10 Landscape 10.1 Introduction 10.2 Approach and Methods 10.3 Baseline Conditions 10.4 Potential Impacts 10.5 Potential Mitigation 10.6 Summary of Route Corridor Options Assessment 10.7 Scope of Stage 3 Assessment 10.8 References
10 Landscape
10.1 Introduction
10.1.1 This chapter presents the assessment of the Stage 2 route corridor options for the Forth Replacement Crossing in terms of potential impacts on the surrounding landscape.
10.1.2 Within the northern study area, settlement and industry dominate the coastal terrace of Fife between the steep wooded cliffs and braes through which the M90 sweeps in extensive cuttings towards the Forth.
10.1.3 The Firth of Forth is a maritime landscape with extensive intertidal shores, islands and harbours. The sea, sky and the prevailing weather and light conditions provide a dramatic setting for the iconic road and rail bridges.
10.1.4 South of the Firth of Forth, the historic town of South Queensferry sprawls into the surrounding arable farmland, which itself slopes towards the mudflats and rocky outcrops of the shore and is contained by the wooded estates at Dalmeny, Hopetoun and Dundas.
10.1.5 Impacts assessed as being of Moderate or greater significance are considered to represent changes to the fabric, character and quality of the landscape and mitigation would generally be required to reduce these where possible.
10.1.6 The likely mitigation is considered and taken into account to summarise the residual impacts for each route corridor option and identify the northern and southern route corridor options with the lowest overall landscape impact.
10.1.7 The impact on the character of views and visual amenity is addressed separately in Chapter 11 (Visual). Landscape impacts during construction are addressed in Chapter 17 (Disruption Due to Construction).
10.2 Approach and Methods
10.2.1 The landscape assessment was undertaken in accordance with DMRB (The Highways Agency et al., 1993), Landscape & Visual Assessment and Supplementary Guidance (Scottish Executive, 2002) and Guidelines for Landscape and Visual Impact Assessment (Landscape Institute and Institute of Environmental Management & Assessment, 2002).
10.2.2 The initial stage of landscape assessment involves the collection of baseline data relating to the individual elements and characteristics of the landscape.
10.2.3 SNH has published two Landscape Character Assessments covering the study area, namely Fife Landscape Character Assessment (FLCA) (David Tyldesdale and Associates, 1999) and The Lothians Landscape Character Assessment (TLLCA) (ASH Consulting, 1998). These were used as the basis for the Landscape Character Assessment. These documents divide the study area into various Landscape Character Areas (LCAs) of particular Landscape Character Type (LCT). Detailed desk based and field assessment were undertaken to allow the boundaries of landscape character types and areas to be refined and considered at a more local scale. This provided a level of detail that enabled the evaluation of sensitivity and impact assessment. In some cases, this has meant the subdivision of land which is identified in the SNH assessments as being of a single landscape character type into smaller scale units, or Local Landscape Character Areas (LLCAs) to better reflect local variations in character.
10.2.4 An overview of the LLCAs is shown on Figure 10.1. Photographs which portray the character of the LLCAs are shown on Figure 10.2. Photographs from identified viewpoints will be produced for the Stage 3 report.
10.2.5 The information provided in the FLCA and TLLCA was supplemented by data collected through both desk based study and field assessment. The field surveys were carried out by car and by site walkovers from the surrounding minor roads, tracks and footpaths, and were undertaken by teams of at least two landscape architects. In addition, baseline data contained in the Scottish Transport Appraisal Guidance (STAG) Assessment for the Forth Replacement Crossing Study and Strategic Environmental Assessment (SEA) (Jacobs et al., 2006 – 2007) were utilised, where relevant. Reference was also made to the Setting Forth Environmental Statement (ERM, 1996). Data related to built-up areas, identified simply as ‘Urban’ in the FLCA were gathered in order to provide a meaningful baseline against which to assess potential impacts on their character and setting, (for example through noise and visual impacts). As the landscape and visual impact assessments are closely related, the data collected were used for both, as appropriate.
Desk Study
10.2.6 The desk study entailed the following:
- Structure and local plans, aerial photographs of the study area, and current 1:25,000 scale and 1:50,000 scale Ordnance Survey maps were studied to help identify the presence of areas of statutory designation and protection, and landscape elements and patterns.
- Consultations were undertaken with statutory and other bodies as discussed in Chapter 5 (Overview of Environmental Assessment) to supplement the desk study data collection.
10.2.7 Information of relevance to the Forth Replacement Crossing was extracted from these sources and the following topics were explored:
- pattern and scale of landform, land cover and built development; and
- special values including national and local landscape designations, Conservation Areas and historical, cultural and associations.
Field Survey
10.2.8 The study area was visited to conduct an up-to-date field survey that included identification of specific landscape constraints and verification/supplementation of data collected in the desk assessment.
Evaluation of Sensitivity to Change, Magnitude of Change and Impact Significance
10.2.9 Once the LLCAs were identified, the sensitivity of each area to change due to development was assessed in accordance with Landscape & Visual Assessment Supplementary Guidance (Scottish Executive, 2002). Table 10.1 outlines the criteria used to define the overall evaluation of landscape sensitivity.
Table 10.1: Landscape Sensitivity Criteria
| Sensitivity |
Criteria |
|---|---|
High |
Landscape or landscape elements of particular distinctive character, highly valued and considered susceptible to relatively small changes. |
Medium |
A landscape of moderately valued characteristics considered reasonably tolerant of change. |
Low |
A landscape of generally low valued characteristics considered potentially tolerant of substantial change. |
10.2.10 Evaluation of the magnitude of the proposed changes upon the landscape, brought about by the proposed northern and southern route corridor options used the criteria in Table 10.2. The results of this evaluation are presented in Section 10.4 (Potential Impacts).
Table 10.2: Landscape Magnitude of Change Criteria
| Magnitude |
Criteria |
|---|---|
High |
Notable change in landscape characteristics over an extensive area ranging to very intensive change over a more limited area. |
Medium |
Minor changes in landscape characteristics over a wide area ranging to notable changes in a more limited area. |
Low |
Minor or virtually imperceptible change in any area or landscape components. |
10.2.11 An initial indication of impact significance of each of the northern and southern route corridor options was obtained by combining the sensitivity to change and magnitude of change assessments using the framework shown in Table 10.3. This initial assessment of impact significance using the above criteria was supplemented by professional judgement based on experience and awareness of the relative balance of importance between sensitivity and magnitude.
Table 10.3: Landscape Impact Significance
| Magnitude / Sensitivity |
Negligible |
Low |
Medium |
High |
|---|---|---|---|---|
High |
Slight |
Moderate |
Substantial |
Severe |
Medium |
Negligible to Slight |
Slight |
Moderate |
Substantial |
Low |
Negligible |
Negligible to Slight |
Slight |
Moderate |
10.2.12 As stated in paragraph 10.1.5, impacts assessed as being of Moderate or greater are considered to represent key landscape changes and mitigation would generally be required to reduce these where possible.
