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Shaping Perth’s Transport Future
Design Manual for Roads & Bridges Scheme Assessment
Document: WP H004j/DMRB1 Version: 4
Volume 1: Stage 1 Assessment Report
Perth & Kinross Council
November 2011
Halcrow Group Limited
City Park, 368 Alexandra Parade, Glasgow G31 3AU
tel 0141 552 2000 fax 0141 552 2525
halcrow.com
Halcrow Group Limited has prepared this report in accordance with
the instructions of client Perth & Kinross Council for the client’s sole and specific use.
Any other persons who use any information contained herein do so at their own risk.
© Halcrow Group Limited 2012
Shaping Perth’s Transport Future
Design Manual for Roads & Bridges Scheme Assessment
Volume 1: Stage 1 Assessment Report November 2011
Perth & Kinross Council
Shaping Perth’s Transport Future
Volume 1: DMRB Stage 1 Assessment Report
Document history
Shaping Perth’s Transport Future
Design Manual for Roads & Bridges Scheme Assessment
Volume 1: Stage 1 Preliminary Assessment Report
Perth & Kinross Council
This document has been issued and amended as follows:
Version Date Description Created by Verified by Approved by
1.0 Nov 11 Draft L Wilson P Marriott L Wilson
2.0 Dec 11 Minor amendments L Wilson L Wilson L Wilson
3.0 Dec 11 Preliminary Economics results G Blair L Wilson L Wilson
4.0 Jan 12 Traffic & Economics Text G Blair L Wilson L Wilson
Shaping Perth’s Transport Future
Volume 1: DMRB Stage 1 Assessment Report
Contents
1 Executive Summary 1 1.1 Perth Traffic and Transport Issues STAG 1
1.2 Shaping Perth’s Transport Future Strategic Environmental Assessment 1
1.3 Shaping Perth’s Transport Future Strategy 1
1.4 Design Manual for Roads & Bridges Stage 1 Assessment Recommendations 2
2 Structure of the Report 4
3 Introduction 5
4 Existing Conditions 7 4.1 Existing Traffic Problems 7
4.2 Locality & Topography 8
4.3 Existing Roads and Structures 9
4.3.1 A9 Perth to Inverness Trunk Road 9
4.3.2 A93 10
4.3.3 A94 10
4.3.4 Dunkeld Road 11
4.3.5 Ruthvenfield Road 11
4.3.6 Bute Drive 11
4.3.7 Stormontfield Road 11
4.3.8 Perth Bridge (A85 West Bridge Street) 11
4.3.9 Queen’s Bridge (A93 South Street) 12
4.3.10 Existing River Crossing 13
4.3.11 Perth to Inverness Railway Line 13
4.3.12 Existing Utilities 13
4.4 Environmental 13
4.4.1 Existing Watercourses 15
4.5 Existing Constraints Summary 16
5 Description of Alternative Schemes 17 5.1 Part 1 Appraisal 20
5.1.1 Cross Tay Link Road 22
5.1.2 A9 / A85 Crieff Road Junction Improvements 22
5.1.3 Western Edge link 22
5.1.4 New M90/A912 junction at Friarton 22
5.2 Part 2 Appraisal 22
5.3 Shaping Perth’s Transport Future Strategic Environmental Assessment 24
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5.4 Shaping Perth’s Transport Future Strategy 24
5.5 Design Manual for Roads & Bridges Stage 1 Preliminary Assessment 24
5.5.1 Do-Minimum 25
5.6 Corridor C 26
5.6.1 Corridor C2 26
5.7 Corridor E 27
5.7.1 Corridor E2 27
5.8 Corridor G 28
5.8.1 Western Edge Link 29
5.9 Preliminary Cost Estimate 29
6 Engineering Assessment 31 6.1 Geology and Geomorphology 31
6.2 Hydrology Drainage 33
6.3 Public Utilities 33
6.4 Corridor C1 33
6.4.1 River Almond Crossing 34
6.4.2 Bertha Loch 36
6.4.3 Corridor C1 - A9 Junction, Rail & River Tay Crossings 38
6.4.4 Corridor C2 - A9 Junction, Rail & River Tay Crossings 40
6.4.5 River Tay – A93 45
6.4.6 A93 – A94 46
6.5 Corridor E 47
6.5.1 River Almond Crossing 48
6.5.2 Bertha Loch 48
6.5.3 Corridor E1 - A9 Junction / Rail Crossing 48
6.5.4 Corridor E2 - A9 Junction / Rail Crossing 49
6.5.5 Corridors E1 & E2 - River Tay Crossing 54
6.5.6 Corridors E1 & E2 - River Tay to A93 56
6.5.7 Corridors E1 & E2 – 93 to A94 57
6.6 Corridor G 59
6.6.1 West Bank 60
6.6.2 East Bank 62
6.6.3 River Tay to A94 64
6.7 Western Edge Link 67
7 Environmental Assessments 68 7.1 Description of the Local Environment / Baseline Conditions 68
7.2 Assessment of Environmental Effects 68
7.2.1 Generic Impacts 68
7.2.2 Corridors C1 and C2 Impacts 70
7.2.3 Corridors E1 and E2 Impacts 72
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7.2.4 Corridor G Impacts 74
7.3 Mitigation 75
7.3.1 Generic Mitigation Measures 75
7.3.2 Mitigation for the reduction of impacts to the River Tay special Area of conservation 78
7.3.3 Perth Traffic & Transport Issues STAG 82
7.3.4 Shaping Perth’s Transport Future Strategy and SEA 82
7.3.5 Public Exhibitions 82
7.3.6 Stakeholder Workshop 83
7.3.7 Further Consultation 83
7.4 Statement of Determination 83
7.4.1 Characteristics of the scheme 84
7.4.2 Location of the scheme 84
7.4.3 Characteristics of potential impacts of the scheme 85
7.4.4 Corridors C1 and C2 Summary 85
7.4.5 Corridor E1 and E2 Summary 85
7.4.6 Corridor G Summary 86
8 Traffic and Economic Assessment 87 8.1 Existing Conditions 87
8.1.1 Introduction 87
8.1.2 Study Area 87
8.1.3 Base Model 87
8.1.4 Journey Times 89
8.1.5 Road Safety 90
8.2 Future Conditions 90
8.2.1 Introduction 90
8.2.2 Network Improvements 90
8.2.3 Future Traffic Demand 91
8.2.4 Journey Times 98
8.3 Effect of Options 101
8.3.1 Introduction 101
8.3.2 Route Corridors 101
8.3.3 Traffic Demand 101
8.3.4 Traffic Flows 101
8.3.5 Journey Times 126
8.3.6 Road Safety 133
8.4 Economic Appraisal 134
8.4.1 Introduction 134
8.4.2 Basis of the Economic Appraisal 134
8.4.3 PEARS Assessment 134
8.4.4 Accident & Non-Traffic Related Maintenance Assessments 137
8.4.5 Overall Economic Assessment 138
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9 Recommendation 139 9.1 Corridor C1 139
9.2 Corridor C2 139
9.3 Corridor E1 140
9.4 Corridor E2 140
9.5 Corridor G 141
Appendix – Refer to Volume 2
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1 Executive Summary
1.1 Perth Traffic and Transport Issues STAG
Against a backdrop of continued population growth and economic development,
Perth and Kinross Council (PKC) commissioned Halcrow Group Limited to assess the
transport problems in and around Perth and consider potential solutions. Whilst
current, economic conditions may seem somewhat different, it is fully expected that
demand for development will return and the study looked at the transport problems
in the context of Perth and its immediate surroundings, considering local and
regional transport issues where appropriate.
The study was completed in accordance with the Scottish Transport Appraisal
Guidance (STAG) which provides a clear and robust framework to identify potential
transport interventions.
This study was also in progress in advance of the publication of the Strategic
Transport Projects Review (STPR) by Transport Scotland in December 2008 and it was
therefore not possible to include proposals for the grade-separation of Inveralmond
and Broxden at the option generation and testing stages. However, supplementary
work was undertaken in the later stages of the study which takes into account STPR
proposals for the Perth area, the findings of which were reported within the Perth
Traffic and Transport Issues STAG Report (PTTI STAG).
The recommendations from the PTTI STAG taken forward to further consideration as
part of this Design Manual for Roads & Bridges Stage 1 Preliminary Assessment are
the Cross Tay Link Road and the Western Edge Link.
1.2 Shaping Perth’s Transport Future Strategic Environmental Assessment
Perth & Kinross Council requested that a Strategic Environmental Assessment (SEA)
of the recommendations from the PTTI STAG was carried out with the
Environmental Report being published in October 2010.
Following consultation, an Addendum to the Environmental Report was published in
2011 and recommended that an amended CTLR Corridor option located between
Option C and E which takes account of the environmental constraints identified in
the environmental assessment is progressed to the DMRB stage and assessed against
the original three route corridors.
This amended corridor reflects the preferred corridor on environmental grounds,
however the SEA reporting recognised that further assessment work is required as
part of the DMRB study to assess this corridor against other factors such as
engineering, traffic and economic impacts and constraints.
1.3 Shaping Perth’s Transport Future Strategy
This high level strategy document, published October 2010, brought together the
findings from the previous studies into a single document to support the consultation
process. Following publication of the Local Development Plan Main Issues Report,
Oct 2010, and subsequent consultations (summarised in the Shaping Perth’s
Transport Future Consultation Statement, November 2011) the finalised Shaping
Perth’s Transport Future Strategy was published in November 2011.
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1.4 Design Manual for Roads & Bridges Stage 1 Assessment Recommendations
Figure 1.1: Recommended Corridor
As outlined in Figure 1.1 and below, the following are recommended for further
consideration as part of a future Design Manual for Roads & Bridges Stage 2 Route
Option Assessment:
• The Western Edge Link: forming part of all the corridors recommended for
further study by the PTTI STAG and the DMRB Stage 1 Preliminary
Assessment, did not highlight any impacts that precludes it from being taken
forward
• Corridor C: performed better than the other corridors for the following
reasons:
- Provides the greatest support to future development in and around Perth
- Provides the greatest relief in removing traffic travelling through the
centre of Perth
- Provides the greatest opportunity to capture the benefits and improve the
public transport, walking and cycling networks
- Is most favourable in terms of greenhouse gas emissions, local air quality
and noise
- Has the least potential impact on settlements and individual properties
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- Has economic benefits that outweigh the costs and therefore provides
good value for money
However it is noted Corridor C would:
- Result in significant impact to the Scone Palace Gardens and Designed
Landscape and associated Scheduled Monuments
- Potentially impact on Broxy Kennels residential property located adjacent
to the A9
- Requires the most complex structure at as it crosses the River Tay,
Railway line and A9
- Result in significant adverse impacts to areas listed on the inventories of
Ancient and Semi-Natural Ancient Woodland and associated impacts to
biodiversity and habitat fragmentation
In reaching this recommendation the Design Manual for Roads & Bridges Stage 1
Preliminary Assessment took forward the PTTI STAG appraisal considering the
engineering, environmental and traffic issues associated with the PTTI STAG’s
recommendations in more detail.
While it is acknowledged there are significant environmental and engineering
constraints and impacts associated with the recommended corridor these and their
proposed mitigation measures were considered prior to reaching the
recommendation for the preferred option, Corridor C.
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2 Structure of the Report
The Design Manual for Roads & Bridges TD 37/93 Scheme Assessment Reporting
contains guidance on the general requirements for the reporting of scheme
assessments and defines the purpose of a Stage 1 Assessment as identifying:
the environmental, engineering, economic and traffic advantages, disadvantages and
constraints associated with broadly defined improvement strategies.
This report follows the guidance contained in TD 37/93 in summarising the work
carried out to identify a recommended corridor for the Cross Tay Link Road. For
ease of reference the report also follows the structure of TD 37/93.
Due to the size of the Report it has been split into two volumes for ease of use:
Volume 1: DMRB Stage 1 Assessment Report
Volume 2: Appendices
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3 Introduction
Against a backdrop of continued population growth and economic development,
Perth and Kinross Council (PKC) commissioned Halcrow Group Limited to study the
transport problems in and around Perth and consider potential solutions. Whilst
current economic conditions may seem somewhat different, it is fully expected that
demand for development will return and the study looked at the transport problems
in the context of Perth and its immediate surroundings, considering local and
regional transport issues where appropriate.
The study was completed in accordance with the Scottish Transport Appraisal
Guidance (STAG) which provides a clear and robust framework to identify potential
transport interventions, incorporating four phases – Pre-Appraisal; Part 1 Appraisal;
Part 2 Appraisal and Post-Appraisal. STAG was originally published in 2003.
A revised platform incorporating a guidance document supported by an online
technical database was published in 2008. As the study commenced in 2007, it was
completed in accordance with the STAG guidance first published in 2003, but took
cognisance of some elements of the updated guidance during the Part 2 Appraisal
where appropriate.
The study was also in progress in advance of the publication of the Strategic
Transport Projects Review (STPR) by Transport Scotland in December 2008 and it was
therefore not possible to include proposals for the grade-separation of Inveralmond
and Broxden at the option generation and testing stages. However, supplementary
work was undertaken in the later stages of the study which takes into account STPR
proposals for the Perth area, the findings of which were reported within the Perth
Traffic and Transport Issues STAG Report (PTTI STAG)1. .
The PTTI STAG and this DMRB Report have taken full cognisance of the various
statutory and non statutory policy documents that provide the framework for
planning and development within Perth & Kinross. The key documents are
summarised in Figure 3.1.
1 http://www.pkc.gov.uk/NR/rdonlyres/20160F81-B6E7-4F35-A230-
67841C740CB2/0/PerthSTAGReportFinalDraftOctober2010issue.pdf
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Figure 3.1: Policy Context of the PTTI STAG
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4 Existing Conditions
The study area is primarily the City of Perth and its immediate surroundings. The
Perth Core Area, as defined by the Perth & Kinross Structure Plan (2003), includes the
City of Perth and the area that lies within 25 minutes of travel by bus from the centre
of Perth. The area contains 50% of Perth & Kinross’ population and employment and
is consequently the main source of economic growth and the focus for future
development.
The Perth & Kinross Structure Plan, Towards a Sustainable Future, sets out policies
for the sustainable development of Perth and Kinross in 2020. In the period since the
publication of the Structure Plan, the population and housing projections upon which
it was based have been and are set to be further exceeded by a significant margin.
Perth & Kinross Council has therefore undertaken to prepare an Alteration to the
Structure Plan on housing and population to inform the Local Plan process.
In Perth & Kinross the supply of prime business land is mostly in Perth City, but
much of the supply suffers from constraints. Whilst there is land for development,
primarily in the north and north-west, the road network connections from the
existing Inveralmond Industrial Estate and Crieff Road are at capacity and unable to
cater for further vehicular loading and public transport services without significant
improvement. Accordingly, the Structure Plan recognises transport has an integral
role to play in the economic and social well being of Perth & Kinross. The Structure
Plan promotes an integrated approach to improving access within Perth & Kinross
and also recognises the importance of enhancing strategic transport links to the area.
Actual and perceived problems and opportunities in turn provide the rationale for
the study. It is important for problems and opportunities to be considered in the
wider context and therefore consideration is also given to issues and constraints of
relevance to the study.
4.1 Existing Traffic Problems
In summary, the local road network in the centre of Perth is extremely busy and can
become gridlocked during special events, incidents and accidents. This is due to the
constraints imposed on the local road network by the Perth and Queens Bridges, and
the lack of a suitable alternative east-west route that avoids the centre of Perth. A90
traffic from Dundee accessing Perth via the A912 and A93/A94 traffic going to the
industrial areas to the west of Perth converge in the centre of Perth to use one of the
two existing bridges (Perth Bridge and Queens Bridge).
When there are major issues, such as the closure of Friarton Bridge on the A90 due to
high winds or major roadworks, traffic has to divert through the city centre resulting
in journey times of 1.5 – 2 hours. Due to the lack of a suitable alternative east-west
route into the centre of Perth, traffic uses B and C class roads to avoid the congestion
in the city centre and to also access special events taking place at Perth Racecourse
and Scone Palace.
Against a background of increasing population and economic growth, background
growth in traffic on the national trunk road network in and around Perth has been
modelled and shows that the current network will have severe operational difficulties
before 2018 and, given forecast development scenarios, gridlock will become
common place. As a result there are consequential impacts on air quality within the
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city’s Air Quality Management Area (AQMA) and there is not the opportunity for
any further bus-priority and cycling/walking enhancements.
The problems identified, include:
Cycling and Walking – accessibility issues within Perth and severance by the A9;
Bus Network – lack of priority; strategic and local congestion;
Rail network – frequency and journey times limited by sections of single track;
Strategic Road Network – congestion at A9 western bypass, Crieff Road junction,
Broxden Roundabout, Inveralmond Roundabout;
Local Road Network – congestion at junctions with A9, Crieff Road/Newhouse Rd,
A93/A94 approach to Perth Bridge, A85 Crieff Road Corridor, Dunkeld Rd, Perth
Bridge, Queens Bridge, Charlotte Street/Atholl/Tay/George Street;
Freight Access – key point congestion, lack of priority, whole city and outskirts; and
Air Quality– formally declared to include city centre and wider area of Perth.
In summary, the current capacity of the transport network, across all modes, is
considered inadequate to deal with an increase in the number of person and vehicle
trips, which are predicted to increase if the development and population targets for
Perth and the surrounding area are to be met. Development and population
requirements are set out in the Perth & Kinross Structure Plan and Local Plans. If
development were permitted with no change to the transport network it is
anticipated that the problems would become greater and new transport / movement
problems would emerge.
Census data and roadside surveys show dependence on the car for trips from the
surrounding area due to Perth supports a relatively rural and dispersed population in
its hinterland. For the city centre walking levels are relatively high.
Physical constraints around Perth include the River Tay, Kinnoull Hill and the rail
line. These limit the opportunities to locate new development as well as the
opportunities to improve the transport network to address current and anticipated
problems. As a consequence development has tended to concentrate towards the
north and west of the city.
4.2 Locality & Topography
The city of Perth is strategically placed in terms of its surrounding transport
infrastructure. The city is surrounded by the A9, A90, A93 and A94. There are also
rail links to the north (Inverness), to the east (Dundee) and to the south
(Edinburgh/Glasgow).
The other main settlements within or adjacent to the study area are Scone (to the
north east) and Luncarty (to the north). Both towns are within easy commuting
distance from Perth. The commuters to Perth from Scone are significantly impacted
upon by congestion within Perth and, in particular, at both the Perth and Queens
bridges.
Kinnoull Hill lies to the north of the A90 and east of Perth and presents an
obstruction to the provision of a complete bypass/ring road around Perth. The peak
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of Kinnoull Hill lies some 222 metres above mean sea level and is surrounded by
steep slopes. The land to the north east of Perth is relatively flat with gentle slopes
and is fairly typical of undulating countryside in Perthshire.
The study area carries high quality environmental status, with the key designations
listed as follows:
• The River Tay (Special Area of Conservation)
• Scone Palace
• Scone Palace Historic Garden and Designed Landscape (Designed Landscape)
• Ancient and Semi-Ancient Woodlands
• Scheduled Ancient Monuments (SAMs) & Listed Buildings
In addition, there are a number of leisure & recreational facilities which lie within the
study area. The main facilities can be identified as follows:
• Perth Racecourse
• Quarrymill Woodland Park
• North Insh Golf Course
• Caravan Park (adjacent to Perth Racecourse)
4.3 Existing Roads and Structures
The key existing roads within the limits of the study area were identified as; the A9
Perth to Inverness Trunk Road, the A93, the A94, A912 Dunkeld Road, Ruthvenfield
Road, Bute Drive and Stormontfield Road (Figure 4.1).
In addition, the two existing bridges providing connectivity between the east and the
west are Perth Bridge and Queens Bridge, both located within the centre of Perth.
4.3.1 A9 Perth to Inverness Trunk Road
The A9 Perth to Inverness Trunk Road bypasses Perth to the west of the city between
the major roundabouts of Broxden and Inveralmond with a grade separated junction
at the A85 Crieff Road between them. It is a rural dual carriageway that extends
beyond the limits of the study area. This is a key strategic transport route which links
Perth with Inverness and the Highlands. It also provides links southwards to the
M90 (to Aberdeen/Dundee/Edinburgh) and the M9 (to Glasgow).
Within the study area the cross section includes two 7.3m wide carriageways, with
hard strips and soft verges on either side. There are sections with widened verges to
permit forward visibility. The central reservation is surfaced with single sized
chippings, and also incorporates a wire rope road restraint system. There is a
footpath to the east side of the trunk road connecting Luncarty with Perth.
There is a grade separated junction providing access to Luncarty at the north end of
the study area while Inveralmond roundabout, located in the middle of the study
area, has been signalised. In addition to the various lay-bys located along the route,
there are a number of gaps in the central reserve to permit access to side roads.
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Plate 4.1: Existing Road Network and Bridge Crossings
4.3.2 A93
The A93 is a rural single carriageway which links Perth to Blairgowrie and beyond to
Braemar. As the A93 leaves Perth, the carriageway is generally 7.3m wide. There is a
2.5m wide verge on the east side and a 2.0m wide footway on the west side. To the
north of Old Scone the carriageway width is generally 6.5m with narrow verges at
both sides.
The existing vertical alignment on the A93 is very steep as it leaves Quarrymill on the
approach to the entrance to Scone Palace, beyond which the vertical alignment is
relatively flat. There is a boundary wall to Scone Palace grounds running parallel to
the A93 on the west side with post and wire fencing along the east side.
There is only one main junction within the study limits, a staggered at-grade junction
at Old Scone. The road to the east provides a link to Scone, with the road to the west
providing a link to Stormontfield. Both of these routes are unclassified roads.
4.3.3 A94
The A94 is a rural single carriageway road which links Perth with Forfar. As the
route leaves Perth, the carriageway is 8.6m wide, with a 1.5m wide footway (plus
additional 1.0m verge) on the west side and a 3.0m verge on the east side. The
carriageway is 9.0m wide as it leaves Scone, consisting of a two lane exit from the
existing roundabout and a one lane approach to it. There is a 1.5m wide footway
(plus 1.0m verge) on the west side and 3.5m verge on the east side of the A94 at this
location.
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The main junctions along the route include:
• Signalised junction at Perth (A93/A94)
• At-grade T-junction at Pickstonhill (unclassified road to the east)
• Various at-grade junctions within Scone
• At-grade roundabout to north of the Scone Park & Ride
4.3.4 Dunkeld Road
Dunkeld Road (A912) links the A9 at Inveralmond Roundabout to the Perth city
centre. This route is an urban single carriageway, with numerous at grade junctions,
including roundabouts, signalised and priority junctions, to facilitate access to the
local side roads. The width of the carriageway generally varies from 7.3m to 11.5m.
The existing road corridor is surrounded by both business and residential properties.
4.3.5 Ruthvenfield Road
Ruthvenfield Road is local distributor road that extends from Inveralmond
Roundabout, passing though Inveralmond Industrial Estate then Ruthvenfield, before
forming a t-junction with Castle Brae, which in turn leads to the A85. Ruthvenfield
Road varies in width throughout, but generally has a 7.3m wide carriageway, with
2.0m wide footways to one side.
4.3.6 Bute Drive
Bute Drive is local distributor road through the residential area known as Muirton.
The carriageway is 7.3m wide, with 2.5m wide footways to either side. Bute Drive is
adjacent to, and is the main access for, Perth Grammar School.
4.3.7 Stormontfield Road
Stormontfield Road which links Stormontfield, to the north, with Old Scone, to the
south is a single carriageway and is generally 4.7m wide, with narrow verges to
either side. There are agricultural fields, bounded by post and wire fences, on either
side of the road for much of the route. This route also provides the main access to
Perth Racecourse.
4.3.8 Perth Bridge (A85 West Bridge Street)
Perth Bridge comprises of nine masonry arches. The bridge was opened in 1771 with
provision for a carriageway only. Footpaths were added to both sides of the bridge in
1869. Figure 4.2 opposite shows Perth Bridge.
Perth Bridge is located at the north eastern corner of Perth city centre. The bridge
connects the A989 on the west bank of the River Tay to the A93 and A85 (Dundee
Road) on the east bank. Today, the bridge has two traffic lanes, one for westbound
traffic and one for eastbound. Ornamental lighting columns are located on top of the
parapets, and thus both footpaths are unobstructed.
The bridge is now 240 years old and its general condition was observed as being
satisfactory.
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Figure 4.2: Perth Bridge (A85 West Bridge Street).
4.3.9 Queen’s Bridge (A93 South Street)
Queen’s Bridge (Figure 4.3 over the page) was opened in 1960 to replace its
predecessor Victoria Bridge. The three span bridge is constructed of reinforced
concrete with a pre-stressed concrete deck.
The west abutment is combined with the river wall whilst the east abutment is
independent and sits on the east bank of the River Tay. The bridge has two concrete
piers and both are located within the River Tay. The bridge currently has three lanes
of traffic, two for eastbound traffic and one lane for westbound. There are footpaths
on both sides of the carriageway. Lighting columns are provided on both footpaths
and are located at the carriageway edge.
Queen’s Bridge is located approximately 400m to the south of Perth Bridge, and
carries traffic in/out of the middle of Perth City centre. The bridge connects the A989
on the west bank of the River Tay to the A85 (Dundee Road) and the A93 on the east
bank.
The bridge is now 51 years old and its general condition was observed as being
satisfactory.
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Figure 4.3: Queen’s Bridge (A93 South Street).
4.3.10 Existing River Crossing
The only crossings of the River Tay in the study area are the two bridge crossings in
the centre of Perth discussed above, these are the Perth and Queens Bridges. The
River Almond is crossed by the A9 Dual carriageway approximately 380m north of
Inveralmond roundabout.
4.3.11 Perth to Inverness Railway Line
The Perth to Inverness Railway line runs parallel to the A912 (Dunkeld Road) and the
A9 Trunk Road throughout the northern limits of the study area. There are locations
where the railway line and the trunk road are in close proximity to each other. In
addition, the level of the railway line in relation to the trunk road varies throughout.
4.3.12 Existing Utilities
During the constraints review of the study area, all of the known or identified utilities
within the study area are shown on Drawing TKPKFA-004J-000-014 (Volume 2,
Appendix A).
4.4 Environmental
Within 2km of the route corridors there is one Natura 2000 site – the River Tay
Special Area of Conservation (SAC). See Volume 2, Appendix B2 for further details
on the designation and its qualifying interests. There are also two Sites of Special
Scientific Interest (SSSI) – Kinnoull Hill and Almondbank SSSIs. These designations
(SAC and SSSIs) do not lie within the identified route corridors. Other nature
conservation considerations that need to be assessed as part of the DMRB study
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include areas of woodland that are listed on the Ancient, and Semi-Natural Ancient
Woodland Inventory. Figure 4.4 shows the location of SSSI sites.
Figure 4.4: SSSI sites.
The proposed route corridors cross several watercourses, with the River Tay and the
River Almond being the most significant. The watercourses and the surrounding
study area is also known to accommodate several Rights of Way and proposed Core
Paths.
The study area contains numerous cultural heritage designations with Scheduled
Monuments, Listed Buildings and both the Scone Palace and Battleby Gardens and
Designed Landscape all located within the core Perth area and all potentially affected
either directly or indirectly by the proposed route corridors. Given the historical
significance of the Perth area there is also the potential for the study area to contain
undiscovered archaeological remains.
Perth and Kinross Council completed a detailed assessment of air quality in 2005, and
subsequently declared an Air Quality Management Area (AQMA) for Nitrogen
Dioxide (NO2) and Particulate Matter (PM10) in 2006.
