The Scottish Government

A1

The description of the proposed motorway scheme and the setting into which it would be placed are as described in paragraphs 1.1 - 1.7 above, which are incorporated herein.

A2

The history of the project is as described in paragraphs 1.8 - 1.14 above, which are incorporated herein.

A3

The partnership agreement in respect of the M74C is as described in paragraph 1.15 above, which is incorporated herein.

A4

The legislative framework underpinning the Orders is as described in paragraphs 1.16 - 1.19 above, which are incorporated herein.

A5

The public consultation undertaken in respect of the M74C is as described in paragraph 1.20 above, which is incorporated herein.

B2

There is a policy commitment to complete the M74 motorway on the part of the Scottish Executive; Glasgow City, South Lanarkshire, and Renfrewshire Councils; and in the statutory development plan (see below), in order to complete a perceived gap in the strategic road network, and to alleviate congestion on the M8, and in particular on the Kingston Bridge.

B3

There is policy support for the proposed motorway on the part of various economic development agencies, and to maximise the local benefits of the new road.

B4

There is also widespread policy support for improvements to public transport, including a high level commitment by the Scottish Executive that by the year 2006, 70% of transport expenditure should be for public transport; and to improve social, economic, and environmental conditions for local communities.

B5

There is widespread policy support for sustainable development and sustainable solutions to problems, including transport and traffic.

B6

There are numerous proposals for new economic development which would be expected to benefit from improved accessibility due to the new road.

B7

There is widespread policy support for promoting social inclusion, and to assist disadvantaged communities, including those without the use of cars.

B8

There are policies to reduce the amount of travel in road vehicles (to return to 2001 levels by 2021); to reduce the use of trunk roads for short local journeys; and to make better use of road space through management.

B9

There are policies to give higher priority to walking and cycling.

B10

The statutory development plan for the M74 Completion corridor comprises the Glasgow and the Clyde Valley Joint Structure Plan (approved 2002), the Glasgow City Local Plan (adopted 2003) , and the Cambuslang/Rutherglen Local Plan (adopted 2002). Thus there is up to date structure and local plan coverage for the area.

B11

All 3 plans give explicit support to the M74 Completion project, and the proposed route is safeguarded in the two local plan Proposals Maps. The current proposed route for the new motorway generally conforms to the safeguarded routes, except for the northward deviation to avoid the Polmadie rail maintenance facility

B12

All 3 plans promote the improvement of the local economy and the regeneration and re-use of brownfield vacant and derelict land. The M74 completion scheme is expected to make an important contribution to meeting these objectives.

B13

All 3 plans recognise the importance of completing the strategic road network, to improve accessibility, ease congestion on the M8, and improve local conditions.

C17

The existing road network in the vicinity of Glasgow city centre suffers from severe traffic congestion during peak periods, notably on the M8 west of the city centre (junctions 18-19); on the M8 westbound approach to the Townhead junction during the morning peak; on the M77 northbound approach to the M8 during the morning peak; on major radial routes such as Edinburgh Road, Tollcross Road, Duke Street, Rutherglen Road, Glasgow Road, and Cambuslang Road; and on the surface streets leading to motorway access points. Congestion can last up to 2-3 hours, and extend for 4-7 kilometres, even without an incident.

C18

The M74C would reduce the loss of time due to traffic congestion, and road accidents, within a context of increasing traffic flows.

C19

Traffic predictions for 2010 and 2020, based on assumed traffic growth, indicate increased use of the trunk road network for long distance commuter trips, leading to a generally more congested network, even with the extra capacity of the M74C, with much of the road network in the M74C corridor operating close to capacity for long periods of the day.

C20

The CSTCS (document TRA/A/16 and JAG/7) recommends various measures to "lock in" the benefit of road improvements, notably congestion charging, high occupancy lanes, trunk road tolls and ramp metering, but recognises that some of these measures are very unlikely to be publicly and politically acceptable.

C21

Evidence from continental cities indicates that effective integrated public transport with attractive fares can result in much higher levels of rail usage than Scotland, even where car ownership levels are higher.

C22

The M74 would reduce traffic levels on various surface streets (see chapter 4), notably Rutherglen Main Street, Cambuslang Road, Dalmarnock Road, and Calder street. These reductions would be in the order of 9-24%. This would make these streets more pleasant and safer for other users and adjacent occupiers, and would allow more space to be devoted to pedestrians, cyclists, local deliveries, and bus lanes. Improvements of this kind are already taking place, but there would be likely to be continuing and worsening traffic congestion on the general traffic road space if the M74C does not proceed.

C24

It is evident that constructing sections of the new road below ground level would involve much more expensive engineering work and, in some places, more disturbance of contaminated land; but would reduce the impacts of visual intrusion, noise, and severance.

D2

The work on the CSTCS M74 Corridor, although more strategic and less focussed on the effects of the M74C, provides a useful overview of the wider context of the probable traffic effects. The description of the findings and conclusions of the corridor study contained in paragraphs 2.23-2.32 above are incorporated here.

D3

The introduction of the M74C scheme would be likely to ease severe existing peak hour congestion on the section of the M8 to the west of Baillieston and to the west of the M80, and to a lesser extent on the Kingston Bridge.

D4

It is not suggested that peak hour congestion on the city centre section of the M8 (between junctions 15 and 19) would be eliminated. No traffic predictions are available for this section, but there are only 2 through lanes in each direction, and queuing would remain here (and in various other locations) according to the predictions contained in CSTCS.

D5

The reductions in journey times across and through Glasgow (in the order of 5-10 minutes at peak times) would be of benefit to drivers and businesses.

D6

The introduction of the M74C scheme would be likely to ease severe existing peak hour congestion on the braided eastbound lanes on the southwest approach to the Kingston Bridge.

D7

The provision of two motorways serving the east side of Glasgow would allow traffic to be diverted between them (by means of the driver information system) in the event of severe temporary congestion caused by roadworks, accident, or vehicle breakdown.

