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ROADS (SCOTLAND) ACT 1984; ACQUISITION OF LAND (AUTHORISATION PROCEDURE)(SCOTLAND) ACT 1947
M74 SPECIAL ROAD (FULLARTON ROAD TO WEST OF KINGSTON BRIDGE) ORDERS
REPORT OF PUBLIC LOCAL INQUIRY INTO OBJECTIONS
VOLUME 1 : MAIN REPORT

CHAPTER 5 : PHYSICAL, ENVIRONMENTAL, AND COMMUNITY IMPACT

Introduction

5.1 This chapter covers non statutory objections relating to the local physical, environmental, and community impact of the proposed road on the areas through which it would pass. These matters include the land take and demolition of buildings; loss of community land and facilities; effects on wildlife and natural habitats; water quality; conservation areas; listed buildings and archaeological sites; community severance; visual impact; noise; local air pollution; and problems during the construction period. This chapter also covers objections relating to social inclusion/exclusion and community impact. Economic benefits and regeneration, which also have a bearing on social inclusion, are covered in chapter 8, while wider air emission and global warming issues are covered in chapter 6 and ground contamination in chapter 7. Statutory objections from parties who have an interest in property that is affected by the proposed compulsory purchase order are covered in chapter 9.

Summary of objections relating to local physical, environmental, and community impact

5.2 General objections on these grounds have been lodged by a large number of non statutory objectors, many of whom were represented at the inquiry by JAM74/Friends of the Earth Scotland. Various other non statutory objectors have specific areas of concern on these matters.

5.3 Objectors are very concerned about the construction of a 5 mile elevated multi-lane motorway through a series of disadvantaged communities on Glasgow's south side. It would be expected to devastate these communities, making community severance worse by creating a physical barrier to residents' movements around their neighbourhoods. The increased amount of traffic in the area, both on the new motorway itself and on local roads that would carry traffic to and from the motorway junctions, would increase air pollution, in turn affecting local parks and green spaces. The increased traffic would also result in increased noise, and would make local roads more dangerous for cyclists, walkers, and children. There would be a great deal of noise, dust, and disruption during the construction period. There is also great concern about the health hazards that would arise from the disturbance of contaminated land during construction work. The combined effect of all these matters would be considerably increased stress for local residents. The construction of this road would be in complete contravention of any semblance of local democracy.

5.4 Objectors note that the motorway would pass through a disadvantaged area of low car ownership where increased accessibility for car travel by motorway would be of little benefit to the local population. Improving conditions for car users would encourage a more car oriented approach, with car users travelling further afield for shopping and other activities, adding to traffic and air emissions. This would undermine the local economy and community facilities, leaving those without cars more disadvantaged and dependent on expensive public transport, increasing inequality in a divided community. The proposal would represent an undesirable use of public funds, which should be spent on improved public transport and more direct help to the local communities. It would not meet the true demands of Glasgow's population, and would be inconsistent with the Scottish Executive's aims for social inclusion and environmental justice.

5.5 Objectors have pointed to previous examples where the disruption and severance of building new roads had devastated local communities (the effect of the M8 on Charing Cross and St Georges Cross), and where considerable traffic increases had affected local roads (M77 - Newton Mearns). Where new motorways had passed close to disadvantaged communities, such as the M8 at Easterhouse, the new road had not helped the community, but had facilitated the relocation of employment to more distant areas.

5.6 Objectors consider that local facilities should be within 400-600m for convenient access on foot. The severance caused by the new M74 motorway would make these local walking trips longer. Pedestrians and cyclists would have to cross the new motorway at the motorway junctions, where there would be complex road layouts, concentrations of traffic, and where they would have to pass underneath large dark motorway bridges.

5.7 Objectors noted that the new motorway would result in the demolition of 2 churches, 41 homes (some now already demolished), and 99 business premises.

5.8 Among specific local concerns, the Scottish Association for Public Transport is concerned about the adverse effects for railway passengers using Rutherglen Station and the proposed new West Street station, due to visual intrusion, noise, and fumes from the proposed motorway viaducts that would pass over these stations.

5.9 Evidence presented by Dr Marion Hersh covered many of the above issues. In addition, her health witness expressed considerable concern about the negative health impacts of the M74C. These concerns included noise and air pollution along the motorway corridor, global warming, contaminated land, the impact of severance on the health of the communities affected, and the passing up of an opportunity to improve the environment by applying the funding allocated to the M74C to improve other forms of sustainable transport which promote healthy living activities such as walking and cycling. Research published in the British Medical Journal in 1995 stressed the importance of the environment on health.

5.10 A major issue was child health, with alarming levels of asthma and obesity in children and young persons in Scotland and in the west of Scotland in particular. A car dependent culture had become established, similar to that found in the USA, and not enough was being done to counteract the "obesogenic environment". The M74C would simply lead to more cars in the conurbation, with even less walking and cycling activity. The local road network would not be quieter as a result of the M74C. While local levels of car ownership are low, the rate of increase in car ownership locally is nonetheless high. Accordingly, in the short to medium term, there would be a substantial increase in the number of cars on the network.

5.11 As regards the findings of the environmental statement in regard to air quality and noise levels, any improvements would be short term as the surface road network will quickly fill up. While the presence of contaminated land is not regarded as a threat to the public water supply, a significant question mark remains over the extent and nature of contamination along and adjacent to the route corridor. The M74C is not needed to regenerate communities that have largely been destroyed over recent years by the threat of the M74C.

5.12 In relation to PM10 and asthma, it is not suggested that PM10 causes asthma, as there may be a range of causes. However the M74C would significantly increase traffic pollution generally. A precautionary principle should apply. With Type 2 diabetes occurring in children in Glasgow as young as 9-11, the significant increases in life expectancy over the last century may start to reverse.