10.2.13 It should be noted that the matrix provided in Table 10.3 provides an initial guide and significance assigned may be adjusted using professional judgement. The categories and range of impact significance, which accord with DMRB, are explained in Table 10.4.
Table 10.4: Impact Significance Criteria
| Impact |
Criteria |
|---|---|
Negligible |
No noticeable deterioration or improvement in the existing landscape resource. |
Negligible to Slight adverse |
Barely perceptible variance with the landform, scale or pattern of the landscape resulting in very limited degradation or diminution of the integrity of an area of recognised character; and would change a landscape of low sensitivity. |
Slight adverse |
At barely perceptible variance with the landform, scale or pattern of the landscape resulting in very minor degradation or diminution of the integrity of an area of recognised character; and would change a landscape of medium sensitivity; or At minor variance with the landform, scale or pattern of the landscape resulting in limited degradation or diminution of the integrity of an area of recognised character; and would change a landscape of low sensitivity. |
Slight to Moderate adverse |
At barely perceptible variance with the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of valued characteristic features and/or elements and/or their settings; and would cause a landscape of high sensitivity to be permanently changed; or At minor variance with the landform, scale or pattern of the landscape resulting in very minor degradation or diminution of the integrity of an area of recognised character; and would change a landscape of medium sensitivity; or At considerable variance with the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of valued characteristic features and/or elements and/or their settings; and would cause a landscape of low sensitivity to be permanently changed. |
Moderate adverse |
At minor variance with the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a landscape of high sensitivity to be changed; or At considerable variance with the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of valued characteristic features and/or elements and/or their settings; and would cause a landscape of medium sensitivity to be permanently changed; or At very considerable variance with the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a landscape of low sensitivity to be permanently changed. |
Moderate to Substantial adverse |
At considerable variance to the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a landscape of high sensitivity to be permanently changed; or At very considerable variance to the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a landscape of medium sensitivity to be permanently changed. |
Substantial adverse |
At very considerable variance to the landform, scale and pattern of the landscape resulting in permanent degradation or diminution of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a landscape of high sensitivity to be permanently changed; or At extreme variance with the landform, scale and pattern of the landscape resulting in permanent degradation, diminution or destruction of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a medium sensitive landscape to be permanently changed. |
Severe adverse |
At extreme variance with the landform, scale and pattern of the landscape resulting in permanent degradation, diminution or destruction of the integrity of highly valued characteristic features and/or elements and/or their settings; and would cause a highly sensitive landscape to be permanently changed. |
Slight beneficial |
Minor improvement in the landscape character with proposals fitting in with the scale, landform and pattern of the landscape and enabling limited introduction or restoration of valued landscape characteristics which may have been diminished or lost. |
Moderate beneficial |
Considerable improvement in the landscape character with proposals fitting in very well with the scale, landform and pattern of the landscape and enabling significant introduction or restoration of valued landscape characteristics which may have been diminished or lost. |
10.2.14 As indicated in Table 10.3, landscape impacts can be either beneficial or adverse. However, it should be noted that to provide consistency with the assessment of other environmental parameters within this Stage 2 report, stated impacts are considered to be adverse unless otherwise stated.
Limitations to Assessment
10.2.15 The assessment of potential impacts for the two Local Landscape Character Areas (LLCAs) listed below are desk-based due to access issues, using information from maps and aerial photography:
- Dundas Designed Wooded Landscape; and
- Newliston Designed Wooded Landscape.
10.2.16 It should be noted, however, that the information available from the desk-based assessment was considered sufficient for the purposes of Stage 2 assessment.
10.3 Baseline Conditions
10.3.1 This section classifies and evaluates the landscape resource of the Northern and Southern study areas and the Firth of Forth taking account of the geological, cultural and historical influences as well as identifying any designated or protected areas.
Regional Context
10.3.2 The study area is located in the broad Midland Valley between the Grampian Hills and the Southern Uplands, where the Firth of Forth forms a major water body.
10.3.3 To the north of the Firth of Forth, the Fife lowland and upland landscape is characterised by hills, valleys and urban settlements, of which Dunfermline is the largest. Lothian’s lowland plains and hills, south of the Firth of Forth, form an undulating agricultural landscape, with a small settlement at South Queensferry.
10.3.4 The Firth of Forth, central to the study area, forms a large horizontal expanse of intertidal and maritime landscape features.
Landscape and other Designations
10.3.5 Landscape designations are illustrated on Figure 10.3. The level of protection afforded to sites of landscape value and importance varies according to their designation as described below.
Nationally Protected Sites
Historic Landscapes and Designed Gardens
10.3.6 Within the study area there are a number of sites included on the Inventory of Gardens and Designed Landscapes designated by Historic Scotland and SNH.
10.3.7 The following Gardens and Designed Landscapes are located within or close to the Northern and Southern study areas:
- Fordell Castle (Figure 10.3a);
- Donibristle (Figure 10.3a);
- House of Binns (west of Hopetoun House and not shown on a figure);
- Hopetoun House (Figure 10.3b and c);
- Dundas Castle (Figure 10.3c);
- Dalmeny (Figure 10.3c); and
- Newliston (Figure 10.3c).
Locally Protected Areas
Area of Outstanding Landscape Quality – Edinburgh City Council
10.3.8 The specific location and extent of the Areas of Outstanding Landscape Quality (AOLQ) within the study area are shown in the Adopted Rural West Edinburgh Local Plan and on Figure 10.3.
Area of Great Landscape Value – West Lothian Council
10.3.9 The Finalised West Lothian Plan 2005 identifies an Area of Great Landscape Value (AGLV) along the shore of the Firth of Forth between Blackness and South Queensferry including the managed woodlands of Hopetoun House and the setting of several other historic buildings surrounding the Hopetoun Estate (Figure 10.1). The AGLV is within the Southern study area.
Green Belt – Edinburgh City Council
10.3.10 Green Belt, identified in the Rural West Edinburgh Local Plan (adopted June 2006), and in Edinburgh and Lothians Structure Plan 2015, extends into the Southern study area as shown on Figure 10.3c).
Protection of Open Space – Edinburgh City Council
10.3.11 Rural West Edinburgh Local Plan (adopted June 2006) outlines policy for the protection of public and private open space of recreational, amenity or nature conservation value.
10.3.12 There are several areas of open space, as defined above, within the Southern study area as shown on Figure 6.2c.
Tree Preservation Orders
10.3.13 A Tree Preservation Order (TPO) is made by a local planning authority to protect specific trees or a particular area, group or woodland from deliberate damage and destruction. TPOs can prevent the felling, lopping, topping, uprooting or otherwise willful damaging of trees without permission.
10.3.14 There are several TPO areas to the north of the study area:
- North Queensferry – Wooded brae south of Ferry Loch;
- Rosyth – Wooded area round the dovecot, north of the castle;
- Rosyth – ‘The Wilderness’ north of the town;
- Letham – Letham Hill Wood; and
- Dunfermline – ‘North Wood’ adjacent to Pitreavie Golf Course.