D8

These reductions in traffic congestion would contribute to the Scottish Executive's vision for 2021 that road traffic on all parts of the network will be flowing smoothly without congestion. However congestion would not be eliminated, and the position would deteriorate if traffic levels are not curbed, or continuing traffic growth is not matched by corresponding increases in capacity.

D9

The completion scheme itself would generate a 1.5-2.5% increase in vehicle trips in the Glasgow area, leading to an increase of about 5% in vehicle kilometres.

D10

The transfer of westbound trips from the M80/M8 to the M73/M74 would be likely to lead to congestion on the westbound approach to the M74C from the east at the Fullarton junction from the year of opening, becoming progressively worse due to general traffic growth.

D11

In theory, this queue could be as long as 1800m (about one mile) spread across all 3 lanes. However in practice it would probably be less, as drivers would seek to avoid it by changing route (including reverting to the local street network), changing time, changing destination, or changing their mode of travel.

D12

Congestion on the eastbound approach to the M74C from the west would be largely restrained to the local roads approaching this part of the motorway system.

D13

Due to capacity limitations on the eastern approach and in the vicinity of the western approach, the M74C itself would have adequate capacity to carry the traffic flows that are predicted to reach it.

D14

The section of the M8 between the M74/M8 and M8/M77 interchanges would require additional running lanes, to be provided by converting sections of the hard shoulders.

D15

Although some emergency lay-bys may be provided as a substitute for the hard shoulders, it is likely that the absence of hard shoulders would exacerbate congestion occurring in this location due to accidents, vehicle breakdowns, and roadworks.

D16

Traffic flows would increase on various streets serving the motorway junctions, although this would be offset to some extent by reductions in existing through traffic that has transferred to the motorway at other locations. The roads affected by these increases would be Cambuslang Road (in part), Polmadie Road, and Aikenhead Road. (For predicted figures, see paragraph 4.11 above. The environmental implications of these increases are described and discussed in other chapters that follow.)

D17

Various streets in the Dumbreck and Kingston areas would also experience traffic increases. Those at Kingston are partly due to traffic using the surface streets to pass between the M74 and the Kingston Bridge and other Clyde bridges because of the absence of direct connections between the M74 and the Kingston Bridge. About 20-27% of traffic at the western end of the Completion scheme is predicted to leave or join the motorway at the Kingston ramps.

D18

Traffic flows would be expected to decrease on various main roads parallel to the new motorway route that currently carry heavy commuter and other traffic, due to the transfer of trips to the new road. The roads that would benefit most from these reductions are expected to be Dalmarnock Road, Cambuslang Road (in part), Main Street Rutherglen, and Calder Street (for predicted figures, see paragraph 4.18 above).

D19

Where traffic is reduced on main roads, it would allow more space to be devoted to bus lanes, cycle lanes, pedestrians, and safer road crossing facilities, to the benefit of local residents and other road users. Some of these improvements are intended with or without the M74C scheme.

D20

There would also be road safety and environmental benefits where there are traffic reductions, in terms of noise and air emission reductions.

D21

The completion scheme would be likely to lead to approximately 760-975 fewer road accidents across the network during the 20 year period following the opening of the road.

D22

If the M74C is not built, the congestion on the M80, M8, and M77 is likely to become worse than if the completion scheme is built, due to continuing traffic growth, but the congestion on the westbound approach to the M74 Fullarton junction would be less, as traffic would remain on the M80/M8 routes towards the city centre.

D23

Congestion and environmental intrusion on the streets benefiting from reduced traffic if the completion scheme is built would also become worse if it is not built, as existing traffic would be retained, and levels would increase due to traffic growth.

D24

As some of these surface routes already carry bus lanes, or are intended to have them irrespective of whether the M74 Completion is built, traffic congestion would be exacerbated if the completion scheme is not built, as general traffic would be confined to a reduced road area. The probable driver responses to this increasing congestion would be a combination of re-routing (possibly along local rat runs); re-timing; and possibly modal shift to the improved public transport services.

D25

The absence of direct motorway links between the M74C and the Kingston Bridge means that traffic wishing to pass between the city centre/west end and the M74C would have to use surface streets. This would lead to longer journeys and more adverse environmental effects (airborne emissions, noise).

D26

The provision of direct motorway links between the M74 and the Kingston Bridge, as advocated by Mr George Baillie, would involve extra construction costs (in the order of £10-£20 million) and probably some extra land acquisition. No traffic analysis has been made available to the inquiry, but it is evident that direct connections would increase traffic levels on the Kingston Bridge (compared with not having direct connections) with a corresponding reduction of traffic using the surface network to cross the Clyde on the other bridges. The direct connections would also be likely to attract more traffic with origins or destinations north of the river to use the M74C in preference to other routes, and probably to greater use of the M74C for commuter trips.

E1

The general alignment of the new motorway, land uses along the route, and the land use context of the wider motorway corridor are described in paragraphs 1.1-1.7. Much greater detail is given in the Environmental Statement, notably technical annexes B, E, and H (Land Use and Property, Ecology and Nature Conservation, and Cultural Heritage). The properties directly affected are as listed at paragraph 5.21 above.

E2

The new motorway would result in a net reduction of about 9ha of natural and semi-natural habitats along the route.

E3

Existing watercourses crossing the motorway route are mainly already in culverts, and these culverts would be extended to pass under the motorway.

E4

Surface run-off from the motorway would pass to SUDS retention ponds, before discharge to the River Clyde.

E5

Surface run-off from the motorway would be expected to increase the volume of a 1 in 10 year flood event on the River Clyde by approximately 1%.

E6

The new motorway would pass close to residential communities at Rutherglen, Farme Cross, north Toryglen, and Govanhill, and through a mixed use area at Eglinton Street where there are residential uses.