5.13 The Logan Street Tenants & Residents Association considers that the motorway should pass under, not over, Polmadie Road. A high level motorway would be visually intrusive, and would cause more noise, compared with a low level route. This would be out of keeping with the intention that the Oatlands redevelopment would form part of a green route into the city centre.

5.14 Also at Polmadie Road, in a late objection, Mr Thomas Hay is concerned that increased traffic would make it difficult for him to have a skip in the roadway outside his premises. He operates as a scrap metal merchant, and the skip is an important part of his operation.

5.15 Further east at Farme Cross, the Terrace Community Association and various local residents are concerned about the potential effect of the new motorway on the setting of the colony style terraces that have been designated as a conservation area, and on their residential environment, including the issue of noise. Residents are already aware of the noise and vibration of freight trains passing on the west coast main line, but this is only an occasional occurrence, whereas the motorway traffic noise would be constant and the source nearer. There would be no redress available to residents if the noise barrier is inadequate to keep noise levels low.

5.16 Farme Cross residents are also concerned about increased difficulties in reaching local services in Rutherglen, which most people do at least once a day. To do so, they would have to pass underneath the motorway, through an area of supporting columns where there would be a risk of anti social gatherings and criminal activity. There would also be increased traffic, noise, and danger in Farme Cross and on Cambuslang Road, which would be an access route to and from the Cambuslang Road motorway junction. It may be necessary to reduce public parking on Cambuslang Road, which is already in short supply. In addition, Farme Cross and Rutherglen residents are concerned about the potential health risk resulting from the disturbance of chromium wastes, which are prevalent in the area, due to motorway construction work ( see chapter 7).

5.17 There are similar concerns from objectors living on the south side of the proposed motorway, along the northern edge of Rutherglen. Here, in addition to concerns about noise and airborne emissions, there are concerns about the visual intrusion of the new road. This corridor of largely residential development is located along the crest of a ridge, where renovated tenements and some newer blocks of flats, as well as low rise development, enjoy panoramic views northwards across eastern Glasgow towards the distant Campsie Hills. The elevated new road would intrude into this outlook, screening it completely from the lower properties.

5.18 For all these reasons, objectors consider that the new motorway would have a very serious adverse impact on a series of disadvantaged communities, while conferring little or no benefit. Any benefits such as ground decontamination, derelict land reclamation, and landscape improvement could be achieved far more effectively by specific remedial programmes. The road would benefit vehicle users and businesses located largely outside the area, while the communities along the route would suffer all the disadvantages. This worsening of conditions for communities that were already among the most disadvantaged in Scotland would be contrary to the Scottish Executive's objectives for social inclusion.

Physical, environmental and community impact: summary of evidence on behalf of the Trunk Road Authority

5.19 The assessment of the environmental implications of the M74 Completion have been based on extensive specialist investigations and consultations, together with consideration of alternative alignment options at Polmadie and Eglinton, and the introduction of remedial and mitigation measures wherever possible. All this work is brought together in the published Environmental Statement (document TRA/F/1 - two volumes), summarised in the non-technical summary (TRA/F/2).

Land take and property demolition

5.20 The studies carried out for the TRA show that the new road would occupy about 77ha of land, consisting largely of commercial properties and derelict/unused land, plus some residential properties and open space (woodland, grassland, etc). The broad land use zones are shown in the Landscape Strategy map at the back of the Landscape Strategy document (TRA/C/2).

5.21 At the time that the surveys were carried out, the new road would require the demolition of some 93 properties. These would include :

• 27 commercial units in the Tradeston area;
• a listed tenement block at Pollockshaws Road;
• 13 commercial units between Cathcart Road and Polmadie Road;
• 13 industrial units between Polmadie Road and Glasgow Road;
• 2 residential properties and a Territorial Army depot at Polmadie Road;
• a football ground and social club at Southcroft Park (Glasgow Road);
• 5 blocks of tenements at Cambuslang Road (now demolished);
• 23 commercial units at the Rutherglen and Farmeloan industrial estates and in Cambuslang Road;
• 4 commercial units at Fullarton Road.

5.22 In relation to the concerns of Mr Thomas Hay about loss of parking space on Polmadie Road (see paragraph 5.20 above), the TRA states that the increased traffic flows on Polmadie Road would not be expected to have an adverse effect on the operation of the business. Access to and from Mr Hay's premises should not present any difficulties as the traffic signals at the junction will present opportunities to enter and exit the premises.

Green areas, wildlife habitats, and water quality

5.23 There are no sites along the motorway route that are designated for their international or national importance for nature conservation purposes. The new section of motorway would occupy various mainly small parcels of land along the route where open land has regenerated to scrub woodland. The motorway would affect larger areas of grassland and scrub woodland towards the eastern end of the route (totalling some 12.5ha) together with parts of the Clyde river banks. This would affect parts of two designated Local Sites of Importance for Nature Conservation (Auchenshuggle Community Woodland and Clyde Industrial Estate), and part of the River Clyde Corridor of Wildlife and Landscape Importance, totalling about 3ha altogether. Part of the Glasgow - Edinburgh cycleway passes along the north bank of the river, but the integrity of the route would not be affected by the motorway.

5.24 Otter, bat, and badger habitats have been identified along the motorway route. More detailed investigations would be carried out, and any necessary remedial measures would be provided. It would be essential to protect and maintain any identified badger routes. The costs of work on wildlife protection are not known at this stage.

5.25 The new motorway would occupy some 36ha of existing semi-natural and other green or wetland habitats. It would provide a total of about 27ha of new woodland and shrub planting and new wildflower grassland along the route corridor, mainly on motorway embankments. The net result of the motorway construction on natural and semi-natural habitats is thus estimated to be a loss of about 9ha.

