6 Land Use 6.1 Introduction 6.2 Approach and Methods 6.4 Potential Impacts 6.5 Potential Mitigation 6.6 Summary of Route Corridor Options Assessment 6.7 Scope of Stage 3 Assessment 6.8 References

6 Land Use

6.1 Introduction

6.1.1 This chapter presents the assessment of the Stage 2 route corridor options for the Forth Replacement Crossing in terms of existing and future land use. The types of land use addressed in this chapter include agriculture, community land, buildings and commercial areas and development land.

6.1.2 The assessment focuses on the direct impacts of the route corridor options including agricultural, community or allocated development land that may be lost and also of residential or commercial buildings that may be demolished. Possible mitigation measures that could be put in place to prevent, reduce or compensate for adverse effects are also identified.

6.1.3 The assessment focuses on operational impacts. Potential land use impacts during construction are considered separately in Chapter 17 (Disruption Due to Construction).

6.2 Approach and Methods

6.2.1 In accordance with DMRB (Volume 11: Section 3), for the purposes of this assessment ‘land use’ is assumed to comprise the following topic areas:

effects on residential and commercial land use;
loss of land used by the community;
effects on development land;
effects on agricultural land; and
effects on waterway development or restoration projects.

6.2.2 The objective of DMRB Stage 2 assessment is to undertake sufficient baseline data collection and assessment to support the selection and refinement of route corridor options. The assessment therefore focuses on land use directly affected by the route corridor options and includes:

a broad estimate of the type and number of properties at risk of demolition or land take;
an estimation of the likely loss of community land or areas which fall within local authority development designations; and
a broad assessment of the likely impacts on individual farm units and on any designated agricultural areas; and
consideration of the effects on proposals for restoration of un-navigable, disused or abandoned waterways or development of new waterways.

Baseline Conditions

Residential and Commercial Land

6.2.3 Baseline conditions were determined for residential and commercial properties through a review of Ordnance Survey (OS) maps, ArcView GIS and site surveys.

Community Land

6.2.4 Community land was identified through a review of OS maps, ArcView GIS, site surveys and review of Local Plans. A survey of the number of users has not been undertaken as knowledge on the type or level of users is not essential for Stage 2 particularly given the low level of community land affected.

6.2.5 For the purposes of this land use assessment, community land is considered to specifically relate to areas that provide an established public recreational resource (such as playing fields, Country Parks, or areas identified as community land within Local Plans i.e. Public Open Space). The potential for other areas to be used for informal recreation is also recognised, however this will be considered further at Stage 3 following consultation with landowners and community councils, and utilising feedback gained from public exhibitions.

Development Land

6.2.6 Potential development land was identified using land allocations set out in the relevant Development Plans for Fife Council for the northern route corridor options and the City of Edinburgh Council and West Lothian Council for the southern route corridor options. The three local authorities were contacted to identify current planning applications within the study area and a brief review of planning applications was also undertaken.

Agricultural Land

6.2.7 Information on the land capability of existing agricultural land was obtained from the Macaulay Land Use Research Institute (MLURI). The MLURI Land Capability for Agriculture classification system provides an indication of the capability of the land to grow certain types of crops and grass. Land is classified into seven main classes, some of which have sub-divisions. Class 1 is the best quality land and Class 7 is the poorest. Classes 1, 2 and 31 are regarded as the best and most versatile agricultural land and are referred to as prime quality land. The requirement to notify Scottish Ministers of applications affecting prime agricultural land was withdrawn in October 2002. However, Scottish Planning Policy (SPP)15: Planning for Rural Development states that prime quality agricultural land should continue to be protected and only used to meet strategic development objectives.

6.2.8 Agricultural land interests were identified as part of the landowner consultation process. This involved the identification of all owners of land directly affected by the emerging route corridor options or in close vicinity through direct consultation with landowners and using title deeds where available. Agricultural land use was identified using a combination of site visits to the locality, OS maps, aerial photographs and local knowledge. The assessment focuses on those areas classified by MLURI as agricultural land and includes areas of grassland, arable fields and woodland. In addition, the extent of the land holdings was determined as well as the form of land tenure.

6.2.9 Although woodland is included in the assessment of impacts on land owners, any commercial use of such woodland is not identified at Stage 2. Value of woodland was however considered qualitatively as low, moderate or high value by taking into account likely commercial, conservation, species or age characteristics that are assessed as being of moderate value.

Waterway Projects

6.2.10 No un-navigable, disused or abandoned waterways have been identified at this stage although ongoing consultation is being undertaken and if necessary this will be considered further at Stage 3.

Impact Assessment

6.2.11 As described below, significance of impacts on community land and agricultural land are assessed taking into account receptor sensitivity and impact magnitude. However, a different approach is described for assessment of residential and commercial land and of development land as standard significance terms are not used.

Impacts on Residential and Commercial Land

6.2.12 The assessment of residential and commercial uses does not assign standard significance terms (e.g. ‘Moderate’ significance), and is instead based on qualitative assessment of the direct adverse impacts caused by changes in access or land take as a consequence of the footprint of the route corridor. This approach is followed for residential uses because all such receptors are considered to be high sensitivity and for commercial uses because it is difficult to confirm impact significance without incorporating detailed assessment of businesses viability (which was not considered appropriate at this stage in the project; refer to Limitations to Assessment below).

6.2.13 It should be noted that there would also be potential indirect impacts such as changes in visual amenity, air quality and traffic noise. These are considered respectively in Chapter 11 (Visual), Chapter 13 (Air Quality) and Chapter 14 (Traffic Noise and Vibration) but indirect impacts on individual properties or businesses in the context of changes in land use cannot be determined at this stage.

Impacts on Community Land

6.2.14 Assessment of the impact of route corridor options on community land was undertaken by applying the sensitivity and magnitude criteria given in Table 6.1 and Table 6.2 below. The impact significance was then determined using Table 6.3.

Table 6.1: Criteria for Sensitivity of Community Land

Sensitivity	Description
High	Community land of national importance, e.g. National Parks.
Medium	Land used by the community on a regional scale, e.g. Country Parks, forests and other land managed in such a way as to attract visitors from a regional (or wider), catchment.
Low	Locally used community land, e.g. local parks and playing fields.

Table 6.2: Magnitude of Impact Criteria for Community Land

Magnitude of Impact	Description
High	>50% loss of land and/or complete severance of an identified area of community land.
Medium	Loss of part of a site (between approximately 15% and 50%) and/or major severance of an identified area of community land.
Low	<15% loss and/or partial severance of an identified area of community land.
Negligible	Very slight change from the baseline condition. Change hardly discernible, approximating to a ‘no change’ in conditions.