E7

The new motorway would add to community severance on the section between Cambuslang Road and Polmadie Road, despite proximity to the west coast main rail line, as it would increase the width of the corridor occupied by transport uses to 200-300m, and due to the visual obstruction of the motorway embankments, and community concerns about passing under the motorway bridges on foot and by bicycle. Substantial severance is predicted for pedestrians and cyclists passing through the 3 motorway junctions, and slight/moderate severance at other places where community routes would pass below motorway bridges and viaducts.

E8

The motorway would require the demolition of 4 listed buildings, all category B, as described in paragraph 5.33 above. Other listed buildings would be retained in close proximity to the route, as described in paragraph 5.34 above.

E9

The overall adverse effects on cultural heritage sites predicted to result from the construction of the motorway are as described in paragraphs 5.35-5.39 above: 3 severe adverse; 9 major adverse; 49 moderate adverse; and others minor.

E10

The new motorway is predicted to have a major visual impact on the landscape and townscape through which it would pass.

E11

Although the design philosophy has been to keep the road as low as possible, some 5500m of the route (approximately 70% of the total) would be elevated on embankments, bridges, and viaducts.

E12

Adverse visual impacts predicted for the opening year are as summarised in paragraph 5.53 above : 11 slight; 13 moderate; and 8 substantial. These would reduce to 10 slight, 5 moderate, and 4 substantial 15 years after opening, due to landscape planting becoming effective.

E13

The new motorway embankment would be located about 100m from the residential terraces of the Farme Cross Conservation Area, with the nearest point of the motorway carriageway at a distance of about 130m.

E14

The carriageway or slip roads of the new motorway would be within about 100-150m of residential areas on the north side of Rutherglen between Cambuslang Road and Glasgow Road, a distance of approximately 1500m. This area is occupied by two storey houses to the east, and predominantly 4 storey flats in the centre and west. The facades facing the motorway route in the vicinity of Rutherglen town centre are mainly renovated traditional sandstone tenements.

E15

The motorway viaduct passing over Rutherglen Station would introduce a major engineering structure above the station platform, cutting out daylight and bringing traffic noise, although it would provide shelter from rain and perhaps a degree of interest for those awaiting trains.

E17

Adverse noise impacts are predicted to be moderate at 4 locations, totalling some 180 dwellings; and major at two locations, totalling some 200 dwellings.

E18

The predicted traffic reductions on Rutherglen Main Street (13-22%) would not result in a perceptible reduction in traffic noise, as they are expected to be below 3 dB, the lower limit of perceptibility.

E19

The River Clyde walkway and cycleway near Auchenshuggle woodland has not been treated as a receptor in the noise assessment, so no quantitative figures are available. However this semi-rural area remote from main roads is likely to have low or moderate ambient noise levels, so that the noise of motorway traffic crossing the new elevated bridge over the river would be likely to be a very noticeable intrusion.

E20

The Oatlands project is an important regeneration scheme intended to provide improved residential conditions in this area.

E21

At Oatlands/Polmadie, the elevated motorway would be expected to have a slight to moderate adverse visual impact in the year of opening, reducing to slight adverse/slight beneficial after 15 years.

E22

In assessing the noise impacts of the motorway in the Oatlands area, it is appropriate to take account of the re-aligned Rutherglen Road in the environmental assessment, as it is an essential and integral element of the Oatlands redevelopment that would affect the local environment, even if the M74 Completion is not built.

E23

The realigned Rutherglen Road would be an important source of noise affecting the new dwellings along the southern perimeter of the new development.

E24

The motorway is predicted to add to ambient traffic noise in the Oatlands area, to the extent described in paragraphs 5.76-5.79 above.

E25

Although not strictly necessary for noise mitigation purposes, the addition of a noise barrier along the north side of the motorway in the Oatlands section, including the motorway bridge over Polmadie Road, and possibly including the slip roads on the north side of the Polmadie Road motorway junction, would have a beneficial effect on residents of the new houses, by reducing ambient levels within the development and providing subjective relief, especially in the early years before intervening planting reaches maturity.

E26

The noise assessment for Oatlands carried out on behalf of the TRA conforms to national guidance on the assessment of traffic noise from new roads. However it does not provide any quantitative assessment of night time noise levels, as recommended in PAN56.

E27

Placing the Polmadie section of the motorway at ground level, with Polmadie Road crossing over rather than under the motorway, would incur extra engineering costs due to the additional work required to cope with ground contamination, drainage/flooding, and underground services.

E29

The new road would be expected to increase local air pollution levels compared with the future situation without the new road, with the highest concentrations being found at the western end of the route.

E30

The net result of these changes would not exceed the recommended standard of 40µg 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.

E31

There would be disruption of road traffic, including motorway traffic, where M74 construction activities would require road closures and diversions. The worst affected locations are those where construction work will last for longer periods (up to 6 months) or affect roads carrying heavy traffic flows and subject to peak hour congestion.

E32

Construction traffic is predicted to require approximately 213,000 HGV loads, causing noticeable increases on some routes, and some loss of amenity where sensitive receptors are close to routes that would carry increased flows for long periods, eg Cambuslang Road where there would be around 131 additional HGV movements per day for nearly a year. These figures would be doubled if (as appears to be the case) the return journeys have been omitted from the calculations (see paragraph 5.94 above).

E33

There would be some night time rail track possessions to allow major structural work to take place.

E34

The noise assessments for the construction work are based on worst case scenarios with no mitigation. Mitigation measures should improve some of the noise impacts.

E35

Where necessary, and unlike the operational traffic noise assessment, the assessment of construction noise is based on a more stringent standard for noise at night.

E36

Night working on major bridge and viaduct structures is likely to be required, for approximately one night per week over a period of up to 3 months at each bridge location.

E37

Piling and general construction work on major structures at night is predicted to result in noise exceedances in the range 21-29 dB. As an increase of 10 dB is regarded as a severe impact, these much higher levels must be regarded as very severe.