5.26 There are 8 existing burns draining to the River Clyde that pass through the area of the motorway corridor. They are wholly or largely in culverts, and some of them are known to be contaminated with industrial wastes.

5.27 The drainage system for surface water from the area of the new motorway would be largely independent of existing surface watercourses and groundwater. New wetland areas would be created to act as sustainable urban drainage systems (SUDS) to remove pollutants from road run-off. Discharges would then be to the River Clyde. No adverse impacts on water quality are expected.

5.28 Parts of the motorway development will occupy sections of the flood plain of the River Clyde. Steps have been taken to ensure that the road does not encroach on any part of the flood plain that would be subject to a 1:200 year flood event. The analysis of the worst case situation indicates that run-off from the road is estimated to add 0.92% to the volume of a 1 in 10 year peak flood event of the Clyde, which would be reduced by retention in the SUDS ponds. Thus there would be no significant increase in flood risk.

Conservation areas

5.29 There are two conservation areas close to the proposed scheme, both in the vicinity of Farmeloan Road. The Farme Cross Conservation Area lies about 100m to the north of the boundary of the roadworks, and consists of 4 rows of one and two storey colony style houses. The Rutherglen Conservation Area covers the town centre, extending northwards to abut the southern boundary of the west coast main rail line. This area comprises renovated 4 storey red sandstone tenement terraces, the closest of which would be about 100m to the south of the motorway carriageway.

5.30 The proposal is assessed to have a substantial adverse visual impact on the Farme Cross area in the opening year, reducing to a slight adverse effect in year 15. However the project is not expected to have a negative impact on the character of the conservation area, due to the distance from the motorway and the intervening landscape treatment. The effect on the Rutherglen Conservation Area is expected to be slight.

Listed buildings, scheduled monuments, and archaeological interest

5.31 These matters, along with conservation areas, described collectively as "cultural heritage", are covered in chapter 12 of the Environmental Statement (volume 1), with more details in Technical Annex H in volume 2.

5.32 The investigations carried out on behalf of the TRA have shown that there are 127 sites or items of interest of this kind along the route of the new motorway. These are mainly domestic, industrial, and transport features, as would be expected in an urban area with a long history of occupation, and considerable former industrial and transport activity. Many of the sites contain no upstanding remains, and some are covered by more recent development or deposited material.

5.33 Within this total, there are 15 buildings listed for their special architectural or historic interest. These are mainly former industrial buildings, located at the western end of the route. Among the most important of these that would be demolished to make way for the new motorway are Scotland Street Engine Works (Kingston), Falfield Mills and Falfield Engine House (Eglinton), and a block of tenements on Pollokshaws Road, all listed category B. There are photographs of these buildings following page 158 of volume 1 of the Environmental Statement.

5.34 Various listed buildings would be retained but in close proximity to the new motorway, notably the Eglinton Engine Works on West Street (listed category A); and the Kilbirnie Street motor works, Leyland motor works, and the St Andrews works (all listed category B). Further A listed buildings in the vicinity of the proposed motorway are Scotland Street School and the Sentinel Works at Jessie Street (Polmadie), both regarded as sufficiently far away to avoid any significant impact on their settings.

5.35 The overall conclusions of the investigation of potential impacts on buildings, monuments, and other sites of cultural heritage interest are given in table 12.12 on page 176 of volume 1 of the Environmental Statement. It is predicted that a total of 68 buildings or sites would be adversely affected by the new motorway construction, either by demolition or indirectly through the impact on their settings.

5.36 The impacts in 3 of these cases are expected to be severe (2 sites at Govan Iron Works of national importance, and the Caledonian Pottery in Rutherglen, of regional importance).

5.37 The adverse impacts in 9 cases are expected to be major : Shawfield Chemical Works (of national importance); the others are of regional importance, including the demolition of Scotland Street Engine Works, Falfield Mills, Falfield Engine House, Falfield Mill House, the block of tenements on Pollokshaws Road, the Ballochmill site near the Cambuslang Road junction, and the Clyde Waterproof Cloth works.

5.38 The adverse impacts are expected to be moderate in 49 cases, of which one is of national importance (impact on setting of Eglinton Engine Works); 7 are of regional importance; and 39 are of local importance.

5.39 Impacts at the other sites are expected to be minor.

5.40 Some the cultural heritage sites are the subject of continuing objections to compulsory purchase. Most of these have no upstanding buildings on them, and most of the cultural heritage impacts are described as of no significance or minor significance. However there are two exceptions, where upstanding buildings would be demolished, and where the potential adverse impacts are predicted to be major :

• Scotland Street Engine Works : cultural heritage site 81: CPO plot 30: Noble Imports Wholesale (B listed building, regional importance).
• Clyde Waterproof Cloth works : cultural heritage site 6 : CPO plot 178 : Somerville and Morrison Ltd (unlisted building, regional importance).

5.41 Where cultural heritage sites would be affected by the new road, mitigation measures would include building surveys, photographic surveys, and (in some cases) excavations, depending on the scale of the impact and the importance of the building or site. About £3 million has been earmarked for archaeological investigations.

Community severance

5.42 The TRA notes that the proposed alignment of the new road between Cambuslang Road and Cathcart Road (approximately 4 kilometres) would closely follow the route of the west coast main railway line, minimising additional severance. The study of potential community severance (Environmental Statement, Volume 2, Technical Annex L) has identified the various communities to the north and south of the railway line and new motorway, and the routes used by residents to walk to local community facilities such as schools and health centres, and to reach other communities. The communities in question are Govanhill, Toryglen, and Rutherglen to the south of the railway, and Laurieston, New Gorbals, Polmadie/Oatlands, and Farme Cross to the north. There are few existing links across the railway line, and all of them would be maintained. The introduction of the M74C would thus not block or extend any of the routes used by local residents.