Table 6.3: Matrix for Determination of Impact Significance for Community Land

Magnitude / Sensitivity	Negligible	Low	Medium	High
High	Slight	Slight/Moderate	Moderate/Substantial	Substantial
Medium	Negligible/Slight	Slight	Moderate	Moderate/Substantial
Low	Negligible	Negligible/Slight	Slight/Moderate	Moderate

Impacts on Development Land

6.2.15 The assessment of development land does not use the standard significance criteria and instead qualitatively considers where the route corridor options directly conflict with a development land allocation or planning approval, leading to either partial or total loss of the development capability of the sites preferred use. This approach is followed as it is difficult to determine the magnitude or sensitivity of effects due to the uncertainties concerning the nature of future development. Potential changes in air quality, traffic and noise are considered respectively in Chapter 11 (Visual), Chapter 13 (Air Quality) and Chapter 14 (Traffic Noise and Vibration). The assessment considers potential changes in amenity but indirect impacts on individual applications in the context of changes in land use cannot be determined at this stage.

6.2.16 Detailed information on development plans for Fife, Edinburgh and West Lothian is considered separately in Chapter 18 (Policies and Plans). The Policies and Plans chapter also highlights other major developments that are likely to take place within the study area during similar timeframes as the Forth Replacement Crossing which may give rise to cumulative effects.

Effects on Agricultural Land

6.2.17 Assessment of the impact of route corridor options on agricultural land use was undertaken by applying the sensitivity and magnitude criteria given in Table 6.4 and Table 6.5 below. The impact significance was then determined using Table 6.6.

Table 6.4: Sensitivity of Receptor for Agricultural Land

Sensitivity	Characteristics
High	Presence of prime quality land (Class 1, 2 and 31). Arable cropping or intensive livestock systems (e.g. dairying). High value woodland that is rare or distinctive and susceptible to small changes.
Medium	Presence of land of moderate quality (Class 32, and 4). Mixed cropping and livestock systems of moderate intensity. Moderate value woodlands tolerant to moderate levels of change.
Low	Presence of land of low quality (Class 5, 6 and 7). Extensive livestock systems or agricultural land in non-agricultural use. More commonplace woodland tolerant of noticeable change or undergoing substantial development.

Table 6.5: Magnitude of Impact for Agricultural Land

Magnitude of impact	Impact Description
High	Loss of more than 10% of the land holding. High degree of severance extending to more than 20% of the land holding. Access to agricultural and forestry land restricted. Noticeable change to the woodland over a wide area or an intensive change over a limited area.
Medium	Loss of between 5% and 10% of the land holding. Moderate degree of severance extending to between 10% and 20% of the land holding. Access to agricultural and forestry land compromised. Small changes to the woodland over a wide area or a noticeable change over a limited area.
Low	Loss of less than 5% of the land holding. Low degree of severance extending to less than 10% of the land holding. Minimal change in access to agricultural and forestry land. Very minor changes to the woodland over a wide area or minor changes over a limited area.
Negligible	Negligible change to any of the above factors.

Table 6.6: Matrix for Determination of Impact Significance for Agricultural Land

Magnitude / Sensitivity	Negligible	Low	Medium	High
High	Slight	Slight/Moderate	Moderate/Substantial	Substantial
Medium	Negligible/Slight	Slight	Moderate	Moderate/Substantial
Low	Negligible	Negligible/Slight	Slight/Moderate	Moderate

6.2.18 As indicated in Table 6.5 above, the magnitude of impacts was estimated by using professional judgement, taking into account factors such as land take, severance and access. Severance effects refer to where the road cuts through land parcels, potentially affecting access and also creating field sizes and shapes which may become impractical for agricultural use. Severance is calculated based on the area affected by the footprint of the route corridor options together with any areas of severed land parcels that would be rendered redundant for agricultural use.

Limitations to Assessment

6.2.19 The baseline information presented in this chapter is based on data available at the time of assessment. More detailed assessment will be undertaken at Stage 3 as indicated below. However, the assessment as reported in this chapter is considered to provide a sufficiently robust basis for DMRB Stage 2 assessment.

Residential and Commercial Land

6.2.20 Due to the sensitive nature of the assessment and ongoing refinement of route corridor options, interviews have not been undertaken with businesses at this stage. A more detailed assessment of the effects on land owners, farms and businesses will be undertaken in Stage 3, including consideration of issues such as commercial viability and also effects such as changes in traffic flows, noise, air quality and visual impacts on individual businesses and residential properties.

6.2.21 It is possible that as the scheme design is progressed through Stage 3, the construction requirements may result in a change to the assessment of property demolitions. Similarly, it should be noted that the estimates of land take are based on the footprint of the route corridor options including currently anticipated junction designs and earthworks. At this stage however, no provision is made for potential additional land take required for aspects such as landscape planting or other essential mitigation.

Community Land

6.2.22 Community Land has been defined as described in paragraph 6.2.4. However, as noted in Chapter 15 (Pedestrians, Cyclists, Equestrians and Community Effects), the Land Reform (Scotland) Act 2003 establishes statutory rights of responsible access on and over most land. It is therefore acknowledged that additional areas of privately owned land may be used informally by the community. These will be identified through consultation at Stage 3 and assessed, with mitigation proposed as necessary.

Development Land

6.2.23 In-confidence views of councils regarding the potential impact on local development policies were not specifically obtained as part of the environmental assessment. However, the project team (including Traffic and Roads Teams) and Transport Scotland have held meetings with the councils to obtain views and these have been taken into account as appropriate during development of the Stage 2 route corridor options.

Agricultural Land

6.2.24 Information on agricultural land capability is based on MLURI Land Capability for Agriculture data. In accordance with this information, the area of land to the west of the A90 (affected by North Corridor Option 2) is not classified as agricultural land and is therefore not included in the assessment. This relates to the land at Castlandhill (approximately 87,055m²), Broomhall Estate (approximately 61,449m²) and also land owned by Fife Council (approximately 8,145m²). Although this area (156,699m² or 15.7ha in total) is classed as ‘land covered up by built up areas, quarries, ground workings or collieries’, during the walkover survey, it was noted that some fields in this area may be used for agriculture. This information will be verified through detailed survey work and consultation in Stage 3.

6.2.25 As per the Commercial and Residential assessment, interviews with agricultural land interests are not part of this assessment but will be undertaken at Stage 3 once a preferred corridor has been identified. Absolute and percentage loss of agricultural land has been estimated using current understanding of landowner boundaries, identified through landowner consultation and legal title deeds where available. These are indicative only as landownership will continue to be informed by ongoing legal title deed searches by Transport Scotland as the project progresses. As such the landowner boundaries are not shown on the figures.

6.3 Baseline Conditions

6.3.1 Land use within the study area is indicated on Figures 6.1 and 6.2 (agricultural use and general use respectively), and described further below.