E38

Day time working would take place on 5.5 days per week, 11 hours per day.

E39

Day time noise is likely to last 4-9 months at each site, with piling work lasting 1-3 months. Day time exceedances are predicted to be mainly 1-7 dB, but up to 17 dB at one location. These would give rise to some moderate impacts.

E40

Vibration from piling may be perceptible up to 100m from the operations. Though this would be unlikely to affect the integrity of sound buildings, there could be risk to older or unsound buildings, and noticeable vibration could be a source of concern to property owners and occupiers.

E41

Noise mitigation measures would reduce some of these impacts, but will in some cases depend on vigilant adherence to good practice.

E42

Construction work would increase the difficulties for pedestrians and cyclists passing across the motorway route on existing streets, and would increase community severance further than that predicted for the operational phase (see findings above).

Location

Community Severance

Visual impact

Traffic noise

Noise during construction

daytime

Kingston

Eglinton/Pollokshaws Road

moderate
(at night)

substantial

moderate/severe

Oatlands/Polmadie

substantial

slight/ moderate
(slight by year15)

north Toryglen

moderate
(slight by year15)

Rutherglen

moderate
(at night)

substantial

moderate

moderate

severe

west/central

Farme Cross

moderate
(at night)

substantial

moderate

Rutherglen east

substantial

substantial

moderate

River Clyde Crossing

Fullarton

substantial

F1

Air quality standards and guidelines, current and proposed are as described in paragraphs 6.4 - 6.6 above, which are incorporated herein.

F2

The principal pollutants and their current and predicted levels are as described in paragraphs 6.8 - 6.18 above, which are incorporated herein.

F3

An air quality assessment impact study has been carried out for the M74C.

F4

The methodology for the study is as described in Chapter 15 of the ES and in Technical Annex K1 and Appendix K1, all of which are incorporated herein.

F5

The methodology is summarised in paragraphs 6.1-6.3, 6.19-6.23, and paragraphs 6.30- 6.31 above, which are incorporated herein.

F6

In assessing the impact of a road scheme, most emission forecasts use traffic forecasts, because emissions of pollutants are directly related to vehicle use.

F7

The results of the study are not disputed, the challenge being limited to interpretation of the results e.g. percentage increases in certain pollutants.

F8

The results are based on two spatial areas, namely, a Wider Study Area and a Detailed Study Area.

F9

The two spatial areas are as described in paragraphs 6.21-6.22 above, which are incorporated herein.

F10

The pollutants of concern are NO2 and PM10. All other pollutants are within the objectives and guidelines. (K31)

F11

Traffic related pollution decays rapidly with distance from the road. (K47) Air quality impact is only effective within 200m of the motorway.

F12

Both spatial areas are based on predicted changes in traffic flows on road links greater than 10% brought about by the M74C. (K41/2)

The Wider Study Area relates to properties within 200m of a road link, the measurement being from the centre of the road link. (K47) In this area, the majority of properties are predicted to experience an improvement or no change in NO2 concentrations, while a large number of properties are expected to experience a reduction in roadside PM10 concentrations as a result of the M74C.(Table 15.1 ES p.206) More residential properties are expected to benefit (46%) than to suffer (25%), while the balance are unaffected. This arises from the relocation of traffic from local roads to the strategic road network.

F14

In the Wider Study Area, the M74C is predicted to give 12% and 0.4% reductions in the number of properties exceeding NO2 and PM10 objectives respectively in 2010. (table 15.2)

F15

In the Detailed Study Area, the greatest impact on NO2 concentrations are expected to occur at the eastern end of the M74C, on the new motorway itself. (ES p.207) Within 100m of the M74C, slight increases in concentrations of NO2 and PM10 are predicted.

F16

Within 100m of the M74C, there are 119 residential properties, 87 industrial, 15 retail, 5 office, 4 community, and 1 recreational property. (K38)

F17

In the Detailed Study Area, total maximum annual NO2 concentrations at the most affected receptor i.e. Eglinton Street for 2010 are estimated at 39.3µg m-3, just under the assessment criterion of 40µg m-3. Short term NO2 concentrations are also predicted to fall below the criterion. (ES p.207)

F18

In the Detailed Study Area, maximum incremental concentrations of PM10 at the most affected receptor are predicted to be 1.1µg m-3 as an annual average and 3.8µg m-3 as a 24 hour average, compared with present background concentrations of 27 and 64.5 µg m-3 respectively.(ES p.207)

F19

In the Detailed Study Area, further modelling at a greater spatial scale indicated that NO2 concentrations in 2010 would exceed the 40µg m-3 criterion in the vicinity of the Kingston Bridge. All other sections of the area would be below the criterion in that year. Long term average NO2 concentrations on and within 100m of the M74C and at the west end closest to the city centre may be just above or below the criterion, given the uncertainties inherent in the modelling exercise.(ES p208) Air quality objectives are likely to be met except at the Kingston Bridge end of the M74C, where the effect of the M8 itself, coupled with the high level of city centre pollution, and not the M74C, may result in the threshold being exceeded. (K63)

F20

Table 15.3 of the ES (page 208) predicts a significant decrease in emissions of CO, THC, NOx, and PM10 from the Base 2001 to Do Minimum 2010. Do Minimum CO2 (2010) shows a marginal decrease on Base 2001 (-11,600 tonnes/year, = 0.5%) The introduction of the M74C is predicted to increase emissions of CO2, NOx and PM10, while emissions of CO and THC show a decrease. The increase in CO2 emissions attributable to the motorway is predicted to be 86,600 tonnes/year, or 3.8%.

F21

The same table shows that for the year 2020, the Do Minimum predicted figure is 2,366,800, an increase of 96,800 tonnes/year above the Base 2001 figure (4.3%), while the Do Something 2020 figure is 2,501,600, an increase of 134,800 tonnes/year (5.7%) due to the introduction of the M74C. These figures reflect the higher traffic levels that are predicted, and the additional effect resulting from the introduction of the new motorway.

