensive Electrical System EIA is as follows: cumulative assessment, commensurate with the level of information available, has been provided for the Electrical System application. Tier 1 9.180 The specific projects scoped into this cumulative impact assessment (that are relevant 9.173 Tier 1 projects comprise those other projects / plans currently under construction and/ to Traffic and Access), and the tiers into which they have been allocated, are or those consented but not yet implemented, and/ or those submitted but not yet presented in Table 9-18 below. determined where data confidence for the projects falling within this category is high. 9.181 Any operational projects included within the table are included due to their completion / 9.174 Built and operational projects are included within the cumulative assessment where commission subsequent to the data collection process for the Triton Knoll Electrical they have not been included within the environmental characterisation survey, i.e. they System (i.e. they were not included within the baseline characterisation). were not operational when baseline surveys were undertaken, and/ or any residual 9.182 There can be some uncertainty in terms of the status of some projects, as it is often impact may not have yet fed through to and been captured in estimates of ‘baseline’ very difficult to establish whether a development has been lawfully implemented, and conditions or there is an ongoing effect. determining construction stages and timescales may not always be achievable due to 9.175 The Tier 1 assessment considers the potential effects arising from the Triton Knoll a lack of available information. For this reason the status of each project is based on Electrical System together with impacts and effects arising from relevant projects / reasonable assumptions, as described in Volume 1, Annex 3.1. plans categorised as Tier 1 projects. 9.183 These projects have been identified on the basis of the likely traffic flows associated with either the construction or operation of the development. Information submitted

9-46 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

with each of these projects typically comprises either the construction or operational stage, whichever leads to the higher volumes of traffic. Projects have only been included where it is likely to generate more than 30 movements per day in either stage. Subsequent investigations may lead to their omission in the assessment due to a lack of available information or as a result of predicted traffic volumes being below the threshold of 30 movements per day. All map references correspond with the onshore maps contained within Volume 1, Annex 3.1, Figure 2, Maps 1-11. 9.184 The assessment of cumulative effects for each of the identified projects has been based on traffic flow information available in the relevant Transport Statement or Environmental Statement for each planning application. The level of detail available does not cover the study area for the Triton Knoll Electrical System assessment. Therefore, these traffic flows have been assigned to the wider highway network based on reasonable assumptions, using the primary highway network where possible to access each development. 9.185 The potential impacts and the maximum adverse scenario in each case is summarised in Table 9-19.

Cumulative traffic trip generation – overall

9.186 The traffic associated with all of the cumulative developments is illustrated at Figure 9- 16 to present the total impact of all cumulative projects. These traffic volumes are added to the 2017 baseline scenario upon which the Triton Knoll Electrical System construction traffic impact is assessed. Therefore, the percentage impact of construction traffic will be no greater, and in many instances will be less, than that already assessed in Table 9-17. Figure 9-17 illustrates the percentage impact of the construction traffic upon the cumulative baseline. 9.187 On this basis, the cumulative impacts will be no worse than those already assessed during construction and will therefore be negligible.

9-47 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-18: Short-listed cumulative projects / plans

Distance from Approximate estimated Potential overlap Potential overlap Status / Triton Knoll dates of construction/ with Triton Knoll with Triton Knoll Tier Application ref. Project/ plan decision Electrical operation Electrical System Electrical System System (as applicable) (construction phase) (operation phase)

Map ref. 1, Map 10: Electricity Act application for Construction: c.2014 – Permission 09/1067/S36 consent to construct and operate a wind energy 0.92 km 2019 Yes Yes granted electricity generating station Operation: c.2020

Map ref. 18, Map 7: Construction of 61km drinking water pipeline with associated ancillary fittings between Covenham Water Treatment and Boston Ring Main, erection of a pump station and associated Permission works at Covenham Water Treatment works. Provision Construction: c.2014-2018 N/037/01354/11 of 16 no. associated temporary construction 0 km Yes Yes granted Operation: c.2019 compounds to consist of material storage, car parking and temporary portable site offices, and welfare facilities, to include 6 no. temporary lagoons surrounded by earth top soil bund and security fencing. Map ref. 19, Map 3: Erection of 9no. wind turbines with a maximum blade tip height of 81 metres and a blade Tier 1 diameter of 62 metres, each with an external transformer kiosk and ancillary infrastructure for a period of 25 years, erection of a permanent monitoring meteorological mast 55 metres in height, erection of a Refused – control building housing electrical switchgear, pending provision of a temporary site compound enclosed by a Construction: c.2014-2020 N/084/00642/10 0 km Yes Yes determination fence 3.0 metres in height, construction of new access Operation: c.2021 at appeal tracks, turning heads, crane hardstandings, turbine bases, ditch crossings, provision of underground cabling and alterations to existing vehicular access in accordance with plans and information as originally submitted except where amended by the additional plans and information received by the Local Planning Authority on 18th October 2010.

Map ref. 21, Map 3: Erection of 3 no. micro scale wind Permission turbines to a height of 14.97 metres to the hub with a Construction: c.2014-2019 N/134/00118/13 0.16 km Yes Yes granted blade span of 5.6 metres (maximum height of 17.77 Operation: c.2020 metres) with provision of underground cabling.

9-48 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Map ref. 24, Map 4: To construct a solar park comprising construction and operation over a 25 year period of 875 solar PV arrays, to a maximum overall Permission height of 2.53 metres together with cabling, inverters, Construction: c.2014-2020 S/039/00984/12 0.76 km Yes Yes granted transformer stations, site substation, access tracks, Operation: c.2021 fencing, 61no. security cameras each 2.20 metres in height and a temporary compound for the generation of 10MW of renewable energy.

