The proposed scheme

Scheme Objectives

The objectives for the proposed scheme, as set out in the A75 Strategic Assessment Report , are as follows:

• Reduce the environmental impacts and severance caused by strategic traffic using the A75 Trunk Road within Springholm and Crocketford, by achieving a reduction in traffic of at least 50%, and enhance placemaking opportunities from year of opening.
• Improve the resilience and reliability of the A75 Trunk Road, including for freight travelling to and from the ports at Cairnryan, by reducing time lost due to slower moving vehicles and incidents locally to increase the average speed and reduce the variation in average speed from year of opening.
• Reduce local accident rates and severity through reducing Killed or Seriously Injured (KSIs) by 65% in line with Road Safety Framework targets, and contribute to improving safety on the A75 trunk road within five years of opening.
• Contribute towards sustainable economic growth locally and for the region by creating potential for local land-use opportunities to increase planning applications over the longer term.
• Increase sustainable travel choices and increase the local sustainable transport mode share by 50%, within a year of opening.

Scheme Location

The proposed scheme location and improvement strategies (including a 2km buffer) are shown on Figure 2-1. Study areas have been identified for each of the individual environmental factors according to their relevant assessment requirements. The remaining chapters of the report detail information on specific study areas.

The existing A75 between Allanton Roundabout in the south-west and Drummore Roundabout in the north-east is predominantly surrounded by agricultural land with some pockets of woodland. There are two lochs in proximity to the improvement strategies; Auchenreoch Loch which is directly north of the A75, and Milton Loch which is approximately 1.1km south-east of the A75. Urr Water runs under the A75 approximately 3.4km south of Springholm.

The villages of Springholm and Crocketford are the only two remaining settlements that the A75 trunk road still directly passes through, with Brae situated adjacent to the road. The route also passes to the south of the villages of Shawhead, Kirkpatrick Durham, Old Bridge of Urr and to the north of the villages of Milton, Hardgate, Haugh of Urr. The town of Castle Douglas is located directly south of Allanton roundabout.

Further detail of the environmental features present, including locations, can be found in the relevant environmental factor chapters and Figure 2-2(A to E) .

Scheme Description

Existing Infrastructure

The existing A75 between Allanton Roundabout and Drummore Roundabout is approximately 18.5 km long and predominantly comprises single carriageway. There are three overtaking sections present within the DMRB Stage 1 Assessment Corridor (two in the westbound direction and one in the eastbound direction), with laybys interspersed along the existing carriageway.

Description of Improvement Strategies

Six improvement strategies have been subject to assessment in this EAR. The development of these improvement strategies involved our technical specialists (engineering, environmental, traffic, economics and other design disciplines), providing advice and highlighting the major and minor constraints within and in proximity to the DMRB Stage 1 Assessment Corridor. The strategies were further refined by the engineering team and the final improvement strategies assessed were as follows.

Improvement Strategy 1

Improvement Strategy 1 is offline and leaves the existing A75 at Allanton Roundabout. It then runs north-west of Springholm, Auchenreoch Loch and Crocketford, before rejoining the existing A75 at Drummore Roundabout. It would involve the construction of a new carriageway between the Allanton and Drummore roundabouts. The total length of the improvement strategy is approximately 19km.

This improvement strategy would include a number of structures over watercourses including Urr Water. In addition, further structures and/or junctions may be required for the existing A75, B795, B794, A712, Core Path IRON/72/1, several C-roads and private accesses. This improvement strategy passes through areas of undulating topography and native woodland. A number of properties lie within the improvement strategy. Improvement Strategy 1 is shown on Figure 2-1.

Improvement Strategy 2

Improvement Strategy 2 is offline and leaves the existing A75 at a location approximately 2.7km south of Springholm. It then runs north-west of Springholm, Auchenreoch Loch and Crocketford before rejoining the existing A75 at a location approximately 0.8km north-east of the settlement of Brae. It would involve the construction of a new carriageway between the existing A75 / B794 junction and the existing A75 to north-east of Brae. The total length of the improvement strategy is approximately 12.4km.

This improvement strategy would include a number of structures over watercourses. In addition, further structures and/or junctions may be required for the existing A75, A712, Core Path IRON/72/1, several C-roads and private accesses. This improvement strategy passes through areas of undulating topography. A number of properties lie within the improvement strategy. Improvement Strategy 2 is shown on Figure 2-1.