F22

The Scottish Climate Change Programme (2000) seeks to reduce greenhouse gas emissions in Scotland to help deliver the UK contribution to the Kyoto Agreement to reduce 1990 emissions by 12.5% by 2008-2012. (ES page 209) The Do Minimum prediction for 2010 (see above) would be lower than the 2001 Base, while the introduction of the new motorway would result in the higher levels and percentage increases noted above, both for 2010 and 2020.

F23

Improvements in air quality for the benefit of all, and those with respiratory problems in particular, are an important part of government policy.

F24

An overall improvement in air quality within the AQMA covering the city centre, along with a decrease in the number of non-compliant properties in the AQMA, is predicted. Properties on the M8 northern flank should also benefit.

F25

The assessment study is based on a "high growth" scenario and no account is taken of any possible traffic reduction interventions. Should growth be lower and/or traffic reduction measures introduced, the impact on air quality would be less.

F26

There appears to be no proven link between new road construction schemes and the incidence of asthma.

G2

For the GI, the route was divided into 5 sections, with 29 sub-area sites where contamination was understood to be present, as described at paragraph 7.2.1 of the ES.

G3

The number of boreholes and other tests carried out in the fieldwork of the main GI are described at paragraph 7.3 above.

G4

The GI indicates no particular difficulties on geological, hydro-geological, and mining issues.

G5

The contamination studies have been based on a site by site risk assessment in accordance with the guidance in paragraphs 21-23 of PAN 33.

G6

The challenge to the contamination evidence did not extend to the technical data but was limited to practicalities such as health risks, costs, noise from piling operations, and the like.

G7

The key contamination problems are as described at paragraphs 7.17 above.

G8

The receptors at significant risk are as described at paragraph 7.18 above.

G9

The remedial options are as described at paragraph 7.20 above.

G10

The broad remediation strategy proposed is to bury the contaminated materials (largely chromium waste) beneath the embankments and elevated structures which will carry the road surface, with a range of other remediation options (TRA/I/3) for contamination which cannot be treated by this method.

G11

Containment is a long established and accepted method of remediation and is one of the methods of site restoration described in Annex 1 of PAN 33.

G12

Paragraphs 18-20 of PAN33 confirm the "suitable for use" approach as forming part of national guidance.

G13

Paragraph 19(iii) of PAN33 identifies one of the elements of the "suitable for use" approach as "limiting requirements for remediation to the work necessary to prevent unacceptable risks to human health or the environment in relation to the current use or future use of the land …..".

G14

The route of the M74C has been selected using the GI data to optimise the best value for money option on all issues, including the treatment of contaminated land.

G15

The EMS and the GI studies are of an ongoing nature, the intention being to reduce the risk of exposure during the construction and operational phases of the road.

G16

Given the length of the M74C and the extensive contamination, the estimated costs for earth works, piling, and stabilisation do not appear disproportionate.

G17

The remediation works do not involve any exceptional or unique engineering works.

H1

The methodology for the Simmonds Report is as summarised at paragraphs 8.3-8.6 above.

H2

The Reference Case in the Simmonds report shows an increase in total employment for Scotland of 298,000 between 2005 and 2030 (Table 6-1 p.15), with Glasgow and the Clyde Valley making up about half of this total.

H3

The Simmonds report predicts an increase of 20,000 jobs in Glasgow and the Clyde Valley by 2030 directly attributable to the additional competitiveness for some areas conferred by the M74C. The main beneficiaries would be Glasgow (+11,000) and Renfrewshire (+4,000), with smaller benefits for East Renfrewshire and South Lanarkshire (around 3000 each), North Lanarkshire (about +1500 jobs) and East Dunbartonshire (+500).

H4

Given the use of a fixed economic forecast for Scotland as a whole, these would not be new jobs for Scotland, but transfers of predicted new jobs from elsewhere in Scotland. These job transfers would be at the expense of the Forth (-8000) and Ayrshire (-3000) areas, and North Scotland (-2000), and within the Glasgow and the Clyde Valley area, from West Dunbartonshire (-500) and Inverclyde (-1200).

H5

Some of the additional jobs are predicted to be located in Assisted Areas in Glasgow and Renfrewshire, and some will be drawn from existing Assisted Areas elsewhere.

H6

As a result of this transfer of jobs, the Simmonds report predicts an additional 14,000 residents in Glasgow and the Clyde Valley by 2030, contributing to the area economy.

H7

The scope of the Ekos report is as summarised at paragraph 8.17 above.

H8

The Ekos report predicts an additional 25,000 jobs (gross) directly attributable to the M74C over the period up to 2030. This study is based on area forecasts of employment demand, and the potential supply capacity of prospective development sites. Assumptions are made as to what proportion of the predicted growth can be attributed to the completion of the M74, as a key factor leading to the successful regeneration and redevelopment of sites.

H9

On the demand side, table 4.6 of the Ekos report indicates an annual growth in jobs of the order of 10,000 between 1995 and 2002. Figures show increasing demand in service sector activities, continuing decline in manufacturing, and a move towards science and technology activities. (Ekos report, pages 25 - 27)

H10

On the supply side, table 4.2 of the Ekos report identifies strategic development sites in the west of Scotland capable of providing 2.3 million m ² of business space, with a potential capacity of 95,000 jobs (table 4.4) over the next 20 years. There appears to be a lack of information on the extent of contamination on a number of the sites.

H11

The range of employment forecasts reviewed in the Ekos report at tables 4.7, 4.8, and 4.9 demonstrate the wide differences between various forecasts of essentially the same or related matters.

H12

Objectors' criticisms of the Simmonds report include limited consideration of land use and transport elsewhere than central Scotland; failure to take account of issues such as business failures and the costs associated with pollution and congestion; and over simplistic assumptions.

H13

Objectors criticise the Ekos report as simply listing land availability and failing to address issues such as likely uptake, demand and displacement.