10.3.15 There are three TPO areas in the study area to the south of the Firth of Forth:
- Dalmeny – Single tree immediately north of the A90 on Standingstane Road;
- South Queensferry – Block of trees to the east of St. Margaret’s Primary School; and
- Kirkliston – Wooded grounds surrounding dwelling on Manse Road.
Landform and Drainage
10.3.16 There is a varied landform north of the Firth of Forth, including a flat coastal area, minor hills, gently undulating slopes steeper coastal braes and inland valleys. The major hills in the area include the Ferry Hills at North Queensferry, Whinny Hill / Castlandhill to the west of Inverkeithing, Letham Hill to the west of Dalgety Bay and Clinthill Top to the north of Dalgety Bay. Ridge lines occur in several places in a roughly east-west formation along the south facing slopes.
10.3.17 The Firth of Forth is the main water catchment in the area and flows from the Grampian Mountains in the west to the North Sea in the east with several rivers discharging into it along its length. In the north, the generally south facing slopes drain southwards into the Firth of Forth. There are several burns in the area that converge at Inverkeithing and discharge into Inverkeithing Bay and the Firth of Forth.
10.3.18 In the Southern study area, burns along the north facing slopes (north of the ridge line) discharge northwards into the Firth of Forth. The main example being Midhope Burn on the Hopetoun Estate. South facing slopes form the catchment for the River Almond which discharges into the Firth of Forth at Cramond to the east of the study area.
10.3.19 The drainage of the study area is illustrated on Figures 8.1 and 8.2 of Chapter 8 (Water Environment).
Vegetation
10.3.20 Vegetation cover in the study area varies to reflect the natural influences of local geology, landform, microclimate, drainage, soil, colonisation and biodiversity and the influence of man upon land use and management. The resulting vegetation pattern is intrinsic to the integrity of regional and local distinctiveness.
10.3.21 The majority of mature broadleaf and coniferous woodlands and shelterbelts occur on country estates scattered throughout the study area, with several of the older, extensive woodland areas such as those at Dalmeny, Dundas, Hopetoun, Fordell and Newliston originating from designed landscapes dating back to the 17th century as shown on Figures 10.3.
10.3.22 Broadleaf and mixed woodland is also found on isolated hills such as Letham Hill and Craigie Hill, along areas of the Union Canal and distributed elsewhere as shown on Figure 9.1.
10.3.23 The majority of agricultural land within the Northern and Southern study areas is arable, with shelterbelts and hedges used extensively to reflect the exposed nature of the broad valley setting. The topography also provides large flat areas such as St. Margaret’s Hope adjacent to the water providing a distinctive marshland area.
SNH Landscape Character Assessments
10.3.24 Collective LCTs, based on those outlined in the TLLCA and FLCA, are applied throughout the Northern and Southern study areas, as detailed below. The LCTs have been further classified in this assessment as LLCAs, as shown on Figures 10.1, to take account of the local landscape features. Detailed descriptions of the LLCAs and evaluation of the sensitivity to change due to development are contained in Appendix A10.1.
Lowland Hill and Valley Farmland
10.3.25 The Lowland Hill and Valley Farmland LCT comprises a variety of undulating landforms with open regular farmland patterns of medium-scale fields of arable and grasslands. Field boundaries consist of fencing and hedges with hedgerow trees. Roads within the area relate well to the landform and contribute to the generally well maintained, safe, quiet, balanced and calm landscape (based on extract from SNH, 1999). LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.5.
Table 10.5: Lowland Hill and Valley Farmland LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Woodlee |
Medium |
|
Duloch |
Low |
|
Inverkeithing Farmland |
Medium |
|
Duddingston |
Medium |
|
Craigbrae |
Medium |
Wooded Lowland Hill and Valley
10.3.26 This LCT contains undulating landforms, often valley slopes and hills, that feature extensive areas of plantations, shelter planting and other dominant linear and point features of plantations and tree groups (based on extract from SNH, 1999). LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.6.
Table 10.6: Wooded Lowland Hill and Valley LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Craigie |
Medium to High |
|
Humbie |
High |
|
North Inverkeithing |
Low to Medium |
Coastal Hills
10.3.27 Coastal Hills LCTs have a strong association with the coast through views, sounds, smells and other coastal experiences. Features also include large open undulating fields with fences, low hedges or drystone dykes and hillsides with scrub woodland or rough grazing. Settlement is in exposed, isolated farms often with converted outbuildings (adapted from SNH, 1999). LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.7.
Table 10.7: Coastal Hill LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Letham Hill |
Medium to High |
|
Castlandhill |
Medium |
|
Ferry Hills |
Medium |
Coastal Flats
10.3.28 Coastal Flats are low-lying, open, exposed, large-scale coastal landscapes at sea level encroached by industry and other built developments. Land cover also includes open grassland expanses. A coastal landscape where the character is always influenced by the sea and can be particularly affected by the weather conditions and views of the sky and the sea (adapted from SNH, 1999). LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.8.
Table 10.8: Coastal Flats LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
North Queensferry |
Medium to High |
Designed Wooded Landscape
10.3.29 These landscape character types are formed around large country houses and estates. Features include large woodland blocks and shelterbelts which surround arable fields, tree clumps and isolated trees. There are often artificial and natural ponds and water features, as well as other features of a designed landscape such as ha-ha’s and tree lined access roads. Well maintained stone walls mark estate boundaries and dwellings range from stately manor houses to simple vernacular estate cottages within extensive grounds. LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.9.
Table 10.9: Designed Wooded Landscape LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Fordell |
Medium to High |
|
Hopetoun |
High |
|
Dalmeny |
High |
|
Dundas |
Medium to High |
|
Newliston |
High |
Disturbed Farmland
10.3.30 The Disturbed Farmland character type is characterised by rolling lowland fields featuring large hills formed from mining spoils. The spoil heaps dominate the surrounding landscape and are highly visible. Other features include manmade elements such as landfill sites, canals and rail lines forming a distinctive post industrial landscape. Settlements include scattered farms. LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.10.
Table 10.10: Disturbed Farmland LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Craigton |
Low to Medium |
Lowland Plain
10.3.31 The Lowland Plain character type is a flat or gently undulating landform with a rural matrix of predominantly arable farmland. Field edges include small hedges with mature trees and stone walls (adapted from SNH, 1998). LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Table 10.11.
Table 10.11: Lowland Plain LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
River Almond |
Medium to High |
|
Overton |
Medium |
Firth of Forth
10.3.32 This character area is a large scale, exposed, horizontal landscape dominated by the weather conditions and the sky. It is generally calm and colourful with extensive views. Features include off-shore islands, slow moving vessels and changing coastline features influenced by the tide. Dominant structures in the landscape are the Forth Road Bridge and Forth Rail Bridge. The LLCA classified under this type, figure location and evaluation of sensitivity to change due to development are listed in Table 10.12.
Table 10.12: Firth of Forth LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Firth of Forth |
High |
Urban / Industrial
10.3.33 Urban and Industrial areas are a feature of the landscape adding colour and texture. Negative attributes however include fragmentation of the natural landscape. LLCAs classified under this type, their figure location and evaluation of sensitivity to change due to development are listed in Tables 10.13 and10.14.
