Chapter 12
Traffic and Transport Uphall Park Development
Chapter 12 Traffic and Transport
Table of Contents Chapter 12 Traffic and Transport ...... 1 12. Traffic and Transport ...... 1 12.1 Introduction ...... 1 12.2 Planning Policy ...... 1 12.2.1 National Planning Policy ...... 1 National Transport Strategy (2016) ...... 1 Scottish Planning Policy (2014) ...... 2 12.2.2 Regional Transport Planning Policies and Strategies ...... 2 South East of Scotland Transport Partnership (SEStran) Regional Transport Strategy Refresh 2015-2025 (2016) ...... 2 SESplan Strategic Development Plan (2016) ...... 3 12.2.3 Local Transport Policies and Strategies ...... 3 West Lothian Local Development Plan (2018) ...... 3 West Lothian Council Supplementary Guidance: Residential Development Guide ...... 4 12.3 Assessment Methodology and Significance Criteria ...... 4 12.3.1 Guidance ...... 4 12.3.2 Scoping ...... 5 12.3.3 Impacts Scoped Out ...... 5 12.3.4 Study Area ...... 5 12.3.5 Surveys Undertaken ...... 6 12.3.6 Assessment of Significance ...... 6 12.3.7 Magnitude and Sensitivity ...... 6 12.3.8 Significance ...... 8 14.4 Baseline Conditions ...... 8 14.4.1 Introduction ...... 8 14.4.2 Baseline Studies ...... 8 14.4.3 Base Traffic Flows ...... 9 12.5 Sustainable Transport Accessibility Assessment ...... 9 12.5.1 Introduction ...... 9 12.5.2 Pedestrian Facilities ...... 9 12.5.3 Safe Routes to School ...... 14 12.5.4 Cycle Facilities ...... 14 12.5.5 Bus Network ...... 14 12.5.6 Rail Network ...... 15 12.5.7 Summary ...... 16
Environmental Assessment Report Uphall Park Development
12.6 Likely Significant Effects ...... 16 12.6.1 Proposed Development Characteristics ...... 16 12.6.2 Park & Ride Development ...... 18 12.6.3 Traffic Impact Assessment ...... 18 Residential Multi-Modal Trip Generation ...... 19 Residential Vehicle Trip Generation and Distribution ...... 19 Park & Ride Vehicle Trip Generation ...... 20 Park & Ride Vehicle Trip Distribution ...... 21 Commercial Element Vehicle Trip Generation ...... 21 Commercial Vehicle Trip Distribution ...... 22 12.6.4 Junction and Network Analysis ...... 22 Development Access Junction ...... 22 Station Road / A89 Signalized Junction ...... 23 12.7 Assessment of Environmental Impact ...... 24 12.7.1 Noise ...... 24 12.7.2 Visual Impact of Traffic ...... 24 12.7.3 Severance ...... 24 12.7.4 Journey Time Increase ...... 24 12.7.5 Pedestrian Delay, Intimidation and Loss of Amenity ...... 25 12.7.6 Road Accidents and Safety ...... 25 12.7.7 Summary of Effects ...... 25 12.8 Mitigation Measures ...... 25 12.9 Residual Effects ...... 25 12.10 Cumulative Effects ...... 25 12.11 Summary ...... 25
Environmental Assessment Report Uphall Park Development
12. Traffic and Transport
12.1 Introduction This chapter of the EAR considers the likely significant effects associated with Traffic and Transport during the construction and operational phases of the Proposed Development.
The key objectives of the chapter are to:
Identify relevant policy, guidance and legislation; Describe the assessment methodology and significance criteria used in completing the assessment; Describe the study area and existing local and strategic road networks; Identify and assess the likely impact of increased traffic levels and associated environmental effects; Identify and describe the mitigation measures proposed to address any significant effects; and Assess any residual effects post mitigation implementation.
This associated Transport Assessment (TA) submitted in support of the Proposed Development (refer to Technical Appendix G) have been prepared by Dougall Baillie Associates. Dougall Baillie Associates has extensive experience in the preparation of Traffic and Transport EAR Report Chapters (formerly Environmental Statements) and their work has been used extensively in the preparation of this EAR chapter.
12.2 Planning Policy 12.2.1 National Planning Policy National Transport Strategy (2016) Scotland’s National Transport Strategy (NTS) was first published in 2006 and subsequently updated in 2016 to reflect the changing government strategies, varying local and national challenges and an increase in powers being devolved to the Scottish Government. The NTS establishes a framework for enabling economic growth and improving the lives of individuals and communities the provision of transport infrastructure to enable increased connectivity. Within the NTS, there are five high level objectives that form the foundation of the Scottish Government’s transport objectives for the next 20 years.
The objectives include:
Promote economic growth: o “An accessible Scotland with safe, integrated and reliable transport that supports economic growth” Promote social inclusion: o “A transport system that meets everyone’s needs” Protect our environment and improve health: o “[A transport system that] respects our environment and contributes to health” Improve safety of journeys: o “[A transport system with] services recognized internationally for quality, technology and innovation, and for effectives and well-maintained networks” Improve integration: o “A culture where transport providers and planners respond to the changing needs of businesses, communities and users, and where one ticket will get you anywhere.”
The proposed development seeks to promote economic growth in the Uphall and Livingston area and throughout the central belt of Scotland by addressing the critical shortage in housing. The operation of the proposed development will contribute to an increase in employment for both skilled and non- skilled workers through the provision of retail, leisure, educational and community facilities. Furthermore, the skills and expertise associated with residents of the proposed development would contribute to economic growth.
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The inclusion of high-quality pedestrian and cycle infrastructure throughout the proposed development, the easy access to Uphall Train Station and the inclusion of a Park & Ride facility will provide residents with the opportunity to change their travel habits in favour of sustainable travel modes that would also contribute to an improvement in health.
Scottish Planning Policy (2014) SPP produced in June 2014 by the Scottish Government identifies the main priorities for the planning system from a national perspective. SPP identifies three major ways in which it should be used: for the preparation of development plans, the design of new developments as well as the determination of planning appeals.
SPP is a non-statutory planning document which sits in a suite of wider planning policy documents including National Planning Framework 3 (2014), Creating Places (2013) and Designing Streets (2010). As part of its placemaking agenda, SPP incorporates four key principles that new developments should adhere to:
A successful, sustainable place; A natural, resilient place; A connected place; and A low carbon place.
Of these four policy principles, transportation elements are contained within the ‘a connected place’ element. The key transport priorities are identified in Paragraph 270 and state:
Optimise the use of existing infrastructure; Reduce the need to travel; Provide safe and convenient opportunities for walking and cycling for both active travel and recreation and facilitate travel by public transport; and Enable the integration of transport modes.
A key element of SPP in terms of transportation is in ensuring that new development sites are accessible by sustainable modes including on foot and by bicycle (Paragraph 273). Amongst other mechanisms, Paragraph 287 also identifies that new developments should facilitate travel by public transport, including, where appropriate, the provision of bus stop facilities within a 400 m walking distance. Accessibility to the proposed development by sustainable modes of transport has been assessed in detail in the TA.
12.2.2 Regional Transport Planning Policies and Strategies South East of Scotland Transport Partnership (SEStran) Regional Transport Strategy Refresh 2015-2025 (2016) SEStran is one of seven Regional Transport Partnerships (RTPs) in Scotland and covers eight local authority areas including the administrative area of the West Lothian Council (WLC). The updated Regional Transport Strategy (RTS) provides a strategic framework for transport provision up to 2025. The RTS outlines the main priorities for SEStran’s local authorities as:
Integrate land use and transport planning; Increase the rate of walking and cycling; Improve road safety; and Reduce greenhouse gas emissions and improve air quality.
Section 4.4.6 of the RTS Refresh identifies that “new developments [should be] sustainable and residents are able to travel without having to use a car.” Section 4.4.8 goes on to state that “active travel modes are crucial and should be promoted through design and implementation of all new development and transport interventions…”
As mentioned previously, the proposed development will provide residents with the opportunity to change their travel habits in favour of sustainable transport through the provision of high-quality walking and cycling infrastructure, increased public transport provision and the creation of attractive places by adhering to design guidance e.g. Designing Streets. Road safety within the proposed development will be promoted through various measures including speed restrictions, traffic
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calming, pedestrian crossings etc. A reduction in car use in favour of sustainable modes of travel will result in an overall reduction in greenhouse gas emissions and therefore improve air quality.
SESplan Strategic Development Plan (2016) SESplan includes six local authorities (West Lothian, East Lothian, Fife, Midlothian, Scottish Borders and City of Edinburgh) which make up the SESplan Strategic Development Planning Authority (SDPA). This Strategic Development Plan (SDP) intends to set out a vison for the SDPA’s views for future developments along with the Spatial Strategy on future development and land use in the area. The plan covers the period from 2018 to 2030.
Part of the SESplan SDP vision is for the West Lothian Region to become “a healthier, more prosperous and sustainable place” and aims to:
Enable growth in the economy; Set out a strategy to enable delivery of housing requirements to support growth and meet housing needs; Integrate land use and sustainable modes of transport; and Promote green networks.
The SDP contains various policies. Of relevance to the proposed development is Policy 8 which is entitled “Transportation” This specifies that developments should be “capable of being well served by public transport and that are accessible by foot and cycle, to reduce the need to travel by private car”.
As mentioned previously and as shown in the TA, the proposed development is situated on the M8 and A89 corridor which is currently served by several bus services. It is anticipated that the proposed development will be seen as an attractive opportunity for public transport operators which will result in frequent services directly from the Site to destinations including Edinburgh City Centre and Livingston.
12.2.3 Local Transport Policies and Strategies West Lothian Local Development Plan (2018) The West Lothian Local Development Plan was adopted on the 4th September 2018 and sets out objectives and strategy which will be used to guide future development proposals. Within the context of the proposed development, the plan notes its key aims as:
Sustainable Housing Locations
Provide a generous supply of housing land and an effective five year housing land supply at all times;
Continue to promote and support major development within the previously identified CDAs; and Support the council’s new build housing programme and increase the supply of affordable housing across a range of tenures.
Infrastructure Requirements and Delivery
Ensure that all essential infrastructure and facilities are provided to support population and economic growth and where appropriate, secure proportional developer contributions to facilitate the delivery of such provision. It is important to note that without the necessary infrastructure requirements having been satisfactorily addressed the council will be unable to support development proposals.
The Natural and Historic Environment
Protect and enhance the natural and built environment and it’s cultural landscapes;
Provide an improved network of linked open spaces incorporating active travel routes; and
Ensure that appropriate brownfield sites are redeveloped for appropriate uses.
Climate Change and Renewable Energy
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Help achieve climate change objectives by minimising the area’s carbon footprint through promoting development in sustainable locations and supporting mitigation and adaptation measures.
West Lothian Council Supplementary Guidance: Residential Development Guide The Supplementary Guidance is intended to enable the consistent application of design policy and to provide a framework for those involved in providing new residential development. Key objectives relevant to the proposals are:
to create more homes and generally utilise land more efficiently and effectively, by optimizing densities where appropriate; to encourage development in areas of higher accessibility such as within public transport corridors; to achieve layouts where high accessibility and connectivity encourages sustainable travel such as walking, cycling and the use of public transport ahead of the car; to make places for living that are of high quality design and distinctiveness and respect and enhance local character; to create environments that are secure and enable residents to live without the fear of crime; to improve the quality and choice of housing with particular regard to size, household composition, tenure, price, and accessibility; to create attractive, people-friendly places that are easy to get to and move around in, focusing on the needs of pedestrians rather than cars; to protect and enhance biodiversity by providing habitats for flora and fauna to establish and thrive and to promote and incorporate the principles of sustainable development; and to promote design and site planning principles that aim to increase energy efficiency in all new residential development.
12.3 Assessment Methodology and Significance Criteria 12.3.1 Guidance This chapter has been prepared taking due cognisance of the Town and County Planning Environmental Impact Assessment (EIA) (Scotland) Regulations 2017. This is complemented by the Planning Circular 1 2017: EIA Regulations 2017.