The environmental designations identified for the study area are shown on Figure
TKPKFA\ENV\1\001 (Volume 2, Appendix B1).
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4.4.1 Existing Watercourses
Figure 4.5: Existing Watercourses.
There are a number of watercourses within the study area (Figure 4.5), with the most
significant being the River Tay. The River Tay is the longest river in Scotland and is
designated as a SAC. The river starts in the Highlands and flows through Perth to
the mouth of its estuary near Dundee. The River Tay flows to the east of the A9 and
the railway line and is approximately 100m wide throughout the study area.
Other watercourses within the study area are:
• River Almond (one of the main tributaries to the River Tay)
• Burn to Bertha Loch
• St Martin’s Burn
• Gelly Burn/ Whiggle Burn
• Cramock Burn
• Catmoor Burn
• Annaty burn
Figure 4.6 show the extents of the flood plain during flooding events as sourced from
SEPA’s Indicative River & Coastal Flood Map.
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Figure 4.6: SEPA Flood Map
4.5 Existing Constraints Summary
Due to the extents of the study area, there are numerous constraints as summarised
on Drawing TKPKFA-004J-000-013 (Volume 2, Appendix C) that will influence the
decision of which of the corridors is selected as the preferred option while Drawing
TKPKFA-004J-000-017 (Volume 2, Appendix C) shows the socio and environmental
constraints.
The most significant constraint is considered to be the River Tay, the largest of all the
Special Areas of Conservation, and will impact on all the corridors.
Outwith the watercourses, the next significant constraint are the grounds of Scone
Palace. Due to the area that the grounds occupy, avoiding Scone Place in its entirety
will be highly unlikely.
In addition there are overhead power lines to the west and east of the River Tay,
located within the study area.
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5 Description of Alternative Schemes
The PTTI STAG identified a long list of 50 potential interventions to address the
network capacity issues and split them into nine Types of Intervention as summaries
in Table 5.1 below.
Type of Intervention Intervention
Improved pedestrian network – along routes
Improved pedestrian network – pedestrian footpath/routes
only
Pedestrianise city centre streets
Pedestrian safety/crossings on routes to the city
Safer crossing facilities on routes to the city
Pedestrian/cycle bridge over the River Tay
Traffic calming
Streetscape/landscaping
Pedestrian ferry across the River Tay
Cycle network improvements (including beyond the city
centre, big employment sites), including on and off-road
improvements on the main routes into the city centre
Stagger school opening times
School Travel Plans
Travel Plans (businesses)
Behaviour change – awareness raising and information
provision
Pedestrian/ Cycling
Freight Strategy (including possible restrictions at peak-
times)
Bus priority on key routes into the city (Dunkeld Road;
Crieff Road and Glasgow Road)
Bus priority to Inveralmond Industrial Estate
Bus only access into the city centre
Bus priority at signals
New bus services
New bus routes
Bus
Increased frequency of bus services
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Type of Intervention Intervention
Improving public transport to the rural hinterland
More accessible buses (DDA compliant)
Dial-a-bus/Taxicard scheme
Demand responsive (for example Dial-a-Bus, patient
transport services, taxi)
Increase in parking spaces at existing Park & Ride sites.
New Park & Ride sites as per the TACTRAN RTS
Park & Ride
Enhance services to/quality at existing Park & Ride sites
Additional local rail stations
Rail service improvements – local; regional and national
Enhanced Perth – Edinburgh rail service
Reinstatement of the Perth – Dunfermline rail line
Rail
Rail freight improvements/interchange
Improved parking at public transport nodes
Improved bus station facilities
Improved personal safety for bus users/pedestrians/cyclists;
bus passenger infrastructure
Integrated rail/bus/coach interchange
Interchange
Rural public transport interchange
Free bus travel
Review pricing structure of rail services
Public Transport Fares
Review public transport fares relative to parking charges
Improved traffic management e.g. ITS; traffic signals
Real-time information at bus stops
Variable Message Signs for car parks
Other information systems – vehicle messaging
Signing strategy
Traffic management plan requirement for special events;
licenses etc
Traffic management
Priority vehicle lanes for buses; HGV/lorries; taxis; high
occupancy vehicles
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Type of Intervention Intervention
Roadspace reallocation (consider all modes).
Access restrictions on specific streets
City centre access restrictions – limit city centre access to
delivery vehicles/local access only; low emission vehicles;
bus/taxi only routes; closure of key routes/through routes
Congestion charging
Car ownership – permit access
Out of town freight consolidation centre
Car parking strategy, including city centre parking (limit
maximum stay); increase city centre parking charges; limit
on-street parking
Enforcement of restrictions
Parking policy/measures
Car parking restrictions for new developments
Road network – junction improvements
A9 Western bypass junction improvements e.g.
enhancement/reconfiguration of Crieff Road/A9 junction
New River Tay bridge within city – link to Dunkeld Road
from east (A93)
New River Tay bridge north of city – north of Inveralmond
junction (A9) between Perth and Luncarty
Improvements of the existing bridges in the centre of Perth
New tunnel under Kinnoull Hill
Inner ring road – one way, no through trips
New Outer Perth by-pass on western side of Perth
Harbour access improvements
Traffic calming
Road network – new links/changes
Streetscape/landscaping
Development control/management policy
Planning policy/transport policy consistency
Developer contribution policy
Public transport accessibility in the design of new
developments
Restrictions on out of town developments
Land use/development management
Public transport tax on all new developments
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Type of Intervention Intervention
New secondary school locations
Air Quality Management Area
Demolish buildings in Air Quality Management Area
(AQMA) inhibiting dispersal of emissions and causing
pollution
Errol Airport Improve transport links from Perth to Errol Airport
Table 5.1: Long List of Interventions
5.1 Part 1 Appraisal
Before the above Long List of Interventions could be assessed eight Transport
Planning Objectives were developed:
TPO 1: To improve and maintain the efficiency of the strategic transport network
TPO 2: To improve and maintain the efficiency of the local transport network
TPO 3: To enable more effective management of incidents and events
TPO 4: To work towards meeting national air quality standards and prevent further
breach/exceedance
TPO 5: To reduce transport emissions which contribute to climate change, in line
with National Guidance
TPO 6: To improve the safety of the strategic and local transport network
TPO 7: To increase the proportion of short trips by more sustainable modes
TPO 8: To improve accessibility to key facilities (e.g. health, education, leisure
facilities, key employment areas, the City Centre and tourist attractions)
In addition to the above Transport Planning Objectives the Long List of Interventions
was assessed against the following STAG criteria:
STAG 1: Environment
STAG 2: Safety
STAG 3: Social Inclusion & Accessibility
STAG 4: Integration
STAG 5: Economy
Following the assessment against the above Transport Planning Objectives and STAG
Criteria the Long List of Interventions was condensed into the seven Key Themes:
KEY THEME 1: Pedestrian/ cycle network improvements
KEY THEME 2: Demand management measures, to include parking policy, travel
plans
KEY THEME 3: Bus network improvements, to include park and ride expansion
KEY THEME 4: Traffic management to include access restrictions
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KEY THEME 5: Road network improvements, to include junction improvements and
new road links
KEY THEME 6: Rail based public transport.
KEY THEME 7: Land use/ development management
These Key Themes were also assessed against the Transport Planning Objectives and
STAG Criteria as outlined in Tables 5.2 & 5.3 below.
Key Theme 1
Key Theme 2
Key Theme 3
Key Theme 4
Key Theme 5
Key Theme 6
Key Theme 7
TPO 1 O O � � � � ?
TPO 2 � � � � � O �
TPO 3 O O O � � O O
TPO 4 � � � � ? O �
TPO 5 � � � � ? � �
TPO 6 � O O O � O O
TPO 7 � � � O O O �
TPO 8 � O � � � O �
Table 5.2: Assessment of Key Themes against Transport Planning Objectives
Key:
� - contribution; O – no/neutral contribution; ? –unknown
Key Theme 1
Key Theme 2
Key Theme 3
Key Theme 4
Key Theme 5
Key Theme 6
Key Theme 7
STAG 1 + ++ ++ ++ - - /- - - + +
STAG 2 + O O O + O O
STAG 3 O O/- + O/- ++ + O
STAG 4 + O ++ O O O +
STAG 5 + - ++ O ++ O O
Table 5.3: Assessment of Key Themes against STAG Criteria
Key:
+++ major benefit; ++ moderate benefit; + minor benefit; O neutral; - minor
negative; - - moderate negative: - - - major negative.
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Utilising the above assessment of the Key Themes and Long List of Interventions a
series of Options were developed. The main infrastructure elements of the various
Options are:
• Cross Tay Link Road
• A9/A85 Crieff Road junction improvement.
• Western Edge link.
• New M90/A912 junction at Friarton.
5.1.1 Cross Tay Link Road
The Cross Tay Link Road (CTLR) is targeted at relieving east-west movements across
the Queens and Perth Bridges in the Perth city centre and providing increased
opportunity for the development of “sustainable” measures to “lock in” these
benefits.
5.1.2 A9 / A85 Crieff Road Junction Improvements
At this stage in the PTTI STAG assessment no details of the likely extent of these
improvements were defined.
5.1.3 Western Edge link
The Western Edge Link extending south west from the CTLR junction on the A9 to
the west of Inveralmond Industrial Estate and then south east until it connects into
the A9 / A85 Crieff Road Junction Improvements.
5.1.4 New M90/A912 junction at Friarton
Consideration was given to a new junction at Friarton providing access to and from
Perth along the A912 to the M90.
5.2 Part 2 Appraisal
The outcome of the Part 2 Appraisal of the various Options is outlined in Table 5.4
below.
Option Description Result of Assessment
A Sustainable transport package:
Pedestrian/cycle network.
Bus/P&R network.
Traffic management.
Plus:
City centre junction improvements.
In isolation these measures would
fail to provide a transport network
capable of supporting the increase
in demand on the transport network
and ongoing development of Perth.
However, in accordance with local,
national and regional policy they
are integral to all the options.
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Option Description Result of Assessment
B Cross Tay Link Road between the
A9 trunk road (North of
Inveralmond Roundabout) to the
A94 north of Scone with a new
junction to the A9 + Option A +
A9/A85 Crieff Road junction
improvement.
Rejected - Without the Western
Edge Link it would not be possible
to achieve the development
proposals for the area around
Inveralmond Industrial Estate and
the A85 (Crieff Road) to the
north/north-west of the city centre.
C Cross Tay Link Road between the
A9 trunk road (North of
Inveralmond Roundabout) to the
A94 north of Scone with a new
junction to the A9 + Option A +
A9/A85 Crieff Road junction
improvement + Western Edge Link.
Taken forward
D Cross Tay Link Road between the
A9 trunk road (existing Luncarty
junction) to the A94 north of Scone +
Option A + A9/A85 Crieff Road
junction improvement.
Rejected - Without the Western
Edge Link it would not be possible
to achieve the development
proposals for the area around
Inveralmond Industrial Estate and
the A85 (Crieff Road) to the
north/north-west of the city centre.
E Cross Tay Link Road between the
A9 trunk road (existing Luncarty
junction) to the A94 north of Scone +
Option A + A9/A85 Crieff Road
junction improvement + Western
Edge link.
Taken forward
F Cross Tay Link Road from the A912
(Dunkeld Road) to the A94 (north of
Scone) + Option A + A9/A85 Crieff
Road junction improvement +
Western Edge link.
Rejected - The alignment for this
route would have had significant
severance impacts on Scone Palace
and was therefore rejected on
environmental grounds and not
assessed in detail at Part 2.
G Cross Tay Link Road from the A912
(Dunkeld Road) to the A94 south of
Scone + Option A + A9/A85 Crieff
Road junction improvement +
Western Edge link.
Taken forward
H Cross Tay Link Road from
Inveralmond roundabout to the A94
(north of Scone) + Option A +
A9/A85 Crieff Road junction
improvement + Western Edge link.
Rejected - The alignment for this
route would have had significant
severance impacts on Scone Palace
and was therefore rejected on
environmental grounds and
therefore not assessed in detail at
Part 2.
I Option C + New M90/A912 junction
at Friarton.
Taken forward
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Option Description Result of Assessment
J Option E + New M90/A912 junction
at Friarton.
Taken forward
K Option G + New M90/A912 junction
at Friarton.
Taken forward
Table 5.4: Options and Result of Assessment
5.3 Shaping Perth’s Transport Future Strategic Environmental Assessment
Perth & Kinross Council requested that a Strategic Environmental Assessment (SEA)
of the recommendations from the PTTI STAG was carried out with the
Environmental Report being published in October 2010.
Following consultation, an Addendum to the Environmental Report was published in
2011 and recommended that an amended CTLR Corridor option located between
Option C (I with the inclusion of new slip roads at Friarton) and E (or J with the
inclusion of new slip roads at Friarton) which takes account of the environmental
constraints identified in the environmental assessment is progressed to the DMRB
stage and assessed against the original three route corridors.
This amended Corridor reflects the SEA’s preferred corridor on environmental
grounds, however the SEA reporting recognised that further assessment work, to be
completed as part of the DMRB study, would be required to assess this corridor
against other factors such as engineering, traffic and economic impacts and
constraints.
5.4 Shaping Perth’s Transport Future Strategy
This high level strategy document, published October 2010, brought together the
findings from the previous studies into a single document to support the consultation
process. Following publication of the Local Development Plan Main Issues Report,
October 2010, and subsequent consultations (summarised in the Shaping Perth’s
Transport Future Consultation Statement, November 2011) the finalised Shaping
Perth’s Transport Future Strategy was published in November 2011.
5.5 Design Manual for Roads & Bridges Stage 1 Preliminary Assessment
This DMRB Stage 1 Preliminary Assessmentwill consider the following five Corridors
taken forward from the PTTI STAG (Table 5.4) as well as two amended corridor
based on the recommendations in the SEA and as summarised in Shaping Perth’s
Transport Future Strategy:
• Corridor C – Option 1 (Corridor C1): Cross Tay Link Road between the A9
trunk road (North of Inveralmond Roundabout) to the A94 north of Scone with
a new junction to the A9 + Western Edge link. Refer to Section 5.6.
• Corridor C – Option 2 (Corridor C2): Corridor C1, as outlined above, widened
to the north as it approaches the River Tay and A9 + Western Edge link. Refer
to Section 5.7.
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• Corridor E – Option 1 (Corridor E1): Cross Tay Link Road between the A9
trunk road (existing Luncarty junction) to the A94 north of Scone + Western
Edge link. Refer to Section 5.8.
• Corridor E – Option 2 (Corridor E2): Corridor E1, as outlined above, widened
to the south as it approaches the River Tay and A9 + Western Edge link. Refer
to Section 5.9.
• Corridor G: Cross Tay Link Road from the A912 (Dunkeld Road) to the A94
south of Scone + Western Edge link. Refer to Section 5.10.
The following elements have been excluded from this DMRB Stage 1 Assessment:
• Option A, Sustainable Transport Package: The provision of the CTLR and
removal of traffic travelling through the centre of Perth would provide the
opportunity to improve the public transport, walking and cycling networks in
and around Perth. The development of these measures, otherwise referred to
as the City Enhancements package, to lock-in the benefits is at an early stage. As
these works do not form part of a particular corridor and would therefore not
impact on the decision making process for the recommendation of which
corridor should be taken forward it was not considered appropriate to include
Option A as part of this assessment.
• A9/A85 Crieff Road junction improvement: These works are subject to a
separate DMRB Scheme Assessment process.
• New M90/A912 junction at Friarton: These works represent a long-term
aspiration to provide new slips to / from the M90 southbound/northbound. As
these works do not form part of a particular corridor and would therefore not
form part of the decision making process for the recommendation of which
corridor should be taken forward it was not considered appropriate to include
them in this assessment. If these proposals were progressed at a later date the
new junction would be subject to a separate DMRB Scheme Assessment
process.
5.5.1 Do-Minimum
While it is standard practice to include a Do-Minimum scheme in a DMRB Stage 1
Assessment this option was not considered appropriate for taking forward to further
study in the PTTI STAG and as such has not been considered as part of this
assessment.
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5.6 Corridor C
For ease of reference the Western Edge Link, as described in Section 5.1.3, has been
incorporated into Corridor C1.
Figure 5.1 Corridors C1 & C2
As shown in Figure 5.1, Corridor C commencing north of the proposed Crieff Road
Junction on the A9, runs north-westwards, crossing the River Almond west of
Inveralmond Industrial estate until a point south of Bertha Loch where it swings
round in an easterly direction before crossing the A9 dual carriageway, the railway
line and the River Tay. The corridor then continues in a south easterly direction
crossing the A93 north of Old Scone before terminating on the A94, northeast of New
Scone.
5.6.1 Corridor C2
During the assessment of Corridor C1 it became clear there were a number of issues
that placed the viability of this corridor in doubt. One of the key issues identified
followed the publication of the Strategic Transport Projects Review and in particular
Intervention 16.
Intervention 16 of the Strategic Transport Projects Review stated that both Broxden
and Inveralmond Roundabouts would be grade separated. Grade separating
Inveralmond Roundabout would result in a decreased weaving length on the A9
between the Inveralmond and a new junction in Corridor C as discussed in
Section 6.4.4.
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As a result a Corridor C2 was developed as shown in Figure 5.1 and as described
below.
For ease of reference the Western Edge Link, as described in Section 5.1.3, has been
incorporated into Corridor C2.
Corridor C2 follows the line of Corridor C1 but extends further north to allow for a
potential route:
• Between the Scheduled Monuments sited east of the River Tay
• Further from Scone Palace
• Which reduces the impact on the Designed Landscape
• Meets the standards set out in the DMRB with regard to junction spacing
between the proposed junction on the A9 and any future grade separation of
Inveralmond Roundabout (Intervention 16 of the Strategic Transport Projects
Review)
• Allow a simpler structure as the corridor crosses the A9, railway and River Tay
• Avoid impacting on Broxy Kennels
5.7 Corridor E
For ease of reference the Western Edge Link, as described in Section 5.1.3, has been
incorporated into Corridor E1.
As shown in Figure 5.2, Corridor E commencing north of the proposed Crieff Road
Junction on the A9 then runs north-westwards, crossing the river Almond west of
Inveralmond Industrial estate. It then heads northwards crossing the Redgorton area
before sweeping to the east to cross the A9 dual carriageway and the main Highland
rail line between Inverness and Perth, south east of Luncarty. The corridor then
continues in a south easterly direction, crossing the A93 north of Old Scone and
terminating on the A94, northeast of New Scone.
5.7.1 Corridor E2
During the assessment of Corridor E it became clear there were a number of issues
that placed the viability of this corridor in doubt. As a result an Corridor E2 was
developed as shown in Figure 5.2. The Corridor E2 follows the line of Corridor E1
but extends further north and south to allow for a potential route:
• South of the settlement of Redgorton
• North of the settlement of Redgorton
• Avoid the existing bridge over the A9 at the Luncarty junction
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Figure 5.2: Corridors E1 & E2
5.8 Corridor G
Figure 5.3: Corridor E
As shown in Figure 5.3, Corridor G is a much shorter Corridor compared to the other
Corridors. It runs in a west/east alignment but only links the A912 Dunkeld Road to
the A94 south of Scone. Corridor G crossed the River Tay at such a location that it
divides the existing North Inch Golf Course before continuing to tie into the A94.
As the Western Edge Link is not Contiguous with Corridor G it has been considered
separately in this instance.
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5.8.1 Western Edge Link
As indicated in Figure 5.4 the Western Edge Link extending south west from the
CTLR junction on the A9 to the west of Inveralmond Industrial Estate and then south
east until it connects into the A9 / A85 Crieff Road Junction Improvements.
Figure 5.4: Western Edge Link
5.9 Preliminary Cost Estimate
The Cost Estimates for Corridors C, E & G contained in the PTTI STAG are outlined
in Table 5.5 below.
Corridor C
(£M)
Corridor E
(£M)
Corridor G
(£M)
Base Costs 62.7 65.3 35.2
Optimism Bias % 45% 51% 47%
Optimism Bias £ 28.5 33 16.7
Total 91.2 98.3 51.9
Table 5.5: PTTI STAG Cost Estimate
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The Preliminary Cost Estimates in Tables 5.5 & 5.6 have been based on the
assumption the CTLR and Western Edge Link will be rural single carriageways with
a design speed of 100kph and the road cross section will typically consist of a 7.3m
carriageway, 1.0m hard strips and 2.5m verge.
The Preliminary Cost Estimates in Table 5.6 exclude all land costs, design fees, site
supervision, VAT and are based on 2011 Prices but do include the Western Edge
Link.
The base cost of Corridors C2 and E2 have been assumed, at this stage, to be the
average of the cost of Corridors C1 and E1.
As the level of design carried out as part of this study has not substantially changed
since completion of the PTTI STAG the Optimism Bias utilised in Table 5.5 has been
retained in Table 5.6.
Corridor C1
(£M)
Corridors C2/E2
(£M)
Corridor E1
(£M)
Corridor G
(£M)
Base Costs 61.00 62.35 63.70 45.50
Optimism Bias % 45% 48% 50% 47%
Optimism Bias £ 27.50 29.60 31.90 21.40
Total 88.50 91.95 95.60 66.90
Table 5.6: Preliminary Cost Estimate
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6 Engineering Assessment
6.1 Geology and Geomorphology
Information on geology and geomorphology has been obtained from the British
Geological Survey, Ordnance Survey, historical ground investigation and in part by
site walkover. A broad assessment of engineering issues relating to geology and
geomorphology has been made for the proposed corridors to identify problems likely
to arise.
The bedrock throughout the site is Scone Formation (Garvock Group) of Lower
Devonian age comprising mainly purplish grey cross-bedded sandstone with intra-
formational limestone debris. The British Geological Survey (Sheet 48W Solid
Edition) indicates that beds of sandstone typically dip at between 15 and 20 degrees
towards the northwest. Occasional quartz-dolerite dykes are indicated within the
sandstone unit trending roughly east to west. The historical ground investigations
indicate that bedrock is at significant depth beneath the site other than on the higher
ground north of Scone around Muirward Wood. It is considered unlikely that either
mining or quarrying has been carried out in the vicinity of the corridors under
consideration.
The Devonian sandstone is classed as a concealed aquifer with limited or local
potential in which flow is dominantly in fissures and other discontinuities. It is
‘highly permeable’ and of ‘intermediate to high leaching potential’. Consultation will
be required with SEPA in relation to highway drainage and protection of abstraction
wells but this applies equally to the corridors under consideration.
The superficial deposits across the study area arise from a complex glacial-post
glacial environment that is described in some detail by the British Geological Survey
(Sheet 48W Drift Edition), but for the purposes of an engineering assessment can be
usefully summarised in two phases.
The first phase is glacial meltwater from a retreating Scottish ice sheet cutting into
glacial till and depositing sands and gravels within broad valleys, those currently
occupied by the River Tay and River Almond. These glacial deposits are considered
‘good ground’ for the purposes of highway engineering whereby slopes can be cut
relatively steeply; excavated materials can be re-used in the works; foundations for
embankments and structures can be located at shallow depth; and relatively thin road
pavements can be adopted. The engineering issues that would need to be addressed
relate to separating excavated materials, excavating hard ground, boulder sized
obstructions, mitigating ingress of groundwater to excavations and working on steep
slopes.
This ‘medium dense to very dense sand and gravel’ (fluvio-glacial) and ‘firm to very
stiff sandy clay’ (glacial till) is evident in two principal sections as shown on Drawing
TKPKFA/004/SK/103 (Volume 2, Appendix D).
There is elevated and rising ground east of the River Tay. Corridors C1, C2, E1 and
E2 extend over river terraces of fluvio-glacial outwash from the Stormontfield Road
Junction onto the glacial till underlying the rolling agricultural fields north of Scone
and through to the A94 Junction. Corridor G would run off the Tay Crossing onto this
fluvio-glacial outwash and thereafter the glacial till through to the A94 Junction.
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There is slightly elevated undulating ground between the River Almond and the
River Tay, in the vicinity of Bertha Loch, Redgorton and Luncarty. Corridors C1, C2,
E1 and E2 encounter this ‘good ground’ but Option E benefits most in that the
crossing of the A9 and mainline railway located south of Luncarty, is founded
directly on these deposits. Historical boreholes (Perth Bypass Report) record 10m of
medium dense to dense sand and gravel (fluvio-glacial) over more than 10m of stiff
very sandy clay (glacial till).
The second phase represents a series of marine incursions, which introduced deposits
of ‘loose silt and sand’ (late glacial) and ‘soft silt and clay’ (post glacial). The thin
layering (laminations) in these deposits is interpreted as repeated discharges of
material into a marine delta which advanced down the Tay Valley. The Site of Special
Scientific Interest at Almondbank, adjacent to the proposed crossing of the River
Almond, is significant because it records a further layer of sand and gravel burying
these marine clays. This has been interpreted as a late outwash of streams from a
remnant glacier.
As the sea level receded, these deposits have been in part re-worked by the Tay and
its tributary the River Almond as alluvium, both estuarine and river alluvium. These
late glacial and post glacial deposits can be considered ‘difficult ground’ for
earthworks and structures associated with road construction resulting in:
• Foundations for heavy structures needing to be piled through to stronger
layers;
• Cuttings needing to be at slack slopes albeit being on flatter ground these are
less pronounced
• Excavated material being less suitable for engineering fill and requiring
disposal
• Embankments requiring either ground treatment to improve foundation
conditions or more land take to accommodate slacker slopes; and
• Road pavements break up unless the foundation is improved.
Other engineering issues relate to settlement or vibration damaging either the new
construction or adjacent facilities, notably the mainline railway or services
(buried/overhead pylon); stability of excavations; and ingress of groundwater to
slopes and excavations.
Made Ground, arising from the activities of man, will also be present by way of
embankment fill, building construction, flood prevention, and disposal of waste
materials. These can be variable in degree of compaction and composition, and
potentially contain contaminants and pollutants. Preliminary inspection of historic
plans has not revealed any significant industrial areas. However, this can only be
determined by desk study and ground investigation.
Areas of ‘difficult ground’ are encountered more in Corridors C1 and G than with
Corridor E1, as the marine incursions did not extend up to Luncarty, albeit some river
alluvium does. The principal sections containing ‘difficult ground’ as highlighted on
Drawing TKPKFA/004/SK/103 (Volume 2, Appendix D) are:
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• A912 Dunkeld Road to Tay River Crossing. A borehole in the vicinity of Perth
Grammer School records soft silt and clay over loose sand to a depth in excess
of 10m and this is likely to increase in thickness at the river crossing itself.
• A9 Crieff Road Junction to River Almond Crossing. High embankments are
required here as the A9 Trunk Road runs off a fluvioglacial terrace, elevated
some 17m above the floodplain of the River Almond (13mOD). Historical
boreholes reveal some 27m of soft to firm silt and clay (post glacial) and loose
silt and sand (late glacial) overlying stiff glacial till.
• Bertha Loch to Tay River Crossing to Stormontfield Junction. Boreholes in the
vicinity of the A9 Interchange and Railway Bridge reveal less than 2m of firm
laminated silt and clay (late glacial), which could be readily removed.
However, the depth of soft ground at the Tay River Crossing may be
significantly thicker, some 34m thick in historical boreholes (North Muirton
Industrial Park Report) located 1km down river. This soft ground is likely to
extend north of Perth Racecourse to Stormontfield Road.
• Tay River Crossing. High approach embankments may require to be
constructed above the flood plain of the River Tay, which may require flood
protection. No boreholes are available yet from the adjacent ‘area of future
development’, but alluvium is indicated at the river crossing, albeit this may be
of limited depth.