Residential and Commercial Land

6.3.2 The main concentrations of residential properties to the north of the Firth of Forth are located in the settlements of North Queensferry, Rosyth, Dunfermline, and Inverkeithing. To the south of the Firth of Forth, residential uses are focused within the settlements of South Queensferry and Kirkliston. There are a growing number of satellite residential communities, such as Duloch Farm in the north.

6.3.3 The main concentration of commercial land use to the north of the Firth of Forth is located between Rosyth and Inverkeithing. This includes the Belleknowes Industrial Estate located just to the east of the A90/M90 and also Masterton Park to the north of the A823. There are also a number of additional commercial properties however, these are either individual units or are located over 100m from the route corridor options. Table 6.7 provides details on the number of businesses within 100m of the footprint of each route corridor option.

Table 6.7: Businesses within 100m of the footprint of each Route Corridor Option

Northern Route Corridor Options	No. of businesses
North Corridor Option 1	35
North Corridor Option 2	34
Southern Route Corridor Options	No. of businesses
South Corridor Option 1	6
South Corridor Option 2	7

*Estimated number of businesses present.

Community Land

6.3.4 Community land use in the study area constitutes a horse riding centre, reservoir and a number of areas of Open Space such as playing fields. These areas are established public recreational resources and likely to be used by the public for sports or activities such as dog walking (refer to Figure 6.2). There also are a number of footpaths within and between many of these areas which provide access for the public which may be used by the local community for recreational purposes. Further information regarding rights of way and footpaths is provided in Chapter 15 (Pedestrians, Cyclists, Equestrians and Community Effects). Some of these areas are of recognised scenic value and include designated gardens and landscapes as described in Chapter 10 (Landscape). Although Port Edgar Marina provides access to the Firth of Forth for recreational use such as sailing, potential impacts on the marina are considered under the residential and commercial assessment. Similarly, Westmuir Riding School may be used for recreation and is also a business, however, its primary function is reliant on its agricultural (land) assets therefore it has been assessed under agricultural land.

6.3.5 Sites of community land within 100m of the route corridor options are detailed in Table 6.8. All community land in the study area is of low sensitivity due to the land being of local and not regional or national significance. Impacts on landscape and visual issues are addressed separately in Chapter 10 (Landscape) and Chapter 11 (Visual). Figure 10.3 identifies the location of Gardens and Designated Landscapes.

Table 6.8: Key Sites of Community Land

Open Space (as identified in Local Plans)
Duloch Meadow (Green Corridor) Open Space southwest of M90 Junction 2 Playing fields at Cameron Grove, Inverkeithing Muckle Hill, Inverkeithing (Open Space) Land part of Kirkliston Leisure Centre Areas to the south and southwest periphery of Kirkliston (Open Space and Site of Importance for Nature Conservation) School grounds south of Dalmeny
Other areas used for recreation
Westmuir Riding Centre Humbie Reservoir

Development Land

6.3.6 Potential development land was identified within the Development Plans covering the study area (Development Plan framework is described further in Chapter 18: Policies and Plans). Table 6.9 provides a summary of the main allocations within the study area and these are also indicated on Figure 6.2. Please note that the more generic environmental protection policies are dealt with in detail in Chapter 18 (Policies and Plans).

Table 6.9: Development Plan Allocations

Development Plan	Status of Plan	Development Plan Allocation	Location
Rural West Edinburgh Local Plan (2006)	Adopted	ENV6, Environmental Improvement, Springfield Road	South Queensferry
		HSG6/ECON10 Port Edgar, mixed use development.	South Queensferry
		HSG7 Housing Allocation, Society Road	Queensferry
		HSG 2, Housing Allocation, Springfield Road.	Queensferry
Finalised West Lothian Local Plan (2005)	Finalised	CDA 9 Winchburgh Core Development Area	Winchburgh
Finalised West Lothian Local Plan (2005)	Finalised	TRAN 29 – New Motorway junction on M9 associated with CDA9	Winchburgh
Dunfermline and the Coast Local Plan (2002)	Adopted	BE 7 Brownfield Development sites, S17 Belleknowes industrial Estate	Rosyth
		H2 Strategic housing allocation, S 97, Kingdom gateway I	East Dunfermline Expansion Area
		COU 7/ COU9 Green Corridors/Proposed Open Space, S 142 Duloch Meadow	East Dunfermline Expansion Area

Rural West Edinburgh Local Plan.

6.3.7 The main allocation identified by the Rural West Edinburgh Local Plan is the planned mixed use development at Port Edgar (HSG6/ECON10). This allocation lies immediately east of the Forth Replacement Crossing and is a site designated for a mixed use development including marina uses, marine businesses and housing. The development is the subject of a separate Development Brief which has recently been the subject of public consultation.

Finalised West Lothian Local Plan

6.3.8 The main allocation identified by the Finalised West Lothian Local Plan is the mixed use development (CDA 9) and new junction on the M9 to the northeast of Winchburgh. The new motorway junction is required to facilitate the major residential (5,500 dwellings) and employment (40ha minimum) development.

Dunfermline and the Coast Local Plan

6.3.9 The main allocations identified by the Dunfermline and Coast Local Plan relate to policies H1 and H2 which identify effective and strategic housing sites. In particular, the East Dunfermline Expansion Area includes most of the land between Dunfermline and the M90 and is identified as the main focus for growth over the next 10 to 15 years. When complete, more than 4,000 houses, 131 hectares of employment land and a commercial leisure park will be linked by an integrated transport network.

6.3.10 The Local Plan also promotes the redevelopment of Rosyth naval base for industrial and commercial uses as well as the reuse of a number of brownfield sites including MOD owned land. Land has also been safeguarded for the Rosyth by-pass and a road link from the M90 to Rosyth Europarc.

Planning Applications

6.3.11 Appendix A6.1 provides a list of planning applications that have been approved, together with applications awaiting determination, by each local planning authority in the past 5 years (May 2003 to May 2008). These include a number of applications that relate to the planning allocations indicated above.

Agricultural Land

6.3.12 The land within the northern study area is less rural in character than that in the southern study area which has a greater proportion under agricultural use. The quality of agricultural land in the study area is high. Land within the Northern study area is predominantly of Class 32 with prime quality land of Class 2 and Class 31 north of Inverkeithing. There is a predominance of prime agricultural land within the Southern study area.

6.3.13 Arable farming is the predominant form of agriculture within the study area which reflects the quality of land available. Figure 6.1 presents the classification of agricultural land in accordance with MLURI data.