The Institute of Highways and Transportation (IHT), now the Chartered IHT, publication Guidelines for Traffic Impact Assessment 1994 recommends that traffic and transport effects within EARs should be assessed in accordance with the IEMA Guidelines (1993).
The IEMA Guidelines (1993) recommend that the following rules are considered when assessing the increase in ADF flow associated with a proposed development on highway links and when identifying the area of influence for assessment purposes:
Rule 1: Include highway 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 especially sensitive areas where traffic flows would increase by 10% or more.
The IEMA Guidelines (1993) acknowledge that day-to-day variations of traffic on a road can frequently be at least + or – 10%. At a basic level, it should therefore be assumed that projected changes in traffic of less than 10% create no discernible environmental impact. Absolute changes (number of vehicles) are equally relevant since percentages alone could be misleading.
It is considered that the 30% threshold from the IEMA Guidelines (1993) is, in the main, the appropriate rule to apply when assessing the impact of the proposed development on the local road network. This rule has been used to determine the extent of the study area and to identify the road links within the study area that may warrant a full assessment of environmental effects. Moreover, road links which may be considered to be sensitive are also identified.
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12.3.2 Scoping Scoping discussions were held with the roads officer at WLC via email in June 2020. A scoping response was also received from the planning officer reflecting comments form the roads officer in October 2020.
Consultee Response Roads officer, June 2020 No issues with traffic from a policy perspective; Confirmation of junctions to be assessed;
Planning officer, October 2020 Confirmation scope proposed within scoping report is acceptable;
Table 12.1: Scoping responses
A Sustainable Transport has also been undertaken. This is reported in detail in Appendix G, Volume 3 of this EAR. A summary is included in Section 12.5 of this EAR chapter.
12.3.3 Impacts Scoped Out Construction impacts have been scoped out as construction is both short term and temporary. Also, at this stage of a PPP application, the construction program has not been detailed and the site phasing is undecided at this point.
The transport and access assessment is structured around the consideration of potential environmental effects as identified by the IEMA Guidelines (1993), including the following:
Noise; Visual Impact; Severance; Driver Delay; Pedestrian Amenity; Accidents and Safety; Hazardous Loads; Air Pollution; and Dust and Dirt.
Potential significant environmental effects associated with noise, visual impact and air quality are addressed in their respective chapters.
It is considered that there would be no hazardous loads delivered to The Site and therefore this potential environmental effect has not been assessed. Severance is also not considered to be an issue here. Therefore, this element has also been scoped out.
12.3.4 Study Area The study area for the traffic and transport assessment has been predicated on the location of the access points to the Proposed Development from the external road network, the potential routes for HGVs distributing materials (utilising the A89), potential routes taken by residents, employees and visitors to the external road network, and the redistributed existing traffic which could reroute through the Site.
The study area is as follows:
A89 running immediately north of the Site; Station Road running west of the Site; Uphall Station Car Park junction (South); Uphall Station Car Park junction (North); and Pumperston Road approaching the Site from the South.
This is illustrated in Figure 12.1.
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12.3.5 Surveys Undertaken During scoping discussions with West Lothian Council, it was identified that during the ongoing Covid 19 pandemic restrictions traffic count data collected at present would not be reliable for junction analysis. WLC provided historic data from 2016 to be used as the basis of this assessment.
12.3.6 Assessment of Significance The magnitude of the environmental effect associated with transport and access and the significance of any effect is assessed in this chapter.
As per IEMA Guidelines (1993) the magnitude is defined as the “level of change” and whether the effect is significant or not will largely depend on the number of people affected. With regards to significance the IEMA Guidelines (1993) state that: “for many effects there are no simple rules or formulae which define the thresholds of significance and there is, therefore, a need for interpretation and judgement on the part of the assessor, backed-up by data or quantified information wherever possible. Such judgements will include the assessment of the numbers of people experiencing a change in environmental impact as well as the assessment of the damage to various natural resources.”
12.3.7 Magnitude and Sensitivity In terms of the magnitude of impact (level of change), the IEMA Guidelines (1993) point to changes in traffic in excess of 30%, 60% and 90% as being representative of “slight”, “moderate” and “substantial” impacts, respectively. Table 12.2 reflects the IEMA Guidelines (1993) and has been used to quantify the magnitude of impact associated with traffic related to the proposed development. As indicated previously, the IEMA Guidelines (1993) relate to the operational impacts of development only.
Magnitude Impact
Considerable deterioration/improvement in local conditions or circumstances Substantial (+90% increase in traffic)
Readily apparent change in conditions or circumstances Moderate (60% – 90% increase in traffic)
Perceptible change in conditions or circumstances Slight (30% – 60% increase in traffic)
Very small change in conditions or circumstances Negligible (10% – 30% increase in traffic); and
No discernible change in conditions No Impact (– 10% increase in traffic).
Table 12.2: Magnitude of Traffic Impact
Where the predicted increase in traffic volume (general traffic or HGV only) is lower than IEMA Guidelines (1993) Rule 1 (30%) the significance of the effects can be stated to be Not Significant meaning that further detailed assessments are not warranted.
In order to determine the magnitude of effect associated with traffic impacts Table 12.3 has been utilised in tandem with due professional judgement.
The magnitude of traffic effect is a function of the existing traffic volumes, the percentage increase and change due to a proposed development, the changes in type of traffic, and the temporal distribution of traffic (day of week, time of day). The determination of magnitude has been undertaken by reviewing the characteristics of the proposed development, establishing the parameters of roads within the study area that may be affected and quantifying impacts. The Design Manual for Roads and Bridges (DMRB)1 has been used to determine the characteristics of study area
1 The Department for Transport (2002). Design Manual for Roads and Bridges Volume 13, Section 1, Part 5. DfT
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roads in respect of carrying capacity thus assisting in determining the sensitivity to change in respect of vehicles related to the proposed development as a consequence of residual capacity.
Consideration has been given to the composition of traffic on the road network, under both existing and proposed conditions.
It is important to utilise due professional judgment when considering the magnitude of impact and effect particularly when considering percentage increases. For example the magnitude of impact may be considered to be “substantial” as per Table 12.2, however the resultant magnitude of effect may be considered to be “small” when the characteristics of the proposed development and road network are considered.
Magnitude Definitions
The proposed development could result in a significant change in Large terms of length and/or duration to the present traffic routes or schedules or activities, which may result in hardship.
The proposed development could result in changes to the existing traffic routes or activities such that some delays or rescheduling Medium could be required, which cause inconvenience.
The proposed development could occasionally cause a minor modification to routes, or a very slight delay in present schedules, or Small on activities in the short term.
No effect on movement of road traffic above normal level. Negligible Table 12.3: Magnitude of Effect
In tandem with the magnitude of effect it is necessary to determine the sensitivity of receptors to changes in transport and traffic characteristics. In the case of the proposed development receptors of sensitivity are roads, communities and businesses within the study area, detailed further in the baseline section of this chapter. Table 12.4 details the criteria used to determine receptor sensitivity.
Receptor Sensitivity / Description Importance People whose livelihood depends upon unrestricted movement within their environment; this includes commercial drivers and the companies who employ them. High Local residents whose daily activities depend upon unrestricted movement within their environment. Receptors such as schools, colleges and accident hotspots. People who pass through or habitually use the area but whose livelihood is not wholly dependent on free access. Medium Receptors such as congested junctions, hospitals, cemeteries and conservation areas.
Occasional users of the road network. Receptors such as public open space and residential areas. Low Areas with trunk road or A class roads constructed to accommodate significant HGV volumes.
Users not sensitive to transport effects. Includes very small settlements and roads with no significant settlements including new Negligible strategic trunk roads or motorways.
Table 12.4: Receptor Sensitivity
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12.3.8 Significance As a guide to inform the assessment, but not as a substitute for professional judgement, criteria for determining the significance of traffic and transport related effects is set out in Table . This is based on combining the magnitude of the effect with the receptor sensitivity.
Sensitivity of Receptor Magnitude of Effect Large Medium Small Negligible High Major Major Moderate Minor Medium Major Moderate Minor Negligible Low Moderate Minor Negligible Negligible Negligible Minor Negligible Negligible Negligible Table 12.5: Significance Criteria
Significance is categorised as major, moderate, minor or negligible. Effects judged to be of major or moderate significance are considered to be Significant in accordance with the EIA Regulations (2017). Effects judged to be of minor or negligible significance are considered Not Significant.
14.4 Baseline Conditions 14.4.1 Introduction In order to assess the potential impacts of the proposed development, it is necessary to establish the existing baseline characteristics of the study area.
The following sources have been used to inform the baseline review:
Site visits undertaken in summer 2020 by engineers from Dugall Baillie Associates; Desktop review of the Study Area; Scotland’s Census 2011; ATC surveys undertaken in 2016 and provided by WLC; Publicly available traffic flow data from the Department for Transport (DfT) (www.dft.gov.uk/traffic-counts) for roads within the study area; and National Road Transport Forecast (NRTF).
14.4.2 Baseline Studies The traffic effects of a new development will depend on the amount of traffic generated by the proposed development and the capacity available on the roads directly affected by development traffic.
In order to predict the impact of a development on the adjacent road network, it is necessary to consider the operation of the network during the following periods:
road network traffic peak conditions combined with the predicted levels of development traffic at that time; and peak development traffic periods combined with the road network conditions at that time.
Residential developments and Park & Ride facilities would typically produce maximum trip generation levels during the typical weekday AM and PM commuting peak periods. Since these components of the proposed development are expected to produce the vast majority of the vehicle trips, this Transportation Assessment has examined the typical weekday AM & PM peak periods in order to assess the most onerous combination of existing and development generated traffic levels.
For a detailed analysis to be carried out four types of information are required:
base traffic flows in the locality, projected to the appropriate future ‘design year’; any committed development traffic flows within the study road network; the amount and geographical distribution of traffic generated by the proposed development (along with any committed developments in the area); and details of the adjacent road network, including geometric layout and existing method of control at relevant junctions.
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14.4.3 Base Traffic Flows During scoping discussions with WLC, it was identified that during the ongoing Covid 19 pandemic restrictions, traffic count data collected at present would not be reliable for junction analysis. WLC provided historic data from 2016 to be used as the basis of this assessment.
The following junctions were identified for analysis and traffic count data provided:
Station Road / A89 – Signalised Junction; Uphall Station Car Park (north) / Station Road – Signalised Junction; Uphall Station Car Park (south) / Station Road – Signalised Junction; and Pumpherston Road / Cawburn Road / Uphall Station Road / Houston Road – Signalised Junction.
The survey information is presented on pages 44 and 45 of Appendix G.
Traffic flows are commonly projected forward to the year of opening of the development. In this instance the traffic flows have been projected forward to the year 2023, which is considered to represent a reasonable assessment of when the development could be completed and occupied.
The traffic flows have been projected using the “Low” growth prediction from the National Road Traffic Forecasts as shown below in Table 12.6.
Year Index Factor 2016 1.240 1.050 2023 1.302 Table 12.6: NRTF Low Traffic Growth Rates
12.5 Sustainable Transport Accessibility Assessment 12.5.1 Introduction This assessment of Sustainable Transport Accessibility (STA) considers in detail the elements of the public transport network that serve the area in which the proposed development is located. Separate sections are included for pedestrian facilities, cycling facilities, bus services, and train services.
The bus and train sections deal with the routes, quantity, and availability of all relevant services. The current infrastructure for these modes has been examined, along with the potential to maximise access to the site for all relevant travel modes.
This part of the assessment is based on published service data for bus and train services. This data is often subject to revision and the data used will become outdated in the future, however it is considered to represent a reasonable basis on which to carry out the type of desktop study summarised in this section of the report.
Scottish Planning Policy (SPP) – Planning for Transport, emphasises that development should be located in areas that are capable of being integrated into effective networks for all forms of transport, including walking cycling and public transport. SPP also clearly identifies a hierarchy of priority that should be given to different transport modes in terms of measures to accommodate their access to a development. This hierarchy is walking, cycling, public transport, and lastly private car.
12.5.2 Pedestrian Facilities The term ‘pedestrian’ covers able-bodied people, disabled people, with or without the use of wheelchairs, the infirm, the elderly and parents with children in pushchairs or buggies. Due to the range of mobility exhibited by pedestrians it is important to ensure that the requirements of those with restricted mobility are considered.
