UK Onshore Scheme. Proposed DC Cable Route Construction Traffic Management Plan VKL G

Transcription

1 UK Onshore Scheme Proposed DC Cable Route Construction Traffic Management Plan VKL G August 2017

2 National Grid Viking Link Limited The reproduction or transmission of all or part of this report without the written permission of the owner, is prohibited and the commission of any unauthorised act in relation to the report may result in civil or criminal actions. National Grid Viking Link Limited will not be liable for any use which is made of opinions or views expressed within it.

3 Contents 1 INTRODUCTION Background SITE LOCATION AND ACCESS Introduction Proposed DC Cable Route CONSTRUCTION VEHICLE ACCESS ROUTES Introduction Proposed DC Cable Route MEASURES Introduction Construction Hours and Delivery Times Highways Measures MONITORING Introduction Monitoring SUMMARY List of Tables Table 3.1 Proposed TCF Construction Traffic... 4 Table 4.2 Highway Improvements... Error! Bookmark not defined. List of Figures Figure 2.1 Proposed TCF Locations Figure 3.1 Proposed HGV Traffic Routes Figure 4.1 Examples of Construction Signage VKL G August 2017

4 Note The purpose of this Plan is to set out how the mitigation commitments described within the Environmental Statement will be delivered during construction. The exact roles and responsibilities described in the Plan are subject to the appointment of a Contractor and may change. The Plan will be finalised by the Contractor prior to the commencement of construction taking into account a detailed scheme design and more precise information about construction methods and phasing.

5 1 Introduction 1.1 Background This (CTMP) has been prepared in relation to the Viking Link project, specifically the traffic associated with the construction of the proposed DC cable route This report should be read in conjunction with Chapter 14 of the Environmental Statement (ES, Traffic and Transport) The most significant traffic impacts generated by the proposed site will occur during the construction phase, with a workforce varying according to the construction operation. The key purpose of this CTMP is to set out the measures which would be implemented to mitigate the impact of construction vehicle trips (especially HGVs) to and from the proposed DC cable route Temporary Construction Facilities (TCFs) It should be noted that at this stage this document forms an outline CTMP, as origins of materials required for construction are not yet known. Assumptions have been made as to the routeing vehicles would take to and from the TCFs. The appointed contractor will provide further details prior to the start of construction The document includes the following elements: Locations of the TCFs and the access and egress arrangements; Assumed routeing to be used by HGVs and the daily number of vehicles; An outline of the construction hours and delivery times; Description of measures to be taken to protect the public highway; A procedure for monitoring and dealing with any issues that arise during the works; Details of road crossing and other traffic management requirements; and A strategy for managing the traffic impacts. 1

6 2 Site Location and Access 2.1 Introduction This section outlines the location and access to the TCF locations along the proposed DC cable route A full description of the construction and operation of the proposed DC cable route from the proposed landfall to the proposed converter station is provided in ES-2-B.10, Volume 2 Chapter Proposed DC Cable Route To facilitate the different elements of construction of the proposed DC cable route, it has been assumed that 25 TCFs would be required. The TCFs have been distributed along the proposed DC cable route, as shown in Figure 2.1. Figures are provided in a separate volume. Access to the proposed DC cable route during construction will be at TCF locations, accessed via temporary junctions. Reference should be made to the Temporary Construction Access General Arrangement Drawings (Drawings VKL J to VKL J ). 2