6.3.14 There are a number of mature broadleaf woodlands including around Ferrytoll (Castlandhill Woods) and to the east of Middlebank at Duloch House and Dales Steading in the northern study area and around Dundas Castle in the southern study area. Figure 9.1 presents the classification of habitats in the study area and identifies areas of woodland.

6.3.15 A summary of the sensitivity of the land interests is provided in Table 6.10.

Table 6.10: Sensitivity of Land Interests

Land Interest	Agricultural/Forestry Activity	Sensitivity
N-6, Masterton Farm	Arable based farming systems Prime and non-prime land	High
N-7, Balbougie Farm	Arable based farming systems Non-prime land	Medium
N-18, Masterton Pitreavie	Arable based farming systems Non-prime land	Medium
N-19, Broomhall Estate	Arable based farming systems Prime	High
N-20, Spencerfield	Arable based farming systems Prime and non-prime land	High
N-22, Scottish Enterprise	Arable based farming systems Non-prime land	Medium
N-23, George Wimpey East Scotland	Arable based farming systems Prime and non-prime land	Medium
N-33, Gatehouse of Duloch	Arable based farming systems Non-prime land	Medium
N-47, Hidden Valley	Non-prime land Moderate value woodland	Medium
S-1, Dundas Estate	Arable based farming systems Prime and non-prime land	High
S-2, Humbie Farm	Arable based farming systems Prime land Moderate value woodland	High
S-9, Dalmeny Estate	Arable based farming systems Prime land	High
S-10a, Aithrie Estate	Arable based farming systems Prime land	High
S-19a, Newliston Estate	Arable based farming systems Prime land	High
S-27, Dundas Mains	Arable based farming systems Prime land	High
S 33, Westmuir Riding Centre	Equestrian Prime land	High
S-34, Scottish Ministers Land	Arable based farming systems Prime land	High

6.3.16 As indicated in Table 6.10, land interest S-34 refers to an area of land to the west of South Queensferry owned by Scottish Ministers. This has been purchased to protect the bridge head location in anticipation of the future requirement for a replacement bridge. Although not currently used for agriculture, MLURI identifies this as prime quality agricultural land and as such of high sensitivity, however it is excluded from the assessment of potential impacts given its purchase to meet strategic development objectives (i.e. the Forth Replacement Crossing) and in recognition of the fact that impacts on this area are common to all southern corridor options.

6.4 Potential Impacts

6.4.1 The following section identifies potential impacts in the absence of mitigation. Anticipated mitigation is then set out in Section 6.5 (Potential Mitigation).

Proposed Replacement Bridge

Residential and Commercial Land

6.4.2 The design of the proposed replacement bridge is important for the consideration of impacts on residential and commercial properties. There are residential properties and commercial buildings within close proximity to the footprint of the proposed replacement bridge. However, the preliminary design of the bridge indicates that no buildings would be demolished.

Loss of Community Land

6.4.3 The proposed replacement bridge could potentially affect access to the Firth of Forth for recreational use, although no direct impacts are anticipated on the Port Edgar Centre which offers water sports facilities. As there are no areas of community land located directly under the landing of the proposed replacement bridge, the design options would not affect the impacts on identified areas of community land.

Development Land

6.4.4 The proposed replacement bridge landing on the south of the Firth of Forth would have an adverse impact on the following developments planned in South Queensferry.

Port Edgar (HSG 6/ECON 10) - local plan allocation for a mixed use development located immediately east of the proposed replacement bridge;
Port Edgar (03/01969/FUL,) - new clubhouse facility for Port Edgar Yacht club (Planning Application 1 shown on Figure 6.2c);
Society Road, Queensferry (HSG7) - Site for housing development; and
Springfield Road, South Queensferry (ENV 6 and HSG2) – one site for housing development and one site for environmental improvement associated with housing development.

6.4.5 The amenity for all use classes would be adversely affected, including visual, noise and dust impacts (refer to Chapter 10: Landscape, Chapter 14: Traffic Noise and Vibration, and Chapter 13: Air Quality). The severity of these impacts would need to be assessed further, including consultation with the City of Edinburgh Council.

Agricultural Land

6.4.6 No agricultural or forestry land would be affected by the proposed replacement crossing.

Northern Route Corridor Options

Impacts Common to Both Northern Route Corridor Options

Residential and Commercial Land

6.4.7 Both northern route corridor options would result in the land take at one commercial/residential premises as identified in Table 6.11.

Table 6.11: Potential Impacts on Property - Common to Both Northern Route Corridor Options

Receptor	Land Use	Potential Impact (unmitigated)
Receptor	Land Use	Type	Significance
St. Margaret’s Hope (Kapital Assets Ltd)	Commercial and residential	Land take	Adverse

Community Land

6.4.8 Both northern route corridor options would have impacts on one area of community land as detailed in Table 6.12.

Table 6.12: Potential Impacts on Community Land - Common to Both Northern Route Corridor Options

Receptor	Sensitivity	Potential Impact (unmitigated)
Receptor	Sensitivity	Magnitude	Significance
Duloch Meadow (Green Corridor) (approximately 0.1ha)	Low	Negligible	Negligible

Development Land

6.4.9 Both northern route corridor options have the potential to affect future developments highlighted in the Development Plan Allocations and Planning Applications relating to the Dunfermline East Expansion Area (i.e. applications at Masterton Road and Masterton Park). However, the significance of the effects on individual planning applications/allocations cannot be determined at this stage.

Table 6.13: Potential Impacts on Development Land - Common to Both Northern Route Corridor Options

Planning Application Site	Proposed Development	Status of Application	Potential Impact (unmitigated)
Fife Council
08/00984/WEIA, Rosyth Railway Station (Figure 6.2a - Planning Application 2)	Construction of 500 spaces park and ride facility, and associated landscaping and works	Pending Consideration	No direct land take although changes in amenity uncertain. No direct land take although changes in amenity uncertain.
07/01337/WFULL, Masterton Road, Dunfermline (Figure 6.2a - Planning Application 3)	Erection of 62 houses, 18 flats and associated roads, parking and landscaping	Pending Decision
06/04235/WARM Masterton Park R5 (Figure 6.2a - Planning Application 4)	Reserved matters application for the erection of 203 houses, 24 flats, formation of new road access, footpaths, roads, open space, play areas, landscaping and drainage pond.	Pending Consideration
H2, Site 97, Kingdom Gateway I	Strategic housing allocation, Duloch, Dunfermline	Local Plan Allocation
COU 7/ COU9 Site 142 Duloch Meadow	Green Corridors/Proposed Open Space, Dunfermline	Local Plan Allocation
BE 7 ,Site 17 Belleknowes industrial Estate	Brownfield Development sites, Rosyth	Local Plan Allocation

North Corridor Option 1

Residential and Commercial Land

6.4.10 As shown in Table 6.14, North Corridor Option 1 would have an impact on land take for one residential property (in addition to those impacts listed in Table 6.11 as common to both northern route corridor options).