Table 10.13: Urban LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Dunfermline |
Low |
|
Rosyth |
Low |
|
Dalgety Bay |
Medium |
|
Inverkeithing |
Medium |
|
North Queensferry |
Medium to High |
|
South Queensferry |
Medium to High |
|
Kirkliston |
Medium |
Table 10.14: Industrial LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
Inverkeithing Industrial Estate |
Low |
|
South Inverkeithing Bay |
Low |
|
Rosyth Industrial Area |
Low |
Existing Road Corridor
10.3.34 The M9, A90 and M90 form large linear elements in the landscape that are distinct from the surrounding landscape features. They are characterised by cuttings through hills and large embankments with scrub woodland planting in places. They are also areas of intense activity in contrast to the relative tranquillity of the rural surroundings. The LLCA classified under this type, figure location and evaluation of sensitivity to change due to development are listed in Table 10.15.
Table 10.15: Existing Road Corridor LLCAs
| LLCA |
Figure Number |
Overall Sensitivity |
|---|---|---|
M9, A90 and M90 |
Low |
10.4 Potential Impacts
10.4.1 Without appropriate mitigation, landscape impacts may include the following:
- alteration of the regional and local character of the landscape, or the special qualities of designated areas, due to loss of landscape elements and introduction of infrastructure elements associated with a new bridge and adjoining motorways; and
- alteration of the surrounding landform, land use, pattern, boundaries, vegetation and watercourses.
10.4.2 The proposed replacement bridge and the northern and southern route corridor options are assessed separately.
10.4.3 For the purpose of consistency, potential impacts are assessed for each LLCA, as they occur from north to south within the study area. As previously stated, descriptions of the LLCAs and the sensitivity of each area to change due to development are contained in Appendix A10.1.
10.4.4 The sensitivity of each LLCA is justified on the first occasion that the LLCA is discussed and remains unchanged throughout the report.
10.4.5 Potential impacts considered not to be common to both corridor options within the Northern or Southern study areas are identified separately.
Proposed Replacement Bridge
10.4.6 The imposing scale of the proposed replacement bridge would have an impact on a number of LLCAs. Affected LLCAs with direct impacts are outlined below and summarised in Table 10.16.
10.4.7 The Existing Road Corridor LLCA has a low sensitivity to change. The introduction of the proposed replacement bridge would produce a medium magnitude of change and an impact of Slight to Medium significance.
10.4.8 Rosyth Urban LLCA has a low sensitivity to change due to industry and continued development to the south and intrusion from the M90 to the east. The magnitude of change would be low and the overall impact of Negligible significance.
10.4.9 The prominent Castlandhill LLCA with intermittent views over the Firth of Forth, has a medium sensitivity to change. Indirect impacts from the proposed replacement bridge would be limited by distance, with a low magnitude of change and an impact of Negligible significance.
10.4.10 Rosyth Industrial LLCA would be indirectly impacted by the proposed replacement bridge. However, this LLCA is heavily developed, with low sensitivity and a high tolerance for change. The proposed replacement bridge would produce a low magnitude of change to the character of the LLCA with the overall impact limited to Negligible significance.
10.4.11 North Queensferry Coastal Flat LLCA is a valued part of the coastal landscape with a sensitivity of medium to high. The proximity of the proposed replacement bridge would give a magnitude of change as low to medium and an impact of Slight to Moderate significance.
10.4.12 Ferry Hills is an attractive but fragmented LLCA where the sensitivity is assessed as medium. The proposed replacement bridge would directly impact on the western side of the LLCA, with a high magnitude of change and an overall impact of Moderate to Substantial significance.
10.4.13 North Queensferry LLCA, a historic town penetrated by the northern section of the two existing bridge structures has a sensitivity of medium to high. The proposed replacement bridge would impose a medium magnitude of change and an impact of Moderate significance.
10.4.14 The sensitivity of the open, reflective Firth of Forth LLCA is high. The proposed replacement bridge would further alter this marine landscape, with a medium to high magnitude of change in the context of the existing bridges. The overall impact would be of Moderate to Substantial significance.
10.4.15 Hopetoun LLCA, with a Garden and Designed Landscape designation, has a high sensitivity to change but the presence of the existing bridges would limit the magnitude of change to low to medium and the significance of impact to Slight to Moderate.
10.4.16 Duddingston LLCA, a rural landscape edged by settlement, has a medium sensitivity to change. The proposed replacement bridge would directly impact upon fields to the north east beside urban development. The magnitude of change will be medium and the overall impact significance will be Moderate.
10.4.17 South Queensferry LLCA, where the Forth Road and Rail Bridges tie in to the east and west of the town, has a sensitivity of medium to high. The magnitude of change is predicted as medium to high due to the removed location of the proposed replacement bridge to Port Edgar with an impact of Moderate to Substantial significance.
10.4.18 Dalmeny is a highly valued LLCA with a Garden and Designed Landscape designation. This gives the area a high sensitivity to change. However, the proposed replacement bridge would have no direct impacts on the features or quality of the area, so that the magnitude of change would be low and the overall impact would be of Negligible to Slight significance.
Table 10.16: Summary of Potential Impacts – Proposed Replacement Bridge
LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
Direct/Indirect |
Magnitude |
Significance |
||
Existing Road Corridor |
Low |
Indirect |
Medium |
Slight to Moderate |
Rosyth Urban |
Low |
Indirect |
Low |
Negligible |
Castlandhill Coastal Hill |
Medium |
Indirect |
Low |
Negligible |
Rosyth Industrial Area |
Low |
Indirect |
Low |
Negligible |
North Queensferry Coastal Flat |
Medium to High |
Indirect |
Low to Medium |
Slight to Moderate |
Ferry Hills Coastal Hill |
Medium |
Direct |
High |
Moderate to Substantial |
North Queensferry Urban Area |
Medium to High |
Indirect |
Medium |
Moderate adverse |
Firth of Forth |
High |
Direct |
Medium to High |
Moderate to Substantial |
Hopetoun Designed Wooded Landscape |
High |
Indirect |
Low to Medium |
Slight to Moderate |
Duddingston Lowland Hill and Valley Farmland |
Medium |
Direct |
Medium |
Moderate adverse |
South Queensferry Urban |
Medium to High |
Indirect |
Medium to High |
Moderate to Substantial |
Dalmeny Designed Wooded Landscape |
High |
Indirect |
Low |
Negligible to Slight |
Northern Route Corridor Options
Impacts Common to Both Northern Route Corridor Options
10.4.19 Impacts on LLCAs which would be common to both Northern route corridor options are described below and summarised in Table 10.17.
10.4.20 The introduction of a new junction at Masterton and a tie in at North Queensferry Hill would produce a low magnitude of change for the Existing Road Corridor LLCA. This would result in an impact of Slight significance.
10.4.21 Woodlee is an undulating rural landscape influenced by the existing M90 to the west, with medium sensitivity. Distant views of Masterton provide low magnitude of change and would result in an impact of Slight significance. These potential impacts are not significant and common to both northern route corridor options.