Designing Streets policy guidance outlines the importance of pedestrian accessibility to and from new developments. This accessibility is achieved by connecting new street layouts to the existing street network and so encouraging walking and cycling while also making navigation throughout the network as easy as possible.
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The most popular pedestrian routes serving the development are anticipated to be those leading to public transport facilities, surrounding residential areas and local amenities.
Existing pedestrian facilities are currently provided on Station Road providing access to the east and west of the development site and the A89 providing access to the west and east. A further pedestrian route passes north / south through the development site providing pedestrian access to the station from the eastern edge of the site. Existing pedestrian routes are indicated on Figure 12.2.
Image 12.1 below illustrates footway provision along the development frontage onto Station Road. Improvements to this infrastructure could be accommodated within the development frontage should this prove necessary.
Image 12.1: View of Station Road looking South
Access to Uphall railway station would require pedestrians to pass under the M8 using the existing pedestrian underpass facilities. As indicated on Image 12.2. these are of a good quality incorporating footway which is a minimum of 2 metres in width. Whilst this is not the primary route to and from the station for P&R commuters, it is an established pedestrian route which provides convenient access to the station for residents.
Image 12.2: Pedestrian Facilities on Station Road below M8
Access to the station, via Station Road would require pedestrians to cross the accesses to the existing park and ride facilities as indicated in Image 12.3, signalised crossing facilities are incorporated at this junction.
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Image 12.3: Pedestrian Facilities at Uphall Station car park access
As noted previously, there is an established pedestrian footpath which runs through the proposed development site from Broxburn to Uphall Station. The route crosses the A89 via a pedestrian overbridge, shown in Image 12.4, and would pass through the development and under the M8 and onto the railway station and Uphall Station and Pumpherston to the south via a pedestrian underpass show in in Image 12.5.
Image 12.4: Pedestrian Overbridge crossing A89
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Image 12.5: Pedestrian Underpass below M8
It is an established local route and incorporates lighting provision along its entirety (see Image 12.6 below) and would provide the development with a car free route into Uphall Station via the pedestrian footpath. Additionally, improvements to the lighting and landscaping of the footpath are intended as part of the proposed development, further increasing the attractiveness of the route to pedestrians.
Image 12.6: Pedestrian footpath running through the site
A shared footway / cycleway is also provided along the northern boundary of the site on the A89 as shown in Image 12.7.
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Image 12.7: Shared footway / cycleway on A89
Pedestrian crossing facilities are incorporated into the Station Road (northbound) and A89 (westbound) approaches to the junction.
The commercial units proposed within the development are expected to provide residents with local retail amenities however, further amenities are available within a reasonable walking distance in Uphall and Uphall Station. The existing pedestrian routes, public transport and local amenities are identified on Figure 12.2.
Walking distances to important local amenities are detailed in Table 12.7, as well as the estimated walking times to each amenity. As indicated in Table 12.7, the development is within 400m of existing bus stops on Station Road, within 800m of Uphall Station and 1600m of local amenities satisfying the requirements of PAN 75. It is considered that a significant proportion of overall trips to the development will be pedestrian trips, particularly as part of a longer trip, for example to the local train station or bus stops.
Destinations / Distance on Foot Approx Time to Approx Cycle Amenities Via Station Via Pedestrian Reach on Foot Time (4m/s) Road Access Footpath (1.4m/s) Access Public Transport Accessibility Bus Stops: 400m 800m 5 minutes 1 minute Station Road (South of Site) Bus Stops: 520m 1,000m 6 minutes 1 – 2 minutes Station Road (North of site) Uphall Train 450m 450m 5 minutes 1 – 2 minutes Station Educational Establishments Non-Denominational Schools Uphall Primary 2.1km 1.7km 20 minutes 7 minutes School Broxburn 3.1km 2.6km 31 minutes 11 minutes Academy Denominational Schools St Nicholas RC 2.5km 2.0km 24 minutes 8 minutes Primary School St Margarets 5.3km 5.8km 63 minutes 22 minutes Academy
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Local Retail and Amenities Scotmid (Uphall 350m 750m 4 minutes 1 – 2 minutes Station) Main Street 1.3km 1km 12 minutes 4 minutes Shops (Uphall) Lidl Supermarket 3.7km 3.2km 38 minutes 13 minutes (Broxburn) Asda 5.3km 5.8km 63 minutes 22 minutes Supermarket (Livingston) Table 12.7: Local Amenities serving the Site
12.5.3 Safe Routes to School To maximise the number of residents who walk as part of local journeys, it is important to have safe walking routes to nearby schools.
This is particularly important for Primary Schools which are often located closer to residential developments than Secondary Schools, thereby encouraging walking. Primary School pupils are also more vulnerable road users due to their age and experience.
West Lothian Council, like all local authorities in Scotland, have a statutory requirement to provide school transport where the distance to school is over a specified walking distance. The current walking distance criteria for West Lothian is more than 1.5 miles (2.4km) for pupils attending primary schools and more than 2 miles (3.2km) for those attending secondary school. As identified in Table 12.7, the proposed development lies within the catchment area of Uphall Primary and Broxburn Academy which would serve as the non-denominational schools for the site. The denominational schools serving the site are St Nicholas’ RC Primary School and St Margaret’s Academy. Of these schools, only St Margaret’s Academy meets the criteria for funded school transport and the other schools are deemed to be within a reasonable walking distance for pupils.
Each of the schools within walking distance noted in Table 12.7 are located to the north side of the A89. Despite the location of the development site, school pupils would not be required to cross this busy road at grade but would be able to use the existing bridge shown in Image 12.4. Pupils attending Uphall Primary School could use the pedestrian bridge to cross the A89 into Uphall where they would walk north through the residential streets, cross West Main Street at the signalised junction before walking through more residential streets to reach the school.
For the pupils attending St Nicholas’ RC Primary School, they would take the footpath onto the A89 and use the signalised crossing facilities at the junction with South Middleton. The pupils would then walk through residential streets to get to the school.
The secondary school pupils attending Broxburn Academy would walk a similar route to those pupils attending St Nicholas’ RC Primary School except once they cross the A89 they would walk north to West Main Street and cross at the signalised crossing to the west of Cardross Road. From here the pupils would walk north through residential streets to reach Broxburn Academy.
12.5.4 Cycle Facilities As noted previously and shown in Image 12.7, a shared pedestrian / cycle route is provided adjacent to the A89 to the north of the site. To access the route, residents would head north on Station Road or use the pedestrian footpath which runs through the site.
Figure 12.2 shows the route of the National Cycle Route 754 (NCR754) by heading east on the A89 for approximately 1.8km and joining the route at the Union Canal. This route would provide convenient traffic free cycle access to Broxburn, Winchburgh, Ratho and Edinburgh park within a 1- hour cycle ride.
12.5.5 Bus Network The locations of bus stops in the vicinity of the development are shown in Figure 12.1. The closest bus stops to the development, as identified in Table 12.7, are 400m to the south of the site in Uphall Station. There would be scope to accommodate additional bus stops on-road along the Station Road frontage should this prove necessary.
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Published timetables indicate that several bus services operate on Station Road and currently pass the proposed development’s access. These bus services are detailed in Table 12.8 below.
Service Route Weekday Weekday Saturday Sunday Operator Desription Daytime Evening Frequency Frequency Frequency Frequency 275 Dunnet Way, 30 mins 60 mins 30 mins 60 mins Lothian Broxburn, Country Oatridge Hotel, Pumpherston, Willowbank, St John’s Hospital, Labrador Avenue, Livingston, Millfield, Toll Roundabout, Seafield Arms, Blackburn, Mosside Terrace, Bathgate 276 Loganlea, 30 mins 60 mins 30 mins 60 mins Lothian Burnside View, Country Union Square, Harwood Church, Livingston, Craigshill, Uphall Station, Oatridge Hotel, Broxburn, Dunnet Way X24 Deans North, 30 mins 60 mins 30 mins 60 mins First Deans South, Western Livingston, Lothian Pumpherston, Broxburn, Newbridge, Ratho Station, Edinburgh Table 12.8: Bus services near the Development Site
The combination of the above bus services provides a good level of bus accessibility for the development site, with frequent services to Livingston, Broxburn and via the X24 to Edinburgh.
12.5.6 Rail Network As identified in Table 12.7, Uphall Station is approximately 450m away (5 minute walk) from both the Station Road access to the development and the footpath access.
Due to the location of the P&R development within the site, it is expected that the majority of commuters using the P&R site would walk to the station via the pedestrian footpath. Development residents would be split between this footpath route and the route via Station Road.
Uphall Station is on the Helensburgh to Edinburgh and Milngavie to Edinburgh lines which both travel via Glasgow Queen Street. Therefore, Uphall Station provides good links to Glasgow and Edinburgh City Centres and links across the central belt.
The services available at Uphall Station and the frequency at which they arrive is detailed in Table 12.9 below.
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Route Description Weekday Weekday Saturday Sunday Operator Daytime Evening Frequency Frequency Frequency Frequency Helensburgh Central, 30 mins 30 mins 30 mins 30 mins Scotrail Dumbarton Central, Dalmuir, Hyndland, Partick, Charing Cross, Glasgow Queen Street, High Street, Garrowhill, Easterhouse, Blairhill, Coatbridge Sunnyside, Coatdyke, Airdrie, Drumgelloch, Caldercruix, Blackridge, Armadale Bathgate, Livingston North, Uphall, Edinburgh Park, Haymarket, Edinburgh Milngavie, Hyndland, 30 mins (commuting AM No service No service Scotrail Partick, Charing Cross, & PM peaks only) Glasgow Queen Street, High Street, Bellgrove, Carntyne, Shettleston, Coatbridge Sunnyside, Airdrie, Drumgelloch, Caldercruix, Blackridge, Armadale Bathgate, Livingston North, Uphall, Edinburgh Park, Haymarket, Edinburgh Table 12.9: Train services near the Development Site
12.5.7 Summary This section identifies the extensive pedestrian and cycle networks and public transport provision that are available within the area surrounding the development. This assessment demonstrates how the development would meet SPP requirements by;
optimising the use of existing infrastructure; providing safe and convenient opportunities for walking and cycling, and facilitating travel by public transport; and enabling the integration of transport modes.
The assessment also demonstrates SPP requirements for ‘Significant travel generating uses to be sited at locations which are supported by measures to promote the availability of high-quality public transport services."
12.6 Likely Significant Effects 12.6.1 Proposed Development Characteristics Due to the residential nature of the proposed development, it is to be expected that a number of different vehicle types will be used throughout and therefore contribute to the environmental impact. It is anticipated that cars will be the main source of traffic emanating from the proposed development as residents travel to and from their place of work and to local amenities. It is recognised that Light Goods Vehicles (LGVs) and Heavy Goods Vehicles (HGVs) will also be present due to the retail, facilities that are to be included and the deliveries associated with their operation.
Due to the planned integration with public transport services to promote sustainable travel and minimise car use, buses will also be in operation to, from and within the proposed development. It is expected that there will be a large number of bicycle movements to and from the proposed development each day. To assess the worst-case impact of the proposed development, the traffic impact associated with 200 dwellings has been used.
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As depicted in the layout diagram, the proposed residential, commercial and Park & Ride developments would take access from Station Road on the sites western boundaty. There is an existing field entrance which will be used as the location for a priority junction. This can be seen in Image 12.8 below.
Image 12.8: Existing field access from Station Road
This junction can be used whilst enabling visibility splays of 4.5m x 120m which are required for the 40mph speed limit on Station Road. These splays are shown in page 42 of Appendix G.
This junction will also support pedestrian access providing 2m footways on both sides of the carriageway into and throughout the development.
Additionally, there is a segregated pedestrian footpath which runs through the site between the proposed residential/P&R developments and the Solar Power Plant development. The path currently provides a traffic free, fully lit route from Broxburn and the A89 to Uphall Station.
There is an existing informal pedestrian link between the site and this footpath as is demonstrated in Image 12.9 below.