5.43 Adverse severance effects would occur at the two intermediate motorway junctions (Cambuslang Road and Polmadie Road) and at Fullarton Road, where the additional slip roads serving the motorway would require to be crossed, adding to delay and accident risk. These roads would also carry considerably increased traffic going to and from the motorway, making crossing more difficult, although new pedestrian crossings would help to some extent. The combined effect of these factors is predicted to be substantial severance for pedestrians and cyclists using these locations.

5.44 The TRA considers that there would be a loss of amenity and perceived security for pedestrians and cyclists where existing roads would pass underneath the motorway (Cambuslang Road, Farmeloan Road, Glasgow Road, Polmadie Road, and various streets in the Eglinton - Tradeston area), due to overhead traffic noise and perceived reductions in personal security. The overhead structures and the spaces beneath them would be designed to mitigate these effects by maximising natural and artificial light, and to deter vandalism and mis-use of the underneath spaces. The severance effects of these various factors are judged to be slight for most people during daylight hours, and moderate for vulnerable groups (eg wheelchair users) and underneath bridges at night.

5.45 The addition of the motorway would be expected to reinforce the perceived or psychological severance already caused by the main railway line. During construction, there would be moderate severance of pedestrian and cycle routes due to the construction activities, as well as noise, dust, and intrusion from the construction work.

5.46 There would be slight reductions in community severance at locations where traffic flows are predicted to reduce, such as Rutherglen Main Street and parts of Aikenhead Road.

5.47 Land beneath the viaducts and bridges that would carry the motorway would be designed to minimise impact on the surrounding townscape, and to deter mis-use. The use of a viaduct at Eglinton would maintain community continuity, compared with an embankment, and some of the land underneath the viaduct would be available for use for private business parking.

5.48 In relation to the specific concerns of Farme Cross residents about increased difficulties going to and from Rutherglen, the TRA intends that the new motorway bridge over Farmeloan Road would be as open as possible to maintain visual continuity. The bridge design, materials, and colours would be compatible with local features, and high quality materials would be used. Feature lighting would allow passage below the motorway bridge to be as safe and as attractive as possible. Landscape planting would mitigate potential impacts on the setting of the Farme Cross Conservation Area.

Visual impact

5.49 The TRA expects the new motorway to have a major impact on the landscape and townscape through which it passes. The basic design philosophy has been to keep the road as low as possible in the landscape to reduce its impact, although parts of the route would be on embankments to avoid conflicts with existing transport routes or disturbance to contaminated land. There would be motorway bridges over the River Clyde at Auchenshuggle, Cambuslang Road, Farmeloan Road, the tracks and station platform at Rutherglen Station, Glasgow Road, and Polmadie Road. The section of the motorway in the vicinity of Aikenhead Road/Cathcart Road would be in a cutting, where Cathcart Road would be the only existing road that would cross over the new motorway. From this bridge, the motorway would rise westwards on an embankment, forming part of a sequence of embankments, bridges, and viaducts (approximately 1500m in total) linking to the M8 west of Kingston.

5.50 The analysis of visual impact has been based on an examination of the landscape character and resources along the route (see figure 10.1 and pages 124-129 of volume 1 of the Environmental Statement); the physical characteristics of the proposed works (especially where the motorway would be elevated); the zone of visual influence (ie, the corridor, of varying width, within which the motorway would be visible); and the location and sensitivity of visual receptors (eg residential properties) along the route. The method of assessment and the evaluation criteria used have been based on best professional practice design manuals. The position at each receptor has been assessed for the year of opening, and 15 years later, when the new planting along the route would be expected to become effective.

5.51 The motorway structures and landscape treatment would be designed to minimise visual impact. The overall project budget (2002 prices) includes £10-£13 million for landscape work within the boundary of the motorway land take (including planting on embankments, drainage lagoons, etc); expenditure on high quality cladding of retaining walls and feature lighting underneath bridges and viaducts; and about £1-£1.5 million on noise barriers. Additional landscape work on regenerated sites outwith the motorway route would not be covered by the motorway budget, but there are other sources of financial assistance for this work.

5.52 A computer generated visualisation and a series of photomontages have been prepared for the TRA, showing the expected appearance of the new motorway at various locations. Details of these studies are contained in Technical Annex G of the Environmental Statement (volume 2), and the Non Technical Summary provides a very convenient compact summary, including detailed maps showing the various environmental resources and the proposed construction works. The photomontages are to be found following page 148 of volume 1 of the full Environmental Statement. There are drawings and further pictures of the appearance of the main structures in document TRA/C/1 (Structures in the Landscape).

5.53 Table 11.5 of the Environmental Statement (volume 1, page 151) summarises the assessments of the various visual impacts that would be expected, both adverse and beneficial. In summary, at the opening year, significant adverse visual impacts are predicted for 32 locations/receptors, of which 11 are predicted to be slight, 13 moderate, and 8 substantial. By 15 years after opening, when landscape treatments are expected to become fully effective, the number of locations/receptors where there would continue to be adverse impacts is reduced to 19, of which 10 are expected to be slight, 5 moderate, and 4 remaining substantial. No beneficial impacts are expected at the opening year, but 3 locations are expected to derive a slight visual benefit by year 15.

5.54 Details of the receptors and the effects of the new motorway are recorded in table G4.1 following page G20 of Technical Annex G (Environmental Statement, volume 2). The locations where substantial adverse visual impacts are expected in the opening year are :

Receptors A4, A5, and A6 : Eglinton Street(N)/Wellcroft Place, Devon Street, and Eglinton Street(S)/Turriff Street: There would be close views of the elevated motorway, including retaining walls, the Eglinton viaduct, and a planted embankment, from a number of residential properties in these streets and from Eglinton Street itself. The overall height of the structures in view would be in the order of 10m, plus the motorway parapets, which would be up to 1.5m in height where the viaduct crosses the railway tracks.