6.2 Hydrology Drainage
Potential impacts on watercourses are discussed throughout this report although the
detailed impacts in relation to hydrology of each of the identified corridors will be
determined during future stages. However, it is anticipated that there will not be any
factors preventing suitable networks being produced in order to achieve effective
drainage solutions. Even though the River Tay and its various tributaries present a
constraint to the corridor options, they also present a potential drainage solution in
terms of outfall locations.
6.3 Public Utilities
Drawing TKPKFA-004J-000-014 (Volume 2, Appendix A) shows all the known
existing public utilities that lie within the study area. The most notable existing
utility here is the overhead power line to the west and east of the River Tay. The
power lines continue towards the north of the study area and are predominantly
located within the extents of Corridors E1 and E2.
There are numerous additional utilities within each corridor that will require further
investigation during future stages and it must be noted that undiscovered or
unrecorded utilities cannot be discounted.
6.4 Corridor C1
As shown in Figure 6.1, Corridor C1 commences north of the proposed Crieff Road
Junction on the A9 runs north-westwards, crossing the river Almond west of
Inveralmond Industrial estate until a point south of Bertha Loch where it swings
round in an easterly direction before crossing the A9 dual carriageway and the
railway line followed by the River Tay crossing. The corridor then continues in a
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south easterly direction and crosses the A93 north of Old Scone before terminating on
the A94, northeast of New Scone.
Corridor C1 connects to the proposed Crieff Road grade separated interchange
(subject of a separate DMRB process) providing connectivity to the western
development area. This link will require significant volumes of fill.
Figure 6.1: Corridor C1
6.4.1 River Almond Crossing
Travelling north west the corridor crosses the River Almond approximately 200m
from the western edge of the existing Inveralmond Industrial Estate on the northern
edge of Perth. A bridge with a span of approximately 30m would be required to cross
the River Almond west of existing housing at Double Dykes (currently occupied by
the travelling community).
The area in which the bridge would be constructed currently consists of farm fields
on both sides of the river. Existing trees and vegetation along the north bank of the
river would have to be removed in order to construct the bridge with the existing
banks sloping gently at approximately 15 degrees. The south bank has very little
vegetation but slopes at approximately 40 degrees. There is an existing cycle track on
the top of the south slope with the south bank protected by gabion baskets and
mattresses, whilst the north bank appears to be unprotected.
The existing Ruthvenfield Road on the south bank of the river would not be affected
by the bridge, but would be affected by the corridor. A new junction, possible an at-
grade roundabout, would be proposed to connect Ruthvenfield Road with the CTLR.
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There are low level high voltage overhead power lines to the south and east of the
proposed site which may be impacted by a new bridge. Permanent relocation of these
overhead power cables cannot be discounted. There are high level high voltage
overhead power lines and pylons to the west of this site but these would not be
impacted by bridge works. It should be noted that the presence of unrecorded or
unknown utilities at the site cannot be discounted.
Liaison and discussion with the Scottish Environment Protection Agency (SEPA) will
be required. It is likely an application for a licence under the Water Environment
(Controlled Activities) (Scotland) Regulations will be necessary. It is noted that the
River Almond is within the River Tay Special Area of Conservation (SAC), which
stipulates that careful consideration of the construction methods and season for
construction is required in order not to disturb salmonidae and other fish in the river.
Additionally, the bridge site is likely to be within approximately 300m of the
Almondbank Geological Site of Special Scientific Interest (SSSI).
Geological conditions at the site of the bridge are mainly consist of alluvium, Late
Glacial Raised Marine deposits and Glacial Till. Bedrock is recorded at approximately
40m below existing ground level, and piling is the most likely foundation type.
Construction of a bridge over the River Almond within Corridor C1 would have the
following Constraints, Advantages and Disadvantages:
6.4.1.1 Constraints
• Construction can only take place during periods of low flow in the river
• Existing overhead low level high voltage power lines and poles located in close
proximity to the south and east of the bridge site
• Restrictions imposed by SEPA may affect both the design and construction
phases
• River crossing must not have any footprint in the existing watercourse
• Close proximity to existing housing to the east of the site
• Close proximity to the Almondbank Geological Site of Special Scientific
Interest (SSSI)
• Close proximity to Ancient Woodland
• Potential impact on wildlife
• Existing cycle track on the south bank of the River Almond would either have
to be spanned by the new bridge or permanently re-routed
• Construction access on the south side of the River Almond is likely to be via
the existing road network through Inveralmond Industrial Estate or along
Ruthvenfield Road. Access on the north side of the river is likely to be via an
existing access track which passes through farm fields
• Avoidance of pollution of the watercourse during construction
• Avoidance of disturbance to existing watercourse banks and beds
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• Any new structure should not compromise any future river management
proposals
6.4.1.2 Advantages
• The bridge site lies at the edge of existing farm fields and would not have any
impact on existing buildings within the Inveralmond Industrial Estate
• The south side of the site can be easily accessed via the existing local road
network
• The site of the structure does not impact any geological sites or mineral
reserves
6.4.1.3 Disadvantages
• Potential construction impact on existing overhead low level high voltage
power lines and poles.
• The River Almond which lies within the River Tay Special Area of
Conservation (SAC) and careful consideration of construction methods and
sensitivity with regard to existing the potential impact on wildlife would be
required
• The river crossing should not have any supports in the watercourse and thus
the bridge must span the watercourse and would require large foundations
• There are houses immediately to the east of the corridor and construction noise
and disturbance by construction traffic is likely
• Existing south bank slope protection would most likely be disturbed by
construction and would require replacement
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Construction would require the removal of Ancient Woodland
• Land currently used for agriculture is likely to be impacted by bridge
construction
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure to be clad to mitigate the visual impact
6.4.2 Bertha Loch
Corridor C continues, passing to the east of the existing Bertha Loch. An existing
burn allows water to flow eastwards from the Bertha Loch to the River Tay and must
be accommodated.
A large diameter or rectangular box culvert could be installed at this site. The existing
burn bed should be maintained as far as practicable, and also used as lining on the
inside of any new culvert. The existing banks of the burn should remain as far as
practicable.
There are high level high voltage overhead power lines and pylons running
southwest to northeast located to the east of the site, but these would not be impacted
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by the culvert works. The presence of unrecorded or unknown utilities cannot be
discounted.
Liaison and discussion with the Scottish Environment Protection Agency (SEPA) will
be required. It is likely an application for a licence under the Water Environment
(Controlled Activities) (Scotland) Regulations will be necessary.
Geological conditions will be very similar to that at the site of the bridge over the
River Almond. The structure would be small and thus spread foundations would be
the most likely foundation type.
Construction of a culvert within Corridor C1 would the following Constraints,
Advantages and Disadvantages:
6.4.2.1 Constraints
• Construction can only take place during periods of low flow in the river
• Avoid altering burn flow characteristics which could lead to erosion of the
burn bed and/or banks
• SEPA may impose conditions relating to any new construction in, over and
adjacent to the watercourse
• Existing overhead high level high voltage power lines and pylons located in
close proximity to the site of the structure
• Avoidance of pollution of the watercourse during construction
• Avoid disturbance to existing watercourse banks and bed
• Close proximity to Ancient Woodland
• Potential impact on wildlife
• A new culvert could potentially alter flow characteristics and lead to erosion of
the burn bed and/or banks if not carefully managed
6.4.2.2 Advantages
• There are no houses or buildings within the immediate area
• A preformed circular or rectangular box culvert offers the simplest and
quickest solution to maintain flow in the burn and the construction impact can
be minimised
• The site of the structure does not impact any geological sites or mineral
reserves
6.4.2.3 Disadvantages
• The structure lies within the River Tay Special Area of Conservation (SAC) and
careful consideration of construction methods and sensitivity with regard to
the potential impact on wildlife would be required
• Construction would require the reinstatement of an existing access track
• Land currently used for agriculture will be impacted by bridge construction
• Construction would require the removal of Ancient Woodland
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• Any construction related spillages could cause adverse impact through
pollution of the watercourse.
6.4.3 Corridor C1 - A9 Junction, Rail & River Tay Crossings
The corridor then crosses relatively flat terrain before sweeping east toward the
existing A9.
A new junction will be required connecting the CTLR to the A9. The railway line is
immediately adjacent to the east of the A9 with the River Tay just to the east of that.
The A9, railway line and River Tay are at their closest within Corridor C1.
As a result of the proximity of the A9, railway line and River Tay a relatively complex
structure will be required to allow the CTLR to connect to the A9 and then cross the
railway line and River Tay.
Within Corridor C1 the A9 runs in a cutting between what appears to be natural
ground to the west and the railway to the east. While the topography to the west is
an advantage reducing the required earthworks it will be a significant disadvantage
to the east.
The clearance required over the railway line will result in the crossing of the A9 being
significantly higher than would normally be expected as well as increasing the
complexity of the structure.
It is noted that consideration is being given to an expansion of Luncarty to the south
of its current boundary. It has been mooted that any such development would
benefit from connecting into the CTLR at its junction with the A9. Given the
complexity and likely level of the A9 junction, such a connection will be difficult and
potentially expensive to add at a later date. As such it is recommended that if a
connection is likely to be required at a future date it is considered as part of the
design process for the A9 junction.
If the structure was constructed along the centre line of Corridor C1 it would be
approximately 1.3km north of Inveralmond roundabout. An initial assessment of the
weaving length between the proposed junction on the A9 and the existing
Inveralmond Roundabout suggest that a standard diamond shaped grade separated
interchange would provide a weaving length in the order of 800m as discussed with
Transport Scotland in March 2010.
On rural dual carriageways, a weaving length of at least 1km between junctions
should be provided to meet current standards. The 1km distance is intended to
ensure that weaving manoeuvres performed by drivers entering and exiting can be
performed safely and do not interfere with the free flow of vehicles on the dual
carriageway.
If the bridge was to be constructed further north and / or a different form of grade
separation, possibly utilising loops, was provided it is anticipated that a weaving
length of 1km could be achieved.
This requirement has a direct bearing on how close the proposed A9/CTLR junction
can be to the Inveralmond junction. However, a lesser weaving length may be
permitted in certain circumstances.
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The above was recognised by Transport Scotland’s Standards Branch during
consultation on the junction spacing for the upgrading of the existing A9/A85 Crieff
Road junction where the principle of a weaving length of between 710m and 870m to
Inveralmond Roundabout was agreed.
If Corridor C1 is taken forward detailed discussions are required with Transport
Scotland’s Standards Branch on this issue.
As noted above it may be possible to achieve a weaving length of 1km by moving the
junction towards the northern edge of Corridor C1. When considering the potential
for moving the junction north it should be noted there is a property, Broxy Kennels,
located adjacent to the northern edge of the Corridor. While it is anticipated that a
direct impact with Broxy Kennels can be avoided, it is acknowledged there will be an
adverse impact on the property.
Corridor C1 provides an opportunity to upgrade access to the Racecourse, Caravan
site as well as Scone Palace which in may have a positive impact on their ability to
attract visitors.
The Constraints, Advantages and Disadvantages of Corridor C1 are:
6.4.3.1 Constraints
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• High level of railway line
• Proximity of Broxy Kennels to Corridor C1
• River crossing must not have a footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Any new structure should not compromise any future river management
proposals
• Avoid disturbance to existing watercourse banks and beds
• Potential impact on wildlife
6.4.3.2 Advantages
• Noise and air pollution during construction would only affect a limited
number of properties
• Rural location and no adverse affect on existing principal roads during
construction other than A9
• The site of the structure does not impact any geological sites or mineral
reserves
• Improved access to the Racecourse, caravan site and Scone Palace
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6.4.3.3 Disadvantages
• Existing access that can be utilised by construction traffic by is very limited
• The river crossing would be over 100m long and require large and costly
foundations
• Land currently used for agriculture will be impacted by bridge construction
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure over the River Tay to be clad to mitigate the visual
impact
• The close proximity of the A9, railway line and River Tay would result in a
more complex structure
• The A9 / railway bridge would be a high and complex structure
• Closure of the Luncarty slips
• Complexity of connecting to potential housing development to the south of
Luncarty
6.4.4 Corridor C2 - A9 Junction, Rail & River Tay Crossings
Intervention 16 (A9 Upgrading from Dunblane to Inverness) of the Strategic
Transport Projects Review (STPR) published by Transport Scotland in December 2008
included for the grade separation of Broxden and Inveralmond Roundabouts.
Figure 6.2: Potential Grade Separation of Inveralmond Roundabout
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As noted in Section 3 it was not possible to incorporate the recommendations of the
STPR within the PTTI STAG. However, subsequent preliminary work was carried
out to indentify the potential impact of grade separating Inveralmond Roundabout
(Figure 6.2 & Volume 2, Appendix E). This work indicated the cost of providing a
fully compliant grade separated junction at Inveralmond that allowed A9 to A9
priority would cost in the region of £127M.
It should be noted this cost is only indicative and more detailed studies are required
to identify robust costs for decision making purposes.
One option considered, as part of this DMRB Assessment, was to provide a new at
grade roundabout rather than a grade separated junction to connect Corridor C1 to
the A9.
Transport Scotland’s currently policy is to remove impediments to free flowing traffic
on the A9, as envisaged by Intervention 16 of the STPR, and the construction of a new
at grade roundabout would go against this policy. As such this option is not
considered appropriate for further consideration.
To allow an assessment of junction spacing it was agreed with Transport Scotland’s
Standards Branch it would be assumed that priority would be given to the A9 to
A912 Dunkeld Road manoeuvre rather than giving it to the A9 to A9 movement
(Figure 6.3).
Figure 6.3: Grade Separation of Inveralmond A9 – A912 Dunkeld Road
To accommodate the above Corridor C was widened to the north creating a new
corridor (Corridor C2) as indicated in Figure 6.4.
To accommodate a 1km weaving length to a grade separated Inveralmond
Roundabout requires the new junction to be located to the north of Corridor C2. As
can be seen in Figure 6.5 a junction located in this vicinity would result in the
associated northbound merge impacting on the settlement of Redgorton.
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Figure 6.4: Corridors C1 & C2
Figure 6.5: Possible junction location
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It may be practical to reduce the impact on the Redgorton by use of a junction
arrangement other than a standard diamond formation. However, as can be see from
Figure 6.5 it is not possible to access the junction from the east without passing
between the scheduled monuments (marked as hatched areas in Figure 6.5) causing
severance of the policies as well as impacting on the Designed Landscape.
Consultation with Historic Scotland indicates this would be unacceptable to them.
It is noted that upgrading Stormontfield Road (the easternmost of the two alignments
indicated in Figure 6.5) would follow an existing severance but it is also
acknowledged the required upgrading would exasperate the current situation.
Both alignments would pass very close to the properties to the east of the railway line
(The Whinnies, Denmarkfield and a farmstead), and to the King’s Stone and the
undesignated Standing Stones. As the land between the properties and the River Tay
is generally lower than the properties, it is anticipated the required earthworks and
the height of the river crossing for the southern route could result in a direct impact
on the properties as well as the undesignated Standing Stones.
The existing access to the properties to the east of the A9 would need to be closed due
to its proximity to the new junction. As such traffic on the A9 accessing the
properties would need to utilise the new junction. To accommodate this an access
onto the CTLR between the River Tay and the railway would be required.
In addition to any actual direct impact on the properties, the severance, noise and air
quality impacts likely to result from the CTLR passing so close to the properties are
considered to be unacceptable.
A junction at this location would also require the closure of the Luncarty slips due to
the close proximity of both junctions. Discussions with Transport Scotland has
indicated this is not considered a reason for objecting to a junction in this vicinity.
It is noted than the railway line is in cutting adjacent to the junction location
discussed above with the road bridge connecting the A9 and the properties to the east
of the railway line being at the same general level as the A9. Such a level difference
would significantly simplify and lower the required structure when compared
against the structure required for Corridor C1.
A junction on the A9 at this vicinity would also simplify linking the junction to any
proposed development to the south of Luncarty.
Corridor C2 provides an opportunity to upgrade access to the Racecourse, Caravan
site as well as Scone Palace which in may have a positive impact on their ability to
attract visitors.
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The Constraints, Advantages and Disadvantages of Corridor C2 are:
6.4.4.1 Constraints
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• River crossing must not have a footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Any new structure should not compromise any future river management
proposals
• Avoid disturbance to existing watercourse banks and beds
• Potential impact on wildlife
• The Ancient Monument to the east of the River Tay must be avoided
• The Designed Landscape to the east of the River Tay
6.4.4.2 Advantages
• Rural location and no adverse affect on existing principal roads during
construction other than A9
• The site of the structure does not impact any geological sites or mineral
reserves
• The separation of the River Tay from the Railway line simplifies the structures
required
• The level of the railway line would simplify and lower the proposed junction
bridge
• Improved access to the Racecourse, caravan site and Scone Palace
6.4.4.3 Disadvantages
• Noise and air pollution during construction would have a significant impact on
a limited number of properties
• The routing of the CTLR to the east of the River Tay would result in significant
severance issues to a limited number of properties
• The routing of the CTLR to the east of the River Tay may result in a direct
impact on a limited number of properties
• The routing of the CTLR to the east of the River Tay is likely to result in
significant noise and air quality issues to a limited number of properties
• Access to the properties to the east of the railway line would be more indirect
utilising the proposed junction
• The river crossing would be over 100m long and require large and costly
foundations
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• Land currently used for agriculture will be impacted by bridge construction.
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure over the River Tay to be clad to mitigate the visual
impact.
6.4.5 River Tay – A93
Having crossed the River Tay, the corridor extends east for some 1.6km towards
Stormontfield Road, passing north of Perth Racecourse and Cramock Burn and
minimising the impact to semi-ancient/ancient wooded areas to the north, as shown
in Figure 6.6 below.
The corridor passes through slightly undulating farm land which rises from
approximately 10 metres to 30 metres above mean sea level from west to east
respectively. The corridor will meet Stormontfield Road to the north of the existing
access to Perth Racecourse. It is anticipated this junction will be an at-grade
roundabout. At this location, the ground is relatively flat with what is expected to be
minor earthworks required.
Figure 6.6: Corridors C1 & C2, River Tay to A93.
Both Corridor C1 and C2 continues in an easterly direction for approximately 1.7km
and is taken through slightly undulating farm land, north of Balboughty Farm, before
reaching the A93 (Figure 6.6). The existing ground levels rise from approximately 30
metres to 50 metres above mean sea level from west to east respectively.
Corridor C1 minimises the impact on nearby woodland, Ancient Monuments and a
listed building. It is envisaged that an at-grade roundabout will be required to
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connect the CTLR with the A93. The exact location for the junction will require
careful consideration as the A93 has a sinuous horizontal alignment. Local
realignment of the A93 may be required.
Consultation with Historic Scotland indicates that they believe Corridor C1 would
result a direct physical impact to the nationally important Scone Palace Gardens and
Designed Landscape resulting in a significant adverse impact. The corridor would
result in the severance of the designation which would separate Scone Palace from its
northern policies.
If Corridor C1 is taken forward detailed consultation is required with Historic
Scotland to identify mitigation measures. It is noted however, that Historic Scotland
currently views the impacts as ones that can not be reduced through mitigation,
given the impact upon the legibility and character of the designation.
Given Historic Scotland’s view on mitigation, if Corridor C1 is taken forward, it is
recommended work is carried out to identify the reasons the area received its
designation as well as changes in land use since then allowing consideration of the
designation in its current context.
Corridor C2 extends north of the Scheduled Monuments (Figure 6.6) to allow for a
route that connects to a northern junction on the A9 as discussed in Sections 6.4.3 and
6.4.4. It is noted, as discussed previously, that Historic Scotland may object to the
severance issues with any proposed linkage passing between the Ancient Monuments
as well as the severance of the Designed Landscape from Scone Palace as discussed
for Corridor C above. If Corridor Amended C is taken forward it is recommended
the study into the evolving land use discussed above is undertaken.
6.4.6 A93 – A94
The remaining section of both Corridor C and Amended C continue in a south
easterly direction for approximately 1.8km (Figure 6.7, over the page). The corridors
passes through slightly undulating farmland and wooded areas, the most significant
being Muirward Wood, north of Scone and the Cramock Burn. The existing ground
level rises from approximately 50 metres to 90 metres above mean sea level from west
to east respectively.
It is anticipated an at-grade roundabout will be provided to connect the CTLR with
the A94 to the north west of Scone.
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Figure 6.7: Corridors C1 & C2, A93 to A94.
6.5 Corridor E
Figure 6.8: Corridors E1 & E2
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As shown in Figure 6.8, Corridor E commencing north of the proposed Crieff Road
Junction on the A9 runs north-westwards, crossing the river Almond west of
Inveralmond Industrial estate. It then heads northwards crossing the Redgorton area
before sweeping to the east to cross the A9 dual carriageway and the rail line between
Inverness and Perth, south east of Luncarty. The corridor then continues in a south
easterly direction, crossing the A93 north of Old Scone and terminating on the A94,
northeast of New Scone.
Corridor E connects to the proposed Crieff Road grade separated interchange (subject
to a separate DMRB process) by way of the Western Edge Link providing
connectivity to the western development area.
There will be significant fill required to construct the southern most element of the
Corridor E.
6.5.1 River Almond Crossing
Corridor E follows Corridor C over this section and as such the issues associated with
it are the same as those described in Section 6.4.1. To prevent excessive repetition
this text has not been reproduced here.
6.5.2 Bertha Loch
Corridor E follows Corridor C over this section and as such the issues associated with
it are the same as those described in Section 6.4.2. To prevent excessive repetition
this text has not been reproduced here.
6.5.3 Corridor E1 - A9 Junction / Rail Crossing
As can be seen from Figure 6.9 Corridor E1 directly impacts on the settlement of
Redgorton. Consultation with local residents, summarised in Shaping Perth’s
Transport Future Consultation Statement (Volume 2, Appendix F), highlighted
significant public opposition to this corridor and is not considered to be a viable
option.
The Constraints, Advantages and Disadvantages of Corridors E1 at this location are:
6.5.3.1 Constraints
• Redgorton and adjacent properties
• Existing infrastructure including A9 trunk road, A9 southbound on-slip from
Luncarty, Perth to Inverness railway line, settlements and individual
properties, local roads, buried utilities alongside the existing A9 carriageway,
overhead high voltage power lines to the east of the railway
• Vertical alignment of new structures at an interchange must provide the
required minimum clearances over the realigned and existing A9 trunk road
and the Perth to Inverness railway line and under overhead power lines
• Level of existing railway line approximately 1m below the level of existing A9
• Existing cycle track/footpath alongside southbound carriageway of existing A9.
• Potential impact on wildlife
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6.5.3.2 Advantages
• Less complex structures required than for Corridor C
• The site of the structure does not impact any geological sites or mineral
reserves.
6.5.3.3 Disadvantages
• Significant direct impact on Redgorton
• Significant direct and indirect impact on other settlements and individual
properties
• Closure of the existing Luncarty slips
• Possible requirement for the demolition of the existing Luncarty junction
bridge
• Potential impact on existing high voltage overhead power cables to the east of
the railway line
• Land currently used for agriculture will be impacted by bridge construction
• Moderate adverse visual impact
• Potential impact on wildlife
6.5.4 Corridor E2 - A9 Junction / Rail Crossing
To allow the identification of a corridor that would provide the opportunity for a
northern route of the CTLR while addressing the concerns of the public Corridor E2
(Figure 6.9) was developed.
The key to identifying the viability of a Corridor E2 is the location of the A9/CTLR
grade separated junction and the interaction of the bridge and associated slips with
the various settlements in the area.
Two alternative strategies were examined:
• between Redgorton and Luncarty and
• to the south of Redgorton.
6.5.4.1 Junction South of Redgorton
Locating the proposed A9/CTLR junction far enough south of Redgorton to prevent it
from having a direct impact on the settlement would require it to be located at the
same location as for Corridor C2 as indicated on Figure 6.10.
As can be seen from Figure 6.10 while the junction largely avoids any direct impact
on Redgorton it is extremely close to it and direct impacts are likely. It should also be
noted that this junction location would result in very similar impacts to those
discussed in Section 6.4.4 for Corridor C2.
A junction at this location would also require the closure of the Luncarty slips due to
the close proximity of both junctions.
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Figure 6.9: Corridor E2
Figure 6.10: Corridor E2, Potential Junction Location south of Redgorton
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The Constraints, Advantages and Disadvantages of a junction south of Redgorton
within Corridor E2 are:
6.5.4.1.1 Constraints
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• River crossing must not have a footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Any new structure should not compromise any future river management
proposals
• Avoid disturbance to existing watercourse banks and beds
• Potential impact on wildlife
• The Ancient Monument to the east of the River Tay must be avoided
• The Designed Landscape to the east of the River Tay
6.5.4.1.2 Advantages
• Rural location and no adverse affect on existing principal roads during
construction other than A9
• The site of the structure does not impact any geological sites or mineral
reserves
• The separation of the River Tay from the Railway line simplifies the structures
required
• The level of the railway line would simplify and lower the proposed junction
bridge
• Access to any development south of Luncarty is significantly simplified when
compared to Corridor C1
• Reduced impact on the Ancient Monuments and Designed Landscape when
compared to Corridors C1 & C2
• Reduced impact on the properties to the east of the railway line when
compared to Corridors C1 & C2
6.5.4.1.3 Disadvantages
• Noise and air pollution during construction would have a significant impact on
a limited number of properties
• The routing of the CTLR to the east of the River Tay would result in significant
severance issues to a limited number of properties
• The routing of the CTLR to the east of the River Tay may result in a direct
impact on a limited number of properties
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• The routing of the CTLR to the east of the River Tay is likely to result in
significant noise and air quality issues to a limited number of properties
• Access to the properties to the east of the railway line would be more indirect
utilising the proposed junction
• The river crossing would be over 100m long and require large and costly
foundations
• Land currently used for agriculture will be impacted by bridge construction.
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure over the River Tay to be clad to mitigate the visual
impact.
6.5.4.2 Junction North of Redgorton
Locating the junction to the north of Redgorton as indicated in Figure 6.11 is likely to
require the demolition of the Luncarty junction bridge as well as the closure of its
slips.
Figure 6.11: Corridor E2, Potential Junction Location north of Redgorton
As can be seen from Figure 6.11 there are a large number of settlements to the west of
the A9 which means it is unlikely that an alignment can be identified that would not
directly impact on either settlements or individual properties. If such an alignment is
possible while meeting standards it will have a significant indirect impact on those
settlements and individual properties.
In addition to any direct or indirect impacts there will be issues of severance and
potential increased noise and air pollution. Based on the consultation responses to
Corridor E1 it is considered that a junction located north of Redgorton would not be
acceptable to the public.
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The A9 and the railway line are between 20m – 30m apart, with the River Tay
approximately 1km east of the A9. The spacing of the A9, railway line and River Tay
will simplify the structures required.
The corridor impacts existing low level high voltage overhead power cables on the
east side of the railway which run parallel to the railway. It is likely that some of the
existing poles and cables would have to be permanently relocated.
The interchange structures must provide the required minimum vertical clearances
over the A9 and the existing railway. There are several buried utilities running
parallel alongside the existing A9 road. These include utilities such as water
distribution mains, rising mains, Fulcrum low pressure mains and telecoms cables.
The presence of unrecorded or unknown utilities cannot be discounted.
There is an existing cycle track/footpath alongside the existing southbound
carriageway of the A9.
Geological conditions at the site of the interchange consist mainly of Glacial
Meltwater deposits and glacial till. Bedrock is recorded at approximately 30m below
existing ground level. However, it is feasible that spread foundations would be the
most likely foundation type.