Table 6.14: Potential Impacts on Property - North Corridor Option 1

Receptor	Land Use Type	Potential Impact (unmitigated)	Significance
Welldean Cottages (potentially only garages exist in this area, to be verified during Stage 3)	Residential	Land take	Adverse

Community Land

6.4.11 North Corridor Option 1 would not affect any additional areas of community land, to those listed in Table 6.12 as common to both northern route corridor options.

Development Land

6.4.12 North Corridor Option 1 would not affect any areas of development land in addition to those listed in Table 6.13 as common to both northern route corridor options.

Agricultural Land

6.4.13 A total of eight land interests would potentially be affected by North Corridor Option 1. The impacts on each land interest are summarised in the Table 6.15.

Table 6.15: Potential Impacts on Agricultural Land - North Corridor Option 1

Land Interest	Loss of Land					Severance	Potential Impact (unmitigated)
	No. of Fields*	Area Lost (ha)			% of total farmed area		Magnitude	Significance
	No. of Fields*	Prime	Non-Prime	Wood	% of total farmed area		Magnitude	Significance
N-6 Masterton Farm	2	4.0	0.0	0.0	5%	10-20%	low	Slight/ Moderate
N-7 Balbougie Farm	1	0.0	0.1	0.0	<1%	Negligible change	Negligible	Negligible/ Slight
N-18 Masterton Pitreavie	1	0.0	2.1	0.0	7%	Negligible change	Medium	Moderate
N-22 Scottish Enterprise	1	0.0	0.1	0.0	<1%	Negligible change	Negligible	Negligible/ Slight
N-23 George Wimpey East Scotland Ltd	1	0.0	0.1	0.0	1%	Negligible change	Negligible	Negligible/ Slight
N-33 Gatehouse of Duloch	1	0.0	0.1	0.0	2%	Negligible change	Low	Slight
N-47 Hidden Valley	1	0.0	0.0	0.1	1%	Negligible change	Low	Slight
N20 Spencerfield	2	0.9	0.0	0.1	2%	10-20%	Low	Slight/ Moderate
Totals	8	4.9	2.5	0.2

Note: * = Number of fields partially affected or lost

6.4.14 A total of approximately 4.9ha of prime land and 2.5ha of non-prime land would be lost to North Corridor Option 1. Additionally, 0.2ha of woodland would be lost. This equates to a total land loss of 7.6ha. Overall, there is a low degree of severance for North Corridor Option 1. Impact significance taking into account both land loss and severance is Moderate for one land interest.

North Corridor Option 2

Residential and Commercial Land

6.4.15 For North Corridor Option 2, one residential property and four commercial buildings would be demolished (in addition to those impacts listed in Table 6.11 as common to both northern route corridor options). Although Well Dean Cottages are indicated on OS maps, site visits indicate that only garages exist in this area (to be verified during Stage 3). This option could also potentially impact on access for 20 residential properties at Castlandhill.

6.4.16 A summary of the potential impacts on commercial and residential properties is provided in Table 6.16.

Table 6.16: Potential Impacts on Property – North Corridor Option 2

Receptor	Land Use Type	Potential Impact (unmitigated)	Significance
Welldean Cottages (potentially only garages exist in this area, to be verified during Stage 3)	Residential	Demolition	Adverse
Castlandhill Community	Residential	Option could potentially affect the only access road for 20 properties
Belleknowes Industrial Estate (10 businesses)	Commercial	3 buildings demolished (assumed to be 3 businesses at this stage). Estate would be split into two which could cause access problems for one additional building (assumed to be 1 business at this stage).
Co-Part Scrap Yard	Commercial	1 building to be demolished plus land take (assumed to be 1 business at this stage).

Community Land

6.4.17 North Corridor Option 2 would not affect any areas of community land in addition to those listed in Table 6.12 as common to both northern route corridor options.

Development Land

6.4.18 North Corridor Option 2 would not affect any areas of development land in addition to those listed in Table 6.13 as common to both northern route corridor options.

Agricultural Land

6.4.19 A total of six land interests would potentially be affected by North Corridor Option 2, as listed in Table 6.17.

Table 6.17: Potential Impacts on Agricultural Land – North Corridor Option 2

Land Interest	Loss of Land					Severance	Potential Impact (unmitigated)
	No. of Fields*	Area Lost (ha)			% of Total Farmed Area		Magnitude	Significance
	No. of Fields*	Prime	Non-Prime	Wood	% of Total Farmed Area		Magnitude	Significance
N-6 Masterton Farm	4	4.6	1.6	0.0	7%	<20%	High	Substantial
N-7 Balbougie Farm	1	0.0	2.3	0.0	11%	Negligible change	High	Moderate/ Substantial
N-19 Broomhall Estate	1	0.4	0.0	0.0	1%	Negligible change	Low	Slight/Moderate
N-22 Scottish Enterprise	1	0.0	0.1	0.0	<1%	Negligible change	Negligible	Negligible/Slight
N-33 Gatehouse of Duloch	1	0.0	0.1	0.0	8%	Negligible change	Medium	Moderate
N-47 Hidden Valley	1	0.0	0.0	0.4	6%	Negligible change	Medium	Moderate
Totals	9	5.0	4.1	0.4

Note: * = Number of fields partially affected or lost

6.4.20 A total of approximately 5.0ha of prime land and 4.1ha of non-prime land would be lost to North Corridor Option 2. Additionally, 0.4ha of woodland would be lost. This equates to a total land loss of 9.5ha. The severance impact is generally low on all but Masterton Farm where there is a high degree of severance. Nevertheless, overall there is considered to be a low degree of severance for North Corridor Option 2. Impact significance taking into account both land loss and severance is Moderate or greater for four land interests.

Southern Route Corridor Options

Impacts Common to Both Southern Route Corridor Options

Residential and Commercial Land

6.4.21 Both southern route corridor options would result in direct land take for one residential property and also for commercial buildings at Port Edgar (Table 6.18).

Table 6.18: Potential Impacts on Property - Common to Both Southern Route Corridor Options

Receptor	Land Use Type	Potential Impact (unmitigated)	Significance
Inchgarvie House	Residential	Land take	Adverse
Stores at Port Edgar (warehouse buildings include some commercial uses and boat storage)	Commercial	Land take	Adverse

Development Land

6.4.22 For southern route corridor options, approximately 0.5ha of direct land take from Society Road housing allocation and 4.4ha from allocations at Springfield Road would potentially occur. There are also a number of potential future developments that have been identified in close proximity to the route corridors. No direct land take is identified however there could be changes in amenity such as traffic, noise and air quality. As indicated by Table 6.19, these include allocations at Port Edgar and South Queensferry and also application at Dundas Castle Estate. However, the significance of the effects on individual planning applications/allocations cannot be determined at this stage.