Improvement Strategy 3

Improvement Strategy 3 is online and follows the route of the existing A75 from the south of Springholm to the north of the Crocketford. This includes the sections of existing A75 subject to the 30mph speed restriction. The total length of the improvement strategy is approximately 5.4km.

This improvement strategy would include the widening or replacement of the existing structures over watercourses. In addition, further structures and/or junctions may be required for the A712, several C-roads and private accesses. A large number of properties lie within the improvement strategy. Improvement Strategy 3 is shown on Figure 2-1.

Improvement Strategy 4

Improvement Strategy 4 is offline and leaves the existing A75 at a location approximately 0.8km south-west of Springholm. It then runs to the south-east of Springholm, parallel to the existing A75 for approximately 1.2km, before continuing south-east of Crocketford and re-joining the existing A75 approximately 0.6km north-east of Crocketford. It would involve the construction of a new carriageway between the south-west of Springholm and the north-east of Crocketford. The total length of the improvement strategy is approximately 6.0km.

This improvement strategy would include a number of structures over watercourses. In addition, further structures and/or junctions may be required for the existing A75, several C-roads and private accesses. This improvement strategy passes through areas of undulating topography. A number of properties lie within the improvement strategy. Improvement Strategy 4 is shown on Figure 2-1.

Improvement Strategy 5

Improvement Strategy 5 is offline and leaves the existing A75 approximately 0.4km south of the Ramhill Bridge over Urr Water. It then runs south-east of Springholm and passes south-east of Auchenreoch Loch and Crocketford and north-west of Milton Loch before rejoining the existing A75 near the settlement of Brae. It would involve the construction of a new carriageway between the south of Ramhill Bridge and the south of Brae. The total length of the improvement strategy is approximately 11km.

This improvement strategy would include a number of structures over watercourses including rr Water. In addition, further structures and/or junctions may be required for the existing A75, the B794, Core Path IRON/72/1, Core Path URR/603/1, several C-roads and private accesses. This improvement strategy passes through areas of undulating topography and native woodland. A number of properties lie within the improvement strategy. Improvement Strategy 5 is shown is shown on Figure 2-1.

Improvement Strategy 6

Improvement Strategy 6 is offline and leaves the existing A75 at Allanton Roundabout. It then follows a route south-east of Springholm, Crocketford and Milton Loch. It also passes to the east of Haugh of Urr, Hardgate and Milton, running parallel to the Old Military Road for the majority of the route, rejoining the existing A75 at the Drummore Roundabout. It would involve the construction of a new carriageway between the Allanton and Drummore roundabouts. The total length of the improvement strategy is approximately 17.2 km.

This improvement strategy would include a number of structures over watercourses including overUrr Water. In addition, further structures and/or junctions may be required for the existing A75, the Old Military Road, the B794, several C-roads and private accesses. This improvement strategy passes through areas of undulating topography and native woodland. A number of properties lie within the improvement strategy. Improvement Strategy 6 is shown on Figure 2-1.

Construction Operation and Long-Term Management

Following the DMRB Stage 1 Assessment, a DMRB Stage 2 Assessment will be undertaken. DMRB Stage 2 will involve the development and assessment of route options within the improvement strategies taken forward from DMRB Stage 1. The outcome of the DMRB Stage 2 Assessment will be the identification of a preferred route option.

Future progress would require completion of a DMRB Stage 3 Assessment which would involve further design development and assessment of the preferred route option. Statutory processes (including publication of draft Orders, an Environmental Impact Assessment Report and a Public Local Inquiry if required) would require to be successfully completed before consideration could be given to a procurement process to appoint a contractor and subsequent construction of the project.

For the purposes of this DMRB Stage 1 EAR, the assumed illustrative opening year is 2035. These dates are used where relevant as the basis of environmental factor assessments.

During construction, it is anticipated that the contractor would require parcels of land to use for site compounds, materials storage for permanent and temporary works and haul roads for vehicles to allow heavy machinery and personnel to move around the site. The areas that would only be affected by temporary works are unknown at the time of reporting this EAR. Any land required by the contractor would be restored to the reasonable satisfaction of the owners of the land.