The Constraints, Advantages and Disadvantages of Corridors E2 at this location are:
6.5.4.2.1 Constraints
• Existing infrastructure including A9 trunk road, A9 southbound on-slip from
Luncarty, Perth to Inverness railway line, settlements and individual
properties, local roads, buried utilities alongside the existing A9 carriageway,
overhead high voltage power lines to the east of the railway
• Vertical alignment of new structures at an interchange must provide the
required minimum clearances over the realigned and existing A9 trunk road
and the Perth to Inverness railway line
• Vertical alignment of the corridor must provide the minimum clearance under
overhead power lines
• Level of existing railway line
• Existing cycle track/footpath alongside southbound carriageway of existing A9.
• Potential impact on wildlife
6.5.4.2.2 Advantages
• Less complex structures required than for Corridor C1
• The impact of properties to the east of the railway line is significantly reduced
when compared to Corridor E2 south of Redgorton
• Access to any development south of Luncarty is significantly simplified when
compared to Corridor C1
• The site of the structure does not impact any geological sites or mineral
reserves
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• Reduced impact on the Ancient Monuments and Designed Landscape when
compared to Corridors C1 & C2
• Reduced impact on the properties to the east of the railway line when
compared to Corridors C1 & C2
6.5.4.2.3 Disadvantages
• Significant direct and indirect impact on settlements and individual properties
• Closure of the existing Luncarty slips
• Possible requirement for the demolition of the existing Luncarty junction
bridge
• Potential impact on existing high voltage overhead power cables to the east of
the railway line
• Land currently used for agriculture will be impacted by bridge construction
• Moderate adverse visual impact
6.5.5 Corridors E1 & E2 - River Tay Crossing
From the railway line the corridors head east for about 1km crossing the River Tay,
and meet Stormontfield Road approximately 250m east of the River Tay.
Due to the corridor alignment the River Tay crossing is likely to require a bridge with
a single span in the order of 125m to 150m and may be curved on plan. The required
vertical height clearance over the River Tay would dictate the height of the bridge
abutments and approach embankments. The length of the bridge would result in
large and costly foundations.
Liaison and discussion with the Scottish Environment Protection Agency (SEPA) will
be required. It is likely an application for a licence under the Water Environment
(Controlled Activities) (Scotland) Regulations will be necessary.
Any crossing of the River Tay crossing would be close to a small number of houses
and boating sheds on both banks of the river, which would be impacted by noise and
air pollution both during construction and once in operation. The stretch of river
either side of the crossing is currently used for fishing purposes.
Existing overhead high level high voltage power lines and pylons may be impacted
depending on the route within the corridor selected. Initial discussions with Scottish
and Southern Electricity indicate that appropriate clearance can be achieved without
the need to amend the overhead lines.
The structure over the River Tay is likely to require the removal of existing trees on
both banks of the River Tay.
Geological conditions in the area consist mainly of Glacial Meltwater deposits and
glacial till. It is likely that piled foundations would be required.
The crossing of the River Tay within Corridors E1 and E2 would have the following
Constraints, Advantages and Disadvantages:
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6.5.5.1 Constraints
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• River crossing must not have any footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Construction access is limited with direct impact on Luncarty and small
number of houses on the banks of the River Tay
• Any new structure should not compromise any future river management
proposals
• Avoid disturbance to existing watercourse banks and beds
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer the structure to be clad to mitigate the visual impact
• Potential impact on wildlife
6.5.5.2 Advantages
• Limited direct or indirect impact on settlements or individual properties
• Noise and air pollution during construction would only affect a limited
number of properties
• Rural location and no adverse affect on existing principal roads during
construction
• The site of the structure does not impact any geological sites or mineral
reserves
6.5.5.3 Disadvantages
• The river crossing should not have any supports in the watercourse and thus
the new bridge would be the longest of the corridors considered at some 125 -
150m long
• Construction access is limited to existing narrow country roads. Access to the
east bank is by Stormontfield Road passing a small number of existing houses.
Access to the west bank is by existing country roads and would involve
construction traffic passing through Luncarty
• Land currently used for agriculture will be impacted by bridge construction
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure over the River Tay to be clad to mitigate the visual
impact
• An existing access track on the west bank of the River Tay would have to be
rerouted
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6.5.6 Corridors E1 & E2 - River Tay to A93
Corridors E1 and E2 pass south of Waulkmill and to the north of Gelly Burn
(Figure 6.12). The corridor passes through slightly undulating farm land which falls
from approximately 30 metres to 20 metres above mean sea level from west to east
respectively.
It is noted that both Corridors E1 and E2 skirt the Designed Landscape to the south.
It is anticipated that the junction with Stormontfield Road will be an at-grade
roundabout. At this location, the ground is relatively flat and minor earthworks
would be expected, but this will depend on the vertical alignment requirements for
the crossing of the River Tay.
Figure 6.12: Corridor E from the River Tay to A93
The next section of the corridors continues in an easterly direction for approximately
2.3km. through slightly undulating farm land, north of Blairhall and Gelly Burn,
before reaching the A93 just south of Scones Lethendy. The existing ground levels
rise from approximately 20 metres to 50 metres above mean sea level from west to
east respectively.
The corridors then skirt the north sides of Drumshogle Wood, Gelly Brae Wood and
the Blairhall Plantation and should have little impact on them. It is anticipated an at-
grade roundabout will be provided to connect with the A93. The exact location for
the junction will require careful selection as the A93 has a fairly sinuous horizontal
alignment.
Moving east the corridors cross the Gelly Burn (which becomes Whiggle Burn) to the
south east of the A93 road with the Gelly Burn/ Whiggle Burn flowing westwards to
the River Tay. It must be noted that the Gelly Burn skirts the southern boundary of
this corridor from the point where it crosses the River Tay to its junction with the
A93. Careful consideration of route selection within this corridor is vital to ensure the
Gelly Burn/ Whiggle Burn isn’t adversely impacted.
A large diameter or rectangular box culvert could be installed at this site. The existing
burn bed should be maintained as far as practicable and also used as lining on the
inside of any new culvert. The existing banks of the burn should remain as far as
practicable.
Liaison and discussion with the Scottish Environment Protection Agency (SEPA) will
be required. It is likely an application for a licence under the Water Environment
(Controlled Activities) (Scotland) Regulations will be necessary.
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There are no existing utilities recorded at the potential location of the crossing.
However the presence of land drains, unrecorded or unknown utilities cannot be
discounted.
Geological conditions will be of a similar nature to that at the site of the bridge over
the River Tay. The structure would be small and thus spread foundations would be
the most likely foundation type.
Corridors E1 and E2 would have the following Constraints, Advantages and
Disadvantages:
6.5.6.1 Constraints
• Crossings of watercourses have the potential for altering flow characteristics
and lead to erosion of the burn bed and/or banks
• Avoidance of pollution of the watercourse during construction
• Avoid disturbance to existing watercourse banks and beds
• Within Ancient Woodland and Gardens and Designed Landscape
• Any new structure should not compromise any future river management
proposals
6.5.6.2 Advanatges
• There are no settlements or individual properties within the immediate area
• A preformed circular or rectangular box culvert offers the simplest and
quickest solution to maintain flow in the burn and the construction impact can
be minimised
• The site of the structure does not impact any geological sites or mineral
reserves
• Has the least impact on the Designed Landscape
6.5.6.3 Disadvantages
• Construction would require the removal of Ancient Woodland
• Land currently used for agriculture will be impacted by bridge construction
• Construction related spillages could cause adverse impact through pollution of
the watercourse
• Unknown land drains could be affected
• Potential impact on wildlife
6.5.7 Corridors E1 & E2 – 93 to A94
The remaining section of these corridors continues in a south easterly direction for
approximately 2km where it meets the A94 (Figure 6.13). This corridor passes
through slightly undulating farmland and wooded areas, the most significant being
Muirward Wood, north of Scone and the Cramock Burn. The existing ground level
rises from approximately 50 metres to 90 metres above mean sea level from west to
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east respectively. It is anticipated an at-grade roundabout will be provided to
connect with the A94 to the north west of Scone.
Figure 6.13: Corridor E between A93 and A94
Corridors E1 and E2 would have the following Constraints, Advantages and
Disadvantages:
6.5.7.1 Constraints
• Avoidance of pollution of the watercourse during construction
• Within Ancient Woodland and Gardens and Designed Landscape
• Any new structure should not compromise any future river management
proposals
6.5.7.2 Advanatges
• There are no settlements or individual properties within the immediate area
• Has a slightly lower impact on the Designed Landscape than Corridors C1 & 2
6.5.7.3 Disadvantages
• Construction would require the removal of Ancient Woodland
• Land currently used for agriculture will be impacted by bridge construction
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Unknown land drains could be affected
• Potential impact on wildlife
• Impacts on the Designed Landscape
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6.6 Corridor G
Figure 6.14: Corridor G
As shown in Figure 6.14, Corridor G is a much shorter corridor compared to the
others. It runs in a west/east alignment linking the A912 Dunkeld Road to the A94
south of Scone. Corridor G crosses the River Tay after dividing the North Inch Golf
course before connecting to the A93 and then A94.
As the Western Edge Link is not Contiguous with Corridor G it has been considered
separately in this case (Section 6.7)
A new junction will be required on Dunkeld Road at the west end of the proposed
corridor. This proposed junction is likely to be an at-grade roundabout, situated
within the available land located to the east of Dunkeld Road, which would result in
the junction being in close proximity to business units and residential housing.
However, due to proximity of local amenities, construction is likely to affect the
school and local housing.
The construction of the CTLR between the housing estate and the school would sever
existing paths and is likely to cause severance between the housing and the school.
Any such severance could have an adverse impact on the safety of children attending
the school. If this corridor was taken forward it is recommended a detailed safety
study is carried out to identify any risks and appropriate mitigation measures.
A short link of approximately 300m would be provided east of Dunkeld Road to
connect with Bute Drive. There is a strip of undeveloped land between a housing
estate and a band of trees which may be sufficient to accommodate any route
however it is highly likely there will be a need to remove some or all of the trees to
accommodate the CTLR. Careful design will be required to mitigate the noise and
visual impact in relation to the nearby housing and school.
The east end of this link would tie in to Bute Drive possibly by means of an at-grade
roundabout. As the existing road is higher than the surrounding land at this location,
the provision of a roundabout would result in significant earthworks to tie-in with
Bute Drive.
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6.6.1 West Bank
The corridor would require an approach embankment to be constructed on the
existing North Inch Golf Course. An embankment on the golf course would directly
affect several existing holes requiring redesign and reconstruction of the course.
The west abutment for the bridge would be located on an existing public cycle track/
footpath running alongside the River Tay. The abutment would be approximately
100m-150m from a school and five inhabited cottages. There would be significant
impact through noise pollution and air quality to the public both during construction
and when the corridor was in operation.
There are two small existing buildings adjacent to the river in very close proximity to
the location of any bridge abutment. These buildings are for the North Muirton Water
Intake Pumping Station and are operated by Scottish and Southern Energy Limited
(SSE). Additionally, there is a SEPA monitoring station on the river bank to the south
of the abutment.
There are two existing buried surface water ducts and one foul sewer located
alongside the existing cycle track/ footpath adjacent to the River Tay. The surface
water ducts are shown as out-falling to the River Tay to the south of the proposed
abutment. The foul sewer continues southwards and connects into a combined sewer.
The presence of unrecorded or unknown utilities cannot be discounted. Information
received from Openreach shows proposed underground cables to be installed
alongside the existing water ducts and foul sewer.
The corridor would require the removal of existing trees from the golf course in the
location of the approach embankment, and removal of a length of existing natural
stone wall from the top of the river bank.
Geological conditions in the area consist mainly of Glacial Raised Marine deposits
and glacial till. It is likely that the bridge abutment would require piled foundations.
The following Constraints, Advantages and Disadvantages of Corridor G at this
location are:
6.6.1.1 Constraints
• Existing school buildings, cottages, public golf course, public roads, cycle
tracks and footpaths on the west of the River Tay
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• River crossing must not have any footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
• Existing pumping station buildings operated by Scottish and Southern Energy
Limited on west bank of the River Tay
• Existing buried surface water ducts and foul sewer alongside cycle track on the
west bank of the River Tay
• Any new structure should not compromise any future river management
proposals
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• Avoidance of pollution of the watercourse during construction
• Avoid disturbance to existing watercourse banks and beds
• Potential impact on wildlife
6.6.1.2 Advantages
• The site of the structure does not impact any geological sites or mineral
reserves
• Some trees would need to be removed but none are identified as Ancient
Woodland
6.6.1.3 Disadvantages
• Direct physical impact on North Inch Golf Course, existing public cycle tracks
and footpaths
• The structure lies within the River Tay Special Area of Conservation (SAC) and
careful consideration of construction methods and sensitivity with regard to
existing fish (salmon) required
• Minimum vertical clearance must be provided over the River Tay which will
require a high structure. The distance between River Tay and A93 is quite short
and as the corridor would be at height, this could result in the need for a grade
separated roundabout and associated structures at the junction with the A93
• Existing buildings, plant, utilities etc for pumping station on west bank of river
may have to be demolished and reconstructed
• Existing buried water ducts on west bank of river must be permanently
relocated
• The river crossing must not have any supports in the watercourse, thus
requiring a long span in the order of 110m. This will result in the need for
heavy construction plant and machinery and inherent noise impact on the
public adjacent to the site
• A long span bridge would require large and costly foundations
• Construction would require the removal of trees. However these trees are not
part of Ancient Woodland
• Schools and public amenities on west bank of River Tay would be impacted by
noise pollution during construction and when in operation
• North Inch golf course would require redesign and reconstruction
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure to be clad to mitigate the visual impact
• Approach embankment on the west side of the river would visually restrict the
public in nearby cottages and schools
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6.6.2 East Bank
The corridor requires a bridge abutment and approach embankment at the southern
extremity of the Designed Landscape and there would be direct impact on the
existing access road to the grounds of Scone Palace at Queens Drive (Figure 6.15).
Figure 6.15: East Bank.
The abutment is likely to be high to accommodate the required vertical clearance over
the River Tay. Structural foundations for the bridge would be deep, large and costly.
As noted in Figure 6.15 an existing water/ sewage treatment works is located close to
any abutments or approach embankments. Further to the south there are existing
houses operated by Capability Scotland (Upper Springland).
There is the possibility of noise impact and reduction of the air quality to the public in
the southern area of Scone Palace grounds. Noise impact to the existing water/
sewage treatment works is not considered a major issue. The housing at Upper
Springland is sufficiently distant from the site not to be affected during construction
or when the road is in operation.
There are no known existing utilities that would impact on a crossing of the River Tay
within the corridor. However, the presence of unrecorded or unknown utilities
cannot be discounted.
Construction access and construction of the east abutment would require the removal
of existing trees from within the grounds of Scone Palace.
Geological conditions in the area consist mainly of Glacial Meltwater deposits and
glacial till. It is likely that piled foundations would be required.
The following Constraints, Advantages and Disadvantages of Corridor G at this
location are:
6.6.2.1 Constraints
• Vertical alignment of new River Tay crossing must provide the required
minimum clearance over the river
• River crossing must not have any footprint in the existing watercourse
• Construction can only take place during periods of low flow in the river
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• Any new structure should not compromise any future river management
proposals
• Close proximity of existing water/sewage treatment works on east bank of
river
• Avoidance of pollution of the watercourse during construction
• Avoid disturbance to existing watercourse banks and beds
• Potential impact on wildlife
6.6.2.2 Advantages
• The site of the structure does not impact any geological sites or mineral
reserves
• Some trees would need to be removed but none are identified as Ancient
Woodland
6.6.2.3 Disadvantages
• The east end of the bridge is located within the southern end of the Scone
Palace Designed Landscape
• Direct physical impact on Designed Landscape
• The structure lies within the River Tay Special Area of Conservation (SAC) and
careful consideration of construction methods and sensitivity with regard to
existing fish (salmon) required
• Minimum vertical clearance must be provided over the River Tay which will
require a high structure. The distance between River Tay and A93 is quite short
and as the corridor would be at height, this could result in the need for a grade
separated roundabout and associated structures at the junction with the A93
• The river crossing must not have any supports in the watercourse, thus
requiring a long span in the order of 110m. This will result in the need for
heavy construction plant and machinery and inherent noise impact on the
public adjacent to the site
• A long span bridge would require large and costly foundations
• Construction would require the removal of trees. However these trees are not
part of Ancient Woodland
• The public entrance and gate to the grounds of Scone Palace (junction of
existing A93 road and southern end of Queen’s Drive) may need to be
relocated to the north
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Moderate adverse visual impact. Scottish National Heritage (SNH) would
prefer any new structure to be clad to mitigate the visual impact
• Approach embankment on the west side of the river would visually restrict the
public in nearby cottages and schools
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6.6.3 River Tay to A94
Once the River Tay has been crossed, the corridor continues in an easterly direction
for approximately 1.2km until it connects with the A93 north of Quarrymill.
The topography changes on the east side of the River Tay to slightly undulating
countryside. To reach the A93 the corridor must pass through the grounds of Scone
Palace, albeit on the outskirts. The existing ground rises from approximately
5 - 10 metres to 20 metres above mean sea level from the River Tay to the A93
respectively.
The corridor then continues in an easterly direction for approximately 1.2km through
predominately agricultural land. The ground rises from approximately 20 metres to
40 metres above mean sea level as the corridor heads eastwards. There is a narrow
strip of woodland immediately east of the A93 which is followed by rolling
countryside.
This part of the corridor lies to the north of the wooded walk area at Quarymill and
Annaty Burn. This is a popular area for walkers and there is a small visitor centre
which is open during the summer months. Careful consideration will have to be
given to the corridor adjacent to the north edge of the Forest Walks to mitigate visual
impact as well as noise pollution. This segment of the proposed corridor will pass
through slightly undulating farm land and will following the existing terrain down to
the point where it crosses the Annaty Burn. Figure 6.16 shows Quarrymill in relation
to the corridor.
Figure 6.16: Quarrymill.
The corridor crosses the Annaty Burn on the south west edge of Scone. The Annaty
Burn flows westwards to the River Tay and must be accommodated as part of the
corridor.
A large diameter or rectangular box culvert could be installed at this site. The existing
burn bed should be maintained as far as practicable, and also used as lining on the
inside of any new culvert. The existing banks of the burn would remain as far as
practicable.
Liaison and discussion with the Scottish Environment Protection Agency (SEPA) will
be required. It is likely an application for a licence under the Water Environment
(Controlled Activities) (Scotland) Regulations will be necessary.
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There is an existing footpath which follows the alignment of the burn and which
crosses the burn via a small footbridge at the approximate location of the culvert. The
footpath must be accommodated as part of the works.
There is an existing surface water drainage duct and a combined sewer towards the
north of the corridor. There is also a combined sewer to the south. The two combined
sewers connect further west. Additionally, the presence of unrecorded or unknown
utilities cannot be discounted.
Geological conditions will not be dissimilar to that at the site of the bridge over the
River Tay.
Once the Annaty Burn has been crossed, the corridor continues east, extending over
slightly undulating farm land again until it ties in with a proposed junction with the
A94, most probably an at grade roundabout. The roundabout can be situated between
the houses along the A94 or constructed off line to the east of the A94. It is possible
that the local road/access to Murrayshall Golf and Country Club could also be from
part of the new roundabout. Figure 6.17 below shows the location of the main
entrance to Murrayshill Golf Course.
Figure 6.17: Murrayshall Golf Course.
The constraints, Advantages and disadvantages of this section of Corridor G are:
6.6.3.1 Constraints
• Construction of the culvert can only take place during periods of low flow in
the river
• A new culvert could potentially alter flow characteristics and lead to erosion of
the burn bed and/or banks
• Direct impact on the Designed Landscape
• Existing surface water drainage and combined sewer
• Maintaining a footpath alongside the burn
• Avoidance of pollution of the watercourse during construction
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• Avoid disturbance to existing watercourse banks and beds
• Minimising disturbance to agricultural land
• Potential impact on wildlife
• Any new structure should not compromise any future river management
proposals
6.6.3.2 Advantages
• Any culvert would be located on the extremities of Scone and there are no
houses or buildings within 100m of the area
• A preformed circular culvert or rectangular box offers the simplest and
quickest solution to maintain flow in the burn and the construction period can
be minimised
• The corridor does not impact any geological sites or mineral reserves
• While some trees would need to be removed none are identified as Ancient
Woodland
6.6.3.3 Disadvantages:
• It is noted that the Annaty Burn is within the River Tay Special Area of
Conservation (SAC). This requires careful consideration of construction
methods and the season in which the structure is built in order not to disturb
salmonidae and other fish in the river
• Construction will require the removal of existing woodland around the area of
the structure
• Any new culvert could potentially alter flow characteristics and lead to erosion
of the burn bed and/or banks
• Existing surface water drainage and combined sewer may have to be
permanently relocated
• Existing footpath must be rerouted and accommodated as part of the works
• Construction would have direct impact on the Designed Landscape and
require the removal of existing trees
• Any construction related spillages could cause adverse impact through
pollution of the watercourse
• Land currently used for agriculture is likely to be impacted
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6.7 Western Edge Link
As shown in Figure 6.18 the possible corridors for the Western Edge Link are the
same as those considered between Crieff Road and the A9 for Corridors C1, C2
(Section 6.4), E1 and E2 (Section 6.5).
Figure 6.18: Western Edge Link
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7 Environmental Assessments
7.1 Description of the Local Environment / Baseline Conditions
Within 2km of the corridors there is one Natura 2000 site – the River Tay Special Area
of Conservation (SAC) – see Volume 2, Appendix B2 for further details on the
designation and its qualifying interests. There are also two Sites of Special Scientific
Interest (SSSI) – Kinnoull Hill and Almondbank SSSIs. Other nature conservation
considerations that need to be assessed as part of the DMRB study include areas of
woodland that are listed on the Ancient, and Semi-Natural Ancient Woodland
Inventory.
The proposed corridors cross several watercourses, with the River Tay and the River
Almond being the most significant. The watercourses and the surrounding study
area is also known to accommodate several Rights of Way and proposed Core paths.
The study area contains numerous cultural heritage designations with Scheduled
Monuments, Listed Buildings and both the Scone Palace and Battleby Gardens and
Designed Landscape all located within the core Perth area and all potentially affected
either directly or indirectly by the proposed corridors. Given the historical
significance of the Perth area there is also the potential for the study area to contain
undiscovered archaeological remains.
Perth and Kinross Council completed a detailed assessment of air quality in 2005, and
subsequently declared an Air Quality Management Area (AQMA) for Nitrogen
Dioxide (NO2) and Particulate Matter (PM10) in 2006.
The proposed corridors and environmental designations identified for the study area
are shown on Figure TKPKFA\ENV\1\001 (Volume 2, Appendix B1). The corridors
presented have been altered when compared to those published in the Shaping
Perth’s Transport Future Strategy (2010), the alterations have been necessitated by
junction spacings on the A9. As a result of the alterations to the corridors some
Scheduled Monuments (SM) now lie within the boundaries of Corridors C2 and E2,
however, the national importance of these monuments is recognised and no direct
impacts will occur to them despite the corridor extents covering all or part of a SM.
7.2 Assessment of Environmental Effects
7.2.1 Generic Impacts
Many of the identified impacts to the ecology and nature conservation of the study
area are similar between the route corridors. For example, each of the route corridors
will involve the construction of a new bridge over the River Tay Special Area of
Conservation (SAC) as well as an additional crossing of the River Almond which is
also a part of the River Tay SAC, and therefore have the potential to be a harmful
development affecting a protected habitat of international importance.
The River Tay SAC boundary covers an area of 9,497 hectares and includes many of
its tributaries, including the River Almond, the Annaty Burn and St Martin’s Burn.
The River Tay supports a high-quality Atlantic salmon (Salmo salar) population as
well as three types of Lamprey (Brook, Sea and River).
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Otters (Lutra lutra) are listed as a qualifying species on the SAC citation, and the
route corridors are likely to be at least within the territories of local populations of
otters.
An Appropriate Assessment under the Conservation (Natural Habitats, &c.)
Regulations 1994 will be required for the final route corridor chosen and any
development will not be consented unless appropriate mitigation is put in place and
the integrity of the SAC can be shown to be unaffected by the proposals. An
Appropriate Assessment Screening Assessment has been undertaken and is included
within Appendix B2 of this report, as the DMRB assessment develops further more
detailed assessments will be required in line with the DMRB Volume 11, Section 4 -
HD 44/09 Assessment of Implications (of Highways and/or Roads Projects) on
European Sites (Including Appropriate Assessment).
At this stage, detailed information on the location of protected species has not been
gathered, however it is acknowledged that surveys for protected species and habitats
will be required to be undertaken to inform the detailed design of the scheme no
matter which corridor is taken forward to the DMRB Stage 2 Route Option
Assessment. Consultation with Scottish Natural Heritage and the Perth & Kinross
Council Biodiversity Officer will be required to establish the scope of any surveys
(which may include otters, badgers, bats, red squirrels, fish and reptiles). The
National Biodiversity Network (NBN) Gateway holds records of species within a
10km transect, but this 10km scale will not benefit the route corridor assessment, and
further site studies will be required at later stages in the project, regardless of the
selected corridor.
Surveys for the following species are likely to be required to inform the Stage 2 and
Stage 3 Environmental Assessments as they are known to be present within the study
area:
• Otter;
• Badger;
• Birds;
• Amphibians;
• Water voles;
• Breeding birds;
• Fish (salmon and lamprey);
• Bat; and
• Red squirrel.
Following the completion of surveys for protected species, an appropriate mitigation
strategy will require to be devised to reduce / avoid impacts to species and their
associated habitats.
Each of the proposed route corridors also severs areas of high agricultural value
which are identified as being Prime Quality Agricultural Land, there is also the
potential for the corridors to cause the severance of fields and field boundaries. This
resource is important at a national level and as such appropriate mitigation and
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consultation (with affected landowners, Perth & Kinross Council and the Scottish
Government) will be required to ensure the viability of farmholdings is not affected
by the scheme.
7.2.2 Corridors C1 and C2 Impacts
The presence of a route alignment within these corridors will potentially result in
localised increases to noise and vibration levels at sensitive residential properties
including ‘The Kennels’ to the north of the River Almond, Balboughty, and properties
within New Scone, Denmarkfield and New Mains. The final impacts will be
dependent on the detailed route alignment and appropriate noise and vibration
assessments for predicted traffic flows and construction noise will be required.
Initial air quality assessment work undertaken during the Perth Traffic & Transport
Issues STAG2 shows that Corridor C1 performs the best in terms of the assessment of
impacts to both local and global air quality with traffic also being removed from the
AQMA which covers the city centre. Although the initial assessments carried out
during the Perth Traffic & Transport Issues STAG show that emissions will rise
overall as a result of the implementation of the corridor, this was accounting for the
additional traffic generated by the committed, allocated and aspirational
development contained within the Local Development Plan and as such included
significant increases in vehicle numbers on the transport network.
Route alignments within Corridors C1 and C2 have the potential to cause both direct
and indirect impacts to proposed core path routes and Rights of Way, and any Cross
Tay Link Road (CTLR) alignments identified within the corridors should be routed to
minimise severance, and to either maintain or enhance the safety of its users. The
identified core paths potentially impacted include:
• METH/2
• LUNC/113
• LUNC/114
• LUNC/119
• LUNC/102
• LUNC/2
• SCON/139
• SCON/140
2 Perth Traffic & Transport issues Scottish Transport Appraisal Guidance (STAG)
Report (2010). Halcrow Group Ltd.