Receptor C7 : Western Avenue, Rutherglen: The new motorway embankment and bridge over Glasgow Road would dominate the view from a residential area.

Receptor D2 : Victoria Street/Farmeloan Road (S): The motorway viaduct over the Rutherglen railway triangle would intrude into elevated panoramic views from 4 storey flats, obscuring views of Farme Cross and the east of the city, while retaining the higher more distant view to the Campsie Fells.

Receptor D3 : Farme Cross, including the terraces: The view south up Farmeloan Road to the new motorway embankment and bridge over Farmeloan Road would obstruct views of the Rutherglen tenements though the tower of the town hall would be likely to remain visible.

Receptor D5 : Housing in east Rutherglen : Views across railway to planted motorway embankments. Views of the east of the city are likely to be obscured though some distant views of the Campsies may remain.

Receptor E1 : River Clyde footpath : Views up and down river interrupted by M74 crossing.

5.55 The photomontages following page 148 of volume 1 of the Environmental Statement illustrate before and after images of the views from receptors D2, D5 and E1 above, while images in document TRA/C/1 (Structures in the Landscape) show the Port Eglinton viaduct (receptor A4); the embankment in front of the Devon Street housing (receptor A5); the viaduct at Rutherglen Station (though not as viewed from the flats); and the River Clyde bridge (although not the latest version). The other images in these documents show the Eglinton viaduct at West Street (receptor A3 : moderate adverse impact); the view north from St Andrew's Cross (receptor A7 ; moderate adverse impact); looking south from the Crown Street housing (receptor B1 : moderate adverse impact in year of opening improving to slight beneficial impact after 15 years when planting has become established); looking north from Toryglen Road (receptor C5: moderate adverse impact improving to slight adverse impact); and looking south along Glasgow Road towards Rutherglen (receptor C8 : moderate adverse impact, improving to slight adverse impact, though no image to demonstrate the latter).

5.56 The larger number of receptors where there is expected to be a moderate adverse impact are generally locations where the receptor is further away from the new motorway and/or the motorway structure would be less prominent.

5.57 In relation to the concerns of the Scottish Association for Public Transport, the proposed viaduct over Rutherglen Station has been carefully designed to take account of the effect on station users. The provision of feature lighting under the bridge will be considered. Where noise barriers are required, they will extend along bridges, and are likely to be made of transparent material to give a lighter visual effect.

5.58 At Polmadie Road, where the Logan Street Tenants and Residents Association has concerns about the elevation and visual intrusion of the motorway, the TRA considers that there is an overwhelming engineering and financial case for the motorway to pass over the road, due to the need to avoid disturbance of chromium wastes, and potential groundwater drainage and flooding problems. The adverse visual impact of the elevated motorway is predicted to be slight to moderate at the year of opening, but reduced to slight adverse or slight beneficial once the landscape planting has matured. To the east of Polmadie Road, the new Oatlands Master Plan indicates an area of woodland planting that would separate the new housing from the motorway.

5.59 The conclusion from the analysis of visual impacts is that significant visual impacts are predicted for the opening year for most parts of the new motorway, apart from the section in the cutting at Cathcart Road/Aikenhead Road. Although there would be some mitigation of impacts by year 15, it is concluded (on page 154 of volume 1 of the Environmental Statement) that "the scale of the works required to construct the M74 Completion is such that significant adverse impacts have been predicted on receptors throughout the corridor". There would be localised visual benefits once the planting has matured, where existing views of derelict land or industrial areas would be obscured. Work is continuing on developing detailed designs that would minimise local visual impacts.

Noise

5.60 The assessment of the noise impact of the proposed motorway has compared the predicted new traffic noise levels with the motorway with predicted noise levels without the motorway. Existing baseline noise levels have been measured at 34 locations along the route, chosen to represent all noise sensitive receptors. The baseline locations are shown in figures J3.1a-e in Technical Annex J of volume 2 of the Environmental statement.

5.61 The predicted noise levels have been calculated for 65 receptor locations, including most of those where baseline measurements were taken. The results are shown in table J5.4 of Technical Annex J, and in map form in figures J5.1a-e in the same technical annex. Predictions are given for 2020 for do minimum noise levels (ie taking account of traffic growth, but without the M74C), and then with the M74C scheme in place, and then with M74C scheme noise mitigation measures (see below) in place. All figures are in decibels (dB) for LA10,18 hours, and for the higher traffic growth scenario.

5.62 Existing noise levels were found to be high (generally above 70dB) at the western end of the route (Kingston - Tradeston - Eglinton) due to traffic noise; in the vicinity of Aikenhead Road and to the south of the proposed Polmadie junction (again due to traffic noise and also noise from trains and nearby industrial premises); in Rutherglen town centre (traffic noise and occasional trains); and on Cambuslang Road and in the vicinity of the Fullarton Road junction (again due to traffic noise).

5.63 Elsewhere, existing noise levels are generally medium (60-70 dB) or low (less than 60dB), notably in Govanhill, Oatlands, Toryglen, much of Rutherglen, and at Auchenshuggle, except near major roads. At Oatlands, existing traffic noise from Rutherglen Road is expected to be transferred southwards, towards the route of the new motorway, due to the proposed re-alignment of Rutherglen Road. This is not part of the M74C scheme, but an independent project included in the do minimum scenario.