10.4.22 Dunfermline is a large dense town with low sensitivity. The replacement Masterton Junction would produce a low magnitude of change of Negligible significance.
10.4.23 Potential impacts for Letham Hill are not significant and common to both northern route corridor options. Although Letham Hill has high sensitivity, due to attractive ancient woodland, coastal location and productive agricultural land, the distance of the proposed Masterton Junction from this area would produce impacts of low magnitude and Negligible significance.
10.4.24 Dalgety Bay is a densely developed urban area, assessed as having a medium sensitivity. Both options would have a low magnitude and an impact of Negligible significance.
10.4.25 The sensitivity for South Inverkeithing Bay is low due to a large working quarry and other industry. Despite its close proximity to the North Corridor Option 1, the magnitude of change would be low and the overall impact would be of Negligible significance.
10.4.26 A low magnitude of change reflects the existing industry and infrastructure at Rosyth Industrial Area. Potential impacts would be indirect and of Negligible significance.
10.4.27 North Corridor Options 1 and 2 would pass through the western edge of Ferry Hills on embankment at the top of a prominent hill, altering its topography and vegetation. Both will introduce major cuttings in the hill where the existing A90 ties in with the proposed route corridor. This would result in a high magnitude of change of Substantial significance.
10.4.28 Potential impacts for North Queensferry would be indirect, not significant and common to both northern route corridor options. The magnitude would therefore be low and the impact significance assessed to be Negligible.
10.4.29 Both the northern route corridor options would indirectly alter the character of the Firth of Forth with a low magnitude of change. The overall adverse impact would be of Slight significance.
Table 10.17: Summary of Potential Impacts Common to Both Northern Route Corridor Options
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Existing Road Corridor |
Low |
Direct |
Low |
Slight |
Woodlee Lowland Hill and Valley Farmland |
Medium |
Direct |
Low |
Slight |
Dunfermline Urban Area |
Low |
Direct |
Low |
Negligible |
Letham Hill Coastal Hill |
Medium to High |
Indirect |
Low |
Negligible |
Dalgety Bay Urban |
Medium |
Indirect |
Low |
Negligible |
South Inverkeithing Bay Industrial |
Low |
Direct (North Corridor Option 1) |
Low |
Negligible |
Rosyth Industrial Area |
Low |
Direct |
Low |
Negligible |
Ferry Hills Coastal Hill |
Medium |
Direct |
High |
Substantial |
North Queensferry Urban Area |
Medium to High |
Indirect |
Low |
Negligible |
Firth of Forth |
High |
Indirect |
Low |
Slight |
North Corridor Option 1
10.4.30 North Corridor Option 1 utilises the existing A90 / M90 carriageway and introduces a new section of road to the south where the proposed replacement bridge ties in with the existing A90 road and a slightly altered junction at Masterton. Additional embankments and cuttings may have to be widened as the road is upgraded in places. Potential impacts on LLCAs from North Corridor Option 1 are described below and summarised in Table 10.18.
10.4.31 Fordell has a valued wooded character and medium to high sensitivity to change. The new Masterton Junction coincides with the existing junction so that the magnitude of change would be low to medium and the impact significance would be Slight to Moderate.
10.4.32 Duloch is semi-rural and bounded by the existing M90 and Dunfermline. The sensitivity is assessed as low and the proposed Masterton Junction would create a medium magnitude of change and an impact of Slight to Moderate significance.
10.4.33 Inverkeithing Farmland has medium sensitivity due to attractive rural features and south facing high quality farmland. The magnitude of change would be medium to high since the Masterton Junction and link road directly impacts the west of the LLCA and the overall impact would be of Moderate to Substantial significance.
10.4.34 Inverkeithing Industrial Estate also has a low sensitivity to change. The proposed change at Masterton Junction would be visible but will only produce a low magnitude of change and an impact of Negligible significance.
10.4.35 The route corridor and new Masterton Junction would indirectly detract from the character of Rosyth settlement. The magnitude of change would be low to medium with an impact of Slight significance.
10.4.36 North Inverkeithing is surrounded by infrastructure and settlement. It has a low to medium sensitivity and low magnitude of change. The impact will be of Slight significance.
10.4.37 Inverkeithing town’s sensitivity is assessed as medium. Masterton Junction would represent a low magnitude of change and an impact of Negligible significance.
10.4.38 Most of North Corridor Option 1 follows the existing A90 at Castlandhill, with the exception of a new roundabout and access road at the southeast corner of the character area. These additions to the existing infrastructure would produce a low magnitude of change and an impact of Negligible to Slight significance.
10.4.39 At North Queensferry Coastal Flat, North Corridor Option 1 cuts through the east edge of the LLCA on a wide embankment disturbing the flat character of the area which would consequently result in a high magnitude of change and an impact of Substantial significance.
Table 10.18: Summary of Potential Impacts - North Corridor Option 1
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Fordell Designed Wooded Landscape |
Medium to High |
Direct |
Low to Medium |
Slight to Moderate |
Duloch Lowland Hill and Valley Farmland |
Low |
Direct |
Medium |
Slight to Moderate |
Inverkeithing Lowland Hill and Valley Farmland |
Medium |
Direct |
Medium to High |
Moderate to Substantial |
Inverkeithing Industrial Estate |
Low |
Direct |
Low |
Negligible |
Rosyth Urban Area |
Low |
Direct |
Low to Medium |
Slight |
North Inverkeithing Lowland Hill |
Low to Medium |
Direct |
Low |
Slight |
Inverkeithing Urban Area |
Medium |
Indirect |
Low |
Negligible |
Castlandhill Coastal Hill |
Medium |
Direct |
Low |
Negligible to slight |
North Queensferry Coastal Flat |
Medium to High |
Direct |
High |
Substantial |
North Corridor Option 2
10.4.40 North Corridor Option 2 is online before branching to the east of the existing M90, across the southwest corner of Fordell and returning southwest to dissect Inverkeithing Industrial Estate, cross the corridor of the existing motorway and cut through the east side of Castlandhill using a cut-and-cover solution. It continues south to the north coast of the Firth of Forth, immediately west of the Forth Road Bridge approach. Potential impacts on LLCAs from North Corridor Option 2 are described below and summarised in Table 10.19.
10.4.41 North Corridor Option 2 would directly impact the southwest of Fordell as it passes through on embankment, at grade and in cutting, severing two fields and permanently changing the landform and mature woodland. The magnitude of change is assessed as high and the impact significance would be Moderate to Substantial.
10.4.42 Duloch is semi-rural and bounded by the existing M90 and Dunfermline. The sensitivity is assessed as low and the proposed route corridor option would create low magnitude of change and an impact of Negligible to Slight significance.
10.4.43 Inverkeithing Farmland would experience a high magnitude of change as North Corridor Option 2 crosses the area on high embankment, severing and isolating fields. The overall impact significance would be greater than for North Corridor Option 1 at Moderate to Substantial.