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• SCON/11
• SCON/12
Route alignments within Corridors C1 and C2 will potentially impact upon five
asserted Rights of Way (2/1, 2/2, 36/2, 39/11, and 39/12) during the construction and
operation phases (mitigation measures for the protection of these facilities are set out
in Section 7.3).
Corridors C1 and C2 has the potential to directly impact upon seven named
watercourses of varying size as well as the localised groundwater reserves of the area.
The corridors requires the construction of bridges over the River Tay and River
Almond (both of which form part of the River Tay SAC, see Volume 2, Appendix B2
for further details).
The routing of the Corridors take them through two areas identified by SEPA as
being at risk of flooding3 along the River Almond and the River Tay. The
implementation of an alignment within these corridors will require mitigation to
ensure that the risk of flooding is not materially increased downstream. Consultation
will be required with SEPA throughout the design process.
Any CTLR alignment will impact upon areas of woodland listed on the inventories of
Ancient and Semi Natural Ancient Woodland leading to the potential fragmentation
of habitats (mitigation measures will be required to be incorporated to help reduce /
avoid these impacts). Key areas of woodland identified as having a high sensitivity
to development include the woodland at Berthapark and Muirward Wood both of
which are severed by corridors C1 and C2. Consultation on any route alignments to
be carried forward in the DMRB Stage 2 Route Option Assessment will be required
with both SNH and the Forestry Commission
The Perth & Kinross Council Local Development Plan Main Issues Report (LDP MIR)
site assessment report identifies that UKBAP Priority Species have been recorded on
or near the Berthapark Ancient Woodland site including brown hare, otter, red
squirrel, bullfinch, linnet, song thrush, spotted flycatcher, skylark, tree sparrow,
pipestrelle bat and water vole.
The corridors will result in a direct physical impact to the nationally important Scone
Palace Gardens and Designed Landscape resulting in a significant adverse impact.
The corridors would result in the severance of the designation which would separate
Scone Palace from its northern policies. The potential major negative impact to Scone
Palace Gardens and Designed Landscape has been identified by Historic Scotland as
one that could not be reduced through mitigation, given the impact upon the
legibility and character of the designation. In addition there is also the potential for
3 www.sepa.org.uk – Indicative River & Coastal Flood Map
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impacts (both direct and indirect) to seven Scheduled Monuments within the
boundaries of the designed landscape, 4 Listed Buildings and numerous sites listed
on the Perth & Kinross Heritage Trust Historic Environment Record sites.
The Corridors results in direct impacts upon the Area of Great Landscape Value
(AGLV) to the north west of Perth. Whilst this will result in a direct impact to this
landscape feature appropriate mitigation such as screening planting and the use of
the existing topography will be used to incorporate the scheme into the wider
landscape. A detailed landscape mitigation strategy will be incorporated into the
final DMRB Stage 3 Assessment of any route corridor within the Corridors.
The alignments also have the potential to result in direct impacts to properties
(including Broxy Kennels and properties at Denmarkfield) located within the
corridors, during the Stage 2 and 3 DMRB assessments route alignments should be
considered which avoid impacts to these properties.
7.2.3 Corridors E1 and E2 Impacts
The Corridors also result in impacts to cultural heritage receptors with indirect
impacts to Battleby Designed landscape and direct impacts to Scone Palace Gardens
and Designed Landscape (limited to north eastern and north western corners of the
designation) and potentially direct / indirect impacts to the Category B Listed
Blairhall Farmhouse and Belvedere House which both lie within the boundaries of
the corridors. Appropriate routing of any detailed alignments will need to be
considered to avoid direct impacts where possible, and a detailed mitigation strategy
will be required. Also located within the boundaries is the Grassy Walls Scheduled
Monument (SM), however direct impacts to this designation can be avoided through
routing any alignment to the north of Drumshogle Wood. Impacts to the setting of
the Grassy Walls SM, as well as three other SMs may occur.
The corridors will primarily impact upon six named watercourses as well as
groundwater reserves. The proposed corridor will require a road crossing of both the
River Tay and River Almond (both of which form part of the River Tay SAC).
The routing takes them through three areas identified by SEPA as being at risk of
flooding along the River Almond, River Tay and the Gelly Burn. Mitigation will be
required to ensure that the risk of flooding is not materially increased downstream
and consultation with SEPA will be required throughout the design process.
There is the potential to cause impacts to proposed Core Path routes and Rights of
Way, and any alignments within the corridor should be routed to minimise the
severance, and to either maintain or enhance the safety of its users. The identified
core paths potentially impacted include:
• METH/2
• LUNC/113
• LUNC/124
• LUNC/114
• LUNC/120
• LUNC/102
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• LUNC/119
• LUNC/100
• LUNC/116
• LUNC/2
• SCON/140
• SCON/11
• SCON/12
There is the potential to impact upon five asserted Rights of Way (2/1, 2/2, 36/2, 39/11,
and 39/12) during the construction and operation phases
The CTLR will contribute to removing traffic from the city centre and as such will
help to result in positive impacts to emissions within the designated AQMA. These
impacts will not be as beneficial as those identified for Corridors C1 and C2 with less
traffic utilising them as an alternative to the bridges within the city centre. As with
Corridors C1 and C2, although the initial assessments carried out during the Perth
Traffic & Transport Issues STAG show that emissions will rise overall this was
accounting for the additional traffic generated by the committed, allocated and
aspirational development contained within the Local Development Plan and as such
included significant increases in vehicle numbers on the transport network.
Any CTLR alignment will impact upon areas of woodland listed on the inventories of
Ancient and Semi Natural Ancient Woodland leading to the potential fragmentation
of habitats (mitigation measures will be required to be incorporated to help reduce /
avoid these impacts). Key areas of woodland identified as having a high sensitivity
to development include the woodland at Berthapark and Muirward Wood to the
north of Scone both of which will be severed.
A key area of woodland listed on the Ancient and Semi-Natural Ancient Woodland
Inventories is located at Berthapark and would be severed. The Perth & Kinross
Council Local Development Plan Main Issues Report (LDP MIR) site assessment
report identifies that UKBAP Priority Species have been recorded on or near the site
including brown hare, otter, red squirrel, bullfinch, linnet, song thrush, spotted
flycatcher, skylark, tree sparrow, pipestrelle bat and water vole.
Consultation will be required throughout the DMRB process with both SNH and the
Forestry Commission to ensure that impacts to woodland are appropriately
mitigated.
However, Corridors E1 and E2 also cover the settlements of Redgorton and
Denmarkfield and as such has the potential to result in a significant negative,
permanent impact upon the population of the area. Any route alignment within this
corridor would result in increased noise and vibration, reduced air quality and
significant landscape and visual impacts to the residents of the village.
The corridors will result in direct impacts upon the Area of Great Landscape Value
(AGLV) to the north west of Perth. Whilst this will result in a direct impact to this
landscape feature appropriate mitigation such as screen planting and the use of the
existing topography will be used to incorporate the scheme into the wider landscape.
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7.2.4 Corridor G Impacts
The impacts of the Western Edge Link associated with Corridor G (Section 6.7) have
been discussed in Sections 7.2.2 and 7.2.3.
Corridor G will result in adverse impacts to the natural and cultural heritage features
of the area with key impacts being the severance of the entrance to Scone Palace
Gardens & Designed Landscape and the crossing of the River Tay and potentially the
Annaty Burn (both of which form part of the River Tay SAC).
Within Corridor G the following proposed core paths are at risk of suffering direct /
indirect impacts from alignments within Corridor G:
• NMUR/100
• NMUR/2
• NMUR/2
• SCON/109
• SCON/1
• SCON/2
• SCON/1
Alignments within Corridor G have the potential to affect three asserted Rights of
Way (2/2, 39/1 and 39/2). Impacts to route 39/2 can be removed by the routing of any
alignment within Corridor G to the north of Quarrymill Woodland Park. This citing
of the route alignment will also aid in reducing the impacts to areas listed on the
Inventory of Ancient Woodland within Corridor G.
Although no direct impacts to settlements or dwellings are anticipated with Route
Corridor G, potential indirect impacts such as increased noise and reduced air quality
may occur to residential properties in North Muirton and to sensitive community
receptors such as Perth Grammar School and the North Inch Community Campus
and Nursery.
Corridor G will result in impacts to two named watercourses (the River Tay and the
Annaty Burn), both of which form part of the River Tay SAC. A road crossing of each
of these watercourses will be required for any alignment within Corridor G and
without mitigation adverse impacts will be experienced. Mitigation measures will be
required to ensure that where areas of floodplain are lost the likelihood of flooding
downstream is not increased, and appropriate drainage will also be required to
ensure that water quality is not reduced.
Given the location of Corridor G, any route identified is unlikely to alleviate the
existing and future traffic pressures within Perth, with traffic still requiring to route
along Dunkeld Road to the Inveralmond Roundabout (2 key bottlenecks within the
existing transport network). As a result alignments in Corridor G will likely result in
an adverse impact to local air quality within the AQMA leading to the potential for
future exceedences of National Air Quality Objectives.
Corridor G will not result in any significant impacts to listed buildings or Scheduled
Monuments, however the severance of the Scone Palace Gardens and Designed
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landscape will significantly affect the entrance to the designation and as such will
result in a significant adverse impact which will be difficult to mitigate.
7.3 Mitigation
7.3.1 Generic Mitigation Measures
Given the broad route corridors that are currently under consideration, the mitigation
measures identified at this stage of the assessment process will not be prepared in
great detail and should not be considered to be a final, committed mitigation strategy.
Rather, the mitigation measures presented should be used as a starting point for the
development of a detailed mitigation strategy as more detailed route alignments are
developed through the DMRB process. These mitigation measures have taken
cognisance of the mitigation strategy which is set out within the Shaping Perth’s
Transport Future Strategic Environmental Assessment4.
The following broad mitigation measures have been identified at this stage of the
assessment process:
• Direct impacts to the settlements of Redgorton and Denmarkfield should be
avoided, should alignments within Corridors C2, E1 or E2 be taken forward.
• The minimisation of land-take especially in areas of, or adjacent to, sites of
significant environmental value, for example Scone Palace Gardens &
Designed landscape and the River Tay SAC
• The use of the woodland tool developed by SNH should be prioritised in
developing route alignments within the corridors. The tool will allow the
degree of habitat fragmentation to be identified depending upon the
alignments identified, and locations for the incorporation of mitigation
measures to enhance biodiversity or create new habitat connections between
woodlands
• Woodland surveys should be undertaken to ascertain areas of least sensitivity
and to inform the identification of areas for new woodland planting
• Where habitat and / or woodland loss occurs, replacement planting of native
species and the creation of similar habitats to those lost will be required to be
included within the final alignment design, the use of the woodland tool and
woodland surveys identified above will help to identify appropriate locations.
Design alignments should seek to avoid the loss of areas listed on the
Inventories of Ancient and Semi- Natural Ancient Woodland
4 Shaping Perth’s Transport Future Strategic Environmental Assessment (2010). Perth &
Kinross Council.
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• Cumulative impacts to woodland areas, such as Berthapark and Muirward
Wood, resulting from the CTLR and proposals within the upcoming Perth &
Kinross Council Local development Plan (Proposed Plan) will also require
consideration as part of mitigation strategy
• The timing and phasing of the works should avoid vegetation removal during
the breeding bird season (March to September inclusive), and works affecting
watercourses during the salmon spawning season. Pre-construction checks
should be undertaken ahead of any vegetation to be removed outside of
nesting season
• Trees, shrub and hedgerow planting should be utilised to help screen adverse
visual impacts and to aid in integrating structures (such as bridges and grade
separated junctions) into the surrounding environment
• Any embankments / cuttings required for the scheme should be designed to fit
within the surrounding topography and to integrate the scheme into the
affected landscape character area. The guidance for roads development within
the Tayside Landscape Character Assessment should been referred to in the
selection and design of a selected route alignment
• A programme of ecological surveys will be required and may include
including otter, badger, bat, red squirrel, salmon, lamprey and breeding birds.
Appropriate, detailed mitigation for the protection / avoidance of impacts to
these species (if present) will be recommended and incorporated into the final
route design
• It is recommended that the proposed CTLR should be a single span structure
with no bridge piers located within the boundaries of the SAC
• SUDS will be required at appropriate locations along the new CTLR to reduce
the potential for the contamination of watercourses and field drains. A
drainage assessment will be required to detail appropriate locations
• The appointed contractor for the construction of the CTLR will be required to
produce a Construction Environmental Management Plan (CEMP) which will
detail pollution avoidance and mitigation measures for all elements potentially
giving rise to pollution. The CEMP will incorporate mitigation measures as
detailed in SEPA’s Pollution Prevention Guidelines (PPGs)
• The designer and contractor should create and update a Site Waste
Management Plan (SWMP) for the project, detailing how wastes will be
minimised and handled appropriately
• As site compounds will be required for the works these should be located away
from the River Tay SAC and other watercourses (distance to be agreed with
SNH), and within the working corridor where possible in order to reduce the
required land-take
• A Flood Risk Assessment (FRA) should be undertaken prior to construction
• The detailed design of the CTLR should ensure that there is no downgrading in
water quality status occurs
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• Where the culverting of field drains or watercourses is required the provision
of safe passage for otters and / or other mammals such as badgers should be
included in the culvert design
• Best Practicable Means should be utilised across the working sites during the
construction period to minimise impacts to air quality and the generation of
dust, as well as to reduce levels of noise and vibration
• Where agricultural land-take is required route alignments should be designed
to follow field boundaries where possible to ensure that the viability of fields is
maintained. If a route alignment severs a farmholding then an appropriate
crossing should be provided to maintain connectivity
• Route alignments should be identified that minimise the loss of Prime Quality
Agricultural Land
• The design solution for the CTLR should minimise direct impacts to paths
(Proposed Core Paths and Rights of Way)
• Provision of route diversions during the construction phase to retain access
• Provision of cycle lanes (or connections with existing cycle network) along
length of CTLR should be considered
• Provision of appropriate and safe crossing points of the proposed CTLR should
be considered
• Screen planting and habitat creation to help enhance the amenity value of the
path networks (existing and proposed) should be considered
• Where route alignments are identified that will impact on the setting of
cultural heritage features (such as Blairhall Farmhouse) appropriate screening
should be implemented to mitigate this adverse impact
It should be noted that Historic Scotland have advised that there is no available
mitigation that would reduce the significant negative impact caused by the routing of
an alignment within Corridor C. The severance to Scone Palace Garden & Designed
landscape and the separation of the palace from the northern polices by this route
corridor is deemed to be so severe that no mitigation will reduce this impact
magnitude.
The identification of route alignments is a key mitigation consideration. Any
alignments identified should seek to avoid direct impacts upon dwellings or
settlements in the area as well as minimising land-take from sensitive environmental
areas.
A committed mitigation schedule will be developed in consultation with the statutory
environmental consultees and, where required other local interest groups (for
example the North Tayside Badger Group) throughout the Stage 2 and 3
Environmental Assessments and will be reported in the associated Environmental
Statement.
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7.3.2 Mitigation for the reduction of impacts to the River Tay special Area of conservation
Table 7.1 below is an excerpt from the Shaping Perth’s Transport Future SEA Habitats
Regulations Appraisal and sets out the potential impacts to the River Tay SAC from
the corridors and outline mitigation measures for the offsetting, reducing or avoiding
impacts to the River Tay SAC. As more detailed alignments are prepared through the
DMRB Stage 2 Route Option Assessment the mitigation strategy will further develop
and be informed by site visits and further consultation with SNH. The mitigation
measures included within Table 7.1 are therefore set at a necessarily high level for
this stage in the assessment process and should not be considered part of a
committed mitigation schedule.
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Potential Direct / Indirect effects on the River Tay SAC
Proposed Mitigation
Water Pollution Risk (affecting habitats and species)
Pollution (both chemical and particulate – could
include suspended solids and increased sediment
load).
Pollution events caused by construction activities
(e.g.) fuel spills and leakages.
Pollution from increased run-off / erosion.
Contamination from waste materials.
Pollution associated with the construction of
concrete structures – i.e. bridge structure over the
River Tay.
Contractors are to use best practice site management techniques, consultation with SEPA should be maintained
throughout construction;
Construction equipment and all fuels / oils should be stored on site in an appropriate sub-catchment with
impermeable surfaces;
A pollution incident response plan should be prepared in consultation with SEPA in case of spillage;
Oil pollution prevention equipment should be available throughout the duration of the works;
All plant and machinery should be well maintained and regularly checked for defects;
Waste material from site should be re-used within the scheme where possible;
Any culverting of watercourses which enter the River Tay SAC should be designed to best practice guidelines;
All earth bunds and spoil storage areas located and managed to minimise run-off and erosion
All works are to be undertaken in accordance with PPG5: ‘Works In, Near or Liable to Affect Watercourses’;
It is recommended that the proposed CTLR should be a single span structure with no bridge piers located within the
boundaries of the SAC;
Sustainable Urban Drainage Systems (SUDS) are to be used where appropriate (locations to be agreed in consultation
with SEPA); and
A Construction Environmental Management Plan is to be prepared by the appointed Contractor for the works.
Ecology – Habitat Effects
Direct loss of habitat that supports the SAC
qualifying feature otter and fish species.
Impacts to habitats adjacent to the River Tay SAC.
The severance or fragmentation of existing wildlife
corridors and connected habitats.
Hydrological impacts – raised / lowered water
tables, habitat deterioration, and / or impacts to
food sources.
Ecological surveys (Phase I Habitat and appropriate protected species surveys) should be undertaken to inform the
design of the final scheme and a detailed mitigation strategy prepared (may include measures such as mammal
fencing and culverts);
Loss of habitats should be restricted to the minimum possible (e.g. minimum vegetation clearance and loss of mature
trees), site restoration should be undertaken following the completion of the works and habitat enhancement
opportunities maximised;
Through the use of SUDS further habitat enhancement opportunities should be exploited and optimised;
Best proactive measures should be implemented on site to minimise the potential for pollution incidents impacting
habitats / food sources;
It is recommended that the proposed CTLR should be a single span structure with no bridge piers located within the
boundaries of the SAC; and
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Potential Direct / Indirect effects on the River Tay SAC
Proposed Mitigation
Topsoil seedbank to be stripped, stored and replaced on site after construction to aid vegetation growth
Ecology – Species Effects (Salmon and Lamprey)
Changes to water flow and sedimentation rates.
Water pollution causing toxicity events on salmon
and / or lamprey, either directly or indirectly
through the food chain.
Disturbance to salmon / lamprey using areas
where construction activities take place.
Undertake salmon and lamprey surveys to help inform the design of the scheme, surveys should be discussed in
advance with SNH and the Tay District Salmon Board;
Sensitive timing of works (particularly avoid key periods of salmon and lamprey spawning);
Design the drainage to avoid adverse impacts on all roadside habitats of international sites.
Avoid dust and other pollution of water courses using standard dust suppression techniques
It is recommended that the proposed CTLR should be a single span structure with no bridge piers located within the
boundaries of the SAC;
Should the crossing be likely to affect the River Tay banks or channel then the crossing should be re-located to an area
of unsuitable habitat for lampreys and salmon. The bridge design would also need to ensure that flow and
sedimentation changes are within acceptable limits in consultation with both SEPA and SNH;
The Contractor will take full account of the requirements of the SEPA Environment Agency's Pollution Prevention
Guidelines (PPGs), especially SEPA’s Pollution Prevention Guidance Note 5: Works in, Near or Liable to Affect
Watercourses; and
Changes to the bed morphology in works areas will be minimised by retaining the existing bed substrate and channel
slope wherever possible.
Ecology – Species Effects (Otter)
Habitat loss.
Habitat fragmentation between feeding and
sheltering habitat.
Removal of safe passage up and down stream.
Loss of holts and couches.
Otter surveys to be undertaken to inform the design of the final option. Surveys should be undertaken upstream and
downstream of the proposed crossing (exact survey extents to be agreed with SNH during the detailed design stage);
Detailed design of the final CTLR should account for the presence of holts / couches which should be avoided by the
final route corridor where possible;
Mammal proof fencing should be erected around construction compounds throughout the works, and if required
should also be incorporated into the final scheme design (dependant upon the results of the otter surveys);
It is recommended that the proposed CTLR should be a single span structure with no bridge piers located within the
boundaries of the SAC, this will allow otters safe passage along the river banks;
If culverts are required they should be designed to incorporate mammal ledges;
Construction compounds should be located in areas of low sensitivity in terms of their impact to protected species;
Ensure areas of high otter activity within the vicinity of the works are not obstructed;
Avoidance of night working in areas used by otters; and
River bank habitat restoration after construction
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Potential Direct / Indirect effects on the River Tay SAC
Proposed Mitigation
Disturbance to habitat and / or food chain.
Road traffic strikes.
Water pollution causing toxicity events on otter,
either directly or indirectly through the food chain.
Noise & Vibration (Otter and fish species)
Increased noise from road traffic using the new
bridge and associated approach roads.
Increased noise and vibration from the
construction of bridge pillars and supports.
Prepare a Construction Environmental Management Plan, which specifies maximum noise levels and ensure
compliance with all relevant legislation;
Undertake surveys where necessary to identify which of the species in the survey are most sensitive to noise and
choose timing of construction accordingly;
Follow best practice guidance on noise and vibration management and mitigation. Remind all site employees of their
obligation to minimise noise on site by the use of signs and site inductions; and
Careful selection of working methods and programme, including planning the routes and times of deliveries to
minimise nuisance to protected species.
Light Pollution (Otter)
Light spillage onto the River Tay SAC during
construction and operation impacting upon
qualifying species.
Lighting design should be sensitive to wildlife presence. Appropriate cut-off lighting should be used to minimise and
direct light scatter away from otter holts, couches and areas of high protected species activity.
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To date no formal consultation has been undertaken as part of the DMRB Stage 1
Preliminary Assessment process, however consultation comments received during
the preparation of the Perth Traffic & Transport Issues STAG, and the Shaping
Perth’s Transport Future SEA have been utilised to inform this assessment.
Furthermore throughout the development of these documents a series of consultation
events have been held and the information gathered during these sessions has also
been used to inform this study. Key consultation that has been undertaken to inform
the development of the CTLR corridors has included:
7.3.3 Perth Traffic & Transport Issues STAG
• June 2007 – Consultation on the options included in the STAG Part 1 Appraisal
• May 2008 – Consultation on the options included in the STAG Part 2 Appraisal
7.3.4 Shaping Perth’s Transport Future Strategy and SEA
• December 2009 – Consultation on the SEA Scoping Report
• February 2010 - SEA Scoping Workshop
• April 2010 – Individual consultation session with Historic Scotland regarding
the CTLR corridors to be assessed within the SEA Environmental Report
• May 2010 – Individual consultation session with SNH on the scope of the
Habitats Regulations Appraisal
• November 2010 – Consultation on the SEA Environmental Report
• June 2011 – Consultation on the SEA Environmental Report Addendum
7.3.5 Public Exhibitions
As part of the consultation on the Perth & Kinross Council Local Development Plan
Main Issues Report, public exhibitions took place throughout Perth & Kinross
between October and December 2010. Information specific to the transport proposals
set out in Shaping Perth’s Transport Future was displayed at a number of the public
exhibitions, including:
• Kinnoull – 11 October
• Coupar Angus – 12 October
• Scone – 13 October
• Stanley – 14 October
• Almondbank – 21 October
• Perth – 23 October
• Perth – 11 November
• Blairgowrie – 18 November
• Luncarty – 9 December
The public exhibitions were attended by PKC Transport Planning Officers and also
Halcrow project team members.
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With regard to the transport proposals, the public exhibitions sought to provide the
general public with the opportunity to gather information on the proposals as well as
share their views. Specifically, the exhibitions provided the public with:
• An understanding of the problems and constraints experienced by the
transport network at present and potential options to improve the network in
the future
• An opportunity to comment on proposals for the future transport network in
the context of Perth and its immediate surroundings
• An understanding of the next steps and timescales for reporting
7.3.6 Stakeholder Workshop
As part of the consultation process, a workshop was arranged with key stakeholders.
The workshop took place on 25 January 2011 in Perth with the objectives to:
• Share information on the proposals set out in Shaping Perth’s Transport Future
• Provide the opportunity for different stakeholders to come together to discuss
the proposals and share their views
• Gather direct input to the consultation on Shaping Perth’s Transport Future
The outcomes of the workshop included the following:
• Stakeholders consider they have had an opportunity to have their say and are
confident their comments will be considered
• Perth & Kinross Council have further understanding of the points of
agreement / consensus and also points where differing views remain across
different stakeholder groups to help provide an informed view of the key
issues which require particular focus and effort to resolve going forward
7.3.7 Further Consultation
It is recommended that further consultation is undertaken with the statutory
consultees and the non-statutory environmental groups throughout the DMRB Stage
2 and 3 assessments.
7.4 Statement of Determination
This is a relevant project falling within either Schedule I (in the case of Corridors E1
and E2) or Schedule II (in the case of corridors C1, C2 and G) of the Town and
Country Planning (Environmental Impact Assessment) (Scotland) Regulations 2011
that:
• Directly affects a “Sensitive Area”
• Exceeds 1 ha in area
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7.4.1 Characteristics of the scheme
7.4.1.1 Roads (Scotland) Act 1984 and The Town and Country Planning (Environmental Impact Assessment) (Scotland) Regulations 2011
The project has been subject to screening using the Annex III criteria from the EIA
Regulations to determine whether a formal Environmental Impact Assessment is
required under the Roads (Scotland) Act 1984 as amended by The Town and Country
Planning (Environmental Impact Assessment) (Scotland) Regulations 2011. With
Corridors E1 and E2 being a Schedule I Development (an EIA is mandatory for all
Schedule I developments) and Corridors C1, C2 and G being Schedule II
developments (EIA is dependant upon the size and sensitivity of the environment)
that will result in significant impacts upon the environment it has been determined
that an Environmental Impact Assessment would be required for an alignment
within any of the corridors.
7.4.1.2 The Conservation (Natural Habitats, &c.) Regulations 1994
The Regulations place a statutory duty on the competent authority (in this case Perth
& Kinross Council), to meet the requirements of Directive 92/43/EEC on the
Conservation of Natural Habitats and of Wild Flora and Fauna (the Habitats
Directive). Where it is considered that a project could result in significant effects on a
site designated for its European nature conservation interests (in this case the River
Tay SAC) and that the project is not directly connected with the management of the
site, the competent authority must make an Appropriate Assessment of the
implications for the site in view of the conservation objectives of the site. The
Appropriate Assessment Screening Matrix contained in Volume 2, Appendix B2 sets
out the initial screening of impacts to the River Tay SAC and deems that an
Appropriate Assessment would be required for route alignments within any of the
corridors which have been identified.
7.4.2 Location of the scheme
The proposed corridors have the potential to affect sites identified within the EIA
Regulations as being “Sensitive Areas”, these sites include:
• The River Tay SAC
• Scheduled Monument (SM) - Bertha Roman Fort
• SM – King’s Stone
• SM – Lochton House Enclosure
• SM – Lochton House
• SM – Blairhall Barrow cemetery and cursus
• SM – Sheriffton Barrow cemetery
• SM – Grassy Walls Roman Camp and prehistoric settlement
• SM – Gold Castle, enclosure
• SM – Balgarvie, unenclosed settlement
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7.4.3 Characteristics of potential impacts of the scheme
Each of the corridors assessed within this Stage 1 Preliminary Assessment will result
in adverse impacts to the surrounding natural and cultural heritage of Perth without
the implementation of an effective mitigation strategy.