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Image 12.9: Pedestrian link to the site from adjacent footpath
Network Rail previously had plans to increase the number of parking spaces at Uphall Station by 71 in the summer of 2018. These plans were ultimately scrapped in 2019 and Network Rail have not produced any further proposals to expand the station’s parking provision.
12.6.2 Park & Ride Development The high demand for parking at Uphall Station has resulted in commuters parking in the surrounding residential streets when they are unable to find a parking space within the designated car parks. This has resulted in conflict with local residents and multiple complaints being made.
The proposed P&R development would provide 150 more spaces for commuters to use and would contribute significantly with alleviating the ongoing parking issues at Uphall Station.
12.6.3 Traffic Impact Assessment The latest planning policy and guidance issued by the Scottish Government stresses the importance of carrying out transportation studies such that full account is taken of the multi-modal nature of the development operation, and that the effects of the scheme on road, public transport, cycling and pedestrian networks are identified.
Estimation of trip levels generated by the proposed development is based on a combination of engineering experience, local reference information and on surveys undertaken at comparable existing developments related to a common index. In the case of residential developments, the accepted index is the number of dwellings.
It is generally accepted that the peak periods for trip generation coincide with the weekday morning and evening commuting peak periods on the network.
To assess the trip generation characteristics of the proposed development, reference was made to trip rates calculated from the TRICS (Trip Rate Information Computer System) database and travel information from local resident areas around the development site extracted from the 2011 Scottish Census.
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Residential Multi-Modal Trip Generation In line with current guidance, a full multi-modal trip generation assessment of the proposed development has been produced based upon TRICS data (contained in Appendix G for reference) and travel information extracted from the 2011 Scottish Census for the local area surrounding the development site (contained in Appendix G). The Census Output Areas selected include areas that have similar access to local public transport, pedestrian and cycle routes / facilities and therefore present travel mode options representative of those who would reside in the proposed development.
The representative areas selected are listed in the Census extracts and indicatively shown below in Figure 12.3. Residents outside of these selected areas have been judged to have access to a different set of public transport opportunities, (particularly alternative bus services) and have therefore been excluded.
Reflecting the extracted census information, Table 12.10 summarises the mode split information for residential trips in the vicinity of the development.
Method of Work Public Vehicle Passenger Cyclists Pedestrian Other Total Travel to or Transport Trips Trips Person Work or Study Trips Study from Home Census 54 122 306 81 0 43 7 613 Results Residential 8.8% 19.9% 49.9% 13.2% 0.0% 7.0% 1.1% 100% Modal Split Modal Split (adjusted 21.8% 54.7% 14.5% 0.0% 7.7% 1.3% 100% to account for study or work from home having no impact) Table 12.10: Calculated modal split for the development
The residential person trip rates extracted from the TRICs database are summarised in Table 12.11 below.
Time Proposed PersonTrip Rates (and Generation) Departures Arrivals AM Peak Hour 0.926 (185 trips) 0.206 (41 trips) PM Peak Hour 0.289 (58 trips) 0.591 (118 trips) Table 12.11: Residential trip rates
Applying the modal split and person trip data included in Tables 12.10 and 12.11 results in the multi- modal trip generation levels shown in Table 12.12.
Period Routing Public Vehicle Passanger Cyclists Padestrian Other Total Transport Trips Trips Person Trips Weekday OUT 40 101 27 0 14 2 185 AM Peak Hour IN 9 23 6 0 3 1 42
Weekday OUT 13 32 8 0 4 1 58 PM Peak Hour IN 26 65 17 0 9 1 118
Table 12.12: Multi modal trip generation Residential Vehicle Trip Generation and Distribution The residential developments vehicle trip generation levels (and resulting equivalent trip rates), in accordance with the multi-modal calculations, are set out in Table 12.13.
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200 Unit Residential Weekday AM Peak Hour Weekday PM Peak Hour Development Departures Arrivals Departures Arrivals Vehicles Trips 101 23 32 65 Rates (vehicle trips per unit) 0.507 0.113 0.158 0.324 Table 12.13: Residential vehicle trip generation
It is worth noting that the predicted level of residential vehicle trip generation would produce around two new vehicle trips per minute during the AM peak.
Predicted distribution of the developments vehicle trip generation has been established using census data obtained from the Datashine website for the Scotland Commute dataset (http://scotlandcommute.datashine.org.uk)
Data was extracted for the car driver work trips from the Uphall, Dechmont and Ecclesmachan area. Trips that had no fixed place of employment were removed and the rest of the data analysed. The gravity model developed from this data can be seen in Appendix G.
A summary of the gravity model calculated origins & destinations for development generated vehicle trips is featured in Table 12.14.
Gravity Model Calculated Routing Origin / Desination Percentage Split on Road Study Network (to/from development site) A89 (East) 37.8% Via Station Road A89 (West) 38.9% Via Station Road Uphall Station Road (South) 10.3% Via Station Road Houston Road (West) 5.8% Via Station Road Cawburn Road (East) 1.7% Via Station Road Station Road (North) 5.5% Via Station Road Total 100.0% Table 12.14: Development generated vehicle trip distribution summary
Park & Ride Vehicle Trip Generation TRICS data is not available for Park & Ride developments and therefore could not be used to estimate the proposed 150 space development’s vehicle trip generation.
To estimate proposed P&R facility traffic generation, reference was made to the 2016 base flows provided by WLC and the Scotrail stations and facilities webpage.
Using the base traffic flows, the number of vehicles turning into and out of each of the three station car parks during the AM and PM peak hours can be calculated. Whilst many of these movements may be drop off trips and not making use of the car parking facilities, for the sake of a robust assessment they have been assumed as such.
The peak hour trip generation can then be compared with the total number of parking spaces in the Uphall Station car parks, which was found on Scotrail’s website (https://www.scotrail.co.uk/plan- your-journey/stations-and-facilities/uha), to calculate the vehicle trip rates per parking space.
There is a total of 282 spaces spread between the three station car parks, when compared to the peak hour vehicle movements the trip rates detailed in Table 12.15 below were calculated.
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Existing Car Parks Vehicle Trip Rate Calculations 282 Bays AM Peak Hour PM Peak Hour Arrivals Departures Arrivals Departures Vehicle Trips 201 70 72 183 Trip Rates 0.713 0.248 0.255 0.649 Table 12.15: Existing car park vehicle trip calculations
The trip rates calculated in Table 12.15 above were then applied to the number of parking spaces in the proposed P&R development to calculate the peak hour trip generation detailed in Table 12.16.
For the purposes of this assessment, it has been assumed that the proposed development would operate at full capacity.
Proposed P&R Vehicle Trip Rate Calculations 150 Bays AM Peak Hour PM Peak Hour Arrivals Departures Arrivals Departures Vehicle Trips 107 37 38 97 Trip Rates 0.713 0.248 0.255 0.649 Table 12.16: Proposed P&R vehicle trip calculations Park & Ride Vehicle Trip Distribution The expected distribution of vehicles using the Park & Ride development has been split into two groups, the first being newly generated trips by the development and the second being trips diverted from the existing train station car parks and/or surrounding residential streets.
In the interest of a robust assessment, 70% of trips attracted by the development have been assumed to be new generated trips diverted from the M8 to use the park and ride facilities to travel to Edinburgh. As is demonstrated in Figure 5a in Appendix G.
The remaining 30% have been assumed as local diverted trips from the existing train station car park split evenly between northern and southern trips, as is demonstrated in Figure 5b in Appendix G.
The vehicle trips generated by the P&R development during the AM and PM peak periods are demonstrated in Figures 6a and 6b of Appendix G respectively.
Commercial Element Vehicle Trip Generation Reference was made to the TRICS database to obtain vehicle trip rates for ‘Local Shops’ developments. The collected data is attached in Appendix G for reference and the morning and evening peak period trip rates are detailed in Table 12.17 below.
Arrivals Departures AM Peak Period 6.643 6.429 PM Peak Period 6.762 7.333 Table 12.17: Commercial development trip rates
These trip rates were then applied to the 1000m2 GFA of commercial development proposed at this site to calculate the expected vehicle trip generation. The results are shown in Table 12.18 below.
Arrivals Departures AM Peak Period 66 64 PM Peak Period 68 73 Table 12.18: Commercial development trip generation
The proposed commercial development is intended to serve as local amenities to the residential development and Park & Ride development which would suggest that the generated trips would be internal to the site. It is anticipated that the commercial units may attract trips from outwith the development, split between new trips and diverted commuting trips. To account for this, and to conduct a robust assessment, the generated trips identified in Table 12.18 have been split 50/50 between internal and external trips
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Commercial Vehicle Trip Distribution Due to the local retail amenities available to the residents of Uphall Station, it is expected that any newly generated commercial trips would come from Uphall to the north of the site. The trips coming from Uphall have been split evenly between Station Road (north) and the A89 (east)
12.6.4 Junction and Network Analysis Design year traffic flows for the weekday morning and evening peak periods were obtained by the methods described in Sections 5 and 6. Throughout this analysis, these base and projected flows have been used.
The years identified for analysis were base year 2016, projected year 2023 (representing the potential year of opening). Figures 10a and 10b in Appendix G illustrate design year traffic flows including proposed development generated traffic.
The Institution of Highways and Transportation (IHT) Guidelines for Traffic Impact Assessment suggests that detailed analysis of junctions within a study road network should be carried out where congestion does or will exist within the assessment period (or if the location is sensitive) when the impact of the proposed development exceeds a limiting value of 5%, with a 10% threshold for uncongested networks.
For this road network study, the 5% limiting value has been adopted. Based on the impacts indicated in Figures 11a and 11b, the following junctions have been identified for further detailed analysis:
Development Access Junction Station Road / A89 – Signalised Junction
The detailed junction analysis was undertaken using industry standard analysis software, Linsig V3.
For signal-controlled junctions the comparable measure is Degree of Saturation (DoS) and 90% is generally adopted as the practical limiting figure. This limiting value allows for variations in daily traffic demand and site-specific model variations.
Development Access Junction This junction was analysed using the industry standard analysis program ‘Junctions 9’. The results of the analysis are summarised in Table 12.19.
Station Road (North Development Access Station Road (South)
RFC Queue Delay RFC Queue Delay RFC Queue Delay PCUs Seconds PCUs Seconds PCUs Seconds
Weekday - - - 0.72 2.5 41.217 0.052 0.1 5.580 AM 2
2023 + Generation
Weekday - - - 0.50 101.0 22.394 0.041 0.4 4.739 PM 7
2023 + Generation
Table 12.19: Picady Results
The maximum predicted Ratio of Flow to Capacity (RFC) value is 0.722 on the Development Access approach during the 2023 Weekday AM peak period with generated traffic.
This analysis predicts that the junction would operate within capacity in the design year 2023 following the addition of development traffic.
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Station Road / A89 Signalized Junction This junction was analysed using the industry standard analysis program Linsig V3. The results of the analysis are attached in Appendix G. The analysis of the junction was based on on-site measurements and junction operation characteristic.
On-site observations were undertaken on the 22nd of September 2020 to assess the junction’s operation during the morning commuting peak period.
It was observed that the pedestrian stage was rarely called due to the limited number of pedestrians in the area. When it was called, it was called most often on the Station Road (south) arm for pedestrians and cyclists using the shared path on the A89.
Few pedestrian movements crossing the A89 at the junction were noted which may be in part due to the overpass crossing the A89 as identified in Section 3 of this report.
It was also noted that the right turn from the A89 (east) arm onto Station Road was not called every cycle and would only be called on demand. This allows the A89 (west) arm to receive a full green period with right turns running simultaneously with the straight and left turn movements on the opposite approach.
The base traffic flow data provided by WLC identifies 17 vehicles making the right turn movement during the morning peak hour. During the evening peak hour the corresponding figure is 29 vehicles.
From on-site observations and reference to the base traffic data, it can be anticipated that the junction would typically operate with no pedestrian stage and no right turn stage on the A89 (east) albeit the facility for these stages to be called is provided.
The analysis of this junction therefore reflects the limited use of the pedestrian stage however, it is not possible to model the behaviour of the right turn on the A89 (east) arm using Linsig. Therefore, a second model was produced which removed the right turning movements from the A89 (east), which are limited in number, and gave the additional green time to the straight and left lanes of the A89 (west). Both model’s results are attached in Appendix G for reference.