10.4.44 North Corridor Option 2 would directly affect Inverkeithing Industrial Estate. The magnitude of change would be high and the overall impact would therefore be of Moderate to Substantial significant, which is a more significant impact than for North Corridor Option 1.
10.4.45 The proximity of North Corridor Option 2 to Rosyth Urban Area would impose a medium magnitude of change and overall impact significance of Moderate, which is greater than for North Corridor Option 1.
10.4.46 North Corridor Option 2 would directly impact North Inverkeithing Lowland Hill as it passes through in a large cutting. The magnitude of change would therefore be high and the impact, which is greater than for North Corridor Option 1 would be of Substantial significance.
10.4.47 North Corridor Option 2 would pass very close to the western and northern extremities of Inverkeithing Urban Area, with the potential demolition of housing. Impacts would be greater than for North Corridor Option 1, with a medium to high magnitude of change and an overall impact of Moderate to Substantial significance.
10.4.48 The proposed road forms substantial cuttings to the east side of both hills at Castlandhill, via a cut-and-cover solution on the northern hill. The magnitude of change would therefore be high and the impact significance is greater than North Corridor Option 1 at Severe.
10.4.49 At North Queensferry Coastal Flat, the additional slip road to the west of the mainline further encroaches on the area to a greater extent than for North Corridor Option 1 and consequently would result in a high magnitude of change and with an impact significance of Severe.
Table 10.19: Summary of Potential Impacts - North Corridor Option 2
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Fordell Designed Wooded Landscape |
Medium to High |
Direct |
High |
Moderate to Substantial |
Duloch Lowland Hill and Valley Farmland |
Low |
Indirect |
Low |
Negligible to Slight |
Inverkeithing Lowland Hill and Valley Farmland |
Medium |
Direct |
High |
Moderate to Substantial |
Inverkeithing Industrial Estate |
Low |
Direct |
High |
Moderate to Substantial |
Rosyth Urban Area |
Low |
Indirect |
Medium |
Moderate |
North Inverkeithing Lowland Hill |
Low to Medium |
Direct |
High |
Substantial |
Inverkeithing Urban Area |
Medium |
Indirect |
Medium to High |
Moderate to Substantial |
Castlandhill Coastal Hill |
Medium |
Direct |
High |
Severe |
North Queensferry Coastal Flat |
Medium to High |
Direct |
High |
Severe |
Southern Route Corridor Options
Impacts Common to Both Southern Route Corridor Options
10.4.50 Impacts on LLCAs which would be common to both southern route corridor options are described below and summarised in Table 10.20.
10.4.51 Neither of the southern route corridor options would directly alter the Firth of Forth and would have only a limited effect on the quality of the area and a low magnitude of change. The overall impact would be of Slight significance.
10.4.52 The majority of this route corridor would be separated from Hopetoun by extensive woodland. The magnitude of change would be low and the overall impact significance would therefore be Slight.
10.4.53 The proposed route corridor would not alter the character of Dalmeny, so the magnitude of change would be low and the overall impact significance would be Negligible.
10.4.54 Craigie is a significant feature in the landscape with ancient woodland and medium to high sensitivity. Neither southern route corridor option would detract from the quality of this area, with a low magnitude of change and an impact of Negligible significance.
10.4.55 Craigton has a low to medium sensitivity due to the presence of bings and proximity of the M9. The magnitude of change from the route corridor would be low and the impact would be of Slight significance.
10.4.56 The sensitivity of Overton is medium reflecting the existing disturbance from infrastructure. The re-modelling of M9 Junction 1A in a cutting to the east and embankment with bridge to the west would have a medium magnitude of change. The overall impact would be of Moderate significance.
10.4.57 Kirkliston is a small scale town with medium sensitivity. South Corridor Option 1 would change the junction layout to the southwest of the town. The magnitude of change would be low to medium and the impact would be of Slight significance.
10.4.58 Newliston is a valued character area with a high sensitivity to change. South Corridor Option 1 will run close to the north of the LLCA mainly in cutting and separated from Newliston by woodland. The magnitude of change would be low and the overall impact would be of Slight significance
10.4.59 River Almond is a relatively flat rural area adjacent to Edinburgh Airport. It has a medium to high sensitivity reflecting the openness of the area and the sensitivity of the River Almond which flows through the area. The magnitude of change from the proposed corridor and alterations to the M9 Spur would be low and the overall impact would be of Negligible significance.
Table 10.20: Summary of Potential Impacts Common to Both Southern Route Corridor Options
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Firth of Forth |
High |
Indirect |
Low |
Slight |
Hopetoun Designed Wooded Landscape |
High |
Indirect |
Low |
Slight |
Dalmeny |
High |
Indirect |
Low |
Negligible |
Craigie Wooded Lowland Hill and Valley |
Medium to High |
Indirect |
Low |
Negligible |
Craigton Disturbed Farmland |
Low to Medium |
Direct (South Corridor Option 1) |
Low |
Slight |
Overton Lowland Plain |
Medium |
Direct |
Medium |
Moderate |
Kirkliston Urban Area |
Medium |
Direct |
Low to Medium |
Slight |
Newliston Designed Wooded Landscape |
High |
Direct |
Low |
Slight |
River Almond |
Medium to High |
Indirect |
Low |
Negligible |
South Corridor Option 1
10.4.60 This route corridor option utilises the existing M9 Spur and proposes an additional extension of the A90 running to the south and west of South Queensferry. M9 Junction 1A is remodelled with sliproads passing through adjacent fields and additional slip roads are used to connect the M9 Spur to the existing A90. The A90 extension cuts through open agricultural land. Potential impacts on LLCAs from South Corridor Option 1 are described below and summarised in Table 10.21.
10.4.61 The fabric of the existing Road Corridor LLCA has a low to medium sensitivity to change. South Corridor Option 1 would replace the existing M9 Junction 1A with a remodelled junction and additional bridge structure and would also create a new road link to the north with slip roads from the existing A90. The magnitude of change would be low to medium with an impact of Slight significance.
10.4.62 South Corridor Option 1 would directly impact the Duddingston LLCA as it circumnavigates South Queensferry in the northeast of the area. The scale of the road and Echline Junction in the landscape will be large and will permanently alter field patterns. The magnitude of change would be high and the overall impact would be of Substantial significance.
10.4.63 For South Queensferry, the route corridor and Echline Junction would result in a magnitude of change that would be medium to high. The impacts would be of Moderate to Substantial significance.
10.4.64 Dundas is a highly valued LLCA character area assessed as having medium to high sensitivity to change. The magnitude of change would be high since the route corridor would cut through existing woodland and fields to the north and east. The overall impact would be of Substantial significance.
10.4.65 The sensitivity to change for Craigbrae is medium due to the area’s open aspect and small scale. South Corridor Option 1 would have a low magnitude of change on the LLCA as it passes to the west and would result in an impact of Slight significance.
10.4.66 Humbie has been designated an AOLQ and has a high sensitivity to change. South Corridor Option 1 would result in a low magnitude of change since there would be no direct effects on the area and the overall impact would be of Negligible significance.