Map ref. 1a, b, c, Map 10 and Map 11: Heckington Fen Wind Park Grid Connection – Pre-application advice Construction: c.2017- Pre- - from PINS relating to the erection of a c.7km overhead 0 km 2023+ Yes Yes application line; Scoping Report submitted showing 3 no. route Operation: unknown options.

Map ref. 30, Map 4: To construct a solar farm comprising construction and operation over a 25 year period of 850 solar PV panels with a maximum overall height of 2.8 metres together with support structures, Pending temporary construction compound, access tracks, site Construction: c.2014-2018 S/020/02242/13 0.03 km Yes Yes determination substation, storage container, inverter-transformer Operation: c.2019 stations, 63no. security cameras each 3.0 metres in height, fencing and gates and associated electrical cabling for the generation of 9.35 MW of renewable Tier 2 energy.

Map ref. 27, Map 4: Erection of 97no. dwellings Pending Construction: c.2015-2021 S/023/00311/14 including excavation of 2no. retention/conservation 0.11 km Yes Yes determination ponds (with access and layout to be considered). Operation: c.2022

Potential future Map ref. 68, Map 11: Future works at the existing application National Grid Bicker Fen substation to be undertaken (referred to as by National Grid under permitted development works. Enabling National Grid The works will allow the current single busbar Construction: c.2015-2016 Works in Substation, substation to operate as a double busbar site. The 0 km Yes Yes Chapter 1’ Bicker Fen works are anticipated to include additional substation Operation: c.2017 Onshore plant and equipment (max 15 m in height) including Project relay rooms to house plant and machinery (approx 5 m Description’). in height).

9-49 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Table 9-19: Impact scenarios Justification Potential impact Direct/ indirect Maximum adverse scenario

Cumulative temporary increases in traffic flows Direct Maximum adverse scenario as described for construction The maximum potential for cumulative effects associated as a result of construction of Triton Knoll phase assessed cumulatively with the full development of with increases in traffic movements is calculated based on Electrical System, and other developments. the following projects within 5km of the Triton Knoll local projects generating significant traffic volumes. A Electrical System boundary: 5km distance from the Triton Knoll Electrical System project will encompass all relevant projects, beyond which Tier 1: the traffic movements are dispersed such that effects are All Tier 1 projects listed in Table 9-18; and negligible. Tier 2: All Tier 2 projects listed in Table 9-18.

9-50 Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

01 24/02/2015 Revised PDB VA AJ IW

00 06/01/2015 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-16 Cumulative Development Traffic

REV 01 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 Knoll GRAPHICS\05.4 cable P:\08-International\P80427Document Triton GIS\ES_Traffic_Cumulative_Development_20150106.mxd Path: - Legend:

Coordinate System: British National Grid Projection: Transverse Mercator Datum: OSGB 1936 Units: Meter

Source: Global Land Cover Facility, www.landcover.org.

02 13/03/2015 Updated Traffic Data DR AJ IW

01 23/02/2015 Revised PDB VA AJ IW

00 18/12/2014 First Draft VA AJ IW

Rev Date Description Drn Chk App

Triton Knoll Electrical System

TITLE: Figure 9-17 Percentage Impact of Construction Traffic Upon Cumulative Baseline 2017

REV 02 Document Path: P:\08-International\P80427 - Triton Knoll cable route\05 GRAPHICS\05.4 GIS\ES_Traffic_Percentage_Impact_2017_20150313.mxd Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

Description of Possible mitigation Significance of Inter-relationships Significance of Effect impact measures residual effect 9.188 Volume 3 Chapter 12 ‘Inter-relationships’ should be referred to for a summary of the Decommissioning potential inter-related effects associated with the proposed development.

Mitigation Severance Negligible Not required Negligible

9.189 There are no significant adverse effects associated with the construction, operation or decommissioning phases of the proposed development and therefore no further Driver delay Negligible Not required Negligible mitigation is required.

Summary of effects Pedestrian amenity Negligible Not required Negligible

9.190 A summary of the effects is presented in Table 9-20. Fear and intimidation Negligible Not required Negligible Table 9-20: Summary of predicted effects of the Triton Knoll Electrical System Accidents and road Description of Possible mitigation Significance of Negligible Not required Negligible Significance of Effect safety impact measures residual effect

Construction Cumulative effects

Severance Negligible Not required Negligible Severance Negligible Not required Negligible

Driver delay Negligible Not required Negligible Driver delay Negligible Not required Negligible

Pedestrian amenity Negligible Not required Negligible Pedestrian amenity Negligible Not required Negligible

Fear and intimidation Negligible Not required Negligible Fear and intimidation Negligible Not required Negligible Accidents and road Negligible Not required Negligible safety Accidents and road Negligible Not required Negligible safety

Operation

No identified impacts n/a n/a n/a

9-53 Triton Knoll Offshore Wind Farm Ltd Triton Knoll Electrical System Environmental Statement - Volume 3

References

• Institute Of Environmental Assessment (1993) (Now Institute of Environmental Management & Assessment) Guidelines for the Environmental Assessment of Road Traffic • Department For Transport (2007) “Guidance on Transport Assessment” London: TSO • Scoping Report (TKOWFL, 2014), Available from: http://infrastructure.planningportal.gov.uk/projects/east-midlands/triton-knoll-electrical- system/ • PINS Scoping Opinion (May 2014), Available from: http://infrastructure.planningportal.gov.uk/projects/east-midlands/triton-knoll-electrical- system/

9-54