A summary of the maximum Degree of Saturation (DoS) achieved by the Linsig Models during the 2023 + Gen scenarios is detailed in Table 12.20 below for reference.
2023AM + Gen 2023PM + Gen Station Road / A89 Junction 89.7% 89.7% (without A89 east right turns) Station Road / A89 Junction 95.6% 1.7% (with A89 east right turns) Table 12.20: Maximum DoS for each scenario
As identified in the above table, analysis of the junction excluding the occasionally called right turn stage demonstrates that the junction would operate with a maximum DoS of 89.7% and therefore within capacity.
Junction analysis including the right turn identifies that the junction would operate with a DoS of over 90% during both the AM and PM peak periods. While over the generally accepted limiting figure of 90%, the junction would still operate within the ultimate capacity taking account of the occasionally called right turn movement
As identified in the above table, when the pedestrian and right turn stages are called the junction operates over the 90% DoS limiting factor across all of the assessed periods without development traffic. This demonstrates that the junction currently operates well over capacity when the pedestrian and right turn stages are called.
Therefore, as previously highlighted, the addition of development traffic to the local road network would not cause the Station Road / A89 junction to operate over capacity.
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12.7 Assessment of Environmental Impact The transport and access assessment is structured around the consideration of potential environmental effects as identified by the IEMA Guidelines (1993), including the following:
Noise; Visual Impact; Severance; Driver Delay; Pedestrian Amenity; Accidents and Safety; Hazardous Loads; Air Pollution; and Dust and Dirt.
Redistribution of background and committed development traffic, and Proposed Development related traffic during the operational phase has been compared with the study baseline in order to determine the impact of the Proposed Development upon access, traffic and transport.
Each of the above potential impacts will be examined in turn.
12.7.1 Noise Traffic associated with the proposed development has the potential to increase noise and vibration levels on Station Road as a result of an increase in vehicle movements. This would be a permanent effect but would vary in relation to the proposed development’s evolving modal share and would likely only affect those living in close proximity to Station Road.
A separate Noise Impact Assessment (NIA) has been undertaken for the site (Chapter 11 and Appendix F). This work looked specifically at noise with due regard for traffic noise. The findings of this work are that the magnitude of change is considered to be negligible therefore this effect has been determined to be not significant.
12.7.2 Visual Impact of Traffic It is unlikely that traffic associated with the proposed development will result in any perceptible visual impact. Station Road experiences a high volume of traffic using it on a daily basis. Additionally, there is not thought to be any sensitive vantage points, such as hillsides, for which an increase in traffic on Main Street would have an adverse impact on.
The magnitude of this effect is therefore considered to be negligible. Due to Station Roads current status as a heavily trafficked road, this effect is considered to be not significant.
12.7.3 Severance According to the IEA Guidelines, severance is “the perceived division that can occur within a community when it becomes separated by a major traffic artery” and “…could equally be applied to residents, motorists or pedestrians.”
The proposed development does not introduce a new arterial route to the rea. Therefore, there is no severance effect on drivers.
The proposed development will upgrade existing pedestrian and cycle routes. Therefore, there is no severance effect on pedestrians.
This effect is therefore considered to be not significant.
12.7.4 Journey Time Increase An increase in traffic can result in an increase to journey times due to congestion caused by an oversaturated road network.
The analysis shows that there will be an added delay of 41s at the development access junction at peak rush hour times.
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The magnitude of this effect is considered to be negligible and therefore not significant.
12.7.5 Pedestrian Delay, Intimidation and Loss of Amenity An increase in traffic can make it more difficult for pedestrians to cross a road and increase the perception of intimidation due to the fear associated with crossing or walking alongside a busy road.
A 20-mph speed limit throughout the development is expected to sufficiently mitigate any increase the proposed development may cause from caused delay or intimidation to pedestrians. As noted in the Sustainable Transport Appraisal, the area is well services with underpasses and pedestrian footbridges..
This effect is therefore considered to be not significant.
12.7.6 Road Accidents and Safety Road accidents are attributable to a variety of factors e.g. driver behaviour, weather, road conditions etc. but an increase in traffic in a localised area has the potential to increase the frequency in which accidents occur.
Due to the low volume of traffic associated with the proposed development that is anticipated to use these roads, the magnitude of change has been determined to be low.
The sensitivity of Station Road with respect to road safety has been determined to be medium therefore this effect is considered to be not significant.
12.7.7 Summary of Effects A summary of the effects related to transport for the proposed development and their respective significance is provided below in Table 12.21.
Effect Significance Traffic noise and vibration Not Significant Visual impact of traffic Not Significant Severance Not Significant Journey time increase Not Significant Pedestrian delay, intimidation and loss of amenity Not Significant Road accidents and safety Not Significant Table 12.21: Summary of Effects
12.8 Mitigation Measures It is proposed that all mitigation measures associated with the operation of the proposed development will be embedded into its planning and design. As a result, no further mitigation measures are proposed.
12.9 Residual Effects It is anticipated that there will be no perceivable residual environmental effects as a result of residential traffic associated with the proposed development upon completion of construction.
12.10 Cumulative Effects No developments were identified in Scoping to assess form a cumulative traffic perspective.
12.11 Summary The traffic impact of the proposed development has been assessed. A total of 200 dwellings are anticipated to be constructed and so this assessment has focused on this scenario as it represents the worst-case scenario.
Relevant national, regional and local planning policies and documents in relation to transport and traffic for new developments have been discussed.
The IEA Guidelines have been followed during the assessment process. The Study Network included the A89 north of the proposed development and several other roads in the surrounding area.
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Baseline traffic flows were obtained from data supplied by WLC. This was considered acceptable given the current pandemic making it unadvisable to collect data form ADC means as normal.
The predicted increase in traffic flows show a negligible impact to the Study Network with an increase to traffic on Station Road.
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Environmental Assessment Report Page | 12.29 Chapter 13
Landscape and Visual Uphall Park Development
Chapter 13 Landscape and Visual Assessment
Table of Contents Chapter 13 Landscape and Visual Assessment ...... 1 13 Landscape and Visual Impact Assessment ...... 1 13.1 Introduction ...... 1 13.1.1 Introduction ...... 1 13.1.2 Structure of the Chapter ...... 1 13.1.3 Scope of the Assessment ...... 2 Study Area ...... 2 Consultation ...... 2 13.2 Guidance and Methodology ...... 3 13.2.1 Guidance ...... 3 13.2.2 Methodology ...... 3 13.3 Development and Mitigation ...... 4 13.3.1 Proposed Development ...... 4 13.3.2 Landscape Design and Mitigation ...... 4 13.4 Zone of Theoretical Visibility (ZTV) and Viewpoint Analysis ...... 4 13.4.1 ZTV Analysis ...... 4 13.4.2 Viewpoint Analysis ...... 5 Viewpoint 1: View from A89 and Core Path 10 ...... 5 Viewpoint 2: Uphall Station...... 5 Viewpoint 3: Core Path 17 (Footbridge) ...... 6 Viewpoint 4: Union Canal on Cycle Route 754 ...... 6 Viewpoint 5: View from Oatridge ...... 7 13.5 Construction Effects ...... 7 13.5.1 Introduction ...... 7 13.5.2 Construction Stage Landscape Effects ...... 7 13.5.3 Construction Phase Effects on Visual Amenity ...... 8 13.6 Operational Effects ...... 8 13.6.1 Effects on Landscape Fabric ...... 8 13.6.2 Effects on Landscape Character ...... 8 Effects on East Calder / Livingston / Broxburn Plain Landscape Unit ...... 9 Effects on the Livingston / Blackburn Plateau Landscape Unit (Lowland Plateaux) ...... 9 Effects on the Bathgate Hills Fringe (Lowland Hill Fringes) ...... 9 13.6.3 Effects on Landscape Designations ...... 10 Livingston Countryside Belt ...... 10 Bathgate Hills SLA ...... 10 13.6.4 Visual Effects ...... 10 Effects experienced by Local Residents ...... 10 Effects experienced by Recreational Receptors ...... 11 Uphall Park Development
Effects experienced by Vehicular Receptors ...... 12 13.7 Cumulative Effects ...... 13 13.7.1 Cumulative Landscape Effects ...... 14 Effects on East Calder / Livingston / Broxburn Plain Landscape Unit ...... 14 13.8 Summary & Conclusions ...... 14 Uphall Park Development
13 Landscape and Visual Impact Assessment
13.1 Introduction 13.1.1 Introduction This Landscape and Visual Impact Assessment (LVIA) has been prepared by chartered Landscape Architects at TGP Landscape Architects. The LVIA aims to identify the predicted landscape and visual effects of the proposed Uphall Park (the Proposed Development).
This chapter has been produced in full recognition of consultee and public input during the consultation procedures, outlined in Chapter 5 (Environmental Assessment) and should be read with reference to Chapter 3 (The Proposed Development) and the Design and Access Statement which accompanies this planning application.
The LVIA is by supported by three Appendices – a detailed methodology (Appendix 13A), landscape sensitivity assessment (Appendix 13B and LVIA graphics (Appendix 13C). The later includes the following figures:
Figure 13.1 – ZTV with Viewpoints; Figure 13.2 – Landscape Character; Figure 13.3 – Landscape Designations and Recreational Routes; Figure 13.4 – Local Site Context and Mitigation; and Figure 13.5 – Local Site Context Photos. Viewpoint 1 - View from A89/B8046 (Core Path 10); Viewpoint 2 - View from Uphall Station (Core Path 17); Viewpoint 3 - View from footbridge-A89 (Core Path 10); Viewpoint 4 - View from National Cycle Route 754 (Union Canal); and Viewpoint 5 - View from Oatridge Golf Club. 13.1.2 Structure of the Chapter The LVIA is organised into the following sections:
Scope of the LVIA – summarises the scope of the appraisal with reference to feedback from the consultation process with the Local Planning Authority; Guidance and Methodology – outlines the general methodology, with reference to established guidance (full version in Appendix 13A); Planning Policy Context; Baseline Description – including the fabric, character and quality of the local landscape which could be affected by the Proposed Development. This includes descriptions of landscape planning designations within the Study Area, as well as a description of the main visual receptors. A sensitivity assessment of the landscape character is contained within Appendix 13B. This is supported by graphical information within Appendix 13C. Proposed Development and Mitigation – describes the aspects of the Proposed Development which have the potential to result in landscape or visual effects, and the measures incorporated into the project design to mitigate these potential effects; ZTV and Viewpoint Analysis – analysis of the geographic extents of visibility and the potential magnitude of change at a selection of viewpoints;
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Construction Effects – assesses the landscape and visual effects arising during the temporary construction stage; Landscape Effects – assesses the effects arising from the Proposed Development on the landscape fabric, landscape character and quality of the landscape designations within the Study Area; Visual Effects – assesses the effects arising from the Proposed Development on the visual amenity of the receptors within the Study Area; Cumulative Effects – considers the combined effects of the Proposed Development in combination with existing and consented developments; and Conclusions – a summary of the LVIA results. 13.1.3 Scope of the Assessment Study Area Taking a proportionate approach, a 4 km radius Study Area has been adopted from the Proposed Development for the assessment of landscape and visual effects. This has been informed by analysis of Zone of Theoretical Visibility (ZTV) maps and an early appraisal of potential effects for a Proposed Development of this scale in the context of the local landscape character and condition. It is considered that any significant landscape or visual effects would be confined well within this geographical area.
Consultation The LVIA process has been informed by consultation with West Lothian Council, who represent the Local Planning Authority of relevance to the Proposed Development. West Lothian Council was consulted in relation to the viewpoint locations, Matthew Watson (email response 2020/10/09 [email protected]). Matthew confirmed he was happy with the selected viewpoints. The following table describes the final list of viewpoints verified through subsequent field work.