H14

Objectors doubt the validity of predicted jobs growth in both reports and, without providing alternative figures, suggest that the M74C might have a negative impact on employment prospects due to the 2 way road effect, and the fact that local labour may not be suitable for the new jobs created.

H15

The GCVSP identifies 1,245 ha of marketable business and industrial land in the plan area, with past take up rates of 60 ha per annum and projected rates of 69.5 ha until 2010 and 75 ha from 2010 to 2020.

H16

There is approximately 114 ha of land available for industrial or business use within 1.5km of the M74C, excluding Cambuslang Investment Park.

H17

Paragraphs 11 and 12 of the SACTRA report summary (August 1999; document JAG15) state that : empirical evidence of the linkage between road improvements and economic growth is " weak and disputed";

none of the claimed effects can be guaranteed;

" any contribution to the sustainable rate of economic growth of a mature economy, with well developed transport systems, is likely to be modest."

results of studies of the economic impact of completed transport projects " do not offer convincing general evidence of the size, nature or direction of local economic impacts"; and that

" Our studies underline the conclusion that generalisations about the effects of transport on the economy are subject to strong dependence on specific local circumstances and conditions."

H18

In the light of these warnings, the forecasts contained in the Simmonds and Ekos reports relating to the creation of jobs in the west of Scotland directly attributable to the construction of the M74C must be treated with caution, especially as they cover a long period and there are internal inconsistencies.

H19

Given the express limitations and caveats in both the Simmonds and Ekos reports, the wide variations in forecasts, the lack of a robust causal effect between new transport projects and economic growth highlighted in the SACTRA report, a precautionary approach to assessing the impact of the M74C in terms of economic development and regeneration is advisable.

H20

In the context of all the evidence and caveats noted above, it would appear that the most optimistic estimate of additional jobs in the west of Scotland area directly attributable to the M74C would be the figure of 25,000 (for 2030) contained in the Ekos report. However the figure of 20,000 contained in the Simmonds report would consist largely of transfers of potential new jobs from other areas of Scotland. Thus, on the basis of these two reports, the net additional jobs for Scotland due to the motorway would be 5,000 at the most. Given the uncertainties of forecasting over such a long period, the numerous other factors at work, and the cautionary approach commended in the SACTRA report, the figure seems likely to be lower, rather than higher. The figure then requires to be offset by potential losses of jobs from existing businesses along the motorway route who may fail to survive the relocation process, or deciding to relocate outwith the west of Scotland or even outwith Scotland.

H21

Economic activity rates are low in the M74C corridor.

H22

The perception of better transport links could enhance the attractiveness of the area to potential developers, leading to increased economic activity rates.

H23

The M74C is regarded as critical to Scottish Enterprise funding of projects including the Clyde Waterfront, Clyde Gateway and the EERR.

H24

The long history of the M74C has sterilised a considerable area of land, generally former heavy industrial land, along the route corridor, a situation made worse by the possible presence of contamination.

H25

Apart from contamination, a further development constraint in this corridor may be the lack of infrastructure.

H26

The M74C could act as a catalyst for the regeneration of such land. Alternatively, the land could be released for development by abandoning the motorway proposal (removing the blight) and by providing alternative access arrangements where required.

H27

Industrial land unaffected by ground conditions along the corridor, at the Clyde Waterfront along to the airport and beyond, may well benefit in the early years following construction, through improved road links, reliability on the network, and reduced journey times.

H28

In the absence of traffic reduction measures, benefits to the economy would be progressively eroded by traffic growth.

H29

The M74C would benefit businesses to the west of Kingston Bridge by providing an improved transport link, but would increase congestion at the Erskine Bridge, giving less benefit to West Dunbartonshire and Inverclyde.

H30

Households increasingly adjust to workplace change by changing commuting habits rather than their place of residence.

H31

The SIAS traffic modelling indicates that improvements to the motorway and trunk road network would facilitate more long distance commuting.

H32

The 2 way road effect described in the SACTRA report (JAG15) could act as a disbenefit in that businesses may choose to locate outside the Glasgow area due to the increased accessibility to it afforded by the extended motorway. In addition, jobs created locally may be taken by long distance inward commuters.

H33

While easing a genuine bottleneck on a trunk route may promote economic growth, the purpose of the M74C is to complete a major new radial motorway into Glasgow from the southeast.

H34

Car ownership rates in the M74C corridor are low with the result that the new motorway would do little to assist those currently excluded from the mainstream economy due to the lack of personal transport.

H35

The M74C would improve vehicular access to and from Glasgow Airport from the south east of Glasgow and from the north east by reducing M8 congestion.

H36

The proposed rail access to Glasgow Airport should provide a more reliable mode of access to the airport, serving a wide catchment area through the rail network.

H37

The TRA estimated that 189 businesses would be directly affected along the route of the new motorway, affecting about 2,800 employees. However the employment estimate was prepared without inquiry being made of the businesses themselves and must be viewed with caution. The Morris furniture factory alone has some 500 employees.

H38

The TRA assumed that all businesses affected would relocate. No account appears to have been taken of the possibility of businesses choosing or being forced to cease trading, or choosing to relocate outwith the area.

H39

There must be doubt as to the prospect of successful relocation of a number of these businesses within the TRA timescale for commencement of construction. It is noted that the TRA is prepared to enter sites even where the occupying business has not yet relocated. (see paragraph 9.27 above)

H40

Given the number of businesses affected along the route, the jobs involved, and the services that some of them provide to other components of the Scottish economy, the disruption, relocation or cessation of trading would be likely to have a severe impact on the existing local economy and the individual employees concerned, and to some extent on the wider Scottish economy.

Noble 1

The submissions for the parties are as summarised in Chapter 9.

Noble 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Noble 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Noble 4

There was no alternative route before the inquiry.

Noble 5

Plot 30 is on the line selected and required for the construction of the M74C.

