Appendix 2 End Notes

Daytime refers to 06:00 to 20:00
Closures refers to one or more lanes on the bridge being closed to traffic
This number will be predicted based on the design team’s knowledge. It will be compared to the trend for the existing Forth Road Bridge based on an extrapolation of 10 years of historical data (1999-2009 average annual number)
These will be logged as they happen and the average number will be built up over the first 5-10 years
The main benefit that FRC will offer over FRB is the presence of the hard shoulders as emergency refuges for vehicles that break down. If a vehicle can get to the hardshoulder then there is no lane closure. Not all breakdowns will make it across to the hardshoulder, so some judgement will be required in setting the target. The FRB data does not capture the extent of disruption cause by accidents or the duration of closures. To give a quantitative measure it will almost certainly be necessary to make an assumption on how much disruption a breakdown causes (also for accidents and other incidents), e.g. "a van breaking down in a traffic lane blocks one lane for one hour", or similar
'Closures', not 'restrictions'. It is assumed the measure is the bridge being closed to any traffic class, not just the imposition of a speed limit because of fog, ice, etc
Current journey times across the Forth Road Bridge are not reliable since the current network is very sensitive to variations in the weather and other factors that can cause serious disruption (e.g. accidents, slow vehicles etc). This objective is not about making journey times quicker but about smoothing out the variability and thus making them more reliable
Average time lost per vehicle kilometre is the time lost per vehicle kilometre averaged over the year. It is effectively "additional travel time" divided by the "total volume of traffic" (expressed as total vehicle kilometres travelled). This gives the average delay encountered by a vehicle travelling one kilometre. This is Transport Scotland’s Local Trunk Road Congestion Indicator 2
Agricultural land class — prime, non-prime, woodland and scrub
The materials plan will focus on a list of the key materials that will make up the main proportion of the road and bridge infrastructure (i.e. steel, concrete, earthworks, crushed aggregate, aluminium, bitumen, membranes, wood, paints and coatings)
‘Non-signalised’ is where there is a drop curb provided
400m has become an accepted standard for a ‘suitable walking distance’ and is derived from Scottish Government guidance on ‘Minimum Standards for Open Space’ and is featured in NPPG 11: Sport, Physical recreation and Open Space
In PAN 65: Planning and Open Space — Open or green space is defined as including public parks and gardens, private gardens or grounds, amenity greenspace, playspace for children and teenagers, sports areas, green corridors, natural/semi-natural greenspaces, allotments and community growing spaces, civil space, burial grounds, other functional greenspace
Key economic centres are listed as: Edinburgh City Centre; Edinburgh Park, South Gyle; Granton Waterfront; Leith; Livingstone; Edinburgh Airport; A701 Corridor (biotechnology and knowledge-based industries); Edinburgh Royal Infirmary (biomedical research park); Dunfermline; Lochgelly; Kirkcaldy; Levenmouth; and Glenrothes.
Calculated by superimposing a map from the ‘Disruption due to Construction’ study over a map from the Scottish Index of Multiple Deprivation
This number will be predicted based on the design team’s knowledge. It will be compared to the trend for the existing Forth Road Bridge based on an extrapolation of 10 years of historical data (1999 — 2009 average annual number)
This will be specific to the scheme area
These are derived from the Stage 3 design
These are derived from the contractor’s design
There are two definitions of ‘local’ in this context
As predicted in the Stage 3 design
There is a small area of former landfill on the northern side of the scheme
The figures for embodied energy and carbon have been derived through an iterative process that has involved the use of scoping and design to reduce the amounts of embodied energy and carbon in the materials and processes to be used
This figure is derived from the Stage 3 design
This number will be predicted using the TMFS ENEVAL model and based on the design team’s knowledge. It will be compared to the trend for the existing Forth Road Bridge based on an extrapolation of 10 years of historical data (1999 — 2009 average annual number)
This figure is derived from the Stage 3 design
This figure is derived from the Stage 3 design
As derived from the EIA process and the Environmental Statement
This figure is derived from the Stage 3 design
As derived from the EIA process and the Environmental Statement
Data to be obtained from monitoring programmes either from SEPA existing monitoring stations or instigated by Transport Scotland
Data obtained from SNH; local wildlife groups; local councils
Data derived at end of construction by Transport Scotland
Data obtained from SNH; local wildlife groups; local councils
These indicators are taken from the Environmental Statement
These are all located within the local air quality study area, together with representative residential properties within 200m of road links affected by the proposed scheme outside the local study area. Contour maps show pollutant concentrations for years 2017 and 2032
‘Mainline’ is defined as sections of road that are either motorway or trunk road