Camilty Wind Farm - Partnerships for Renewables
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Camilty Wind Farm - Partnerships for Renewables

Camilty Wind Farm - Partnerships for Renewables Camilty Wind Farm - Partnerships for Renewables

pfr.co.uk
07.02.2014 Views

Camilty Wind Farm vehicle speeds, it is considered that the effect of driver distraction relating to the movement of abnormal loads would not result in any road safety concerns. It is therefore considered any magnitude of change would be negligible and the significance of effect as a result of the abnormal loads upon receptors along the routes would be negligible. Summary of Construction Effects 7.5.35 The maximum number of vehicle movements generated during the construction of the proposed turbines over a day is estimated at 38 two-way movements per day, 10 of which will be HGVs. 7.5.36 The greatest increase in total traffic is predicted to be on the A70 between the B7008 and Carnwath where an increase of 1.1 % on the 12 hour baseline traffic flows is predicted. In accordance with the IEMA guidance, the traffic generated during the construction phase along the adjacent road network is likely to result in a negligible magnitude of change and the significance of effect would be negligible. 7.5.37 Notwithstanding this conclusion, consideration has also been given to the movement of abnormal loads. This assessment showed that the movement of abnormal loads is generally likely to result in a negligible magnitude of change and the significance of effect would be negligible, with the exception of disruption and driver delay where the magnitude of change would be small to medium and the significance of effect would be slight to moderate. Effects During Operation Phase 7.5.38 During the operational phase of the development, there will be no permanent staff based at the wind farm and only the occasional routine maintenance which is carried out using a 4x4 vehicle will be required on site. It is therefore not considered necessary to assess the environmental effects of the traffic generated by the operational phase of the proposed wind farm. 7.5.39 As above, the evidence base which informed the DCLG publication ‘Planning for Renewable Energy: A Companion Guide to PPS22’, December 2004, has informed the conclusion that drivers would not be distracted by the turbines or the movement of the blades. Effects During Decommissioning Phase 7.5.40 The levels of traffic associated with decommissioning are anticipated to be similar or lower than those required during construction, therefore the construction phase assessment of effects is broadly relevant to that for decommissioning. 7.6 Mitigation and Enhancement Measures 7.6.1 Although the above assessments demonstrate that there is no requirement for any mitigation measures, a Traffic Management Plan (‘TMP’) will be prepared and agreed with the Road Authority as an enhancement measure prior to construction. The TMP will provide the following information: • Approved access routes and any necessary restrictions; • Temporary signage in the vicinity of the proposed wind farm warning of construction traffic; • Temporary signage warning other users of abnormal load turbine movements; March 2013 7-17 ES Chapter 7 Traffic and Transport Copyright Partnerships for Renewables Development Co. Ltd 2013 ©

Camilty Wind Farm • Arrangements with police for escort of abnormal loads; • Ground preparation, including protection of services; • Arrangements for road maintenance and cleaning; • Timing of deliveries – construction hours will be outside of peak traffic hours, subject to agreement with the road authorities; and • Wheel cleaning arrangements and regular road sweeping runs. 7.6.2 Abnormal loads will be escorted, from the port of entry (currently envisaged being Grangemouth) with timings agreed with the road authorities and police as appropriate. 7.6.3 These measures will assist in minimising any environmental effects associated with the construction traffic generated by the proposed wind farm. 7.6.4 In order to further reduce traffic effects associated with the construction of the proposed wind farm, construction personnel will be encouraged to car-share where practicable. 7.6.5 The assessment has considered each construction worker arriving at the proposed wind farm in an individual vehicle. This is considered a robust assessment as construction personnel typically show car occupancy levels of greater than one person per vehicle. 7.7 Assessment of Residual Effects 7.7.1 Although the enhancement measures described above are not required to reduce the level of significance with respect to the effects identified, they are included as measures to manage and control the residual effect resulting from HGV deliveries and abnormal loads. Table 7.9 summarises the effects. March 2013 7-18 ES Chapter 7 Traffic and Transport Copyright Partnerships for Renewables Development Co. Ltd 2013 ©

<strong>Camilty</strong> <strong>Wind</strong> <strong>Farm</strong><br />

• Arrangements with police <strong>for</strong> escort of abnormal loads;<br />

• Ground preparation, including protection of services;<br />

• Arrangements <strong>for</strong> road maintenance and cleaning;<br />

• Timing of deliveries – construction hours will be outside of peak traffic hours, subject<br />

to agreement with the road authorities; and<br />

• Wheel cleaning arrangements and regular road sweeping runs.<br />

7.6.2 Abnormal loads will be escorted, from the port of entry (currently envisaged being<br />

Grangemouth) with timings agreed with the road authorities and police as appropriate.<br />

7.6.3 These measures will assist in minimising any environmental effects associated with the<br />

construction traffic generated by the proposed wind farm.<br />

7.6.4 In order to further reduce traffic effects associated with the construction of the proposed wind<br />

farm, construction personnel will be encouraged to car-share where practicable.<br />

7.6.5 The assessment has considered each construction worker arriving at the proposed wind farm<br />

in an individual vehicle. This is considered a robust assessment as construction personnel<br />

typically show car occupancy levels of greater than one person per vehicle.<br />

7.7 Assessment of Residual Effects<br />

7.7.1 Although the enhancement measures described above are not required to reduce the level of<br />

significance with respect to the effects identified, they are included as measures to manage<br />

and control the residual effect resulting from HGV deliveries and abnormal loads. Table 7.9<br />

summarises the effects.<br />

March 2013 7-18 ES Chapter 7<br />

Traffic and Transport<br />

Copyright <strong>Partnerships</strong> <strong>for</strong> <strong>Renewables</strong> Development Co. Ltd 2013 ©

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