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12 Access, Traffic & Transport pedestrian delay and amenity; 12 Access, Traffic & Transport accidents and safety; hazardous loads; and dust and dirt. 12.7 Visual effects and noise are addressed in Chapter 6: Landscape and Visual Amenity and Chapter Introduction 11: Noise respectively. No hazardous loads are associated with the Development therefore this effect has not been assessed. 12.1 This chapter considers the potential access, traffic and transport effects associated with the construction and operation of the North Lowther Energy Initiative (the ‘Proposed Development’) on the surrounding Effects Scoped Out public road network and sensitive receptors. The chapter includes: 12.8 On the basis of the desk based study undertaken, the professional judgement of the EIA team, a description of the assessment methodology and significance criteria used in completing the experience from other relevant projects, and feedback received from consultees, the following topic assessment; areas have been ‘scoped out’ of detailed assessment as proposed in the Scoping Report (January 2016): the current baseline traffic and transport conditions; The effects of traffic associated with the operational stage. Once the Development is operational, the amount of traffic generated will be minimal and will relate to the maintenance of wind turbines only. identification and assessment the likely environmental effects associated with increased traffic levels; Vehicles used for maintenance are likely to be utility vehicles (typically 4x4s or light goods vehicles identification and description of the mitigation measures proposed to address any significant effects; (LGVs)). There may, on rare occasions, be the need for heavy goods vehicle (HGV) access to the and wind turbines. It is estimated that in the worst-case scenario, operational vehicles equate to no more than 10 utility vehicles a month and two HGVs per month. With respect to traffic and transport, the assessment of any residual effects post mitigation implementation. operational stage of the Development is therefore not assessed in this chapter. 12.2 Planning policies of relevance to this assessment are provided in Chapter 5: Policy Context. Noise and Whilst not contained within the Scoping Report, the effect of construction related vehicles on the road vibration effects associated with construction traffic are covered in detail in Chapter 11: Noise. network, with respect to traffic flows both in isolation and cumulatively, is considered highly unlikely 12.3 The Access, Traffic and Transport chapter has been undertaken by SYSTRA Ltd and is supported by: to be significant. Therefore, it is considered that detailed junction capacity assessments are not required and have subsequently not been carried out. Appendix 12.1: Abnormal Loads Assessment; and Whilst not referred to specifically in the Scoping Report, as noted above, no hazardous loads are Appendix 12.2: Construction Traffic Management Plan (CTMP). associated with the Development therefore this has been scoped out. Scope of the Assessment Assessment Methodology Effects Assessed in Full Legislation and Guidance 12.4 The assessment is made with reference to the Development, as described in Chapter 4: Scheme 12.9 In undertaking the assessment of potential traffic and transport effects on the road network and Description. sensitive receptors, the following guidance documents have been referred to: 12.5 Within the study area (described in paragraphs 12.14 to 12.19) the following traffic and transport effects Institute of Environmental Management and Assessment (IEMA), “Guidelines for the Environmental have been considered: Assessment of Road Traffic (1993)” (‘the IEMA Guidelines’);i effects on the road network as a result of traffic generated by the construction of the Development; Institute of Highways and Transportation (IHT), “Guidelines for Traffic Impact Assessment (1998)ii”; effects of transporting abnormal loads to the Development1; and and iii potential cumulative traffic and transport effects associated with windfarms and other developments Department for Transport (DfT), “Design Manual for Roads and Bridges (DMRB) ”. (committed or in planning) which may utilise the same road network during construction of the 12.10 The methodology used in this assessment adheres to that set out in the IEMA Guidelines. The guidelines Development. suggest that to determine the scale and extent of the assessment and the level of effect the 12.6 The assessment is structured around the consideration of potential environmental effects related to Development will have on the surrounding road network, the following two ‘rules’ should be followed: traffic and transport as identified by the IEMA Guidelines (further details on the methodology are Rule 1 - Include road links where flows are predicted to increase by more than 30% (10% if affecting provided in paragraphs 12.9 to 12.11 below): a sensitive area) or where the number of HGVs is predicted to increase by more than 30%; and noise; Rule 2 - Include any other specifically sensitive areas where traffic flows are predicted to increase by visual effect; 10% or more. severance; 12.11 Rules 1 and 2 are used to determine whether or not a full assessment of effects on routes within the study area is required as a result of intensification of road traffic. driver delay; 12.12 The IEMA Guidelines (paragraph 2.5) state that sensitive receptors to traffic include: hospitals, churches, schools and historical buildings. The study area and sensitive receptors are described in detail below. 