5.64 The changes in traffic noise expected to result from the new motorway would arise along the route, and at various streets on the approaches to motorway junctions where there would be increased traffic. Noise at some other locations would be reduced, due to traffic relocating to the motorway. It should be noted that due to the characteristics of traffic noise, and the logarithmic basis of the decibel scale, quite considerable changes in traffic levels are required for differences in noise levels to become discernible. Noise increases of less than 3 dB (the limit of perceptibility) are regarded as slight; 3-5dB as moderate; and more than 5 dB as a major impact. Traffic noise would be more noticeable at night, when ambient levels are low . A substantial traffic reduction is required to achieve a reduction in noise, with a 5% traffic reduction corresponding to a 0.2 dB noise reduction, and a 20% traffic reduction required to achieve a reduction of 1 dB.

5.65 Where noise increases are predicted, mitigation measures are proposed, notably the installation of approximately 5 kilometres of noise barriers along the edge of the motorway carriageways and the use of low noise road surfacing. The barriers would be 2-2.5m in height, and would be expected to achieve noise reductions of up to 14 dB. Low noise road surfaces are expected to deliver reductions of at least 3 dB. The final predicted figures for noise impacts given below take account of these proposed mitigation measures.

5.66 The proposed locations of noise barriers are shown on figure J4.1 of Technical Annex J and in the Environmental Statement Non-Technical Summary. (Reporters' note : The M74 Completion Final Proposal public brochure does not show the full extent of the proposed noise barriers.)

5.67 The changes in predicted noise levels due to the introduction of the M74C scheme are shown in table J5.5 of technical annex J. At most locations, the differences in noise levels attributable to the new motorway would be slight (+ or - <3dB).

5.68 Perceptible increases (>3 dB) in noise would be expected at the following locations :

5.69 In summary, these impacts are regarded as moderate at :

• Queen and King Street, Rutherglen, and Burgh School (approximately 40 dwellings)
• Northern edge of Rutherglen (approximately 22 dwellings);
• Richmond Place, Rutherglen (approximately 100 dwellings);
• Farme Cross (approximately 22 dwellings);

and as major at:

• north Toryglen (approximately 110 dwellings + 20 storey tower block + adult education centre);
• the homeless peoples' shelter and residential properties in Dalbeth (Fullarton);

and with a positive benefit to :

• Rutherglen Main Street.

5.70 In some cases, those adversely affected may be able to apply for noise insulation grants, and for claims for loss of property value under the Land Compensation Act. Noise insulation grants would be available to the worst affected properties, where the motorway would result in noise levels in excess of 68 dB. This would be likely to amount to some tens of properties rather than hundreds, with expenditure of up to a few thousand pounds at each property.

5.71 There are no locations where the new motorway would be expected to result in perceptible decreases (>3 dB) in noise. Rutherglen Main Street would be expected to experience a reduction of 2.7 dB, affecting approximately 85 dwellings, and Maxwell Road, Laurieston, a decrease of 2.4 dB, affecting about 20 dwellings.

5.72 In the wider traffic study area, it is predicted that the transfer of traffic from main roads to motorways that would be facilitated by the M74C scheme would reduce traffic noise for some 3,000 people, approximately 2% of the 140,000 people in the wider study area who are annoyed by road traffic noise.

5.73 In relation to the objection from the Logan Street Tenants and Residents Association, seeking the provision of noise barriers to protect the new housing in the Oatlands area, the TRA notes that the original Environmental Assessment was based on existing noise receptors, and hence did not take account of the Oatlands proposals. The TRA has subsequently commissioned a special report (Oatlands Noise Assessment : document TRA/G/1). This assessment was based on the proposed new layout, with Rutherglen Road on a new alignment curving round the south side of the new housing, close to the motorway alignment.

5.74 The TRA considers that it is appropriate to include the new alignment of Rutherglen Road in the noise assessment, as much of the new housing cannot be built until the realignment has taken place. The new road is expected to be provided by 2020, the assessment year, and may well be built earlier. The TRA states that if it is not in place by the time that the M74C scheme opens, it would be necessary to pursue the compulsory purchase powers contained in the draft order to acquire land alongside Polmadie Road and the existing Rutherglen Road for road widening purposes. This would result in a delay to the Oatlands renewal project. The forecasts of noise levels have therefore been based on the realigned Rutherglen Road, and the volume of traffic that would be expected to use it, for the year 2020, with and without the M74C. The noise predictions are for various locations within the new community, and with and without 2.5m and 3m noise barriers in place along the northern side of the motorway.

5.75 The results are shown in the two maps contained in document TRA/G/1, the first for the LA10 18 hour analysis (4 existing receptors) and the second for the LAeq 16 hour analysis (daytime noise at 25 receptors within the new Oatlands layout).

5.76 The first set of figures (for existing receptors) shows that for 3 of the receptors in the western part of the Oatlands area, situated some 300+m from the motorway, the addition of the motorway traffic would add 0.4 dB or less to noise levels, with the addition of the noise barriers making very little difference to the situation. The fourth receptor is Richmond School on the west side of Logan Street, which is to be retained. There, the motorway is predicted to result in a 5.9 dB increase in the LA10 18hour noise level, reducing by 0.9 dB-1.2 dB if the noise barrier is in place.

5.77 The second set of figures (25 receptors within the proposed new layout) show that most locations within the main new housing area at Oatlands would be well screened from the realigned Rutherglen Road by intervening housing. These areas would experience moderate noise levels (mainly in the range 45-55 dB) without the M74C. The predicted increases due to the M74C scheme (no barrier) would be typically about 4 dB, and the M74C would be likely to be the main source of ambient noise, underlying noise from local traffic. These increased noise levels would not generally be high enough to require noise mitigation. The addition of the motorway noise barrier would provide some small reductions (between 1-4 dB), which would have a beneficial effect on open areas within the development.