Each of the corridors identified for assessment runs through a sensitive landscape
and as such the selection of route alignments within these corridors should be guided
by the landscape character assessments undertaken covering the Perth area (see
Volume 2, Appendix B1), and the location of settlements within / adjacent to these
corridors. Direct impacts to settlements / dwellings should be avoided and if this
necessitates the alteration of the corridors identified for this Stage 1 Preliminary
Assessment then this should be a consideration in the Stage 2 Route Option
Assessments.
7.4.4 Corridors C1 and C2 Summary
The corridors will result in the significant severance of the Scone Palace Gardens &
Designed Landscape separating the Palace from its northern policies. In addition
these corridors will require to route through sensitive areas of Ancient and Semi-
Natural Ancient Woodland such as Muirward Wood and Berthapark. There is also
the potential for route alignments to impact upon the River Tay SAC where crossing
of the River Almond and River Tay are required and as such an Appropriate
Assessment will be required for any identified route alignments (Volume 2,
Appendix B2).
It is recommended that impacts to Ancient and Semi-Natural Ancient Woodland are
avoided where possible, where this is not deemed to be possible appropriate routes
should be selected to allow for habitat connectivity to be maintained through the
incorporation of mitigation measures, the final routes should be consulted upon with
SNH and the Forestry Commission.
Due to the significant impacts to the surrounding environment, any route alignment
identified will be subject to an EIA. Due to the significant impacts identified, it was
recommended that a corridor outwith Corridor C1 be considered with a more
northern alignment passing to the north of the Scheduled Monuments within the
grounds of the Scone Palace Gardens & Designed landscape considered ie
Corridor C2.
7.4.5 Corridor E1 and E2 Summary
The corridors will result in the largest amount of land-take and will also result in
significant irreversible impacts to the settlements of Redgorton and Denmarkfield,
causing community severance as well as localised impacts such as increased noise
and vibration, reduced air quality and significant visual impacts. In addition the
corridors also have the potential to result in direct impacts to the Category B Listed
Blairhall Farmhouse, and the north eastern section of the Scone Palace Gardens &
Designed landscape.
The corridor crosses the River Tay SAC in two places (crossing the River Tay and the
River Almond) and due to the potential for likely significant effects occurring upon
the designation, an Appropriate Assessment will be required for any route alignment
within this corridor (see Volume 2, Appendix B1 for further details).
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Due to the required land-take and associated impacts to the natural and cultural
environments as well as the community impacts an EIA will be required for any
alignment within these corridors.
It was recommended that route alignments outwith Corridor E, ie Corridor E2, were
considered in order to remove the potential for direct impacts to the settlement of
Redgorton. An alignment with a grade separated junction to the south of this
settlement was considered (any alignment should seek to minimise / remove the
potential for direct impacts upon settlements). It is also recommended that any route
alignment identified is routed to avoid impacts to the Ancient and Semi-Natural
Ancient Woodland of the area (consultation with SNH and the forestry Commission
is recommended throughout the route alignment selection process to help identify
the most appropriate alignments).
7.4.6 Corridor G Summary
Corridor G will also result in adverse impacts to the natural and cultural heritage
features of the area with key impacts being the severance of the entrance to Scone
Palace Gardens & Designed Landscape and the crossing of the River Tay and
potentially the Annaty Burn (both of which form part of the River Tay SAC) which
will require Appropriate Assessment (see Appendix B).
Given the location of Corridor G, any route identified is unlikely to alleviate the
existing and future traffic pressures within Perth with traffic still requiring to route
along Dunkeld Road to the Inveralmond Roundabout (2 key bottlenecks within the
existing transport network). As a result alignments in Corridor G will likely result in
an adverse impact to local air quality within the AQMA leading to the potential for
future exceedences of National Air Quality Objectives.
The location of Corridor G and the potential for adverse impacts to areas of
environmental significance result in an EIA being required for any route alignments
in this corridor. It is recommended that any route alignment identified is aligned to
the north of Quarrymill Woodland Park to minimise impacts to this area of Ancient
Woodland and community importance. It is also recommended that consultation
with SNH, Historic Scotland and the North Inch Golf Club (who would be directly
affected by a route alignment within Corridor G) are undertaken to inform the
identification of route alignments.
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8 Traffic and Economic Assessment
8.1 Existing Conditions
8.1.1 Introduction
Existing conditions within the study area in 2010 have been modelled by Transport
Planners, SIAS Ltd., on behalf on Perth and Kinross Council using the S-Paramics
micro-simulation program. Details of the base model development can be found in
SIAS’s Perth Wide Area 2010 Base S-Paramics Model - Base Model Development Report
document dated July 2011.
8.1.2 Study Area
The study area encompasses Perth and Scone and includes sections of the main
routes that lead in and around Perth, including the A9(T), A85(T), A93, A94, A90(T),
A989 and M90(T).
The extent of the study area is presented in Figure 8.1.
8.1.3 Base Model
The base model represents the study area using 128 zones - 23 of which are route
zones connecting to the external areas. The extent of the modelled network is
presented in Figure 8.2.
8.1.3.1 Time Periods
The AM and PM periods, 06:30 – 09:30 hours and 15:30 – 18:30 hours respectively,
have been modelled with the ‘core’ peak periods considered to be 07:00 – 09:00 hours
and 16:00 – 18:00 hours.
8.1.3.2 Traffic Flows
Traffic flows at key locations in the 2010 base model are shown in Table 8.1 and
Figure 8.3.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 2,810 2,230 5,040 2,100 2,670 4,770
North of
Broxden Rb 3,020 2,220 5,240 1,940 2,600 4,540
South of
Inveralmond
Rb
2,930 2,140 5,070 1,850 2,850 4,700
North of
Inveralmond
Rb
1,760 2,380 4,140 2,150 1,870 4,020
North of
Luncarty 1,280 1,090 2,370 1,190 1,240 2,430
A85(T)
West of A9(T) 1,330 1,210 2,540 1,210 1,420 2,630
East of A9(T) 1,210 1,110 2,320 1,040 1,190 2,230
Smeaton’s
Bridge 950 1,610 2,560 900 1,010 1,910
West of
M90(T) J11 1,260 1,270 2,530 1,220 970 2,190
A93
East of
Broxden Rb 1,790 1,740 3,530 1,380 1,850 3,230
Queen’s
Bridge 1,120 1,530 2,650 1,880 910 2,790
North of
Scone 300 610 910 430 430 860
A94
East of Scone 660 890 1,550 680 660 1,340
A90(T)
East of
M90(T) J11 3,940 3,330 7,270 2,830 3,160 5,990
Table 8.1: 2010 Base - Traffic Flows (vehicles) (Traffic flows based on the average of 6 model runs)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A912
South of
Inveralmond
Rb
1,630 2,340 3,970 2,140 1,570 3,710
North of
M90(T) J10 1,760 990 2,750 940 1,480 2,420
M90(T)
East of
Broxden Rb 2,910 3,170 6,080 2,920 2,370 5,290
South of
M90(T) J10 4,190 2,720 6,910 2,210 3,690 5,900
East of
M90(T) J10 3,490 2,860 6,350 2,380 2,980 5,360
Table 8.1 (Continued): 2010 Base - Traffic Flows (vehicles) (Traffic flows based on the average of 6 model runs)
The traffic flows presented in Table 8.1 indicate that significant volumes of traffic use
the road network within Perth City Centre and the wider Perth area during the ‘core’
peak periods.
8.1.4 Journey Times
Average modelled journey times on key routes in the AM and PM peak periods are
shown in Table 8.2. The extents of the key routes are shown in Figure 8.4.
Route Movement AM PM
JT Route 1 South to East 18m 38s 20m 12s
JT Route 2 East to South 21m 22s 16m 43s
JT Route 3 West to East 16m 10s* 22m 19s
JT Route 4 East to West 20m 49s 18m 32s
JT Route 5 North to East 17m 7s 20m 45s
JT Route 6 East to North 24m 47s* 16m 48s
JT Route 7 South to North 7m 10s 6m 23s
JT Route 8 North to South 6m 44s 7m 54s
Table 8.2: 2010 Base - Average Modelled Journey Times (mins / secs) (Journey times based on the average of 6 model runs) *Estimate of typical journey time as no trips complete this movement within the modelled period.
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The average journey times presented in Table 8.2 include the significant delays that
are encountered by vehicles using both the trunk and local road network within the
Perth area in the AM and PM peak periods.
Of particular note is the significant variation in average journey times from the A9(T)
to A94 (Route 2), particularly in the southbound direction and from the A9(T) North
to A94 (Route 5), particularly in the eastbound direction, between the AM and PM
peak periods.
Average journey times are generally greater westbound during the AM peak period
and eastbound during the PM peak period, suggesting that the movement of traffic in
and around Perth and the wider area is largely tidal in nature.
8.1.5 Road Safety
A summary of accident numbers by severity on key routes within the study area for
the five year period 2006 to 2010 (to coincide with the 2010 modelled base year) are
presented in Figure 8.5 and by year in Table 8.3 below.
Year Fatal Serious Slight Total
2006 0 14 50 64
2007 0 24 51 75
2008 1 16 54 71
2009 0 10 49 59
2010* 2 8 43 53
Total 3 72 247 322
Table 8.3: Accident Summary (2006-2010) (* indicates modelled base year)
The accident summary above indicates that, generally, the number of accidents
occurring on the key routes within the study area has reduced over the 5 year period
2006 to 2010, however, some annual fluctuations are noted.
Of the three-hundred and twenty-two accidents that occurred in the five year period
2006 to 2010, sixty-seven (approximately 21%) involved a non-motorised user – forty-
two accidents involved the collision of a motor vehicle with a pedestrian (of which
fifteen resulted in a serious or fatal injury) and a further twenty-five accidents
involved the collision of a motor vehicle with a cyclist (of which seven resulted in a
serious injury).
8.2 Future Conditions
8.2.1 Introduction
Do-Minimum forecasts of future network improvements and traffic demand within
the study area in 2018 and 2033 have been modelled by SIAS.
8.2.2 Network Improvements
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The Do-Minimum traffic models incorporate a number of committed enhancements
to the road network within Perth City Centre and the wider modelled network.
Details of the enhancements can be found in SIAS’s Perth’s Transport Future –
Summary of Models Tested and Network Alterations document dated September 2011.
It is anticipated that incorporation of these enhancements to the road network would
have a positive impact – potentially reducing congestion /queuing and increasing
journey time reliability.
The Do-Minimum models also include the proposed Crieff Road junction, which
comprises a new grade separated A9(T)/A85(T) interchange and link road to the
North of McDiarmid Park football stadium.
8.2.3 Future Traffic Demand
Details of the future traffic demand within the study area considered in the modelling
can be found in SIAS’s Perth’s Transport Future – Development Content – Crieff
Road Improvement Update document dated September 2011.
The future Do-Minimum scenario demand in 2018 (the expected opening year of the
new Cross Tay Link Road (CTLR)) consists of the following:
• The 2010 base matrix demand;
• NRTF low traffic growth on strategic trips (i.e. trips between external route
zones) between 2010 and 2018;
• All committed developments up to 2018; and
• Developments dependent on the proposed Crieff Road junction up to 2018.
Given constraints in the modelled network, the future demand for the Do-Minimum
scenario in 2033 (the expected design year of the CTLR) consists of the following:
• The 2010 base matrix demand;
• NRTF low traffic growth on strategic trips (i.e. trips between external route
zones) between 2010 and 2030;
• All committed developments up to 2030; and
• Developments dependent on the proposed Crieff Road junction up to 2030.
8.2.3.1 2018 Do-Minimum Traffic Flows
Traffic flows at key locations in the 2018 Do-Minimum model are shown in Table
8.4a. The differences between the flows in the 2018 Do-Minimum and 2010 Base
model are shown in Table 8.4b and Figure 8.6.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,210 2,620 5,830 2,300 2,890 5,190
North of
Broxden Rb 3,380 3,240 6,620 2,510 2,390 4,900
South of
Inveralmond
Rb
3,120 2,310 5,430 1,880 2,630 4,510
North of
Inveralmond
Rb
2,120 2,840 4,960 2,430 2,190 4,620
North of
Luncarty 1,540 1,300 2,840 1,340 1,450 2,790
A85(T)
West of A9(T) 2,390 1,930 4,320 1,520 2,380 3,900
East of A9(T) 1,230 1,100 2,330 1,050 1,630 2,680
Smeaton’s
Bridge 1,040 1,920 2,960 840 1,050 1,890
West of
M90(T) J11 1,430 1,470 2,900 1,180 1,180 2,360
A93
East of
Broxden Rb 2,610 2,270 4,880 1,570 2,810 4,380
Queen’s
Bridge 1,170 1,510 2,680 1,850 960 2,810
North of
Scone 360 700 1,060 460 500 960
A94
East of Scone 680 900 1,580 690 690 1,380
A90(T)
East of
M90(T) J11 4,840 4,150 8,990 3,300 3,840 7,140
Table 8.4a: 2018 Do-Minimum - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A912
South of
Inveralmond
Rb
1,840 2,470 4,310 2,160 1,700 3,860
North of
M90(T) J10 1,950 1,240 3,190 1,170 1,510 2,680
M90(T)
East of
Broxden Rb 3,920 3,770 7,690 3,410 2,890 6,300
South of
M90(T) J10 5,220 4,120 9,340 3,220 4,410 7,630
East of
M90(T) J10 4,390 3,650 8,040 3,000 3,580 6,580
Table 8.4a (Continued): 2018 Do-Minimum - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
West of
Broxden Rb 400 390 790 200 220 420
North of
Broxden Rb 360 1,020 1,380 570 -210 360
South of
Inveralmond
Rb
190 170 360 30 -220 -190
North of
Inveralmond
Rb
360 460 820 280 320 600
North of
Luncarty 260 210 470 150 210 360
A85(T)
West of A9(T) 1,060 720 1,780 310 960 1,270
East of A9(T) 20 -10 10 10 440 450
Table 8.4b: Difference between 2018 Do-Minimum and 2010 Base Traffic Flows
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-
Way
A85(T)
Smeaton’s
Bridge 90 310 400 -60 40 -20
West of
M90(T) J10 170 200 370 -40 210 170
A93
East of
Broxden Rb 820 530 1,350 190 960 1,150
Queen’s
Bridge 50 -20 30 -30 50 20
North of
Scone 60 90 150 30 70 100
A94
East of Scone 20 10 30 10 30 40
A90(T)
East of
M90(T) J11 900 820 1,720 470 680 1,150
A912
South of
Inveralmond
Rb
210 130 340 20 130 150
North of
M90(T) J10 190 250 440 230 30 260
M90(T)
East of
Broxden Rb 1,010 600 1,610 490 520 1,010
South of
M90(T) J10 1,030 1,400 2,430 1,010 720 1,730
East of
M90(T) J10 900 790 1,690 620 600 1,220
Table 8.4b (Continued): Difference between 2018 Do-Minimum and 2010 Base Traffic Flows
The traffic flows in Table 8.4a and differences presented in Table 8.4b indicate that
traffic at key locations are generally greater in the 2018 Do-Minimum model than in
the 2010 Base model.
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8.2.3.2 2033 Do-Minimum Traffic Flows
Traffic flows at key locations in the 2033 Do-Minimum model are shown in Table
8.5a. The differences between the flows in the 2033 Do-Minimum and 2010 Base
model are shown in Table 8.5b and Figure 8.7.
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,390 2,810 6,200 2,330 2,970 5,300
North of
Broxden Rb 3,500 3,330 6,830 2,300 2,420 4,720
South of
Inveralmond
Rb
3,190 2,340 5,530 1,870 2,640 4,510
North of
Inveralmond
Rb
2,290 2,860 5,150 2,440 2,290 4,730
North of
Luncarty 1,680 1,330 3,010 1,360 1,540 2,900
A85(T)
West of A9(T) 2,440 1,990 4,430 1,510 2,320 3,830
East of A9(T) 1,240 1,120 2,360 1,050 1,660 2,710
Smeaton’s
Bridge 1,050 1,970 3,020 840 1,070 1,910
West of
M90(T) J11 1,430 1,520 2,950 1,190 1,200 2,390
A93
East of
Broxden Rb 2,580 2,310 4,890 1,500 2,900 4,400
Queen’s
Bridge 1,190 1,530 2,720 1,860 980 2,840
North of
Scone 370 710 1,080 470 510 980
A94
East of Scone 690 900 1,590 690 690 1,380
Table 8.5a: 2033 Do-Minimum - Traffic Flows (vehicles) (Traffic flows based on the average of 10 model runs)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A90(T)
East of
M90(T) J11 5,410 4,410 9.820 3,490 4,310 7,800
A912
South of
Inveralmond
Rb
1,870 2,440 4,310 2,150 1,730 3,880
North of
M90(T) J10 2,120 1,320 3,440 1,370 1,560 2,930
M90(T)
East of
Broxden Rb 4,170 4,010 8,180 3,590 2,960 6,550
South of
M90(T) J10 6,070 4,530 10,600 3,670 5,040 8,710
East of
M90(T) J10 4,950 3,850 8,800 3,170 4,030 7,200
Table 8.5a (Continued): 2033 Do-Minimum - Traffic Flows (vehicles) (Traffic flows based on the average of 10 model runs)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
West of
Broxden Rb 580 580 1,160 230 300 530
North of
Broxden Rb 480 1,110 1,590 360 -180 180
South of
Inveralmond
Rb
260 200 460 20 -210 -190
North of
Inveralmond
Rb
530 480 1,010 290 420 710
North of
Luncarty 400 240 640 170 300 470
Table 8.5b: Difference between 2033 Do-Minimum and 2010 Base Model Traffic Flows
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of A9(T) 1,100 780 1,890 300 900 1,200
East of A9(T) 30 10 40 10 470 480
Smeaton’s
Bridge 100 360 460 -60 60 0
West of
M90(T) J10 170 250 420 -30 230 200
A93
East of
Broxden Rb 790 570 1,360 120 1,050 1,170
Queen’s
Bridge 70 0 70 -20 70 50
North of
Scone 70 100 170 40 80 120
A94
East of Scone 30 10 40 10 30 40
A90(T)
East of M90(T)
J11 1,470 1,080 2,550 660 1,150 1,810
A912
South of
Inveralmond
Rb
240 100 340 10 160 170
North of
M90(T) J10 360 330 690 430 80 510
M90(T)
East of
Broxden Rb 1,260 840 2,100 670 590 1,260
South of
M90(T) J10 1,880 1,810 3,690 1,460 1,350 2,810
East of M90(T)
J10 1,460 990 2,450 790 1,050 1,840
Table 8.5b (Continued): Difference between 2033 Do-Minimum and 2010 Base Model Traffic Flows
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The traffic flows in Table 8.5a and differences presented in Table 8.5b indicate that
traffic at key locations are generally greater in the 2033 Do-Minimum model than in
the 2010 Base model.
8.2.4 Journey Times
8.2.4.1 2018 Do-Minimum Journey Times
Average modelled journey times on key routes in the 2018 Do-Minimum model peak
periods are shown in Table 8.6a. The differences between average journey times in
the 2018 Do-Minimum and 2010 Base model are shown in Table 8.6b.
Route Movement AM PM
JT Route 1 South to East 22m 18s 28m 42s
JT Route 2 East to South 25m 52s 18m 45s
JT Route 3 West to East 18m 21s 29m 57s
JT Route 4 East to West 23m 56s 22m 57s
JT Route 5 North to East 18m 23s 24m 50s
JT Route 6 East to North 28m 8s 16m 37s
JT Route 7 South to North 12m 18s 11m 29s
JT Route 8 North to South 8m 19s 12m 23s
Table 8.6a: 2018 Do-Minimum - Average Modelled Journey Times (mins / secs) (Journey Times based on the average of 10 and 14 model runs for the AM and PM periods respectively)
Route Movement AM PM
JT Route 1 South to East 3m 40s 8m 30s
JT Route 2 East to South 4m 30s 2m 2s
JT Route 3 West to East 2m 11s 7m 38s
JT Route 4 East to West 3m 7s 4m 25s
JT Route 5 North to East 1m 16s 4m 5s
JT Route 6 East to North 3m 2s -11s
JT Route 7 South to North 5m 8s 5m 6s
JT Route 8 North to South 1m 35s 4m 29s
Table 8.6b: Difference between 2018 Do-Minimum and 2010 Base Average Modelled Journey Times (mins / secs)
The journey time differences presented in Table 8.6b indicate that average modelled
journey times for the key movements are generally greater in the 2018 Do-Minimum
model than in the 2010 Base model.
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Further examination indicates that the increase in average modelled journey times is
generally more pronounced in the PM period and that increases of at least 5 minutes
may be experienced on the following routes:
• JT Route 1 - increase in the eastbound journey time of 8 minutes 30 seconds in
the PM period;
• JT Route 3 - increase in the eastbound journey time of 7 minutes 38 seconds in
the PM period; and
• JT Route 7 - increase in the northbound journey time of 5 minutes 8 seconds
and 5 minutes 6 seconds in the AM and PM periods respectively.
Increases greater than 10 minutes may be experienced on the following routes:
• JT Route 6 - increase in the northbound journey time of 12 minutes 44 seconds
in the AM period.
8.2.4.2 2033 Do-Minimum Journey Times
Average modelled journey times for key routes in the 2033 Do-Minimum model peak
periods are shown in Table 8.7a. The differences between average journey times in
the 2033 Do-Minimum and 2010 Base model are shown in Table 8.7b.
Route Movement AM PM
JT Route 1 South to East 24m 29s 33m 0s
JT Route 2 East to South 26m 28s 19m 38s
JT Route 3 West to East 20m 4s 36m 7s
JT Route 4 East to West 28m 25s 26m 32s
JT Route 5 North to East 19m 29s 26m 7s
JT Route 6 East to North 28m 7s 16m 5s
JT Route 7 South to North 13m 3s 15m 6s
JT Route 8 North to South 8m 22s 14m 14s
Table 8.7a: 2033 Do-Minimum - Average Modelled Journey Times (mins / secs)
Route Movement AM PM
JT Route 1 South to East 5m 51s 12m 48s
JT Route 2 East to South 5m 6s 2m 55s
JT Route 3 West to East 3m 54s 13m 48s
JT Route 4 East to West 7m 36s 8m 0s
JT Route 5 North to East 2m 22s 5m 22s
Table 8.7b: Difference between 2033 Do-Minimum and 2010 Base Average Modelled Journey Times (mins / secs)
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Route Movement AM PM
JT Route 6 East to North 3m 20s - 43s
JT Route 7 South to North 5m 53s 8m 43s
JT Route 8 North to South 1m 38s 6m 20s
Table 8.7b (Continued): Difference between 2033 Do-Minimum and 2010 Base Average Modelled Journey Times (mins / secs)
The journey time differences presented in Table 8.7b indicate that average modelled
journey times for the key movements are generally greater in the 2033 Do-Minimum
model than in the 2010 Base model.
Further examination indicates that the increase in average modelled journey times is
generally more pronounced in the PM period and that increases of between 5 and 10
minutes may be experienced on the following routes:
• JT Route 1 - increase in the eastbound journey time of 5 minutes 51 seconds in
the AM period;
• JT Route 2 - increase in the southbound journey time of 5 minutes 6 seconds in
the AM period;
• JT Route 4 - increase in the westbound journey time of 7 minutes 36 seconds
and 8 minutes in the AM and PM periods respectively;
• JT Route 5 - increase in the eastbound journey time of 5 minutes 22 seconds in
the PM period;
• JT Route 7 - increase in the northbound journey time of 5 minutes 53 seconds
and 8 minutes 43 seconds in the AM and PM periods respectively; and
• JT Route 8 - increase in the southbound journey time of 6 minutes 20 seconds in
the PM period.
Increases greater than 10 minutes may be experienced on the following routes:
• JT Route 1 - increase in the eastbound journey time of 12 minutes 48 seconds in
the PM period; and
• JT Route 3 - increase in the eastbound journey time of 13 minutes 48 seconds in
the PM period.
• JT Route 6 - increase in the northbound journey time of 12 minutes 43 seconds
in the AM period.
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8.3 Effect of Options
8.3.1 Introduction
The route corridors appraised as part of the DMRB Stage 1 Scheme Assessment and
their impact on the road network within the study area are detailed in this chapter.
8.3.2 Route Corridors
For the purposes of the DMRB Stage 1 appraisal, the following route corridors have
been assessed:
• Corridor C
• Corridor E
• Corridor G
The route corridors are incorporated within the Do-Something traffic models, which
also include the proposed Crieff Road junction, the Western Edge Link Road and
committed enhancements considered as part of the Do-Minimum modelling.
The route corridors considered within the appraisal are presented in Figure 8.8. The
extent of the modelled Do-Something networks are presented in Figures 8.9 to 8.11.
8.3.3 Traffic Demand
The Do-Something scenario includes demand for the 2018 scheme opening year and
2033 design year – details of which can be found in Section 8.2.3.
8.3.4 Traffic Flows
8.3.4.1 2018 Do-Something Traffic Flows
Traffic flows at critical locations in the 2018 Do-Something Corridor C model are
shown in Table 8.8a and Figure 8.12. The differences between the flows in the 2018
Do-Something Corridor C and 2018 Do-Minimum model are shown in Table 8.8b and
Figure 8.12.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,210 2,610 5,820 2,330 2,920 5,250
North of
Broxden Rb 3,510 3,380 6,890 2,660 2,560 5,220
South of
Inveralmond
Rb
3,390 2,650 6,040 1,860 2,690 4,550
North of
Inveralmond
Rb
2,420 3,440 5,860 2,510 2,510 5,020
North of
Luncarty 1,540 1,310 2,850 1,360 1,450 2,810
A85(T)
West of A9(T) 2,290 1,840 4,130 1,480 2,590 4,070
East of A9(T) 1,210 1,020 2,230 990 1,760 2,750
Smeaton’s
Bridge 710 1,380 2,090 740 840 1,580
West of
M90(T) J11 1,360 1,420 2,780 1,360 1,200 2,560
A93
East of
Broxden Rb 2,600 2,280 4,880 1,540 2,760 4,300
Queen’s
Bridge 1,090 1,390 2,480 1,860 860 2,720
North of
Scone 260 550 810 370 450 820
A94
East of Scone 720 740 1,460 700 670 1,370
A90(T)
East of
M90(T) J11 4,850 4,140 8,990 3,400 3,840 7,240
Table 8.8a: 2018 Do-Something Corridor C - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A912
South of
Inveralmond
Rb
1,770 2,600 4,370 2,140 1,690 3,830
North of
M90(T) J10 1,950 1,250 3,200 1,170 1,530 2,700
M90(T)
East of
Broxden Rb 3,850 3,680 7,530 3,240 2,730 5,970
South of
M90(T) J10 5,210 4,120 9,330 3,220 4,480 7,700
East of
M90(T) J10 4,290 3,520 7,810 2,810 3,460 6,270
Cross Tay Link Road
CTLR Bridge 600 880 1,480 690 530 1,220
Table 8.8a (Continued): 2018 Do-Something Corridor C - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 0 -10 -10 30 30 60
North of
Broxden Rb 130 140 270 150 170 320
South of
Inveralmond
Rb
270 340 610 -20 60 40
North of
Inveralmond
Rb
300 600 900 80 320 400
North of
Luncarty 0 10 10 20 0 20
Table 8.8b: Difference between 2018 Do-Something Corridor C and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of A9(T) -100 -90 -190 -40 210 170
East of A9(T) -20 -80 -100 -60 130 70
Smeaton’s
Bridge -330 -540 -870 -100 -210 -310
West of
M90(T) J11 -70 -50 -120 180 20 200
A93
East of
Broxden Rb -10 10 0 -30 -50 -80
Queen’s
Bridge -80 -120 -200 10 -100 -90
North of
Scone -100 -150 -250 -90 -50 -140
A94
East of Scone 40 -160 -120 10 -20 -10
A90(T)
East of M90(T)
J11 10 -10 0 100 0 100
A912
South of
Inveralmond
Rb
-70 130 60 -20 -10 -30
North of
M90(T) J10 0 10 10 0 20 20
M90(T)
East of
Broxden Rb -70 -90 -160 -170 -160 -330
South of
M90(T) J10 -10 0 -10 0 70 70
East of M90(T)
J10 -100 -130 -230 -190 -120 -310
Table 8.8b (Continued): Difference between 2018 Do-Something Corridor C and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
Cross Tay Link Road
CTLR Bridge - - - - - -
Table 8.8b (Continued): Difference between 2018 Do-Something Corridor C and 2018 Do-Minimum Traffic Flows (vehicles)
The traffic flows in Table 8.8a and differences presented in Table 8.8b indicate:
• Increases in traffic on the A9(T) with an increase of approximately 270 vehicles
and 320 vehicles north of Broxden Roundabout in the AM and PM periods
respectively and an increase of approximately 900 vehicles and 400 vehicles
north of Inveralmond Roundabout in the AM and PM periods respectively;
• Reductions in traffic on the A85(T) within Perth City Centre with a reduction of
approximately 870 vehicles and 310 vehicles on Smeaton’s Bridge in the AM
and PM periods respectively;
• Reductions in traffic on the A93 with a reduction of approximately 200 vehicles
and 90 vehicles on Queen’s Bridge in the AM and PM periods respectively and
a reduction of approximately 250 vehicles and 140 vehicles north of Scone in
the AM and PM periods respectively;
• Reductions in traffic on the A94 east of Scone of approximately 120 vehicles in
the AM period;
• Reductions in traffic on the M90(T) with a reduction of approximately 160
vehicles and 330 vehicles east of Broxden Roundabout in the AM and PM
periods respectively and a reduction of approximately 230 vehicles and 310
vehicles east of the M90(T) Junction 10 in the AM and PM periods respectively;
and
• Approximately 1,480 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,220 in the PM period.