Viewpoint Rationale Distance from Proposed Development Viewpoint 1 - View from Views would be experienced by 395 m to the south east A89/B8046 (Core Path 10); local recreational receptors - walkers and cyclists. (Core Path WL10) Viewpoint 2 - View from Uphall Views would be experienced by 170 m to the north. Station (Core Path 17) local recreational receptors. (Core Path WL17) Viewpoint 3 - View from Views would be experienced by 150 m to the south footbridge-A89 (Core Path 10) local recreational receptors (walkers). (National Cycle Route 754) Viewpiont 4- View from National Views would be experienced by 1.55km to the west Cycle Route 754 (Union Canal); local recreational receptors (walkers). (Countryside belt and Core Path WL17) Viewpoint 5 - View from Oatridge Views would be experienced by 2.3km to the south east. Golf Club. local recreational receptors (walkers). (Special Landscape area) Table 13.1: Viewpoint Locations
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13.2 Guidance and Methodology 13.2.1 Guidance The LVIA has been undertaken in accordance with best practice guidance, including the Guidelines for Landscape and Visual Impact Assessment 3rd Edition (GLVIA3); Institute of Environmental Management and Appraisal and the Landscape Institute, 2013.
In addition, the LVIA methodology takes cognizance of the following best practice guidance:
Landscape Character Assessment: Guidance for England and Scotland; Prepared on behalf of the Countryside Agency and Scottish Natural Heritage, Land Use Consultants, 2002; Landscape Character Assessment Topic Paper 6 – Techniques and Criteria for Judging Capacity and Sensitivity; the Countryside Agency and Scottish Natural Heritage, 2004; and Photography and Photomontage in Landscape and Visual Appraisal; Landscape Institute Advice Note 01/2011 (2011).
Reference has been made to other published guidance and relevant baseline information, including:
Lothian Landscape Character Assessment, SNH Review No. 98; ASH Consulting Group, 1998; West Lothian Landscape Character Classification, West Lothian Local Development Plan: background paper August 2014; Ordnance Survey Land ranger (1:50 000) and Explorer (1:25 000) maps; Field surveys; and Aerial photography.
13.2.2 Methodology The LVIA aims to identify and evaluate the potential landscape and visual effects arising from the Proposed Development. Wherever possible, identified effects are quantified, albeit the nature of landscape and visual assessment requires interpretation by professional judgement. In order to provide a level of consistency to the assessment, the prediction of magnitude and assessment of the residual landscape and visual effects have been based on pre-defined criteria.
GLVIA3 states that: “Professional judgement is a very important part of the LVIA.” (para 2.23) “In all cases there is a need for the judgements that are made to be reasonable and based on clear and transparent methods so that the reasoning applied at different stages can be traced and examined by others” (para 2.24).
Landscape assessments and Visual assessments are distinct, though linked procedures. The assessment of the landscape effects takes cognizance of the potential changes in the physical components of the landscape and associated changes in its character and how it is experienced, which may in turn affect the perceived value ascribed to the landscape.
Visual effects relate to changes in the composition of existing views as a result of changes to the landscape, to people’s responses to the changes and to the overall effects with respect to visual amenity.
The complete assessment methodology is set out in Appendix 13A. This incorporates definitions of landscape and visual sensitivity and magnitude of change, as well as matrices relating to the juxtaposition of these criteria to define the overall level of landscape / visual effect. Appendix A also clarifies the threshold at which these levels of effect would be considered significant. The appraisal that follows has been undertaken in accordance with this reasoning.
The LVIA is undertaken on the assumption that the Proposed Development would be experienced in clear visibility and the assessment is carried out on that basis. Where appropriate, comment is made in relation to lighting and weather conditions, including visibility in winter months during periods of seasonal leaf-fall.
The conclusion that some effects are ‘significant’ must not be taken to imply that they should warrant refusal in any decision-making process.
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13.3 Development and Mitigation 13.3.1 Proposed Development The proposed development is described in Chapter 3.
13.3.2 Landscape Design and Mitigation By its nature, the Proposed Development would result in landscape and visual effects which it would not be feasible to fully mitigate. However, the Proposed Development is located within the main Central Scotland arterial east-west corridor (M8, A89 Glasgow-Edinburgh rail-line) and partially contained by mature tree cover.
Given the location of the Proposed Development within the Livingston Countryside Belt, it will be important to mitigate the landscape and visual impacts at a local level. It is proposed to retain existing mature tree cover within The Site (in the west) as well as introduce new landscape features. In addition, the woodland edge species at Stankards Bing would be retained around the slopes with additional woodland planting proposed around at the western and eastern slope fringes of the Solar PV development.
The mature woodland within the Site (and around the periphery) would both contribute to creation of a high-quality landscape setting and provide partial screening of localised views of the Proposed Development. In addition, the introduction of green space, wetland SUDs areas, as well as areas of native wildflower meadow would provide both amenity and ecological value to the landscape proposals, these components form an integral part of the Proposed Development, and are therefore included in the consideration of potential landscape and visual effects. The landscape mitigation plan is illustrated on Figure 4. The landscape masterplan proposals have been designed to achieve the following landscape mitigation objectives:
Integrate the future Proposed Development with surrounding urban fringe and local landscape; Develop a framework for the Proposed Development with a clear landscape structure which enhances and interacts with the local landscape; Introduction of new landscape features and open space area to enhances the setting of the Proposed Development and provide green buffers and links to existing urban edges; Enhance existing footpaths within The Site (core path 17) and create new green link across Stankards Bing to enhance active travel links to Uphall/Broxburn; Retain existing woodland in the west to and woodland edge at Stankards Bing to provide containment and reduce visual impacts at a local level; and Consideration of development colour and materials, the proposed buildings would be constructed using modern equipment and technologies, with the aim of creating a high- quality edge to the M8.
13.4 Zone of Theoretical Visibility (ZTV) and Viewpoint Analysis The potential landscape and visual effects arising from the Proposed Development have been analysed in two ways:
Zone of Theoretical Visibility (ZTV) map analysis, to provide a general overview of the geographical extent of visibility of the Proposed Development within the Study Area; and Analysis of the potential effects at key viewpoints.
13.4.1 ZTV Analysis Theoretical visibility mapping of the Proposed Development has been prepared to a radius of approx. 4 km, as illustrated in Figure 13.1. The ZVI diagrams have been prepared based on the combination of the following built elements:
Solar PV (based 1.75m above existing ground heights; and Mixed Use - Commercial Building (12m high).
The ZTV has been prepared on the basis of ‘bare ground’ and does not take into account the potential screening effects of surrounding buildings and vegetation. With reference to the ZTV, the
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geographical extent of potential visibility would be concentrated to local areas within 2km, although visibility is affected at a local level by the built elements, undulating topography, concentration of mature tree cover. There is a high concentration of built elements in the south (eastern edge of Livingston) which combined with tree cover near Uphall Station would result in limited visibility. The nature of the topography in the south limits wider range visibility beyond 1.5km. There would be limited ZTV coverage beyond 3km and predominantly confined areas in the north east.
13.4.2 Viewpoint Analysis Viewpoint analysis has been carried out on a selection of key viewpoint locations to assess the likely magnitude of effects arising as a result of the Proposed Development. With reference to the geographical extent of visibility illustrated within the ZTV, a total of five viewpoints have been selected as being representative of the main views from publicly accessible locations within the Study Area (see Visualisations 1-5). Other potential viewpoints were visited as part of the site work to ascertain the wider geographical level of effect.
Viewpoint 1: View from A89 and Core Path 10 This viewpoint is located on the A89 at the junction with the B8046, 350 m to the north of the Proposed Development, within the East Calder / Livingston / Broxburn Plain Landscape Unit. It is representative of close proximity views of the Proposed Development as experienced by walkers and road users. The existing views are characterised by the road corridor and urban edge of Uphall and the adjoining areas of farmland with woodland. Views to the north are made of built features and road corridor vegetation.
Predicted View
Based on the addition of the Proposed Development, there would be partially filtered view of the solar array (south east) and partially filtered view of the mixed use development buildings to the south. The built form (mixed use) would be predominantly back clothed against the existing coniferous tree cover within The Site.
Effects on Visual Amenity
The sensitivity of road users assessed as being Medium at this location and walkers are of high sensitivity. The magnitude of change would be Moderate, resulting in Major/Moderate effects for walkers (significant) and Moderate for road users. This is based on the close proximity of the Proposed Development and proportion of view affected, balanced by the filtered / partially screened nature of visibility.
Landscape Effects
The East Calder / Livingston / Broxburn Plain Landscape Unit is assessed as being of Medium sensitivity to the Proposed Development. At this location, the Proposed Development would represent the introduction of a new feature within the Landscape Unit. However, the built form would be closely associated with the M8 route corridor and other built features, which exert a strong influence on this locality. There would be no loss of existing characteristic elements, such as the diversity of woodland / tree cover and no loss of farmland. The magnitude of change on landscape character would be Moderate and the effect would be Moderate. This is not considered to be significant based on the limited visual influence and existing urban fringe character of the locality.
Viewpoint 2: Uphall Station This viewpoint is located at the train station car park at 170m from The Site and is representative of close proximity views of the Proposed Development as experienced by walkers and train users. The existing views are characterised by the M8 road corridor and urban edge of Uphall Views to the north are made of built features and road corridor vegetation.
Predicted View
Based on the addition of the Proposed Development, there would be heavily filtered views of the mixed use development in views to north. The nature of the topography within The Site would result in only the two storey residential building being partially visible. The Solar PV would be fully screened as a result of intervening tree cover.
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Effects on Visual Amenity
The sensitivity of walkers is High with train users are assessed as being Medium at this location. The magnitude of change would be Slight and resultant level of effect as experienced by walkers would be Moderate, and not significant. The effects on rail users would be Moderate/Minor.
Landscape Effects
The East Calder / Livingston / Broxburn Plain Landscape Unit is assessed as being of Medium sensitivity to the Proposed Development. At this location, the Proposed Development would represent the introduction of a new feature within the Landscape Unit. However, the built form would be closely associated with the M8 route corridor and other built features, which exert a strong influence on this locality. There would be no loss of existing characteristic elements, such as the diversity of woodland / tree cover and no loss of farmland. The magnitude of change on landscape character would be Moderate and the effect would be Moderate. This is not considered to be significant based on the influence of existing infrastructure within the locality.
Viewpoint 3: Core Path 17 (Footbridge) This viewpoint is located at Core Path 17 at the footbridge (A89) located approx. 150m from the Proposed Development (Solar PV). It is representative of close proximity views of the Proposed Development as experienced by walkers and cyclist. The existing views are characterised by the urban edge of Broxburn and the adjoining areas of scrub with woodland. Views to the north are made of built features and road corridor vegetation.
Predicted View
Based on the addition of the Proposed Development, there would be partial heavily filtered views of the mixed used buildings to the south west and heavily filtered views of the Solar PV features to the south east.
Effects on Visual Amenity
The sensitivity of walkers and cyclist is assessed as being High. The magnitude of change would be Moderate, due the proportion of the view affected, although views of all the development features would be partially screened and heavily filtered by existing tree cover. The resultant level of effect as experienced by walkers would beModerate, significant.
Landscape Effects
The East Calder / Livingston / Broxburn Plain Landscape Unit is assessed as being of Medium sensitivity to the Proposed Development. At this location, the Proposed Development would represent the introduction of a new feature within the landscape unit, however the buildings and the ground-level infrastructure and solar PV would be predominately screened by tree cover. The magnitude of change on landscape character would be Moderate and the effect would be Moderate. This is not considered to be significant based on the influence of existing infrastructure within the locality.
Viewpoint 4: Union Canal on Cycle Route 754 This viewpoint is located at the Union Canal on Cycle Route 754 (Core Path 2) at approx. 1.5km to the east of the Proposed Development within the East Calder / Livingston / Broxburn Plain Landscape Unit. It is representative of views experienced by recreational users and existing views are characterised by open farmland with arable/pasture and hedgerows with urban fringe features.
Predicted View
Views of the Proposed Development would be confined to filtered views of the Solar PV located in the middle distance horizon, occupying a small proportion of the view.
Effects on Visual Amenity
The sensitivity of walkers and cyclist is assessed as being High. The magnitude of change would be Slight at most based on the partially screened / filtered nature of visibility. The resultant level of effect would be Moderate/minor, not significant.