5.78 The highest predicted noise levels under the do minimum scenario (69-70 dB) are along the realigned Rutherglen Road, attributable to the traffic on that road. Although these new residential facades would be closest to the motorway, they show the smallest increases due to the motorway (1-2 dB) as they abut the realigned Rutherglen Road, where the passing traffic would be expected to be the dominant source of noise, masking the noise from the motorway. The addition of motorway noise barriers would make little or no difference to the situation, as the realigned Rutherglen Road would be closer to the new houses than the motorway. A noise barrier may provide some subjective benefit because noise from the motorway would be likely to be more continuous than noise from the realigned Rutherglen Road and other local roads.

5.79 These predicted noise levels are such that noise protection measures would be required to achieve the standard set in PAN 56. The introduction of a noise barrier along the north side of the motorway would marginally reduce levels by up to 1.5 dB, but this would not avoid the need for further noise mitigation at these properties.

5.80 The situation would be somewhat different if the new Rutherglen Road is built with noise mitigation, such as barriers or low noise surfacing, as this would increase the effect of the noise from the M74C, but this has not been taken into account in the assessment.

5.81 The church on the west side of Polmadie Road is to be retained and converted to a community centre, abutting the realigned Rutherglen Road. It would experience similar noise levels to the new residential properties facing onto Rutherglen Road, and the description in the previous paragraphs applies.

5.82 The Oatlands Noise Assessment report makes it clear that night time noise has not been considered, as it is assumed that traffic flows will be much lower at night than during the day, and the average night time noise levels will be less significant than during the day. Night time traffic flows for Rutherglen Road and the M74C would be required to check this assumption. However national guidance on the assessment of traffic noise from new roads, contained in the Design Manual for Roads and Bridges, does not require the prediction of night time noise levels. The methodology requires noise to be assessed in terms of 18 hour L10 levels, as a large body of research shows that these are a good indicator of overall traffic noise disturbance. This is national guidance, and to depart from it would be to accept that all traffic noise assessments based on it are flawed.

5.83 Further to the east at Farme Cross, the Terrace Community Association is also concerned about the potential effects of noise. Here, a noise barrier is proposed along the north side of the motorway. This would be expected to achieve noise reductions of up to 8 dB, resulting in increases in the order of 3 dB at the receptors, which would not be regarded as significant.

Local air pollution

5.84 The overall and general effects of the new motorway on air pollution and climate change are reported in chapter 6 below, where details of the methodology can be found. The air pollution studies were carried out at two levels, one covering a wide area and the other looking at local effects along the corridor of the proposed motorway, including adjoining roads (Figure K6.3 in the ES).

5.85 Within the smaller local study area, road traffic emissions were used as inputs to a dispersion model capable of quantifying changes in concentrations within this more detailed study area, for direct comparison with existing air quality and air quality objectives. Nearest residential receptors were identified along the motorway route, as depicted in Figure 4.4 of the Environmental Statement. The dispersion modelling produced detailed and quantified predictions of changes in concentrations.

5.86 The detailed dispersion modelling for this evaluation was undertaken for 5 separate, but contiguous, areas along the length of the M74C. The ES displayed the results of these modelling exercises for each of these areas, in the form of contour plots of NO2 concentrations for the 'Do Minimum' and 'Do Something' scenarios in the year 2010.

5.87 The new motorway would be expected to contribute to higher NO2 concentrations at locations within 100m of the route, compared to current and predicted concentrations in the absence of the motorway. Table 5.1 of the ES (page K38) lists 231 properties within 100m, 119 residential, 87 industrial, 15 retail, 5 office, 4 community, and 1 recreation. The nature of the route is such that this would lead to relatively low increased human exposure, given the small number of residences affected. For residents within approximately 500m of the M74C, road traffic using the M74C would not affect air quality significantly and would comply with air quality objectives designed to protect human health.

5.88 The modelling has provided estimates of the concentrations at 20 locations, selected on the basis that they are the nearest locations to the new road at which members of the public are likely to be present and exposed over periods of time that are consistent with those used in defining the air quality objectives. The smallest practical unit of time in this respect is one hour. These modelling results are summarised in Table C1 of Appendix C of volume 1 of the ES. The residential site closest to the proposed motorway is at the junction of Eglinton Street and Devon Street, which is entered in the modelling process as a distance of 23m from the centre line of the road. At this point the annual average NO2 concentration in 2010 is estimated as being 39.3 µg m-3. Of this total, the contribution from the M74C traffic would be approximately 3 µg m-3. This would be the most affected receptor along the length of the new road. It was demonstrated in the ES (Table K4.5) that the higher concentrations would be at the western end of the route, and that all other receptors would experience lower concentrations.

5.89 The modelling exercise was extremely complex and the ES should be referred to for the detail. The annual average concentration of NO2 recorded in 1997 at the Glasgow City Centre site was 43.5 µg m-3. The prediction is that this value will have fallen to 33 µg m-3 in 2010. An initial and cursory inspection of some of the modelling results in the ES for locations next to the new motorway (Figure K4.5 or at pages K1-33-54) suggests that annual average concentrations of NO2 in some places would be in excess of 50 µg m-3. Concentrations as high as this would be well above the air quality objective value of 40 µg m-3. However, in practice, it is expected that concentrations would be much lower because of the allowance that needs to be made for the reduction in background concentrations between now and 2010 (as set out in K4.10 of the ES). Only in the area at the junction with the M8 is it predicted by the modelling process that annual average NO2 concentrations will be in excess of 40 µg m-3 and this is not primarily because of the new motorway but the influence of the higher concentrations in the city centre and the M8 traffic. These are not locations where the public will experience long term exposure.

Disruption during construction

5.90 The work for the Environmental Statement has included consideration of the impact of the scheme during construction. This is summarised in section 13 of volume 1 of the Environmental Statement, and illustrated in a series of maps 13.1a-13.1e, with some extra detail in Technical Appendix I in volume 2 of the Environmental Statement. The main matters considered were road closures and traffic diversions due to construction activities; construction traffic and its effects; and noise during construction work.