Table 10.21: Summary of Potential Impacts - South Corridor Option 1
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Existing Road Corridor |
Low to Medium |
Direct |
Low to Medium |
Slight |
Duddingston Lowland Hill and Valley Farmland |
Medium |
Direct |
High |
Substantial |
South Queensferry Urban |
Medium to High |
Direct |
Medium to High |
Moderate to Substantial |
Dundas Designed Wooded Landscape |
Medium to High |
Direct |
High |
Substantial |
Craigbrae Lowland Hill and Valley Farmland |
Medium |
Direct |
Low |
Slight |
Humbie Wooded Lowland Hill and Valley |
High |
Indirect |
Low |
Negligible |
South Corridor Option 2
10.4.67 South Corridor Option 2 follows a direct line from the proposed replacement bridge to the M9 in the south. The proposed road is in cutting for most of this route corridor, with large embankments along some of the slip roads where it connects to the M9. The M9 Spur is also utilised to connect to the existing A90 and M9 Junction 1A is remodelled as in South Corridor Option 1. There are further realignment and connecting slip roads where the M9 Spur meets the A90 in the north. Potential impacts on LLCAs from South Corridor Option 2 are described below and summarised in Table 10.22.
10.4.68 For the Existing Road Corridor LLCA, South Corridor Option 2 would replace the existing M9 Junction 1A with a remodelled junction and additional bridge structures and would also create a further junction from the M9 Spur to the A90 with slip roads and bridges. The magnitude of change would be medium to high with an impact of Moderate significance. This impact is greater than for South Corridor Option 1.
10.4.69 South Corridor Option 2 would directly impact Duddingston, as it crosses from north to south, mainly in cutting, with embankment to the far north and south. The scale of the road and junction in the landscape would be large and permanently alter field patterns. The magnitude of change would be high and the overall impact would be of Substantial to Severe significance. This impact is greater than for South Corridor Option 1.
10.4.70 For South Queensferry, the route corridor would be contained by cuttings to produce a magnitude of change that will be low to medium. The impacts would be of Slight to Moderate significance.
10.4.71 The magnitude of change at Dundas would be medium to high due to reduced tranquillity to the west and east of the LLCA. The impact would be of Substantial significance.
10.4.72 South Corridor Option 2 would have a medium to high magnitude of change for Craigbrae due to junction infrastructure and the introduction of large embankments and bridges severing fields to the northwest. The overall impact significance would be considerably greater than for South Corridor Option 1 at Moderate to Substantial.
10.4.73 The magnitude of change for Humbie LLCA would be high for this route corridor option since South Corridor Option 2 passes directly through the area on embankment with elevated slip roads and bridges. The overall impact to the character of the area would therefore be of Severe significance, which is considerably more significant than for South Corridor Option 1.
Table 10.22: Summary of Potential Impacts - South Corridor Option 2
| LLCA Receptor |
Sensitivity |
Potential Impact (unmitigated) |
||
|---|---|---|---|---|
| Direct/Indirect |
Magnitude |
Significance |
||
Existing Road Corridor |
Low to Medium |
Direct |
Medium to High |
Moderate |
Duddingston Lowland Hill and Valley Farmland |
Medium |
Direct |
High |
Substantial to Severe |
South Queensferry Urban |
Medium to High |
Indirect |
Low to Medium |
Slight to Moderate |
Dundas Designed Wooded Landscape |
Medium to High |
Direct |
Medium to High |
Moderate to Substantial |
Craigbrae Lowland Hill and Valley Farmland |
Medium |
Direct |
Medium to High |
Moderate to Substantial |
Humbie Wooded Lowland Hill and Valley |
High |
Direct |
High |
Severe |
10.5 Potential Mitigation
10.5.1 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 therefore to identify ‘standard’ or ‘anticipated’ mitigation measures, in accordance with best practice, legislation and guidance.
10.5.2 This mitigation is taken into account in the subsequent identification of likely residual impacts in Section 10.6 (Summary of Route Corridor Options Assessment), to provide a robust basis for comparative assessment and selection of a preferred route corridor option to be taken forward to Stage 3.
10.5.3 Mitigation measures are proposed as follows:
Respect integrity of surrounding landscape character
- uphold regional and local distinctiveness;
- develop landscape design for earthworks, walls, planting and seeding to reflect, reinstate and endorse the adjacent landform, land use, pattern and vegetation; and
- retain woodland, hedgerows, water bodies, stone walls and other intrinsic elements.
Conserve designated areas
- Select route corridor which avoids direct impacts and minimal indirect impacts on the following:
1. Historic Garden and Designed Landscapes;
2. semi-natural Woodland/Long-Established/Ancient Woodland; and
3. Areas of Great Landscape Value.
Promote aesthetic cohesion
- ensure built elements and earthworks are keyed into surrounding landform;
- integrate alignment, earthworks and attenuation (SUDS) ponds with the surrounding topography;
- form rock cuttings to produce naturalistic appearance; and
- reinforce the sense of place with locally sourced materials, vegetation and design elements.
10.5.4 Initial assessment of the northern and southern corridor options has highlighted areas which, in general terms, could be used for landscape mitigation. These are outlined below.
Northern Route Corridor Options
North Corridor Option 1
- woodland planting on embankments at North Queensferry Coastal Flat to replace woodland lost in the cutting at Ferry Hills and extend the remaining woodland north; and
- woodland planting in severed section of field between slip road and mainline to the north of the Masterton Junction to reduce impacts on Fordell Designed Wooded Landscape.
North Corridor Option 2
- woodland planting on embankments at North Queensferry Coastal Flat to replace woodland lost in the cutting at Ferry Hills and extend the remaining woodland north;
- cut-and cover solution through Castlandhill to reduce impact of cutting through the wooded hillside; and
- woodland planting to assist landscape integration of the large embankment at Dales Farm Cottages.
Southern Route Corridor Options
South Corridor Option 1
- revegetation of cuttings to integrate with surrounding open farmland in Duddingston;
- woodland screen planting to the north of Dundas Castle to tie in with the existing woodland at the A904 Echline Junction; and
- woodland screen planting at M9 Junction 1A to tie in with existing surrounding woodland.
South Corridor Option 2
- revegetation of cuttings to integrate with surrounding open farmland in Duddingston;
- woodland planting at Humbie for screening and integration and to mitigate against loss of ancient woodland block at fragmented fields between the proposed scheme and existing infrastructure south of the LLCA; and
- woodland screen planting at M9 Junction 1A to tie in with existing surrounding woodland.
10.6 Summary of Route Corridor Options Assessment
10.6.1 This section takes the likely mitigation measures into account and summarises the residual impacts associated with each route corridor option.
Northern Route Corridor Options
10.6.2 North Corridor Option 1 is predominantly online and as a result, the overall impacts on landscape would generally be lower than for North Corridor Option 2.
North Corridor Option 1
10.6.3 North Corridor Option 1 is predominantly online so that the effects on the landscape of the area as a whole and impacts on LLCAs represent only a slight additional encroachment on the immediate rural surroundings north of Masterton and the urban and industrial edges of Rosyth and Inverkeithing to the existing M90 corridor. The significance of these effects is lower than for North Corridor Option 2.