Noble 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Albion 1

The legal submissions summarised in appendix 6 below are a matter for consideration by Scottish Ministers and their advisers.

Albion 2

The description and background information contained in paragraphs 9.9 - 9.11 above is incorporated here.

Albion 3

The line of the proposed motorway indicated on the local plan Proposals Map passes across the Albion Chemicals site.

Albion 4

There are severe constraints on the horizontal and vertical alignment of the new motorway in this locality. Any deviation sufficient to avoid the Albion Chemicals site would be likely to involve severe difficulties, and to affect other businesses in the locality.

Albion 5

Albion Chemicals Ltd provides specialist chemicals to numerous business and public sector customers all over the UK and Ireland, through a network of regional distribution depots.

Albion 6

The premises at Paterson Street/West Street are the only company depot in Scotland. It makes an important contribution to the Scottish economy by supplying up to 500 different chemical products to about 2000 customers in Scotland. It also makes an important contribution to the Albion Chemicals business by accounting for about 15% of the company's chemical distribution activity, and by providing part of the complete coverage of the UK, necessary for some contracted supplies to nationwide business customers.

Albion 7

It would not be possible for the company to provide a competitive comparable level of service from a depot in northern England, in terms meeting customers' requirements for the supply of small quantities of special products within 24 hours.

Albion 8

The withdrawal of Albion Chemicals Ltd from the Scottish chemicals market would reduce effectiveness and business competitiveness as Albion Chemicals has a large share of the market, and there are only two other suppliers in Scotland. In addition, about 60 specialist jobs would be lost.

Albion 9

For these reasons, it would be undesirable for the company to cease operations in Scotland.

Albion 10

There is no specific locational need for the Albion Chemicals business to be sited at Paterson Street. The business could operate successfully from a specialist industrial site on the east side of Glasgow, provided that it has close access to a motorway and is sufficiently close to Kingston to retain most of the current employees.

Albion 11

Any new site for the depot would be likely to be more extensive than the current site, to provide for current space and safety requirements, and to allow more space for manoeuvring and parking the distribution vehicle fleet and employees' cars.

Albion 12

It would take about two years to set up the business at an alternative site, largely because of the need to find and obtain a suitable site and then to obtain a number of specialist authorisations. Time would also be needed to construct and commission the new facilities.

Albion 13

As the TRA hopes to have access to the site to start motorway construction by around the end of 2005, the window for this relocation is already too small. Either the business would have to be extinguished before alternative premises are available, or the programme for the motorway construction would have to be postponed.

First 1

The submissions for the parties are as summarised in Chapter 9.

First 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

First 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

First 4

There was no alternative route before the inquiry.

First 5

Plots 40 and 41 are on the line selected and are required for the construction of the M74C.

First 6

If the Special Road Scheme is approved, the acquisition of the plots is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

First 7

Plot 40 is not connected to the rail network.

Trillium 1

The submissions for the parties are as summarised in Chapter 9.

Trillium 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Trillium 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Trillium 4

There was no alternative route before the inquiry.

Trillium 5

Plot 73 is on the line selected and required for the construction of the M74C.

Trillium 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

BRB 1

The submissions for the parties are as summarised in Chapter 9.

BRB 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

BRB 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

BRB 4

There was no alternative route before the inquiry.

BRB 5

Plot 76 is on the line selected and required for the construction of the M74C

BRB 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Guthrie 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Guthrie 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Guthrie 4

There was no alternative route before the inquiry.

Guthrie 5

Plots 80 and 81 are on the line selected and required for the construction of the M74C.

Guthrie 6

If the Special Road Scheme is approved, the acquisition of the plots is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Allscot 1

The submissions for the parties are as summarised in Chapter 9.

Allscot 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Allscot 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Allscot 4

There was no alternative route before the inquiry.

Allscot 5

Plots 94 and 96 are on the line selected and required for the construction of the M74C.

Allscot 6

If the Special Road Scheme is approved, the acquisition of the plots is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Dobie 1

The submissions for the parties are as summarised in Chapter 9.

Dobie 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Dobie 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Dobie 4

There was no alternative route before the inquiry.

Dobie 5

Plot 94 is on the line selected and required for the construction of the M74C.

Dobie 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

GRC 1

The submissions for the parties are as summarised in Chapter 9.

GRC 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

GRC 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

GRC 4

There was no alternative route before the inquiry.

GRC 5

Plots 100-102, while not on the line selected, are required for the construction of the M74C as part of essential drainage infrastructure.

GRC 6

If the Special Road Scheme is approved, the acquisition of the plots is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

GRC 7

The rowing club has a specific locational need to retain their facility on the river bank, and to have unimpeded access to use the boatshed for the storage of long boats.

Polmadie 1

The current proposed route would affect the following plots where objections to the compulsory purchase order are maintained, that were not affected by the scheme approved in 1995 : Ingram Brothers (Glasgow) Ltd (Plot 103); BOC Ltd (plot 107)*; Scotbeef Ltd (Plot 110); Mr & Mrs Philip C Smith and Philip C Smith (Commercials) Ltd (plots 119+121); Clearwater DC Ltd (part of plot 119); Shanks Chemical Services (part of plot 119 +121); and H Morris & Co Ltd (plots 123-124, 210-213). (* The BOC site was affected by the 1995 scheme, but the requirement of the current scheme is much more significant.)

Polmadie 2

The description of the locality (paragraph 9.53-9.55) and the various individual sites (paragraphs 9.61-62, 66-67, 74, 82-86, and 89-90) are incorporated herein.

Polmadie 3

The current proposed route would require the relocation of the activities on these objectors' plots, in most cases the complete relocation of the businesses to new sites.

Polmadie 4

The number of jobs on the sites affected by the realignment would be at least 600, out of a total of some 1800 jobs affected by the current scheme on sites between the Dixons Blazes Industrial Estate and Glasgow Road, Rutherglen. (document TRA/C/7, table 6).