Overall, the 2018 Do-Something Corridor C model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
Traffic flows at critical locations in the 2018 Do-Something Corridor E model are
shown in Table 8.9a and Figure 8.13. The differences between the flows in the 2018
Do-Something Corridor E and 2018 Do-Minimum model are shown in Table 8.9b and
Figure 8.13.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,210 2,620 5,830 2,350 2,920 5,270
North of
Broxden Rb 3,490 3,310 6,800 2,660 2,540 5,200
South of
Inveralmon
d Rb
3,340 2,500 5,840 1,840 2,610 4,450
North of
Inveralmon
d Rb
2,350 3,230 5,580 2,440 2,360 4,800
North of
Luncarty 1,540 1,300 2,840 1,350 1,450 2,800
A85(T)
West of
A9(T) 2,300 1,830 4,130 1,490 2,580 4,070
East of
A9(T) 1,210 1,030 2,240 1,010 1,780 2,790
Smeaton’s
Bridge 750 1,490 2,240 780 880 1,660
West of
M90(T) J11 1,380 1,440 2,820 1,370 1,200 2,570
A93
East of
Broxden Rb 2,570 2,280 4,850 1,520 2,750 4,270
Queen’s
Bridge 1,110 1,410 2,520 1,850 870 2,720
North of
Scone 260 590 850 380 460 840
A94
East of
Scone 700 760 1,460 700 680 1,380
Table 8.9a: 2018 Do-Something Corridor E - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A90(T)
East of M90(T)
J11 4,850 4,150 9,000 3,400 3,840 7,240
A912
South of
Inveralmond Rb 1,770 2,570 4,340 2,110 1,670 3,780
North of M90(T)
J10 1,940 1,260 3,200 1,500 1,180 2,680
M90(T)
East of Broxden
Rb 3,840 3,680 7,520 3,260 2,730 5,990
South of M90(T)
J10 5,210 4,120 9,330 3,220 4,480 7,700
East of M90(T)
J10 4,300 3,540 7,840 2,830 3,490 6,320
Cross Tay Link Road
CTLR Bridge 560 760 1,320 630 470 1,100
Table 8.9a (Continued): 2018 Do-Something Corridor E - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 0 0 0 50 30 80
North of
Broxden Rb 110 70 180 150 150 300
South of
Inveralmond Rb 220 190 410 -40 -20 -60
North of
Inveralmond Rb 230 390 620 10 170 180
North of
Luncarty 0 0 0 10 0 10
Table 8.9b: Difference between 2018 Do-Something Corridor E and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of
A9(T) -90 -100 -190 -30 200 170
East of A9(T) -20 -70 -90 -40 150 110
Smeaton’s
Bridge -290 -430 -720 -60 -170 -230
West of
M90(T) J11 -50 -30 -80 190 20 210
A93
East of
Broxden Rb -40 10 -30 -50 -60 -110
Queen’s
Bridge -60 -100 -160 0 -90 -90
North of
Scone -100 -110 -210 -80 -40 -120
A94
East of Scone 20 -140 -120 10 -10 0
A90(T)
East of
M90(T) J11 10 0 10 100 0 100
A912
South of
Inveralmond
Rb
-70 100 30 -50 -30 -80
North of
M90(T) J10 -10 20 10 330 -330 0
Table 8.9b (Continued): Difference between 2018 Do-Something Corridor E and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
M90(T)
East of
Broxden Rb -80 -90 -170 -150 -160 -310
South of
M90(T) J10 -10 0 -10 0 70 70
East of
M90(T) J10 -90 -110 -200 -170 -90 -260
Cross Tay Link Road
CTLR
Bridge - - - - - -
Table 8.9b (Continued): Difference between 2018 Do-Something Corridor E and 2018 Do-Minimum Traffic Flows (vehicles)
The traffic flows in Table 8.9a and differences presented in Table 8.9b indicate:
• Increases in traffic on the A9(T) with an increase of approximately 180 vehicles
and 300 vehicles north of Broxden Roundabout in the AM and PM periods
respectively and an increase of approximately 620 vehicles and 180 vehicles
north of Inveralmond Roundabout in the AM and PM periods respectively;
• Reductions in traffic on the A85(T) within Perth City Centre with a reduction of
approximately 720 vehicles and 230 vehicles on Smeaton’s Bridge in the AM
and PM periods respectively;
• Reductions in traffic on the A93 with a reduction of approximately 160 vehicles
and 90 vehicles on Queen’s Bridge in the AM and PM periods respectively and
a reduction of approximately 210 vehicles and 120 vehicles north of Scone in
the AM and PM periods respectively;
• Reductions in traffic on the A94 east of Scone of approximately 120 vehicles in
the AM period;
• Reductions in traffic on the M90(T) with a reduction of approximately 170
vehicles and 310 vehicles east of Broxden Roundabout in the AM and PM
periods respectively and a reduction of approximately 200 vehicles and 260
vehicles east of the M90(T) Junction 10 in the AM and PM periods respectively;
and
• Approximately 1,320 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,100 in the PM period.
Overall, the 2018 Do-Something Corridor E model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
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Traffic flows at critical locations in the 2018 Do-Something Corridor G model are
shown in Table 8.10a and Figure 8.14. The differences between the flows in the 2018
Do-Something Corridor G and 2018 Do-Minimum model are shown in Table 8.10b
and Figure 8.14.
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,200 2,610 5,810 2,250 2,890 5,140
North of
Broxden Rb 3,370 3,440 6,810 2,510 2,480 4,990
South of
Inveralmond
Rb
2,750 2,410 5,160 1,630 2,360 3,990
North of
Inveralmond
Rb
1,850 2,500 4,350 2,070 1,890 3,960
North of
Luncarty 1,540 1,310 2,850 1,330 1,450 2,780
A85(T)
West of
A9(T) 2,130 1,890 4,020 1,300 2,540 3,840
East of A9(T) 1,250 1,060 2,310 1,020 1,690 2,710
Smeaton’s
Bridge 640 940 1,580 690 680 1,370
West of
M90(T) J11 1,440 1,460 2,900 1,370 1,220 2,590
A93
East of
Broxden Rb 2,800 2,240 5,040 1,640 2,720 4,360
Queen’s
Bridge 1,090 1,300 2,390 1,680 820 2,500
North of
Scone 360 710 1,070 500 500 1,000
A94
East of Scone 710 950 1,660 760 710 1,470
Table 8.10a: 2018 Do-Something Corridor G - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A90(T)
East of M90(T)
J11 4,850 4,150 9,000 3,330 3,840 7,170
A912
South of
Inveralmond Rb 2,050 2,300 4,350 2,160 1,460 3,620
North of M90(T)
J10 1,960 1,250 3,210 1,170 1,480 2,650
M90(T)
East of Broxden
Rb 3,790 3,660 7,450 3,200 2,800 6,000
South of M90(T)
J10 5,210 4,130 9,340 3,220 4,410 7,630
East of M90(T)
J10 4,290 3,580 7,870 2,880 3,570 6,450
Cross Tay Link Road
CTLR Bridge 680 1,390 2,070 820 730 1,550
Table 8.10a (Continued): 2018 Do-Something Corridor G - Traffic Flows (vehicles) (Traffic flows based on the average of 10 and 14 model runs for the AM and PM periods respectively)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb -10 -10 -20 -50 0 -50
North of
Broxden Rb -10 200 190 0 90 90
South of
Inveralmond Rb -370 100 -270 -250 -270 -520
North of
Inveralmond Rb -270 -340 -610 -360 -300 -660
North of
Luncarty 0 10 10 -10 0 -10
Table 8.10b: Difference between 2018 Do-Something Corridor G and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of
A9(T) -260 -40 -300 -220 160 -60
East of A9(T) 20 -40 -20 -30 60 30
Smeaton’s
Bridge -400 -980 -1,380 -150 -370 -520
West of
M90(T) J11 10 -10 0 190 40 230
A93
East of
Broxden Rb 190 -30 160 70 -90 -20
Queen’s
Bridge -80 -210 -290 -170 -140 -310
North of
Scone 0 10 10 40 0 40
A94
East of Scone 30 50 80 70 20 90
A90(T)
East of
M90(T) J11 10 0 10 30 0 30
A912
South of
Inveralmond
Rb
210 -170 40 0 -240 -240
North of
M90(T) J10 10 10 20 0 -30 -30
M90(T)
East of
Broxden Rb -130 -110 -240 -210 -90 -300
South of
M90(T) J10 -10 10 0 0 0 10
East of
M90(T) J10 -100 -70 -170 -120 -10 -130
Table 8.10b (Continued): Difference between 2018 Do-Something Corridor G and 2018 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
Cross Tay Link Road
CTLR
Bridge - - - - - -
Table 8.10b (Continued): Difference between 2018 Do-Something Corridor G and 2018 Do-Minimum Traffic Flows (vehicles)
The traffic flows in Table 8.10a and differences presented in Table 8.10b indicate:
• Increases in traffic on the A9(T) north of Broxden Roundabout of
approximately 190 vehicles and 90 vehicles in the AM and PM periods
respectively;
• Reductions in traffic on the A9(T) north of Inveralmond Roundabout of
approximately 610 vehicles and 660 vehicles in the AM and PM periods
respectively;
• Reductions in traffic on the A85(T) within Perth City Centre with a reduction of
approximately 1,380 vehicles and 520 vehicles on Smeaton’s Bridge in the AM
and PM periods respectively;
• Reductions in traffic on the A93 Queen’s Bridge of approximately 290 vehicles
and 310 vehicles on in the AM and PM periods respectively;
• Increases in traffic on the A94 east of Scone of approximately 80 vehicles and 90
vehicles in the AM and PM periods respectively;
• Reductions in traffic on the M90(T) with a reduction of approximately 240
vehicles and 300 vehicles east of Broxden Roundabout in the AM and PM
periods respectively and a reduction of approximately 170 vehicles and 130
vehicles east of the M90(T) Junction 10 in the AM and PM periods respectively;
and
• Approximately 2,070 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,550 in the PM period.
Overall, the 2018 Do-Something Corridor G model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
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8.3.4.2 2033 Do-Something Traffic Flows
Traffic flows at critical locations in the 2033 Do-Something Corridor C model are
shown in Table 8.11a and Figure 8.15. The differences between the flows in the 2033
Do-Something Corridor C and 2033 Do-Minimum model are shown in Table 8.11b
and Figure 8.15.
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,400 2,810 6,210 2,450 3,010 5,460
North of
Broxden Rb 3,880 3,490 7,370 2,780 2,570 5,350
South of
Inveralmond
Rb
3,600 2,550 6,150 1,870 2,630 4,500
North of
Inveralmond
Rb
2,840 3,470 6,310 2,770 2,650 5,420
North of
Luncarty 1,680 1,330 3,010 1,370 1,540 2,910
A85(T)
West of A9(T) 2,050 1,970 4,020 1,190 2,410 3,600
East of A9(T) 1,870 1,310 3,180 1,950 1,530 3,480
Smeaton’s
Bridge 730 1,410 2,140 750 890 1,640
West of
M90(T) J11 1,370 1,500 2,870 1,440 1,290 2,730
A93
East of
Broxden Rb 2,500 2,380 4,880 1,410 2,990 4,400
Queen’s
Bridge 1,100 1,390 2,490 1,850 880 2,730
North of
Scone 290 520 810 400 480 880
A94
East of Scone 740 750 1,490 730 720 1,450
Table 8.11a: 2033 Do-Something Corridor C - Traffic Flows (vehicles) (Traffic flows based on the average of 20 model.)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A90(T)
East of
M90(T) J11 5,120 4,260 9,380 3,500 4,090 7,590
A912
South of
Inveralmond
Rb
1,770 2,470 4,240 2,250 1,630 3,880
North of
M90(T) J10 2,160 1,320 3,480 1,370 1,570 2,940
M90(T)
East of
Broxden Rb 3,830 3,730 7,560 3,330 2,540 5,870
South of
M90(T) J10 6,060 4,530 10,590 3,670 5,140 8,810
East of
M90(T) J10 4,570 3,580 8,150 2,900 3,680 6,580
Cross Tay Link Road
CTLR Bridge 870 1,050 1,920 800 740 1,540
Table 8.11a (Continued): 2033 Do-Something Corridor C - Traffic Flows (vehicles) (Traffic flows based on the average of 20 model runs.)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 10 0 10 120 40 160
North of
Broxden Rb 380 160 540 480 150 630
South of
Inveralmond
Rb
410 210 620 0 -10 -10
North of
Inveralmond
Rb
550 610 1,160 330 360 690
Table 8.11b: Difference between 2033 Do-Something Corridor C and 2033 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
North of Luncarty
0 0 0 10 0 10
A85(T)
West of A9(T) -390 -20 -410 -320 90 -230
East of A9(T) 630 190 820 900 -130 770
Smeaton’s
Bridge -320 -560 -880 -90 -180 -270
West of
M90(T) J11 -60 -20 -80 250 90 340
A93
East of
Broxden Rb -80 70 -10 -90 90 0
Queen’s
Bridge -90 -140 -230 -10 -100 -110
North of Scone -80 -190 -270 -70 -30 -100
A94
East of Scone 50 -150 -100 40 30 70
A90(T)
East of M90(T)
J11 -290 -150 -440 10 -220 -210
A912
South of
Inveralmond
Rb
-100 30 -70 100 -100 0
North of
M90(T) J10 40 0 40 0 10 10
M90(T)
East of
Broxden Rb -340 -280 -620 -260 -420 -680
South of
M90(T) J10 -10 0 -10 0 100 100
East of M90(T)
J10 -380 -270 -650 -270 -350 -620
Table 8.11b (Continued): Difference between 2033 Do-Something Corridor C and 2033 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
Cross Tay Link Road
CTLR Bridge - - - - - -
Table 8.11b (Continued): Difference between 2033 Do-Something Corridor C and 2033 Do-Minimum Traffic Flows (vehicles)
The traffic flows in Table 8.11a and differences presented in Table 8.11b indicate:
• Increases in traffic on the A9(T) of approximately 540 vehicles and 630 vehicles
north of Broxden Roundabout in the AM and PM periods respectively, an
increase of approximately 620 vehicles south of Inveralmond in the AM period
and increases of approximately 1,160 vehicles and 690 vehicles north of
Inveralmond Roundabout in the AM and PM periods respectively;
• Reductions in traffic on the A85(T) within Perth City Centre with a reduction of
approximately 880 vehicles and 270 vehicles on Smeaton’s Bridge in the AM
and PM periods respectively;
• Reductions in traffic on the A93 of approximately 230 vehicles and 110 vehicles
on Queen’s Bridge in the AM and PM periods respectively and reductions of
approximately 270 vehicles and 100 vehicles north of Scone in the AM and PM
periods respectively;
• Reductions in traffic on the A94 east of Scone of approximately 100 vehicles in
the AM period;
• Reductions in traffic on the M90(T) of approximately 620 vehicles and 680
vehicles east of Broxden Roundabout in the AM and PM periods respectively
and reductions of approximately 650 vehicles and 620 vehicles east of the
M90(T) Junction 10 in the AM and PM periods respectively; and
• Approximately 1,920 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,540 in the PM period.
Overall, the 2033 Do-Something Corridor C model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
Traffic flows at critical locations in the 2033 Do-Something Corridor E model are
shown in Table 8.12a and Figure 8.16. The differences between the flows in the 2033
Do-Something Corridor E and 2033 Do-Minimum model are shown in Table 8.12b
and Figure 8.16.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,400 2,810 6,210 2,460 3,020 5,480
North of
Broxden Rb 3,860 3,460 7,320 2,760 2,540 5,300
South of
Inveralmond
Rb
3,560 2,470 6,030 1,880 2,560 4,440
North of
Inveralmond
Rb
2,760 3,290 6,050 2,670 2,450 5,120
North of
Luncarty 1,680 1,330 3,010 1,370 1,540 2,910
A85(T)
West of
A9(T) 2,030 1,970 4,000 1,190 2,440 3,630
East of A9(T) 1,870 1,320 3,190 1,930 1,530 3,460
Smeaton’s
Bridge 780 1,500 2,280 800 900 1,700
West of
M90(T) J11 1,380 1,510 2,890 1,460 1,290 2,750
A93
East of
Broxden Rb 2,490 2,360 4,850 1,420 2,990 4,410
Queen’s
Bridge 1,110 1,410 2,520 1,830 890 2,720
North of
Scone 300 560 860 400 510 910
A94
East of Scone 740 780 1,520 730 760 1,490
A90(T)
East of
M90(T) J11 5,120 4,260 9,380 3,500 4,090 7,590
Table 8.12a: 2033 Do-Something Corridor E - Traffic Flows (vehicles) (Traffic flows based on the average of 20 and 18 model runs for the AM and PM periods respectively)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A912
South of
Inveralmond
Rb
1,770 2,430 4,200 2,230 1,610 3,840
North of
M90(T) J10 2,150 1,320 3,470 1,380 1,560 2,940
M90(T)
East of
Broxden Rb 3,830 3,740 7,570 3,340 2,570 5,910
South of
M90(T) J10 6,070 4,540 10,610 3,670 5,150 8,820
East of
M90(T) J10 4,580 3,600 8,180 2,920 3,740 6,660
Cross Tay Link Road
CTLR Bridge 830 950 1,780 750 660 1,410
Table 8.12a (Continued): 2033 Do-Something Corridor E - Traffic Flows (vehicles) (Traffic flows based on the average of 20 and 18 model runs for the AM and PM periods respectively)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 10 0 10 130 50 180
North of
Broxden Rb 360 130 490 460 120 580
South of
Inveralmond
Rb
370 130 500 10 -80 -70
North of
Inveralmond
Rb
470 430 900 230 160 390
North of
Luncarty 0 0 0 10 0 10
Table 8.12b: Difference between 2033 Do-Something Corridor E and 2033 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of A9(T) -410 -20 -430 -320 120 -200
East of A9(T) 630 200 830 880 -130 750
Smeaton’s
Bridge -270 -470 -740 -40 -170 -210
West of M90(T)
J11 -50 -10 -60 270 90 360
A93
East of Broxden
Rb -90 50 -40 -80 90 10
Queen’s Bridge -80 -120 -200 -30 -90 -120
North of Scone -70 -150 -220 -70 0 -70
A94
East of Scone 50 -120 -70 40 70 110
A90(T)
East of M90(T)
J11 -290 -150 -440 10 -220 -210
A912
South of
Inveralmond Rb -100 -10 -110 80 -120 -40
North of M90(T)
J10 30 0 30 10 0 10
M90(T)
East of Broxden
Rb -340 -270 -610 -250 -390 -640
South of M90(T)
J10 0 10 10 0 110 110
East of M90(T)
J10 -370 -250 -620 -250 -290 -540
Cross Tay Link Road
CTLR Bridge - - - - - -
Table 8.12b (Continued): Difference between 2033 Do-Something Corridor E and 2033 Do-Minimum Traffic Flows (vehicles)
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The traffic flows in Table 8.12a and differences presented in Table 8.12b indicate:
• Increases in traffic on the A9(T) with an increase of approximately 490 vehicles
and 580 vehicles north of Broxden Roundabout in the AM and PM periods
respectively, an increase of approximately 500 vehicles south of Inveralmond
Roundabout in the AM period and increases of approximately 900 vehicles and
390 vehicles north of Inveralmond Roundabout in the AM and PM periods
respectively;
• Reductions in traffic on the A85(T) within Perth City Centre of approximately
740 vehicles and 210 vehicles on Smeaton’s Bridge in the AM and PM periods
respectively;
• Reductions in traffic on the A93 with reductions of approximately 200 vehicles
and 120 vehicles on Queen’s Bridge in the AM and PM periods respectively
and a reduction of approximately 220 vehicles north of Scone in the AM
period;
• An increase in traffic on the A94 east of Scone of approximately 110 vehicles in
the PM period;
• Reductions in traffic on the M90(T) of approximately 610 vehicles and 640
vehicles east of Broxden Roundabout in the AM and PM periods respectively
and reductions of approximately 620 vehicles and 540 vehicles east of the
M90(T) Junction 10 in the AM and PM periods respectively; and
• Approximately 1,780 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,410 in the PM period.
Overall, the 2033 Do-Something Corridor E model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
Traffic flows at critical locations in the 2033 Do-Something Corridor G model are
shown in Table 8.13a and Figure 8.17. The differences between the flows in the 2033
Do-Something Corridor G and 2033 Do-Minimum model are shown in Table 8.13b
and Figure 8.17.
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 3,400 2,810 6,210 2,320 2,970 5,290
North of
Broxden Rb 3,490 3,440 6,930 2,520 2,460 4,980
South of
Inveralmond
Rb
2,940 2,330 5,270 1,580 2,440 4,020
North of
Inveralmond
Rb
2,020 2,430 4,450 2,140 1,920 4,060
North of
Luncarty 1,680 1,330 3,010 1,310 1,540 2,850
A85(T)
West of A9(T) 2,000 2,100 4,100 1,020 2,500 3,520
East of A9(T) 2,010 1,490 3,500 1,980 1,730 3,710
Smeaton’s
Bridge 750 1,000 1,750 720 740 1,460
West of
M90(T) J11 1,470 1,530 3,000 1,470 1,320 2,790
A93
East of
Broxden Rb 2,880 2,350 5,230 1,560 2,920 4,480
Queen’s
Bridge 1,090 1,330 2,420 1,690 850 2,540
North of
Scone 370 710 1,080 500 510 1,010
A94
East of Scone 1,030 1,110 2,140 850 940 1,790
A90(T)
East of
M90(T) J11 5,120 4,260 9,380 3,430 4,100 7,530
Table 8.13a: 2033 Do-Something Corridor G - Traffic Flows (vehicles) (Traffic flows based on the average of 20 model runs.)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A912
South of
Inveralmond
Rb
2,100 2,390 4,490 2,310 1,430 3,740
North of
M90(T) J10 2,170 1,330 3,500 1,340 1,530 2,870
M90(T)
East of
Broxden Rb 3,760 3,730 7,490 3,310 2,690 6,000
South of
M90(T) J10 6,070 4,540 10,610 3,670 5,070 8,740
East of
M90(T) J10 4,560 3,630 8,190 2,990 3,850 6,840
Cross Tay Link Road
CTLR Bridge 960 1,500 2,460 900 860 1,760
Table 8.13a (Continued): 2033 Do-Something Corridor G - Traffic Flows (vehicles) (Traffic flows based on the average of 20 model runs.)
AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A9(T)
South of
Broxden Rb 10 0 10 -10 0 -10
North of
Broxden Rb -10 110 100 220 40 260
South of
Inveralmond
Rb
-250 -10 -260 -290 -200 -490
North of
Inveralmond
Rb
-270 -430 -700 -300 -370 -670
North of
Luncarty 0 0 0 -50 0 -50
Table 8.13b: Difference between 2033 Do-Something Corridor G and 2033 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
A85(T)
West of
A9(T) -440 110 -330 -490 180 -310
East of A9(T) 770 370 1,140 930 70 1,000
Smeaton’s
Bridge -300 -970 -1,270 -120 -330 -450
West of
M90(T) J11 40 10 50 280 120 400
A93
East of
Broxden Rb 300 40 340 60 20 80
Queen’s
Bridge -100 -200 -300 -170 -130 -300
North of
Scone 0 0 0 30 0 30
A94
East of Scone 340 210 550 160 250 410
A90(T)
East of
M90(T) J11 -290 -150 -440 -60 -210 -270
A912
South of
Inveralmond
Rb
230 -50 180 160 -300 -140
North of
M90(T) J10 50 10 60 -30 -30 -60
M90(T)
East of
Broxden Rb -410 -280 -690 -280 -270 -550
South of
M90(T) J10 0 10 10 0 30 30
East of
M90(T) J10 -390 -220 -610 -180 -180 -360
Table 8.13b (Continued): Difference between 2033 Do-Something Corridor G and 2033 Do-Minimum Traffic Flows (vehicles)
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AM Period (07:00-09:00hrs) PM Period (16:00-18:00hrs)
Route Eb/Nb Wb/Sb 2-Way Eb/Nb Wb/Sb 2-Way
Cross Tay Link Road
CTLR Bridge - - - - - -
Table 8.13b (Continued): Difference between 2033 Do-Something Corridor G and 2033 Do-Minimum Traffic Flows (vehicles)
The traffic flows in Table 8.13a and differences presented in Table 8.13b indicate:
• Increases in traffic on the A9(T) north of Broxden Roundabout of
approximately 100 vehicles and 260 vehicles in the AM and PM periods
respectively;
• Reductions in traffic on the A9(T) of approximately 700 vehicles and 670
vehicles north of Inveralmond Roundabout in the AM and PM periods
respectively and reductions of approximately 260 and 490 vehicles south of
Inveralmond Roundabout in the AM and PM periods respectively;
• Reductions in traffic on the A85(T) within Perth City Centre of approximately
1,270 vehicles and 450 vehicles on Smeaton’s Bridge in the AM and PM periods
respectively;
• Reductions in traffic on the A93 Queen’s Bridge of approximately 300 vehicles
in both the AM and PM periods respectively;
• Increases in traffic on the A94 east of Scone of approximately 550 vehicles and
410 vehicles in the AM and PM periods respectively;
• Reductions in traffic on the M90(T) of approximately 690 vehicles and 550
vehicles east of Broxden Roundabout in the AM and PM periods respectively
and reductions of approximately 610 vehicles and 360 vehicles east of the
M90(T) Junction 10 in the AM and PM periods respectively; and
• Approximately 2,460 vehicles use the new CTLR bridge in the AM period with
a corresponding flow of approximately 1,760 in the PM period.