Table 6.19: Potential Impacts on Development Land - Common to Both Southern Route Corridor Options

Planning Application Site	Proposed Development	Status of Application	Potential Impact (unmitigated)
City of Edinburgh Council
04/03280/FUL, Bo’ness Road, South Queensferry (Figure 6.2c - Planning Application 5)	Construction of new Waste Water Treatment Works	Application granted	No direct land take although changes in amenity uncertain.
08/01440/FUL, Dundas Castle Estate (Figure 6.2c - Planning Application 6)	Restore semi derelict stable wing to create en-suite bedrooms and studio	Application granted
07/04254/FUL, Queensferry Road, Kirkliston (Figure 6.2c - Planning Application 7)	Carry out infrastructure works, for future development at North Kirkliston	Application granted
HSG 6/ECON 10 Port Edgar	Allocation for a mixed use development including Class 4 marina uses, marine businesses and housing proposed.	Local plan allocation and subject of a Development Brief which has recently undergone public consultation.	No direct land take although changes in amenity uncertain.
03/01969/FUL, Port Edgar (Figure 6.2c Planning Application 1)	New clubhouse facility for Port Edgar Yacht club.	Application granted	No direct land take although changes in amenity uncertain.
Site H7, Society Road, South Queensferry	Housing land allocation.	Local plan allocation	Direct land take (0.5ha)
ENV 6, Springfield Road, South Queensferry	Site for environmental improvement associated with housing development.	Local plan allocation	Direct land take (4.4 ha)
HSG2, Springfield Road, South Queensferry	Housing development with associated environmental improvements.	Local plan allocation	Direct land take (4.4 ha)

South Corridor Option 1

Residential and Commercial Land

6.4.23 South Corridor Option 1 is not expected to have any direct impacts due to land take, demolitions or changes in access (with the exception of impacts identified in Table 6.18 as common to both southern route corridor options).

Development Land

6.4.24 As shown in Table 6.20 the proposed development at Winchburgh could be affected by South Corridor Option 1 due to changes in amenity (e.g. traffic, noise and air quality effects). However, the significance of impacts on individual planning applications/allocations cannot be determined at this stage. As explained in Chapter 18 (Policies and Plans), it is assumed that the Forth Replacement Crossing would not prevent access to this development site.

Table 6.20: Potential Impacts on Development Land - South Corridor Option 1

Planning Application Site	Proposed Development	Status of Application	Potential Impact (unmitigated)
West Lothian Council
Winchburgh, 1012/p/05 (Figure 6.2c - Planning Application 8)	Outline Planning Permission for 352 ha mixed use development in line with Local plan Allocation CDA 9	Awaiting determination	Changes in amenity uncertain. Junction arrangement unchanged.
TRAN 29	New Motorway junction on M9 associated with CDA9, Winchburgh	Local Plan Allocation

Planning Application Site

Proposed Development

Status of Application

Potential Impact (unmitigated)

West Lothian Council

Winchburgh, 1012/p/05
(Figure 6.2c - Planning Application 8)

Outline Planning Permission for 352 ha mixed use development in line with Local plan Allocation CDA 9

Awaiting determination

Changes in amenity uncertain.

Junction arrangement unchanged.

TRAN 29

New Motorway junction on M9 associated with CDA9, Winchburgh

Local Plan Allocation

Agricultural Land

6.4.25 A total of five land interests would potentially be affected by this option, as listed in Table 6.21.

Table 6.21: Potential Impacts on Agricultural Land - South Corridor Option 1

Land Interest	Loss of Land					Severance	Potential Impact (unmitigated)
	No. of Fields*	Area Lost (ha)			% of Total Farmed Area		Magnitude	Significance
	No. of Fields*	Prime	Non-Prime	Wood	% of Total Farmed Area		Magnitude	Significance
S-1 Dundas Estate	4	8.2	0.0	0.0	2%	<10%	Low	Slight/ Moderate
S-2 Humbie Farm	2	5.4	0.0	0.0	3%	Negligible change	Low	Slight/ Moderate
S-9 Dalmeny Estate	4	3.5	0.0	0.0	1%	Negligible change	Negligible	Slight
S-19a Newliston Estate	3	4.0	0.0	0.0	5%	Negligible change	Medium	Moderate/ Substantial
S-27 Dundas Mains	2	9.7	0.0	0.0	16%	10-20%	High	Substantial
Totals	18	30.8	0.0	0.0

Note: * = Number of fields partially affected or lost

6.4.26 A total of approximately 30.8 ha of prime land would be lost to this South Corridor Option 1. No non-prime land or woodland would be affected. The severance impact varies although overall there is considered to be a low degree of severance for South Corridor Option 1. Significance taking into account both land loss and severance is Moderate or greater for two land interests.

South Corridor Option 2

Residential and Commercial Land

6.4.27 For South Corridor Option 2, with the exception of impacts identified in Table 6.18 as common to both southern route corridor options, only a water tank in the small community of Westfield would be demolished (Table 6.22).

Table 6.22: Potential Impacts on Property - South Corridor Option 2

Receptor	Land Use Type	Potential Impact (unmitigated)	Significance
Westfield tank (assumed to be for water)	Commercial	Potential demolition	Adverse

Community Land

6.4.28 As shown in Table 6.23, South Corridor Option 2 would affect one area of community land. Significance is Negligible/Slight for one area of community land.

Table 6.23: Potential Impacts on Community Land - South Corridor Option 2

Receptor	Sensitivity	Potential Impact (unmitigated)
Receptor	Sensitivity	Magnitude	Significance
Humbie Reservoir (approximately 2.7ha)	Low	Low	Negligible/Slight

Development Land

6.4.29 As shown in Table 6.24, no direct land take is identified for the proposed development at Winchburgh, however there could be changes in amenity such as traffic, noise and air quality. The significance of the effects on individual planning applications/allocations cannot be determined at this stage. As explained in Chapter 18 (Policies and Plans), it is assumed that the Forth Replacement Crossing would not prevent access to this development site.

Table 6.24: Potential Impacts on Development Land - South Corridor Option 2

Planning Application Site	Proposed Development	Status of Application	Potential Impact (unmitigated)
West Lothian Council
Winchburgh, 1012/p/05 (Figure 6.2c - Planning Application 8)	Outline Planning Permission for 352 ha mixed use development in line with Local plan Allocation CDA 9	Awaiting determination	Changes in amenity uncertain. Route corridor may affect the location of the new junction.
TRAN 29	New Motorway junction on M9 associated with CDA9, Winchburgh	Local Plan Allocation

Planning Application Site

Proposed Development

Status of Application

Potential Impact (unmitigated)

West Lothian Council

Winchburgh, 1012/p/05
(Figure 6.2c - Planning Application 8)

Outline Planning Permission for 352 ha mixed use development in line with Local plan Allocation CDA 9

Awaiting determination

Changes in amenity uncertain.