Polmadie 5

The number of jobs that would be displaced along the corresponding section of the 1995 route would be about 1630. (same source document; rail depot jobs are not included).

Polmadie 6

The relocation of the railway depot would add about £75 million to land costs, compared with the current proposal, and broadly similar amounts compared with other options considered.

Polmadie 7

Relocating the rail depot to the south of the WCML would bring it close to the Toryglen residential area, where part of it would occupy some of the amenity open space situated between the housing and the existing railway land.

Polmadie 8

Replacing the railway depot would be a complex and lengthy undertaking, possibly requiring parliamentary powers and a period of up to 6 years.

Polmadie 9

The estimated engineering costs of the 1995 scheme and the current scheme are very similar, the estimated difference being in the order of £0.6 million on a total of about £20 million.

Polmadie 10

Most of the businesses in this locality provide specialist supplies and services to a very wide area, extending well beyond the west of Scotland and in some cases well beyond Scotland. They make an important contribution to the local and wider Scottish economy, both in providing jobs locally and providing important services to other businesses.

Polmadie 11

Relocating some of the displaced businesses would be lengthy and complex, due to their size and complexity (eg Morris Furniture), and the need to find suitable sites and obtain safety and pollution authorisations for activities with specialised requirements (eg BOC Ltd, Clearwater DC Ltd, and Shanks Chemical Services).

Polmadie 12

The TRA estimates of land costs used in assessing options have been based on historical data rather than specific appraisal of the facilities and activities on each of the affected sites.

Polmadie 13

There is a very wide disparity between the TRA estimates of land costs (including compensation), which are in the order of £31 million for the whole section of route between Dixons Blazes Industrial Estate and Glasgow Road, Rutherglen, and those of the objectors, where plots 119 and 121 alone are said to require a combined expenditure of some £28 million. This suggests that there could be difficulties in reaching mutually acceptable compensation settlements.

Polmadie 14

The timescale for relocation of the more complex businesses (probably some 2 years) would be well over the period of a little more than a year that would remain after the decision is expected, before it is hoped that construction would commence around the end of 2005.

Polmadie 15

If the displaced businesses are unable to relocate before construction commences, due to the timescale required to find suitable new sites, gain necessary authorisations, and build and commission new facilities, or because compensation and other financial assistance is insufficient to set up new facilities meeting modern requirements, these jobs and businesses services would be lost to the local and Scottish economy, with devastating effects locally and serious wider implications.

Polmadie 16

A motorway route below Polmadie Road would be less visually intrusive than the current proposal which would pass over Polmadie Road on an elevated embankment and bridge.

Millside 1

The submissions for the parties are as summarised in Chapter 9.

Millside 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Millside 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Millside 4

There was no alternative route before the inquiry.

Millside 5

Plot 164 is on the line selected and is required for the construction of the M74C.

Millside 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

The TRA promoted the Orders in March 2003.

MRC 10

The TRA supplied the objector's traffic expert with all information requested and without any undue delay.

MRC 11

Option 1A was put forward in February 2004 as part of a revised production MRC01 in the mistaken belief that the access lane was in public ownership. The fact that it was in private ownership only came to the objector's attention at the inquiry.

MRC 12

Option 1A would entail a fresh CPO and further delay.

MRC 13

Option 1A is in direct conflict with a proposed solution to an objection lodged by the owner of the access lane.

MRC 14

In any event, option, 1A using land in private ownership, would be contiguous with the start of the slip road forming the on ramp southbound to the M74C at the Cambuslang interchange.

MRC 15

This would be contrary to the advice in paragraph 62 of NPPG17 which states that direct access to a motorway or a motorway slip road is not allowed from any private development other than a motorway service area.

MRC 16

Option 1B, mooted for the first time at the inquiry, must inevitably take any access back to the slip road.

MRC 17

The provision of a private access roadway immediately adjacent to a motorway slip road would be both confusing and inherently dangerous.

MRC 18

Road safety considerations are paramount in this matter. Additional signage close to a busy interchange would be likely to add to driver confusion, contrary to advice in the DMRB.

MRC 19

The proposed access via Duchess Place, albeit possibly more expensive and involving longer travel distances, provides a safer vehicular access to the Estate.

MRC 20

Traffic regulations could be introduced if necessary to assist the free flow of traffic on Duchess Place.

Millen 1

The submissions for the parties are as summarised in Chapter 9.

Millen 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Millen 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Millen 4

There was no alternative route before the inquiry.

Millen 5

Plot 221 is on the line selected and is required for the construction of the M74C.

Millen 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Millen 7

If the M74C is carried out as intended, the access in question will immediately abut a traffic light. Vehicles waiting at the light when it is red will prevent other vehicles from leaving or entering the site.

Corus 1

The submissions for the parties are as summarised in Chapter 9.

Corus 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Corus 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Corus 4

There was no alternative route before the inquiry.

Corus 5

Plots 193-195 are on the line selected and are required for the construction of the M74C.

Corus 6

If the Special Road Scheme is approved, the acquisition of the plots is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Hillview 1

The submissions for the parties are as summarised in Chapter 9.

Hillview 2

It is government policy to complete the M74 from Fullarton to the M8 as part of the national road network.

Hillview 3

The proposed line and design details of the M74C have evolved over a number of years and following a comprehensive technical appraisal of options.

Hillview 4

There was no alternative route before the inquiry.

Hillview 5

Plot 198 is on the line selected and is required for the construction of the M74C.

Hillview 6

If the Special Road Scheme is approved, the acquisition of the plot is necessary. Conversely, if the Special Road Scheme is not approved, acquisition is unnecessary.

Meanen 1

The description of the site and operation is as set out in paragraph 9.131 above.

Meanen 2

If acquisition takes place, less off street parking will be available for the business, causing some difficulties because of the number of vehicles operated.

Meanen 3

There may be some opportunity for on street parking.