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Landscape Effects
The East Calder / Livingston / Broxburn Plain Landscape Unit is assessed as being of Medium sensitivity to the Proposed Development. At this location, the Proposed Development would represent the introduction of a new feature within the landscape unit. The magnitude of change on landscape character would be Slight and the effect would be Moderate/Minor. This is not considered to be significant based on the influence of existing infrastructure within the locality.
Viewpoint 5: View from Oatridge This viewpoint is located on an unclassified road near Oatridge Golf Course at 2.3km within the transition of the Bathgate Hills Fringe and Bathgate Hills Landscape Units. Views would be open and panoramic with a high concentration of built features in the middle ground distance.
Predicted View
The Proposed Development would be located in the middle distance, beyond existing rolling farmland. All elements of the Proposed Development would occupy a small proportion of the view and be partially screened and heavily filtered by existing tree cover.
Effects on Visual Amenity
With reference to the distance of view and extent of intervening screening, the magnitude of change would be Negligible. The sensitivity of golfers and road users is considered to be Medium respectively, giving rise to Moderate/minor effect at this location. The effect experienced is not considered to be significant.
Landscape Effects
The viewpoint is located at the transition of Lowland Hills Fringes (Bathgate Hills Fringe Unit) and Lowland Hills and Valleys (Bathgate Hills Unit) is considered to be of Medium sensitivity. At this location, the Proposed Development would represent the introduction of a distant feature within a geographically separate character type. The effect upon the existing characteristics of the landscape character would be minimal. The magnitude of change on landscape character would be Negligible and the level of effect would be Negligible, not significant.
13.5 Construction Effects 13.5.1 Introduction Whilst it is the operational stage of the Proposed Development that would give rise to prolonged landscape and visual effects, temporary effects at the construction stage would also occur based on the following operations:
Erection of temporary perimeter fencing; Installation of temporary construction compound (including storage and welfare facilities); Creation of temporary laydown areas; Site clearance and excavation works for foundations; Increased vehicular movement within the Site; Gradual introduction of proposed buildings; and Reinstatement works, including the removal of the temporary accommodation.
The works detailed above would give rise to some landscape and visual effects. The detailed construction programme is not known at this stage. These effects would however be temporary and would mainly arise through the gradual introduction of proposed buildings within the Site. The effects arising from other operations, including the vehicle movement, construction of the fencing and excavation works would be localised, and whilst potentially visible, would not appear prominently in views from the surrounding areas. As such, the construction phase effects would be limited in extent and duration.
13.5.2 Construction Stage Landscape Effects During the construction stage, areas of the grassland and scrub within the Site would be removed. There would be localised areas of excavation required for the access road, water inlet and return pipes, and foundations of the buildings, resulting in a change to the current landscape fabric within
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the Site. There would also be a short term, temporary increase in vehicle movements to and from the Site. However, there would be no loss of existing vegetation / tree cover along the edge of The Site, which would remain unaffected. The installation of the Solar PV would require removal of some existing semi mature woodland edge and scrub species.
In terms of landscape fabric; the existing grassland and scrub land within the Site is considered to be of medium sensitivity to the Proposed Development due to its relative commonality and its ability to regenerate in a short period of time. Other elements, including the mature tree cover at edges of The Site would be unchanged. On balance, the magnitude of impact on landscape fabric would be slight, resulting in a moderate effects (not significant).
In terms of landscape character; the construction stage effects would be limited to a very localised part of the East Calder / Livingston / Broxburn Plain Landscape Unit, which is considered to be of medium sensitivity to the Proposed Development. The magnitude of change associated with the disturbance of the grassland and scrub within the Site would be tempered by the concentration of other built features which predominates throughout the locality. On balance, the magnitude of impact during the construction stage would be slight, resulting in a moderate effect. With reference to the localised nature of effects and limited duration, this would not be significant.
13.5.3 Construction Phase Effects on Visual Amenity The visual effects of the activities during the construction phase would be temporary, intermittent and limited to localised areas in the vicinity of the Site due to the containing effect of the retained tree cover around the Site and the typically low-lying nature of activities associated with site clearance / excavation. The main construction activities would be experienced against a background of existing tree cover within the Site associated. Views would be predominantly limited to road users on the B8046 and A89 (who are considered to be of medium sensitivity to the Proposed Development) and walkers of high sensitivity (Core paths 10 and 17). There would be a short term, temporary increase in vehicle movements to and from the Site. Along with the increase in traffic movement, the visual effects would occur primarily from the gradual appearance of the buildings within the landscape (which are considered below under operational effects). These activities would be tempered by the introduction of new areas of woodland planting within the Site. In summary, the visual effects of the construction phase are considered to be Slight at most, resulting in a Moderate to Moderate/minor effect at most on nearby receptors, not significant.
13.6 Operational Effects 13.6.1 Effects on Landscape Fabric The landscape features within the Site comprise vacant grassland, which is assessed as being of Medium sensitivity to the Proposed Development. The Proposed Development would result in the permanent loss of vacant grassland land within the Site and would be replaced with the proposed buildings, infrastructure, access and parking. This would account for a relatively small parcel of land within an expansive industrial area. Accordingly, the magnitude of change would be Moderate, giving rise to a Moderate effect, which is not significant.
As described in Section 13.3: Landscape Design and Mitigation, the Proposed Development would also incorporate new areas of native woodland / tree planting and the creation of wetland areas within the Site. This would represent the addition of beneficial landscape features to the locality that would exert increasing influence over time as they become more established. On balance, the magnitude of change would be Slight, giving rise to a Minor effect, not significant.
13.6.2 Effects on Landscape Character The effect of the Proposed Development on landscape character largely depends on the key characteristics of the receiving environment; the degree to which the Proposed Development may be considered to be consistent with or at odds with it; and how the Proposed Development would be perceived within its setting, with perceptions being influenced by:
distance to the Site; weather conditions; and the appearance and 'fit' of the Proposed Development.
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Effects on East Calder / Livingston / Broxburn Plain Landscape Unit The Proposed Development would introduce new buildings and associated access roads and car parking to East Calder / Livingston / Broxburn Plain Landscape Unit, resulting in effects that would be direct (affecting the Site itself) and indirect (affecting the visual and perceptual characteristics of the surrounding landscape). The footprint of the Proposed Development is approx. 11 Hectares and the buildings would be of relatively large size and exert increased density in relation to the existing industrial and commercial built elements. The proposed Solar PV panels are located within an area of brownfield or urban fringe. The ground-level infrastructure comprising access roads and parking areas would be closely associated with adjacent transport corridors, which would remain a pre- eminent influence on local landscape character
The overall sensitivity of this character area to the Proposed Development is assessed as being Medium, (refer to Appendix B). The location of the Site within a local area of industrial use / built up character means that the Proposed Development would not represent an incongruous feature with regard to its immediate surroundings.
At a localised level, within 200-300 m of the Proposed Development, the magnitude of change would be Moderate and the level of effect would be Moderate. This is not considered to be significant. The visual influence of the Proposed Development is reduced at a local level due to the screening effect of existing tree cover. With reference to the limited influence of the Proposed Development across wider parts of the East Calder / Livingston / Broxburn Plain Landscape Unit the magnitude of change across as a whole would be Slight at most. The level of effect would be Moderate/minor, not significant.
With regards to indirect effects, the Proposed Development would be partially screened from wider parts of the Landscape Unit by tree over within the Site, local topography and intervening woodland / tree cover.
Effects on the Livingston / Blackburn Plateau Landscape Unit (Lowland Plateaux) This landscape unit is located 0.4 km to the north west of the Proposed Development and extends further west to Dechmont. The landscape contains a high concentration of man-made elements including road corridors, retail and commercial development, there is also a significant amount of tree cover including; shelterbelts, road corrode planting and scrub. The overall sensitivity of the landscape is adjudged to be Medium/Low.
The Proposed Development would be partially screened (buildings) / filtered by intervening tree cover both within the Site and within the Landscape Unit. The magnitude of change would be Slight and the level of effect would be Moderate/minor. On balance, the Proposed Development would exert limited influence on the characteristics of the Livingston / Blackburn Plateau Landscape Unit.
Effects on the Bathgate Hills Fringe (Lowland Hill Fringes) This landscape is located 0.6 km to the north west of the Proposed Development and extends further north (over 5km) and north west to the Bathgate Hills. The landscape consists of undulating farmland with a patch work of arable and pasture, tree cover consists of hedgerows and scattered trees and is located within the Livingston Countryside Belt. The overall sensitivity of the landscape is adjudged to be Medium.
The ZTV coverage would be concentrated on the closest areas to the north west between A899 and Binny Craig (distances of between 0.6km and 2.7km. The Proposed Development would partially visible and heavily filtered as result of tree cover within the Site and local landscape and would represent the a very minor component within views (refer to viewpoint 5). The magnitude of change would be Slight and the level of effect would be Moderate / Minor, not significant.
Potential indirect effects on the other landscape units in wider parts of the Study Area would be limited based on their geographic separation from the Site and the extent of intervening built form. From open / elevated vantage points, the Proposed Development would be experienced within an industrial context.
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13.6.3 Effects on Landscape Designations Livingston Countryside Belt The Livingston Countryside Belt extends to the north east of the Livingston urban edge encompassing Uphall / Broxburn, and Pumpherston, extending further east as far as Newbridge. The Site is located at the edge of the Livingston Countryside Belt near the urban fringe of Uphall adjacent to main Central Scotland arterial east-west corridor (M8, A89 Glasgow-Edinburgh rail-line) contained within mature tree cover.
The Proposed Development would introduce new buildings and associated access roads and car parking resulting in effects that would be direct (affecting the Site itself) and indirect (affecting the visual and perceptual characteristics of the surrounding landscape).
At a localised level, within 200-300 m of the Proposed Development, the magnitude of change would be Moderate and the level of effect would be Moderate. This is not considered to be significant. The visual influence of the Proposed Development is reduced at a local level due to the screening effect of existing tree cover. With reference to the limited influence of the Proposed Development across wider parts of the Livingston Countryside Belt the magnitude of change across as a whole would be Slight at most. The level of effect would be Moderate/minor, not significant.
Bathgate Hills SLA The Bathgate Hills SLA is located approx. 2 km to the north of the Proposed Development and extends north west beyond 5km. The overall sensitivity of the landscape is adjudged to be Medium.
ZTV coverage is fragmented across the SLA and primarily focused across higher ridges and hill summits. From open vantage points the Proposed Development would represent a minor component within views. The Proposed Development would exert minimal influence on the existing attributes of the SLA and the magnitude of change would be Negligible and the level of effect would be Negligible, not significant. Large parts of the SLA would be completely unaffected.
13.6.4 Visual Effects This section examines the visual effects based on changes to the existing view as experienced by people within the surrounding landscape. This process draws on the results of the ZTV and viewpoint analysis.
Effects experienced by Local Residents Residential receptors are considered to be of High sensitivity in all cases. The visual assessment is described below, listed in order of increasing distance from the Proposed Development.
Uphall
Uphall is located between 170m and 240m at the closest point from the Proposed Development, the visual effects from these locations (Stankards Road and Johnstone Avenue) would be limited as result of intervening topography, built features, road corridor (landform and tree cover) and tree cover with The Site. A bank of mature woodland follows the A89 corridor east to Loaninghill Road which limits views to the south from the urban edge. The magnitude of change from the closest properties would Slight, resulting a Moderate effect.
Uphall Station Area
The residential development at Uphall Station (Clydevale Place, Marrfield Terrace, Beachwood Groove, Nettlehill Road) is located at distances of between 170m and 300m from the Proposed Development. Views of the Proposed Development (Mixed Use) would be heavily filtered by mature tree belt within The Site at the southern boundary (M8 corridor). In addition, views towards the Proposed Development would also be limited by intervening built features and tree cover near Uphall Station. The magnitude of change from the closest properties would Slight, resulting a Moderate effect.
Broxburn
Broxburn is located between 0.7km and 2.2km to the north east of the Proposed Development. The predicted visibility of the Proposed Development from the closest locations adjacent to the A89 would
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be confined to heavily filtered views of the Solar PV. Views from other locations within the settlement would limited as a result of the intervening buildings and other vegetation.