5.91 The effects on traffic flows on existing roads due to road closures and traffic diversions are summarised in table 13.2. This lists 23 locations where some disruption is expected, with disruption at most locations expected to last 2-3 months. However there are 10 locations (mainly major structures) where disruption is expected to last up to 6 months. At all locations, every effort will be made to minimise the delays to general traffic by the timing of the closures and diversions and careful management of the arrangements. Proposed diversion routes are shown on the maps. It is not predicted that drivers will divert onto other side roads that are less suitable for increased traffic.

5.92 The most severe disruption is expected on those roads which carry heavy volumes of traffic, and especially where the roads are already congested. This applies to the tie in of the viaducts at the west end of the M74C scheme to the existing running lanes of the M8 and the interventions west of Kingston (2-3 months at each location) where there would be additional congestion; and to the main surface roads : Eglinton Street, Cathcart Road, Polmadie Road, Glasgow Road, Farmeloan Road, Cambuslang Road, and Fullarton Road, where it is hoped that at least one lane in each direction can be maintained to limit disruption.

5.93 Table 13.3 in volume 1 of the Environmental Statement shows the predicted increases in construction HGV movements for various roads in the area, and the proposed access routes for this construction traffic are shown on the maps. These predictions are derived from estimates of quantities of materials to be shifted contained in table I2.2 (technical annex I in volume 2 of the Environmental Statement); the probable access routes to be used; and the duration of operations, leading to predicted additional trips per week, all explained in more detail in the appendix to the technical annex.

5.94 The approximate total number of HGV loads that are expected to be required would be about 213,000. Although these are described as "movements" in table I2.2, and "trips" in the appendix to the technical annex, it would appear that they are in fact loads, so that the number of vehicle trips and percentage increases predicted in the environmental statement (and recorded below) would be doubled, as it is assumed that there would be no backloading of materials to be removed from the site. However it is possible that some materials may be brought in by rail.

5.95 The predicted construction traffic figures are based on 18 hour flows., and show increases in total traffic flows due to construction work of less than 1% in all cases. The increases in HGV flows are predicted to be mainly in the range of 2%-3%, but with increases of 6%-10% in the worst situations. Although these increases are regarded as insignificant, it is accepted that the duration of the increased movements (up to 60 weeks) is likely to lead to some disruption of traffic, particularly during congested peak hour conditions.

5.96 Table I4.3 in the technical annex brings the information together to show the probable additional HGV movements along individual access roads on a daily basis. This takes account of all HGV trips to different working locations for different purposes, based on 5.5 day working week. The worst case results are as follows, and would be doubled if (as appears to be the case) the return trips have been omitted :

5.97 Sensitive receptors, principally residential properties and community uses, alongside the access routes to be used by construction traffic have been identified and are shown on the maps, notably at Rutherglen, Farme Cross, Caledonia Road, Cathcart Road, Pollokshaws Road, and Devon Street. Although significant environmental impacts are not predicted, due to the small relative increase in vehicle flows, the numbers and duration of movements are such that the increases would be noticeable to people in the sensitive receptors. In addition, pedestrians and cyclists who use these routes would be likely to experience a reduction in amenity.

5.98 The construction work would cross or affect railway routes at 4 locations. This would involve some night time line closures, but no disruptive possessions would be required. Construction work would also disrupt users of Rutherglen Station.

5.99 There would also be some interference with utilities, although this would be confined to areas where there are bridges and other structures, as most of the utilities are within existing streets.

5.100 Regarding noise during construction, estimates have been based on assumptions about what plant and equipment would be used, and are worst case predictions relating to the noisiest phases of the work and no mitigation measures. The predictions are shown in table J5.1-3 for the receptor locations shown in blue on the series of maps figure J5.1a-e in technical annex J in volume 2 of the Environmental Statement. The predictions have been assessed on the basis of a daytime criterion of 75 db and a night time criterion of 45 dB. The latter would be raised where ambient levels are higher. Levels in excess of 10 dB above these criteria are regarded as severe impacts.

5.101 The main impacts that are predicted during the construction work are as described below:

(a) A series of severe noise impacts would be expected in relation to the work on the main motorway structures, due to general works and driven steel piling (night time exceedances in the range 21-29 dB).

(b) Daytime exceedances are predicted to be much lower (mainly 1-7 dB, but up to 17 dB at one location).

(c) At each site, piling work would be expected to last 1-3 months, and general construction work 4-9 months, with noise levels varying from day to day. The majority of the work would take place during the hours 0800-1900 Monday-Friday and 0800-1300 on Saturdays. Piling and other potentially high noise activities would be restricted to these hours wherever possible.

(d) There would be liaison with the two local councils when work would be required outwith these hours. Night time work would be required mainly in connection with bridge construction and large concrete pours. The areas most likely to be affected would be Scotland Street (West Street viaduct); Queen Street (Rutherglen Station bridge); and near the Farmeloan Road bridge. Night working at each bridge site would be likely to be required approximately one night a week over a period of up to 3 months.

(e) Vibration from piling work for bridge structures may be perceptible up to 100m from the operations. The vibration levels are expected to be unlikely to cause annoyance or to reach levels that could risk damage to structures. Where there are vulnerable buildings within 50m of locations where percussive piling is required, a prior risk analysis will be undertaken.

(f) Increased flows of heavy goods vehicles on key access routes for import and export of construction materials.

5.102 Noise mitigation measures would include adherence to the code of good practice (BS 5228); temporary noise barriers; the location of noisy plant as far as possible from sensitive receptors; and proper maintenance and operation of plant. With these measures, the TRA considers that the majority of day time noise would be kept within acceptable levels. Where buildings are expected to qualify for noise insulation once the motorway is in operation, that insulation would be installed prior to the construction work.

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