Route corridor may affect the location of the new junction.

TRAN 29

New Motorway junction on M9 associated with CDA9, Winchburgh

Local Plan Allocation

Agricultural Land

6.4.30 A total of six land interests would potentially be affected by this option, as listed in Table 6.25.

Table 6.25: Potential Impacts on Agricultural Land - South Corridor Option 2

Land Interest	Loss of Land					Severance	Potential Impact (unmitigated)
	No. of Fields*	Area Lost (ha)			% of Total Farmed Area		Magnitude	Significance
	No. of Fields*	Prime	Non-Prime	Wood	% of Total Farmed Area		Magnitude	Significance
S-1 Dundas Estate	9	13.2	0.0	0.0	3%	>20%	Medium	Moderate/ Substantial
S-2 Humbie Farm	8	14.3	0.0	1.6	9%	Negligible change	Medium	Moderate/ Substantial
S-9 Dalmeny Estate	5	12.4	0.0	0.0	3%	Negligible change	Low	Slight/ Moderate
S-10a Aithrie Estate	4	2.3	0.0	0.1	<1%	>10%	Negligible	Slight
S-19a Newliston Estate	4	11.4	0.0	0.0	14%	Negligible change	High	Substantial
S-33 Westmuir Riding Centre	3	1.1	0.0	0.0	15%	>10%	High	Substantial
Totals	36	54.7	0.0	1.7

Note: * = Number of fields partially affected or lost

6.4.31 A total of approximately 54.7ha of prime land would be lost to South Corridor Option 2. No non-prime land would be affected, however, 1.7ha of woodland would be lost. This equates to a total land loss of 56.4.1ha. The severance impact varies and but overall there is considered to be a moderate degree of severance for South Corridor Option 2. Significance taking into account both land loss and severance is Moderate or greater for four land interests.

6.5 Potential Mitigation

6.5.1 At DMRB Stage 2 assessment of route corridor options the detailed design has not been developed and mitigation detail therefore cannot be accurately defined. The objective of this section is to identify ‘standard’ or ‘anticipated’ mitigation taking into account best practice, legislation and guidance. It also identifies aspects of the design such as cut and cover that would be used. This mitigation is taken into account in the subsequent identification of likely residual impacts in Section 6.4 (Potential Impacts), to provide a robust basis for comparative assessment and selection of a preferred route corridor option to be taken forward to Stage 3.

Residential and Commercial Land

6.5.2 The design of the proposed replacement bridge landing would mitigate a number of potential negative residential and commercial property impacts. There are a number of commercial buildings and also two residential properties within close proximity to the footprint of the bridge, however the preliminary design indicates that no demolitions would be required.

6.5.3 The current design of North Corridor Option 2 incorporates a ‘cut and cover’ section that would mitigate potential access impacts for a number of properties in the community of Castlandhill. Similarly provision of alternative access could mitigate the adverse access impacts to the Belleknowes Industrial Estate.

6.5.4 Where land take is still required following mitigation for the route corridor options and bridge and would result in the loss of residential and commercial properties, land owners would be compensated financially. Further details of the extent of financial compensation are beyond the scope of this assessment and will be provided by the District Valuer.

Community Land

6.5.5 Potential mitigation measures for community land could include the provision of paths where public or private access has been affected. and planting to mitigate the loss of woodland areas.

6.5.6 Due to the small area affected, the loss of community land is not considered to be significant. However, financial compensation would be provided to the landowner for the loss of land. None of the route corridors have any significant impact on any areas of allocated Public Open Space therefore it is assumed that no areas of exchange land would need to be provided.

Development Land

6.5.7 Potential mitigation measures relating to development land could include reducing any potential impacts on amenity. Specific measures such as noise barriers, landscaping etc will be developed during DMRB Stage 3 to reduce impacts in accordance with the results of the air quality, noise, landscape and visual assessments.

6.5.8 Since the realisation of the Winchburgh development is dependent on the provision of a junction onto the M9 motorway, the design of both southern route corridor options has taken this into account. It is anticipated that access would be gained either by the later installation of a dedicated junction on the M9 (for South Corridor Option 1) or a slip road from the M9 junction proposed as part of South Corridor Option 2.

Agricultural Land

6.5.9 Mitigation measures can be developed with the aim of protecting the agricultural capability of the land and soils and maintenance of the viability of farming units.

6.5.10 Typical mitigation measures incorporate the following principles:

reinstatement of agricultural land to reduce land take where possible post construction;
provision of access for land interests to their holdings including the provision of accommodation over bridges or underpasses to mitigate potential severance where appropriate;
reinstatement/provision of new drainage as required to maintain agricultural land capability and avoid flooding issues; and
provision of financial compensation for land take, as agreed and determined by the District Valuer.

6.6 Summary of Route Corridor Options Assessment

6.6.1 The assessment of community land impacts does not identify any adverse impacts of greater than Negligible/Slight significance. A total of approximately 0.1ha of community land would be affected by both northern options and 2.7ha by South Corridor Option 2. However, it should be noted that as all community land is classified by MLURI as agricultural land, these areas are included in the agricultural assessment and are therefore not repeated in the summary tables below. All community land in the study area was found to be of low sensitivity due to the land being of local and not regional or national significance. Landscape planting would be likely to further reduce the significance of any impacts on community land.

6.6.2 For the agricultural assessment, the residual impacts assume mitigation measures to reduce severance, including the provision of overbridges or underpasses for Humbie Farm and Dundas Estate in South Corridor Option 2. Nevertheless, land take remains and consequently it is not expected that mitigation will reduce the significance of impact for the affected land interests. Although possible mitigation includes returning land to agricultural use, some additional land (i.e. beyond the footprint of the scheme) would be required for environmental mitigation such as landscape planting. For the purposes of the assessment, the areas of land take reported in this chapter are therefore assumed not to be reduced by mitigation.

Northern Route Corridor Options

6.6.3 For the northern route corridor options, North Corridor Option 1 has the lowest overall land use impacts. This option affects the least number of land interests and also has less direct impacts on residential or commercial uses.

Table 6.26: Summary of Impacts common to Both Northern Route Corridor Options

Land Use Issue	Impact	Significance
Residential and Commercial Uses	Land take for one commercial/residential property	Adverse
Development Land	Number of development plan allocations and planning applications where future development could potentially be affected by changes in amenity. These include any future development associated with the Dunfermline East Expansion Area. The potential impacts and mitigation are currently unknown however, these will be assessed by the Air Quality, Landscape, Visual, Traffic Noise and Vibration assessments for Stage 3.	Significance cannot be determined at this stage.