1 Indivisible turbine components need to be transported to the Development Area from the selected Port of Entry via the public road network in the form of abnormal loads. Abnormal loads are defined by the Department for Transport (DfT) as a vehicle with: a weight of more than 44,000kg; an axle load of more than 10,000kg for a single non-driving axle and 11,500kg for a single axle; a width of more than 2.9m; and a rigid length of more than 18.65m. This definition is also used by Police Scotland. Abnormal loads may require a police escort and will likely restrict traffic along the route for a short duration of time. North Lowther Energy Initiative Environmental Statement 12-1 May 2017 Consultation Consultee Scoping/Other Issue Raised / Comment Response/Action Taken and Date Consultation 12.13 In undertaking the assessment, consideration has been given to the scoping responses and other Leadhills Formal Scoping Raised concerns in relation to Access Access Option C is no longer proposed. consultation undertaken as detailed in Table 12.1. Community Consultation Option C in relation to safety, noise Table 12.1: Consultation Responses Council and disturbance caused by construction traffic. 23rd February Consultee Scoping/Other Issue Raised / Comment Response/Action Taken 2016 and Date Consultation Wanlockhead Formal Scoping Raised concerns in relation to Access Access Option C is no longer proposed. Dumfries & Post-Scoping 1. DGC Roads Officer advised that 1. SYSTRA has consulted with DGC as Village Council Consultation Option C in relation to safety, noise Galloway Meeting with approval should be obtained from part of the EIA to obtain specific views th and disturbance caused by Council (DGC) Roads Officer DGC Bridges and Structure Unit on on the use of these routes. 24 February construction traffic. Roads Service the use of the B740 and B797 due to 2016 potential constraints. 2. Access reports including swept path 15th March analysis have been prepared by SYSTRA. 2016 2. The access routes should be This information will be a Technical Study Area assessed in full and the extent of any Appendix to the ES. necessary works identified and 12.14 The study area for the assessment of traffic and transport has been predicated on the potential access accompanied by swept path analysis. 3. This Chapter contains a full breakdown of the expected vehicle points to the Development Area and the proposed routes to these accesses from the external road 3. The ES should detail the volume of movements associated with the potential network. To determine appropriate routes to the Development Area, a detailed assessment of the aggregate and vehicle movements requirement to import stone / surrounding road network has been undertaken. This involved a comprehensive desk based study and associated with the use of onsite aggregates. multiple site visits to fully understand the surrounding road network, to identify potential sensitive borrow pits so that any effects on importing aggregate, if necessary, 4. A CTMP is included as a Technical receptors, and to highlight potential pinch points which could restrict abnormal loads. can be assessed. Appendix 12.2. 12.15 The Abnormal Loads Assessment has been prepared on the basis of abnormal load vehicles routing to 4. A Traffic Management Plan is to be site from the strategic road network via the M74 trunk road (T), the B7078 and the B740 towards the agreed in writing with the police and Development Area access points. The route is illustrated on Figure 12.1. roads authorities. 12.16 In addition to the abnormal loads, there is also a need to transport general construction materials South Formal Scoping 1. SLC expressed concerns in relation 1. SLC’s Structures Section will be Lanarkshire Consultation to the access routes to site due to consulted at the application stage (concrete, aggregates, pipes, cabling, etc.) to the Development Area and to remove forestry in standard Council (SLC) bridges, cattle grids and culverts. regarding the widths and load carrying HGVs. The route for general construction traffic will depend on the source of the materials required. This th capacity of each structure. assessment will consider the effects of HGVs following the same route as the abnormal loads and a route 4 March 2. SLC stated that transporting 2016 abnormal loads to Access Points A, B 2. Access Point C (to the south of from the A76 (T) to the south of the Development. and C (access to the south of Wanlockhead) is no longer being 12.17 Traffic will also be generated by workers commuting to / from the Development.
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