Overall, the 2033 Do-Something Corridor G model shows a reduction in traffic flows
on the existing bridges within Perth City Centre within the AM and PM peak periods
which will result in a general reduction in the volume of traffic within the centre of
Perth.
Each of the route corridors facilitate the transfer of trips from the existing bridges
within the city centre to the proposed CTLR, which will result in a general reduction
in traffic levels within the centre of Perth.
Corridor C shows a greater number of trips transferring from the existing bridges to
the proposed than Corridor E, which is to be expected given that Corridor C provides
a shorter, more direct, route between the A9(T) and the A94.
Corridor G facilitates the transfer of a greater number of trips from the existing
bridges than both Corridors C and E due to its proximity to the city centre and as
such Corridor G is expected to generate a larger increase in trips on the A912 south of
Inveralmond Roundabout than Corridors C and E.
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8.3.5 Journey Times
Due to the CTLR route corridors being considered as part of the DMRB Stage 1
Scheme Assessment, key routes in the modelled Do-Something scenarios may vary
from those in the Do-Minimum scenario. The extents of the key routes within the Do-
Something scenario are shown in Figures 8.18 to 8.20.
8.3.5.1 2018 Do-Something Journey Times
Average modelled journey times on key routes within the 2018 Do-Something peak
periods are shown in Table 8.14a. The difference between journey times in the 2018
Do-Something and Do-Minimum models are shown in Table 8.14b.
Corridor C Corridor E Corridor G
Route Movement AM PM AM PM AM PM
JT Route 1
via CTLR
South to
East
17m
18s
14m
27s
17m
35s
15m
2s
11m
2s
17m
21s
JT Route 2
via CTLR
East to
South
12m
58s
15m
55s
14m
18s
16m
32s
17m
4s
19m
35s
JT Route 3
via CTLR
West to
East
10m
23s
14m
26s
13m
39s
14m
58s
34m
3s
26m
12s
JT Route 4
via CTLR
East to
West
10m
38s
11m
50s
12m
2s
13m
12s
15m
4s
20m
59s
JT Route 5
via CTLR
North to
East
6m
21s
6m
13s
5m
39s
5m
28s
16m
24s
17m
3s
JT Route 6
via CTLR
East to
North
6m
38s
6m
37s
6m
13s
6m
7s
14m
31s
11m
4s
JT Route 7 South to
North
12m
24s
10m
37s
12m
10s
10m
16s
12m
4s
12m
12s
JT Route 8 North to
South
8m
54s
12m
0s
8m
49s
11m
38s
10m
10s
14m
56s
Table 8.14a: 2018 Do-Something – Average Modelled Journey Times (mins / secs) (Journey Times based on the average of 10 and 14 model runs for the AM and PM periods respectively)
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Corridor C Corridor E Corridor G
Route Movement AM PM AM PM AM PM
JT Route 1
via CTLR
South to
East
-5m
0s
-14m
15s
-4m
43s
-13m
40s
-11m
16s
-11m
21s
JT Route 2
via CTLR
East to
South
-12m
54s
- 2m
15s
-11m
34s
-2m
13s
-8m
48s 51s
JT Route 3
via CTLR West to East
-7m
58s
-15m
31s
- 4m
42s
-14m
59s
15m
42s
-3m
45s
JT Route 4
via CTLR East to West
-13m
18s
-11m
7s
-11m
54s
-9m
45s
-8m
52s
-1m
58s
JT Route 5
via CTLR
North to
East
-12m
2s
-18m
37s
-12m
44s
-19m
22s
-1m
59s
-7m
47s
JT Route 6
via CTLR
East to
North
-21m
30s
-10m
0s
-21m
55s
-10m
30s
-13m
37s
-5m
33s
JT Route 7 South to
North 6s -52s -8s
-1m
13s -14s 43s
JT Route 8 North to
South 35s -23s 30s -45s
1m
51s
2m
33s
Table 8.14b: Difference between 2018 Do-Something and 2018 Do-Minimum Average Modelled Journey Times (mins / secs)
The journey time differences presented in Table 8.14b indicate that average modelled
journey times for the key movements are generally less in the 2018 Do-Something
model than in the 2018 Do-Minimum model.
Further examination indicates that changes in average journey times of between 5
and 10 minutes may be experienced on the following routes:
• Corridor C
- JT Route 1 via CTLR - reduction in the eastbound journey time of 5
minutes in the AM period; and
- JT Route 3 via CTLR - reduction in the eastbound journey time of 7
minutes 58 seconds in the AM period;
• Corridor E
- JT Route 4 via CTLR - reduction in the westbound journey time of 9
minutes 45 seconds in the PM period.
• Corridor G
- JT Route 2 via CTLR - reduction in the southbound journey time of 8
minutes 48 seconds in the AM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 8
minutes 52 seconds in the AM period;
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- JT Route 5 via CTLR - reduction in the eastbound journey time of 7
minutes 47 seconds in the PM period; and
- JT Route 6 via CTLR - reduction in the northbound journey time of 5
minutes 33 seconds in the PM period.
Changes in average journey times of between 10 and 20 minutes may be experienced
on the following routes:
• Corridor C
- JT Route 1 via CTLR - reduction in the eastbound journey time of 14
minutes 15 seconds in the PM period;
- JT Route 2 via CTLR - reduction in the southbound journey time of 12
minutes 54 seconds in the AM period;
- JT Route 3 via CTLR - reduction in the eastbound journey time of 15
minutes 31 seconds in the PM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 13
minutes 18 seconds and 11 minutes 7 seconds in the AM and PM periods
respectively;
- JT Route 5 via CTLR - reduction in the eastbound journey time of 12
minutes 2 seconds and 18 minutes 37 seconds in the AM and PM periods
respectively; and
- JT Route 6 via CTLR - reduction in the northbound journey time of 10
minutes in the PM period.
• Corridor E
- JT Route 1 via CTLR - reduction in the eastbound journey time of 13
minutes 40 seconds in the PM period;
- JT Route 2 via CTLR - reduction in the southbound journey time of 11
minutes 34 seconds in the AM period;
- JT Route 3 via CTLR - reduction in the eastbound journey time of 14
minutes 59 seconds in the PM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 11
minutes 54 seconds in the AM period;
- JT Route 5 via CTLR - reduction in the eastbound journey time of 12
minutes 44 seconds and 19 minutes 22 seconds in the AM and PM periods
respectively; and
- JT Route 6 via CTLR - reduction in the northbound journey time of 10
minutes 30 seconds in the PM period.
• Corridor G
- JT Route 1 via CTLR - reduction in the eastbound journey time of 11
minutes 16 seconds and 11 minutes 21 seconds in the AM and PM periods
respectively;
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- JT Route 3 via CTLR - increase in the eastbound journey time of 15
minutes 42 seconds in the AM period; and
- JT Route 6 via CTLR - reduction in the northbound journey time of 13
minutes 37 seconds in the AM periods.
Changes in average journey times greater than 20 minutes may be experienced on the
following routes:
• Corridor C
- JT Route 6 via CTLR - reduction in the northbound journey time of 21
minutes 30 seconds in the AM period.
• Corridor E
- JT Route 6 via CTLR - reduction in the northbound journey time of 21
minutes 55 seconds in the AM period.
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8.3.5.2 2033 Do-Something Journey Times
Average modelled journey times on key routes within the 2033 Do-Something peak
periods are shown in Table 8.15a. The difference between journey times in the 2033
Do-Something and Do-Minimum models are shown in Table 8.15b.
Corridor C Corridor E Corridor G
Route Movement AM PM AM PM AM PM
JT Route 1
via CTLR
South to
East
16m
57s
17m
29s
17m
46s
17m
30s
23m
54s
27m
42s
JT Route 2
via CTLR
East to
South
12m
30s
16m
55s
13m
32s
17m
30s
18m
34s
21m
37s
JT Route 3
via CTLR
West to
East
13m
18s
17m
08s
15m
12s
17m
18s
28m
54s
35m
46s
JT Route 4
via CTLR
East to
West
13m
47s
16m
11s
14m
44s
16m
08s
18m
34s
21m
37s
JT Route 5
via CTLR
North to
East
6m
24s
6m
12s
5m
39s
5m
33s
17m
58s
18m
38s
JT Route 6
via CTLR
East to
North
6m
39s
6m
42s
6m
15s
6m
09s
14m
21s
12m
22s
JT Route 7 South to
North
12m
15s
13m
36s
12m
16s
12m
49s
13m
50s
15m
13s
JT Route 8 North to
South
8m
42s
13m
03s
8m
31s
12m
41s
11m
36s
17m
30s
Table 8.15a: 2033 Do-Something – Average Modelled Journey Times (mins / secs) (Journey Times based on the average of 20 model runs for Corridor s C and G and 20 and18 model runs for the AM and PM periods respectively for Corridor E )
Corridor C Corridor E Corridor G
Route Movement AM PM AM PM AM PM
JT Route 1
via CTLR
South to
East
-7m
31s
-15m
30s
-6m
42s
-15m
29s
0m
34s
-5m
17s
JT Route 2
via CTLR
East to
South
-13m
57s
-2m
42s
-12m
55s
-2m
07s
-7m
53s
1m
59s
JT Route 3
via CTLR
West to
East
-6m
45s
-18m
58s
-4m
51s
-18m
48s
8m
50s
0m
20s
JT Route 4
via CTLR
East to
West
-14m
37s
-10m
20s
-13m
40s
-10m
23s
-9m
50s
-4m
54s
JT Route 5
via CTLR
North to
East
-13m
04s
-19m
54s
-13m
49s
-20m
33s
-1m
30s
-7m
29s
Table 8.15b: Difference between 2033 Do-Something and 2033 Do-Minimum Average Modelled Journey Times (mins / secs)
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Corridor C
Corridor E
Corridor G
Route
Movement
Corridor C
Route Movement AM PM AM PM AM PM
JT Route 6
via CTLR
East to
North
-21m
27s
-9m
22s
-21m
51s
-9m
55s
-13m
45s
-3m
42s
JT Route 7 South to
North
0m
47s
-1m
29s
0m
46s
-2m
16s
0m
47s
0m
07s
JT Route 8 North to
South
0m
20s
-1m
10s
0m
09s
-1m
32s
3m
14s
3m
16s
Table 8.15b (continued): Difference between 2033 Do-Something and 2033 Do-Minimum Average Modelled Journey Times (mins / secs)
The journey time differences presented in Table 8.15b indicate that average modelled
journey times for the key movements are generally less in the 2033 Do-Something
model than in the 2033 Do-Minimum model.
Further examination indicates that changes in average journey times of between 5
and 10 minutes may be experienced on the following routes:
• Corridor C
- JT Route 1 via CTLR - reduction in the eastbound journey time of 7
minutes 31 seconds in the AM period;
- JT Route 3 via CTLR - reduction in the eastbound journey time of 6
minutes 45 seconds in the AM period; and
- JT Route 6 via CTLR - reduction in the northbound journey time of 9
minutes 22 seconds in the PM period.
• Corridor E
- JT Route 1 via CTLR - reduction in the eastbound journey time of 6
minutes 42 seconds in the AM period;
- JT Route 6 via CTLR - reduction in the northbound journey time of 9
minutes 55 seconds in the PM period.
• Corridor G
- JT Route 1 via CTLR - reduction in the eastbound journey time of 5
minutes 17 seconds in the PM period;
- JT Route 2 via CTLR - reduction in the southbound journey time of 7
minutes 53 seconds in the AM period;
- JT Route 3 via CTLR – increase in the eastbound journey time of 8 minutes
50 seconds in the AM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 9
minutes 50 seconds in the AM period; and
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- JT Route 5 via CTLR - reduction in the eastbound journey time of 7
minutes 29 seconds in the PM period.
Changes in average journey times of between 10 and 20 minutes may be experienced
on the following routes:
• Corridor C
- JT Route 1 via CTLR - reduction in the eastbound journey time of 15
minutes 30 seconds in the PM period;
- JT Route 2 via CTLR - reduction in the southbound journey time of 13
minutes 57 seconds in the AM period;
- JT Route 3 via CTLR - reduction in the eastbound journey time of 18
minutes 58 seconds in the PM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 14
minutes 37 seconds and 10 minutes 20 seconds in the AM and PM periods
respectively; and
- JT Route 5 via CTLR - reduction in the eastbound journey time of 13
minutes 4 seconds and 19 minutes 54 seconds in the AM and PM periods
respectively.
• Corridor E
- JT Route 1 via CTLR - reduction in the eastbound journey time of 15
minutes 29 seconds PM period;
- JT Route 2 via CTLR - reduction in the southbound journey time of 12
minutes 55 seconds in the AM period;
- JT Route 3 via CTLR - reduction in the eastbound journey time of 18
minutes 48 seconds in the PM period;
- JT Route 4 via CTLR - reduction in the westbound journey time of 13
minutes 40 seconds and 10 minutes 23 seconds in the AM and PM periods
respectively; and
- JT Route 5 via CTLR - reduction in the eastbound journey time of 13
minutes 49 seconds in the AM period.
• Corridor G
- JT Route 6 via CTLR - reduction in the northbound journey time of 13
minutes 45 seconds in the AM period.
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Changes in average journey times greater than 20 minutes may be experienced on the
following routes:
• Corridor C
- JT Route 6 via CTLR - reduction in the northbound journey time of 21
minutes 27 seconds in the AM period.
• Corridor E
- JT Route 5 via CTLR - reduction in the eastbound journey time of 20
minutes 33 seconds PM period.
- JT Route 6 via CTLR - reduction in the northbound journey time of 21
minutes 51 seconds in the AM period.
8.3.6 Road Safety
The changes in the number of total personal injury accidents over the 60-year
assessment period are shown in Table 8.16.
Network No. of Accidents in 2018
No. of Accidents in
2033
60-Year Total No. of Accidents
Do-Minimum 59.9 61.4 3,649.9
Corridor C 56.5 57.8 3,443.8
Savings 3.4 3.6 206.1
Corridor E 57.1 58.6 3,489.6
Savings 2.8 2.8 160.3
Corridor G 57.9 59.3 3,530.2
Savings 2.0 2.1 119.7
Table 8.16: Accident Numbers and Savings
Examination of the accident numbers and savings indicates that each of the Do-
Something networks generate significant benefits in terms of the number of accidents
occurring over the 60-year assessment.
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8.4 Economic Appraisal
8.4.1 Introduction
The economic appraisal of the CTLR route corridor options has been carried out in
line with the Department for Transport’s transport appraisal guidance (WebTAG)
and is based on the methodology set out in WebTAG Unit 3.16 Transport Appraisal in
the Context of Housing Development dated January 2010 for assessing the user benefits
of transport interventions.
8.4.2 Basis of the Economic Appraisal
The economic appraisal has been undertaken using the PEARS (Program for the
Economic Assessment of Road Schemes) program based on fixed trip methodologies
and is supported by an assessment of accidents and non-traffic related maintenance,
which has been undertaken using the COBA (COst Benefit Analysis) program.
The appraisal is based on the 3-hour weekday AM and PM periods modelled using
S-Paramics as it is likely that the majority of the benefits attributable to the CTLR and
the Western Edge Link Road will be accrued during these periods. An annualisation
factor of 253 (i.e. the number of weekdays in a single year, excluding 7 Bank
Holidays) has been used within the economic appraisal to estimate the annual
benefits.
Assessment years of 2018 (opening year), 2030 (final traffic year) and 2033 (design
year) have been adopted within the appraisal, which has been carried out for a 60-
year evaluation period assuming a current year of 2011.
8.4.2.1 Scheme Costs
The construction costs for the CTLR route corridor options and the Western Edge
Link Road included in the appraisal has been estimated using average 2010 cost rates
and includes optimism bias at 45% for Corridor C, 50% for Corridor E and 47% for
Corridor G.
The scheme cost in average 2010 prices (undiscounted) including optimism bias is:
Corridor C Corridor E Corridor G
Construction Cost £88.50m £95.55m £66.89m
Preparation & Supervision £2.99m £2.99m £2.24m
Total £91.49m £98.54m £69.13m
No allowance has been made for the purchase of land within the scheme cost as this
has not been quantified. For the purpose of the appraisal, it has been assumed that
the CTLR will be funded by the Local Authority and that 1% of the total scheme cost
will be incurred in 2014 and 2015, 39% in 2016 and 2017 and the remaining 20% in
2018.
8.4.3 PEARS Assessment
A PEARS assessment has been undertaken using PEARS 2009.1, which uses the
parameters and methodology presented in WebTAG Units 3.6.1 Values of Time and
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Operating Costs dated April 2009 and WebTAG 3.3.5 The Greenhouse Gases Sub-
Objective dated April 2009.
The PEARS program translates vehicle trip information from S-Paramics models into
monetary values. As S-Paramics uses random number generators (known as random
‘seeds’) in its simulations to load traffic onto the road network, a different set of
vehicle trip details is output each time a model is run, generating different networks
costs.
For the purpose of the CTLR DMRB Stage 1 economic appraisal, the results of the
PEARS assessment are based on the average network costs from a series of model
runs for each assessment year in the Do-Minimum and Do-Something scenarios.
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The results of the PEARS assessment are summarised in Table 8.17 below.
Transport Economic Efficiency
Corridor C Corridor E Corridor G
Consumer User Benefits
Travel Time 87.57 84.60 1.84
Vehicle Operating Costs 5.30 4.66 0.01
User Charges 0.00 0.00 0.00
Business User Benefits
Travel Time 117.57 115.88 -0.86
Vehicle Operating Costs 8.38 7.42 -0.20
User Charges 0.00 0.00 0.00
Private Sector Provider Impacts
Revenue 0.00 0.00 0.00
Operating Costs 0.23 -0.49 -0.55
Investment Costs 0.00 0.00 0.00
Grant/Subsidy 0.00 0.00 0.00
Developer Contributions 0.00 0.00 0.00
Public Accounts
Investment Capital 52.48 56.52 39.66
Indirect Tax Revenues 5.82 5.11 -0.04
Analysis of Monetised Costs and Benefits
Consumer User Benefits 92.88 89.26 1.85
Business User Benefits 125.96 123.30 -1.06
Private Sector Provider Impacts 0.23 -0.49 -0.55
Carbon Emission Benefits 1.11 0.98 -0.12
Table 8.17: PEARS Assessment: Economic Results (£m) (Monetary values are in average 2002 prices discounted to 2002 at 3.5% for 30-years and 3.0% for the remainder of the evaluation period)
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Transport Economic Efficiency
Corridor C Corridor E Corridor G
Present Value of Benefits 220.18 213.05 0.12
Present Value of Costs 58.30 61.63 39.62
Net Present Value 161.88 151.42 -39.50
Benefit to Cost Ratio 3.78 3.46 0.00
Table 8.17 (Continued): PEARS Assessment: Economic Results (£m) (Monetary values are in average 2002 prices discounted to 2002 at 3.5% for 30-years and 3.0% for the remainder of the evaluation period)
The results presented in Table 8.17 indicates that, based on a 2018 opening year and a
60-year assessment period, Corridor C could deliver a Net Present Value (NPV) of
£161.88m and a Benefit to Cost Ratio (BCR) of 3.78, Corridor E could deliver a NPV of
£151.42m and BCR of 3.46 and Corridor G could deliver a NPV of -£39.50 and BCR of
0.00.
8.4.3.1 Indirect Tax Revenues Adjustment
Due to recent changes surrounding the consideration of Indirect Tax Revenues (ITRs)
within the economic appraisal methodology (as discussed within the PEARS User
Guidance), the results generated by PEARS have been adjusted to quantify the impact
of removing the ITRs from both the Present Value of Benefits (PVB) and the Present
Value of Costs (PVC).
Based on the average of the model runs, removing the ITRs of £5.82m for Corridor C,
£5.11m for Corridor E and -£0.04m for Corridor G from their respective PVB and PVC
gives the following results:
Corridor C Corridor E Corridor G
Average PVB £214.36m £207.94m £0.16m
Average PVC £52.48m £56.52m £39.66m
Average NPV £161.88m £151.42m -£39.50m
Average BCR 4.08 3.68 0.00
In line with the PEARS User Guidance, the adjusted results do not have an impact on
the reported NPVs for the route corridors, however, the adjustment has slightly
increased the BCRs.
Monetary values are in average 2002 prices discounted to 2002 at 3.5% for 30-years
and 3.0% for the remainder of the evaluation period.
8.4.4 Accident & Non-Traffic Related Maintenance Assessments
As PEARS does not calculate accident benefits and non-traffic related maintenance
costs, an assessment of these has been undertaken using COBA 11 Release 12.
The accident benefits are presented in Table 8.18.
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Accident Numbers Corridor
Do-Minimum Do-Something Savings
Accident Benefits (£m)
C 3,649.9 3,443.8 206.1 7.39
E 3,649.9 3,489.6 160.3 5.69
G 3,649.9 3,530.2 119.7 4.28
Table 8.18: COBA Assessment: Accident Benefits (Monetary values are in average 2002 prices discounted to 2002 at 3.5% for 30-years and 3.0% for the remainder of the evaluation period)
The assessment indicates a decrease in the number of accidents occurring over the 60
year appraisal period for each of the three route corridors from 3,650 in the Do-
Minimum model to 3,444 in the Do-Something Corridor C model (a decrease of 206),
which equates to a benefit of £7.39m, 3,490 in the Do-Something Corridor E model (a
decrease of 160), which equates to a benefit of £5.69m and 3,530 in the Do-Something
Corridor G model (a decrease of 120), which equates to a benefit of £4.28m.
The assessment also indicates that additional maintenance costs of £3.14m for
Corridor C, £3.39m for Corridor E and £2.36m for Corridor G would be incurred over
the 60 year appraisal period.
8.4.5 Overall Economic Assessment
The accident and non-traffic related maintenance costs have been combined with the
adjusted economic results from the PEARS assessment, based on the average of the
model runs, to provide the following overall results of the economic assessment:
Corridor C Corridor E Corridor G
Average PVB £221.75m £213.63m £4.44m
Average PVC £55.62m £59.91m £42.02m
Average NPV £166.13m £153.72m -£37.58m
Average BCR 3.99 3.57 0.11
The overall results indicate that Corridor C could deliver a Net Present Value (NPV)
of £166.13m and a Benefit to Cost Ratio (BCR) of 3.99, Corridor E could deliver a NPV
of £153.72m and BCR of 3.57 and Corridor G could deliver a NPV of -£37.58m and
BCR of 0.11.
Monetary values are in average 2002 prices discounted to 2002 at 3.5% for 30-years
and 3.0% for the remainder of the evaluation period.
While the comparative economic performance of the corridor options is as
anticipated, the level of benefits for Corridor G indicated above may be
underestimated due to the nature of the modelling undertaken at this stage. As a
result, a review of the modelling shall be undertaken to confirm the level of benefits
that could reasonably be expected.
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9 Recommendation
9.1 Corridor C1
Corridor C1 is recommended for taking forward to further study as it:
• Provides the greatest support to future development in and around Perth
• Provides the greatest relief in removing traffic travelling through the centre of
Perth
• Provides the greatest opportunity to improve the public transport, walking and
cycling networks and to capture their benefits
• Is most favourable in terms of greenhouse gas emissions, local air quality and
noise
• Has the least potential impact on settlements and individual properties
• Has economic benefits that outweigh the costs and therefore provides good
value for money
However it is noted Corridor C1 would:
• Result in significant impact to the Scone Palace Gardens and Designed
Landscape and associated Scheduled Monuments
• Potentially impact on Broxy Kennels residential property located adjacent to
the A9
• Requires the most complex structure at as it crosses the River Tay, Railway line
and A9
• Result in significant adverse impacts to areas listed on the inventories of
Ancient and Semi-Natural Ancient Woodland and associated impacts to
biodiversity and habitat fragmentation
9.2 Corridor C2
Corridor C2 is not recommended for taking forward to further study as it:
• Results in significant impact to the Scone Palace Gardens and Designed
Landscape and associated Scheduled Monuments
• Potentially impacts on Broxy Kennels residential property located adjacent to
the A9
• Requires a complex structure at as it crosses the River Tay, Railway line and A9
• Result in significant adverse impacts to areas listed on the inventories of
Ancient and Semi-Natural Ancient Woodland and associated impacts to
biodiversity and habitat fragmentation
• Has a significant impact on settlements, individual properties and scheduled
monuments
• Provides less support to future development in and around Perth than
Corridor C
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• Provides less relief in removing traffic travelling through the centre of Perth
than Corridor C
• Provides less opportunity to improve the public transport, walking and cycling
networks and to capture their benefits than Corridor C
• Is not as favourable in terms of greenhouse gas emissions, local air quality and
noise as Corridor C
However it is noted Corridor C2 would:
• Provide economic benefits that outweigh the costs and therefore provides good
value for money
9.3 Corridor E1
Corridor E1 is not recommended for taking forward to further study as it:
• Results in a significant direct impact on Redgorton, other settlements and
individual properties
• Results in significant adverse impacts to areas listed on the inventories of
Ancient and Semi-Natural Ancient Woodland and associated impacts to
biodiversity and habitat fragmentation
• Provides less support to future development in and around Perth than
Corridor C
• Provides less relief in removing traffic travelling through the centre of Perth
than Corridor C
• Provides less opportunity to improve the public transport, walking and cycling
networks and to capture their benefits than Corridor C
• Is not as favourable in terms of greenhouse gas emissions, local air quality and
noise as Corridor C
However it is noted Corridor E1 would:
• Provide economic benefits that outweigh the costs and therefore provides good
value for money
• Result in less of an impact to the Scone Palace Gardens and Designed
Landscape and associated Scheduled Monuments than Corridor C
• Require a less complex structures at as it crosses the River Tay, Railway line
and A9 than Corridor C
• Support future development in and around Perth but offer lower relief in terms
of removing traffic travelling through the centre of Perth than Corridor C as a
more northern corridor is likely to be less attractive to users
9.4 Corridor E2
Corridor E2 is not recommended for taking forward to further study as it:
• Results in a significant indirect and direct impact on settlements and individual
properties
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• Results in significant adverse impacts to areas listed on the inventories of
Ancient and Semi-Natural Ancient Woodland and associated impacts to
biodiversity and habitat fragmentation
• Provides less support to future development in and around Perth than
Corridor C
• Provides less relief in removing traffic travelling through the centre of Perth
than Corridor C
• Provides less opportunity to improve the public transport, walking and cycling
networks and to capture their benefits than Corridor C
• Is not as favourable in terms of greenhouse gas emissions, local air quality and
noise as Corridor C
However it is noted Corridor E1 would:
• Provide economic benefits that outweigh the costs and therefore provides good
value for money
• Result in less of an impact to the Scone Palace Gardens and Designed
Landscape and associated Scheduled Monuments than Corridor C
• Require a less complex structures at as it crosses the River Tay, Railway line
and A9 than Corridor C
• Support future development in and around Perth but offer lower relief in terms
of removing traffic travelling through the centre of Perth than Corridor C as a
more northern corridor is likely to be less attractive to users
9.5 Corridor G
Corridor G is not recommended for taking forward to further study as it:
• Would not address congestion problems at key locations on the local and trunk
road network, including Dunkeld Road and Inveralmond roundabout
• Would impact on environmental designations, in particular the entrance to
Scone Palace Gardens and Designed Landscape
• Would result in adverse impacts to Ancient Woodland at Quarrymill
Woodland Park. Any impacts to this would also have associated impacts on
biodiversity and habitat fragmentation. Appropriate mitigation would be
required as detailed in the SEA Environmental Report
However it is noted Corridor E1 would:
• Provide economic benefits that outweigh the costs and therefore provides good
value for money
• Require a less complex structures at as it crosses the River Tay, Railway line
and A9 than Corridor C