Livingston (Pumpherston)
The urban edge of Livingston (Pumpherston) is located between 1km and 2km to the south of the Proposed Development. Views of the Proposed Development (Mixed Use) would be heavily filtered by mature tree belt intervening built features and tree cover near Uphall Station. The magnitude of change from the closest properties would Slight, resulting a Moderate effect reducing to Minor and no effect from other locations within the settlement.
Roman Camp Cottages
Roman Camp Cottages is located adjacent to the M8 corridor between 900m and 1100m to the south east from the Proposed Development. Views would be heavily filtered by roadside tree cover. The magnitude of change from the closest properties would Slight, resulting a Moderate effect reducing to Minor and no effect from other locations within the settlement.
Isolated Dwellings
The main concentration of individual residential properties is located adjacent to the A89 and Beigh Burn to the east of the Proposed Development at distances of between 580m and 1200m. Views of the Proposed Development would be confined to filtered views of the Solar PV located in the middle distance horizon, occupying a small proportion of the view. The sensitivity of residents is assessed as being High. The magnitude of change would be Slight at most based on the partially screened / filtered nature of visibility. The resultant level of effect would be Moderate - Moderate/minor, not significant
Effects experienced by Recreational Receptors Recreational receptors include users of footpaths, cycle ways and those visiting outdoor attractions. They are assessed as being of High sensitivity in all cases. The assessment is described below, listed in order of increasing distance from the Proposed Development.
Core Path network
Core Path 17
The closest path to the Proposed Development is Core Path 17 and bisects The Site, connecting Uphall in the north with Uphall Station (via under pass M8). Much of the footpath route is flanked by tree cover and dense vegetation (refer to Figure 13.4). Views within The Site would be experienced at close range and predominantly consist of filtered views of mixed used buildings which would also be back clothed by existing shelterbelt planting (to be retained). The magnitude of change within the Site would result in a Substantial magnitude of change and the level of effect would be Major and significant.
Views from sections of the footpath in the north of the Site and approaches from Uphall from the north would consist of heavily filtered views of the Solar PV and mixed use buildings (Refer to Viewpoint 3). The magnitude of change would be Slight / Moderate and level of effect would range between Major/ Moderate and Moderate which would be significant in part.
There would be limited views from southern sections of path between the M8 and Pumpherston due to the retained tree cover within The Site and other intervening scrub and woodland located around the route. The magnitude of change would be Negligible at most, resulting in a Negligible level of effect, not significant.
Core Path 29/9
Core Path 29/9 is routed parallel to the M8 corridor connecting Livingston (west) with Roman Camp in the east the footpath is located at approx. 100m at the closest point to the Proposed Development. Views of the Proposed Development would be heavily filtered at close range due to the retained tree cover within The Site and mature vegetation located along the M8
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corridor. The magnitude of change would be Slight and resultant level of effect as experienced by walkers would be Moderate, and not significant.
Core Path 10
Core Path 10 is routed along the A89 corridor, connecting Ratho in the east with Dechmont in the west, the footpath is located at approx. 120m at the closest point to the Proposed Development (Solar PV). Views of the Solar PV would be limited at closest sections of the footpath due to intervening topography and retained woodland with the Site. There would be filtered views of the mixed used buildings at distance1of between 350m and 500m at the southern edge of Uphall between the footbridge and B8046 road (refer to Viewpoint 3). A combination of roadside landform and vegetation would also reduce impacts of the mixed use development features for the closest sections of footpath. The magnitude of change would range between Moderate and Slight. The resultant level of effect as experienced by walkers would range between Major/moderate and Moderate, which would be significant for more open parts of the route.
There would be limited visibility of the proposed development from sections of the route in the north west between the B8046 and A899 due intervening tree cover. Views of the Proposed Development from sections of the route near Broxburn in the east would be confined to heavily filtered views of the Solar PV. The magnitude of change experienced by walkers in these rout sections would be Slight, and the effects would be Moderate/minor, not significant
Core Path 2a/2b
Core Path 2a / 2b is routed along the Union Canal between Broxburn and River Almond in the south east and at the closest point is located at 1.7km from the Proposed Development. ZTV and visibility coverage would be concentred on sections of the route between A89 and Leireilaw with views consisting of Solar PV. Views of the mixed used built elements would be fully screened as result of intervening topography and tree cover. The magnitude of change from the closest path sections would range between Slight at and Negligible and the level of effect would range between Moderate and Moderate/minor, not significant.
Cycle Route 754
The level of effects experience on Cycle Route 754 is contiguous with Core 2a/2b and assessed above.
Uphall Golf Club
Uphall Golf Club is located between 450m and 1050mto the north-west of the Proposed Development. Views would be heavily filtered by intervening tree cover and tree cover with The Site. The magnitude of change would be Slight and the level of effect would be Moderate/minor, not significant.
Effects experienced by Vehicular Receptors Vehicular receptors and rail passengers are assessed as being of Medium sensitivity to the Proposed Development unless otherwise stated.
A89
The A89 is located to the north of The Site, ZTV coverage is relatively widespread, although the visual effects would be limited as result of intervening topography ad tree cover with The Site.
For road users traveling west from Newbridge, potential views of the Proposed Development would be restricted by intervening tree cover within farmland and at the road corridor. Views when travelling west near Broxburn would consist of filtered visibility of the Solar PV, other mixed use built elements within the Site would be screened by landform. As road users travel west there would be more open views towards The Site at approx. 1.8km near Station Road, there would partially screen and filtered views of the Solar PV.
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At close range views of the Solar PV would be limited at due to intervening topography and retained woodland with the Site. There would be filtered views of the mixed used buildings at distances of between 350m and 500m at the southern edge of Uphall between the footbridge and B8046 road (refer to Viewpoint 1). A combination of roadside landform and vegetation would also reduce impacts of the mixed use development features for the closest sections of footpath.
In summary, views of the Proposed Development would be experienced from very localised sections of the A89 and would be restricted by existing tree cover (within The Site), intervening buildings and industrial infrastructure located in the foreground along these sections. From the vast majority of the route there would be no views. The magnitude of change would be Slight and the level of effect would be Moderate/minor, not significant.
B8046
The B8046 is located immediately west of the Site boundary and is routed in the Study Area between Tarr Hill in the north and Mid Calder in the south. ZTV coverage is fragmented across the route and primarily focused along sections near The Site.
For road users traveling south, views of the Proposed Development would initially be screened by intervening buildings (near Wyndford) which would continue until the approach to the A89 at approx. 550m, where there would be partial views of buildings (mixed use) back clothed against the existing tree cover. There would also be partial / heavily filtered views of the Solar PV to the south east (Refer to Viewpoint 1). Views of the Proposed Development would continue as motorists travel south with views of the Solar PV decreasing due to the retained tree cover at Stankards Bing. Views of buildings (mixed use) would also decrease due to the receptor proximity to existing tree cover within The Site and would be confined to glimpsed views at the new site entrance. There would be no views of the Proposed Development beyond the M8 underpass due to intervening built elements and tree cover within the Site. the Proposed Development would be located behind the direction of travel. For road users travelling north, views would be extremely limited as result of intervening buildings and tree cover within The Site.
In summary, views of the Proposed Development would be experienced from very localised sections of the B8046 and would be restricted by existing tree cover (within The Site), intervening buildings and industrial infrastructure located in the foreground along these sections. From the vast majority of the route there would be no views. The magnitude of change would be Slight and the level of effect would be Moderate/minor, not significant.
M8
The M8 corridor abuts the southern boundary of The Site bad views would be extremely due to the concentration of tree cover both within The Site and at the corridor approaches. Furthermore, given the transient nature of road users (travelling at high speed along this section) any such views would be experienced very briefly. On balance, the magnitude of change experienced by road users on the A9 would be Slight, and the effects would be Moderate/minor, not significant.
Rail passengers on the Glasgow-Edinburgh
Views from the rail route views would be extremely due to the concentration of tree cover both within The Site and at the rail corridor. The magnitude of change based on the train being stationary would be Slight and the effects would be Moderate/Minor.
13.7 Cumulative Effects This section examines the potential cumulative effects of the Proposed Development in combination with the existing development in the locality. The screening opinion states the following with regards to other consented developments:
Environmental Assessment Report Page | 13.13 Uphall Park Development
There will be a cumulative impact with development under construction at Uphall, Station for 288 residential units (0050/P/08 & 0418/MSC/17). This impact is likely to be felt in terms of traffic impact and air pollution.
There is an existing permission to the east of the site on the site fronting the A89 (planning reference: 1060/FUL/17). There is unlikely to be a cumulative impact with this development.
Landscape and visual receptors described within the main LVIA as undergoing / experiencing a Negligible or Slight/Negligible magnitude of change (or less) are excluded from consideration in the cumulative assessment on the basis that the Proposed Development would exert such a limited effect in its own right that it would not meaningfully contribute to potential cumulative effects, and as such would not tip the balance from a minor cumulative effect to a significant cumulative effect.
13.7.1 Cumulative Landscape Effects Effects on East Calder / Livingston / Broxburn Plain Landscape Unit The Uphall Industrial Park is located adjacent to The Site and along with the M8 corridor and various scattered elements of commercial and retail to the west (Houston Moans) exert direct effects upon local landscape character in their own right. In addition, there is a consented commercial development proposed near the entrance to Uphall Industrial Estate at A89 and a consented residential development to the south near Uphall Station. With reference to Section 8.2, the primary effects of the Proposed Development would be focused within approximately 200-300 m of the Proposed Development where the magnitude of change would be Moderate and the level of effect would be Moderate. There would be some coalescence of these effects with the characterising influence currently exerted by the existing Uphall Business Park and Uphall Station, which is also appraised as extending out to approximately 200-300 m. The combined cumulative influence would encompass intervening parts of the Landscape Unit which comprise of urban fringe and farmland along the M8 and A89 corridors. However, these effects would diminish at greater distances due to the screening influence of tree cover within The Site surrounding both sites. As such, the cumulative magnitude of change across the wider parts of the East Calder / Livingston / Broxburn Plain Landscape Unit would be Slight, and the cumulative level of effect would be Moderate/minor.
13.8 Summary & Conclusions The Proposed Development is located adjacent to the M8, A89 and Glasgow-Edinburgh rail-line and is bound to the west by Station Road and east by Uphall Business Park. Core Path WL17 (Uphall to East Calder) bisects the site and provides a lit dedicated path for cycling and walking, providing active travel connections to amenities at Uphall, Uphall Station and East Calder.
The character of the local landscape is urban fringe / farmland with a high concentration of industry, road corridors and residential. The urban edge of Uphall is located approx. 175m from the Site (Solar PV) the north and Uphall Station (edge of Livingston) is located 250m the south. There are a number of commercial and industrial areas including Uphall Business Park (located adjacent to The Site) and Houston Industrial Estate, 400m to the south west.
The Proposed Development is located within the Livingston Countryside Belt and it is proposed to retain existing mature tree cover within The Site as well as introduce new landscape features to mitigate impact at a local level. The retention of the mature woodland within the Site would contribute to the creation of a high quality landscape setting as well provide partial screening of localised views of the Proposed Development. In addition, the introduction of green space, wetland SUDs areas, as well as areas of native wildflower meadow would provide both amenity and ecological value to the landscape proposals, these components form an integral part of the Proposed Development.
Significant visual effects would be focused on a small number of receptors located in closest proximity to the Site. This includes recreational receptors on Core path 17 within The Site and Core Path 10 (A89). These views would be significant, albeit experienced transiently and would be of short duration. Visibility would rapidly diminish from other more distant sections of the route based on tree cover within The Site and increased levels of screening by intervening tree cover along the routes.
Environmental Assessment Report Page | 13.14 Uphall Park Development
In terms of cumulative effects of the Proposed Development in association with the existing and consented developments There would be some coalescence of effects with the characterising influence currently exerted by the existing Uphall Business Park and Uphall Station, where the magnitude of change would be Moderate and the level of effect would be Moderate. There would be no significant cumulative effects on wider landscape character or any landscape designations
In conclusion, it is appraised that the Proposed Development could be accommodated at the Site with limited and relatively localised effects on landscape character and visual amenity.
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