10.6.4 Closer to the replacement crossing, the new route corridor will cut through wooded coastal braes, changing the topography and vegetation of the few remaining ‘islands’ of undeveloped land with impacts to LLCAs as detailed below.
10.6.5 North Corridor Option 1 would pass through the western edge of Ferry Hills on embankment at the top of a prominent hill, altering its topography and vegetation, with impacts of Substantial significance anticipated.
10.6.6 Proposed alterations to Masterton Junction would produce Moderate significance impacts for Inverkeithing farmland as the upgraded junction and link road will directly impact the west of this attractive rural area of high quality farmland.
10.6.7 Impacts of Moderate to Substantial significance are assessed at North Queensferry Coastal Flat where the new section of road between the proposed replacement bridge and existing A90 corridor would cut through the east edge of the LLCA on a wide embankment.
North Corridor Option 2
10.6.8 The majority of North Corridor Option 2 is offline so that overall impacts on the landscape character and LLCAs are significant for more LLCAs and greater than for North Corridor Option 1.
10.6.9 As with North Corridor Option 1, North Corridor Option 2 would pass through the western edge of Ferry Hills on embankment with Substantial significance impacts anticipated.
10.6.10 Where North Corridor Option 2 branches east of Masterton junction, woodland at Fordell and fields at Inverkeithing farmland would be severed and residual impacts for this attractive area of rolling farmland would be greater than for North Corridor Option 1 at Moderate to Substantial significance. Residual impacts from the large cutting through North Inverkeithing Lowland Hill would also be greater than for North Corridor Option 1.
10.6.11 The proximity of this corridor option to the west and north edge of Inverkeithing Urban Area, with the potential demolition of housing, would produce greater impacts than for North Corridor Option 1, with Moderate to Substantial significance.
10.6.12 Approaching the replacement crossing, the substantial cuttings through both wooded hills at Castlandhill, via a cut-and-cover solution on the northern hill and the additional slip road at North Queensferry coastal flat, to the west of the mainline, would sever woodland and significantly alter the coastal topography, with higher impact significance than for North Corridor Option 1 for both LLCAs of Severe.
Southern Route Corridor Options
10.6.13 South Corridor Option 1 would have a lower impact on the landscape than South Corridor Option 2. South Corridor Option 2 cuts through an open, rural landscape and in addition would impact on Humbie Area of Outstanding Landscape Quality (AOLQ) and increase isolation of Dundas Estate due to encircling by roads infrastructure.
South Corridor Option 1
10.6.14 South Corridor Option 1 is limited to linking existing roads, with limited additional roads and upgrading to junctions. The introduction of a motorway to the west and south of South Queensferry would effectively introduce a by-pass around the town, extending the existing area of development into farmland with a peripheral loss of rural character. Impacts on LLCAs are generally not significant, except where detailed below, and lower than for South Corridor Option 2.
10.6.15 The re-modelling of M9 Junction 1A would have overall residual impacts of Moderate to Slight significance for Overton.
10.6.16 This route corridor option utilises the existing M9 Spur and proposes an additional extension of the A90 running to the south and west of South Queensferry. This would directly impact the northeast of Duddingston LLCA, permanently altering field patterns with overall residual impact of Moderate to Substantial significance. It would also indirectly impact on South Queensferry with Moderate residual impact significance.
10.6.17 Moderate to Substantial significance residual impact is assessed for Dundas as this route corridor would cut through existing woodland and fields to the north and east of this LLCA.
South Corridor Option 2
10.6.18 South Corridor Option 2 follows a direct line from the proposed replacement bridge to the M9 in the south. The rigid alignment of this route corridor is unsympathetic to the rural expanse of open, undulating farmland which it crosses and although the woodland of Dundas’ designed landscape is not directly affected, this corridor option would create a further boundary to isolate the charm and character of this historic area. Impacts on LLCAs would be significant for more LLCAs and greater than for South Corridor Option 1.
10.6.19 South Corridor Option 2 is in cutting for most of this route corridor, with large embankments along some of the slip roads where it connects to the M9. The M9 Spur is also utilised to connect to the existing A90 and M9 Junction 1A is remodelled as in South Corridor Option 1. There are further realignment and connecting slip roads where the M9 Spur meets the A90 in the north.
10.6.20 As with South Corridor Option 1, the re-modelling of M9 Junction 1A as part of South Corridor Option 2 would have overall residual impacts of Moderate to Slight significance for Overton.
10.6.21 For the Existing Road Corridor LLCA, the remodelled junction at M9 Junction 1A would have a residual impact of Moderate significance, which is greater than for South Corridor Option 1.
10.6.22 The large-scale cutting across Duddingston would produce residual impacts of Substantial significance, which is greater than for South Corridor Option 1.
10.6.23 Residual impacts of Moderate to Substantial significance would result from the reduced tranquillity to the west and east of Dundas LLCA. Similar impacts would occur at Craigbrae due to the introduction of large embankments and bridges, severing fields to the northwest. These impacts are the same as for South Corridor Option 1 for Dundas but considerably greater than South Corridor Option 1 for Craigbrae.
10.6.24 South Corridor Option 2 passes directly through Humbie on embankment with elevated slip roads and bridges. A residual impact of Substantial to Severe significance, which is considerably greater than for South Corridor Option 1 would accrue.
10.7 Scope of Stage 3 Assessment
10.7.1 The Stage 3 assessment will be based on the following tasks as set out in DMRB Volume 11, Section 3, Part 5:
- updated/supplementary baseline landscape assessment, if necessary, for consistency with relevant information from other subject areas;
- consultation with SNH regarding approach to and development of detailed mitigation and viewpoints for photomontages;
- identification of detailed mitigation and CPO land required, incorporating agricultural, surface water, ecological and noise mitigation;
- updated impact assessment to take account of detailed mitigation proposals; and
- preparation of photomontages.
10.8 References
ASH Consulting Group (1998). The Lothians Landscape Character Assessment. Scottish Natural Heritage Review No 91
David Tyldesley and Associates (1999). Fife Landscape Character Assessment. Scottish Natural Heritage Review No 113
ERM (1996). Setting Forth: Environmental Statement. Draft 1 published 4 March 1996 on behalf of the Scottish Office Development Department.
Jacobs / Faber Maunsell / AECOM (2007a). Forth Replacement Crossing Study - Strategic Environmental Assessment – Environmental Report. Prepared on behalf of Transport Scotland.
Landscape Institute and the Institute for Environmental Management and Assessment (2002). Guidelines for Landscape and Visual Impact Assessment, 2nd edition. Spon Press.
Scottish Executive (2002). DMRB Vol.11, Landscape & Visual Assessment, Section 3, Part 5, Supplementary Guidance. Scottish Executive Development Department.
The Highways Agency et al. (1993). DMRB Vol.11, Landscape & Visual Assessment. Section 3, Part 5. The Highways Agency, Scottish Executive Development Department, The National Assembly for Wales and The Department of Regional Development Northern Ireland.