Table 6.27: Summary of Impacts for North Corridor Option 1 and North Corridor Option 2

Land Use Issue	Impact	Significance
North Corridor Option 1
Residential and Commercial Uses	One residential property would be affected by direct land take.	Adverse
Agricultural Land	Total of 4.9ha of prime land, 2.5ha of non-prime land and 0.2ha of woodland would be lost. Total land loss of 7.6ha. Overall, the degree of severance for this route corridor option is low.	Moderate impacts for one land interest.
North Corridor Option 2
Residential and Commercial Uses	One residential property (site visit indicates potentially only garages are present in this area) and four commercial buildings (three at Belleknowes Industrial Estate and one at Co-Part Scrap Yard) would also be demolished. This option could potentially impact on access for 20 residential properties at Castlandhill although this would be mitigated through a ‘cut and cover’ at this section.	Adverse
Agricultural Land	Total of 5.0ha of prime land, 4.1ha of non-prime land and 0.4ha of woodland would be lost. Total land loss of 9.5ha. The severance impact varies but overall the degree of severance for this route corridor option is considered to be low. In addition, 15.7ha of land not classified by MLURI data but also likely to be agricultural land would be affected.	Impacts are Moderate or above for four land interests. Adverse impacts on 3 other land interests likely to be agricultural land but not classified as such by MLURI.

Southern Route Corridor Options

6.6.4 For the southern options, South Corridor Option 1 has the lowest overall land use impacts. This option affects the least number of land interests and has fewer direct impacts on residential or commercial uses. South Corridor Option 1 also has fewer implications on the proposed junction required to facilitate the planning allocation at Winchburgh.

Table 6.28: Summary of Impacts Common to Both Southern Route Corridor Options

Land Use Issue	Impact	Significance
Residential and Commercial Uses	All southern route corridor options will result in direct land take at the Stores at Port Edgar and also at one residential property.	Adverse
Development Land	Total land take of approximately 4.9ha total land take from planning allocations at Society Road (Housing) and Springfield Road (Housing and Environmental Improvements). Number of potential future developments that could be affected by changes in amenity including Development Plan Allocations and Planning Applications related to the Dunfermline East Expansion Area. However, the exact nature of the effects on individual applications cannot be determined at this stage.	Significance cannot be determined at this stage

Land Use Issue

Impact

Significance

Residential and Commercial Uses

All southern route corridor options will result in direct land take at the Stores at Port Edgar and also at one residential property.

Adverse

Development Land

Total land take of approximately 4.9ha total land take from planning allocations at Society Road (Housing) and Springfield Road (Housing and Environmental Improvements).

Number of potential future developments that could be affected by changes in amenity including Development Plan Allocations and Planning Applications related to the Dunfermline East Expansion Area. However, the exact nature of the effects on individual applications cannot be determined at this stage.

Significance cannot be determined at this stage

Table 6.29: Summary of Impacts for South Corridor Option 1 and South Corridor Option 2

Land Use Issue	Impact	Significance
South Corridor Option 1
Development Land	A planning allocation for mixed use development at Winchburgh could be affected due to changes in amenity. The potential impacts and mitigation are currently unknown. The new motorway junction required to facilitate the development at Winchburgh development would be unaffected.	Significance cannot be determined at this stage
Agricultural Land	Total of 30.8 ha of prime land would be lost. No non-prime land or woodland would be affected. The severance impact varies but overall the degree of severance for this route corridor option is considered to be low. There is a significant impact (moderate and above) for two land interests.	Impacts are Moderate or above for two land interests.
South Corridor Option 2
Residential and Commercial Uses	Demolition of a water tank.	Adverse
Development Land	A planning allocation for mixed use development at Winchburgh could be affected due to changes in amenity. The potential impacts and mitigation are currently unknown. The realisation of the Winchburgh development is dependent on the provision of a junction onto the M9 motorway. As such, access would be gained by the provision of a slip road from the M9 junction proposed as part of South Corridor Option 2.	Significance cannot be determined at this stage
Agricultural Land	Total of 54.7ha of prime land would be lost and 1.7ha of woodland. No non-prime land would be affected. Total land loss of 56.4ha. The severance impact varies but overall there is considered to be a moderate degree of severance.	Impacts are Moderate or above for four land interests.

6.7 Scope of Stage 3 Assessment

6.7.1 Stage 3 assessment for land use will be undertaken in accordance with DMRB Volume 11, Section 3, Part 6 and will include the following:

Detailed consideration of properties at risk of demolition or land take including consideration of likely effect on the future viability of businesses.
Further consultation to identify community land including any areas of importance for informal use.
Review of any new planning applications or changes in the status of applications previously identified. The local planning authority will be asked to give its views on how the preferred corridor may affect its development designations.
Further assessment of impacts on land owners, including consultation to inform access arrangements for individual farm units, consideration of the likely viability of the units and the loss of any features being managed to achieve the objectives of any grant schemes. Further consultation will be undertaken with land owners.
Socio-economic assessment will also be undertaken to provide information in relation to business land use impacts as well as inputting to assessment of community impacts, sustainability, health and compliance with plans and policies.
Input into scheme design and identification of mitigation as appropriate.

6.8 References

Edinburgh City Council (2004) Edinburgh and the Lothians Structure Plan 2015, Approved 17 June 2004.

Edinburgh City Council (2006) North Kirkliston Development Brief, Approved October 2006

Edinburgh City Council (2006) Rural West Edinburgh Local Plan, Adopted June 2006.

Edinburgh City Council (2008) Port Edgar, Consultation Draft,. Approved for consultation February 2008.

Fife Council (2002) Dunfermline and the Coast Local Plan, Adopted April 2002.

Fife Council (2002) Fife Structure Plan 2001 – 2011, Approved 8 July 2002.

Fife Council (2002) Finalised Fife Structure Plan 2006 – 2026, Finalised April 2006.

Linlithgow Area Local Plan, Adopted December 1994

Ordnance Survey (2006) Explorer Map 1:25000, Sheet 350: Edinburgh, Musselburgh & Queensferry.

Scottish Executive (2005) Scottish Planning Policy (SPP)15: Planning for Rural Development.

The Highways Agency et al. (2001). Design Manual for Roads and Bridges (DMRB). Volume 11. Section 3, Part 6. The Highways Agency, Scottish Executive Development Department, The National Assembly for Wales and The Department of Regional Development Northern Ireland.

West Lothian Council (2005). West Lothian Local Plan, finalised 2005, to be adopted 2008.