7 3 Construction Vehicle Access Routes 3.1 Introduction This section outlines the indicative routes for construction vehicles travelling to/from the proposed DC cable route. 3.2 Proposed DC Cable Route As part of the assessment of the proposed DC cable route there is a requirement for TCFs to be established along the route, which will generate traffic to be assessed. The TCFs will include the following: Temporary Construction Compounds (TCCs) for the storage of plant and material as well as site offices and welfare facilities for staff; Temporary Working Areas (TWAs) to support construction activities in a specific area, typically located at access points for the storage of materials and welfare facilities; and Access including upgrades to existing roads as well as the establishment of temporary accesses to the proposed DC cable working width Traffic movements have been provided by NGVL for each of the TCFs based on average weekly traffic movements, assuming a 22 week construction programme at each TCF. An average daily total has then been assumed by dividing the weekly total by six (assuming a six day working week, Monday to Saturday) The assumed numbers of construction vehicles have been derived based on the length of cable to be laid from each of the TCFs The peak period for traffic during construction at each TCF has been assumed to ensure a robust assessment of traffic is undertaken As the origin of materials required for construction is not yet known, a number of assumptions have been made regarding the traffic distribution. The assumption is that the majority of materials will be imported and that journeys will originate from ports on the east coast. The origin of some other materials has been assumed to be inland. The origin of materials will be confirmed by the contractor prior to start of construction. The following distribution percentages were assumed: Ports = 50%; - Boston Port = 16.7%; - Immingham Port/Grimsby Port = 16.7%; - King Lynn Port = 16.7%; Other Locations = 50%; - North = 12.5%; 3

8 - East = 12.5%; - South = 12.5%; and - West = 12.5% The assumed numbers of construction vehicles have been derived primarily based on the length of cable to be laid from each of the TCF sites In terms of the 50% of HGV traffic travelling to other locations from the TCFs, this has been distributed equally north, south, east or west and is assumed to travel across the entirety of the ZoI. This is a robust approach which assumes that all traffic within this 50% originates from outside of the ZoI. As Route Section 1 lies close to the east coast, no trips are assumed to travel to/from the east, therefore the 50% distribution has been re-organised based on travel in northerly, southerly and westerly directions (e.g. 16.7% to/from each) Construction trips generated by each TCF have been split into Car/Light Goods Vehicle (LGV) trips (representing workers), and Heavy Goods Vehicle (HGV) trips (assuming 1 HGV = 16 tonne Max Artic Vehicle). Some of the assumed generated HGV trips will be larger vehicles such as cranes, cable delivery vehicles etc., which will require additional management by the contractor The breakdown of total two-way vehicle movements expected as part of the construction activities at each TCF, based on the fast and average construction duration, is summarised in Table 3.1. Table 3.1 Proposed TCF Construction Traffic Route Section TCF Peak Daily Vehicle Flow Two-Way Movements (22 Week Duration) Cars/LGVs HGVs Total TWA (T1) TCC (S1) TWA (T2) TWA (T3) TCC (P1) TWA (T4) TWA (T5) TWA (T6) TWA (T7) TCC (S2) TWA (T8) TWA (T9) TCC (P2) TCC (S3)

9 Table 3.1 Proposed TCF Construction Traffic Route Section TCF Peak Daily Vehicle Flow Two-Way Movements (22 Week Duration) Cars/LGVs HGVs Total TCC (S4) TWA (T10) TCC (S5) TWA (T11) TWA (T12) TCC (P3) TWA (T13) TCC (S6) TWA (T14) TWA (T15) TWA (T16) The construction traffic generated by the TCFs as detailed above has been distributed onto the road network within the ZoI to facilitate the assessment work. The distribution methodology was then separated into two elements, with one focussing on the distribution of workers and one on the distribution of HGVs during the construction period. This approach was agreed with Lincolnshire County Council (LCC) Highways As part of the CTMP, HGVs would be required to use a specific route to/from each TCF site, based on the following elements: Use of the shortest feasible route to/from the TCF locations to/from the primary A-road network whilst avoiding settlements and sensitive receptors; Where possible, use primary A-roads or larger B-roads for routeing; Avoid other routes constrained by narrow roads, weight restrictions, height restrictions and avoid any other route restrictions Where required, temporary speed limits would be introduced on the road from which construction traffic would join from the TCF accesses. This would be introduced at locations where main road speeds are high enough to warrant this approach in order to increase junction safety. This would be subject to agreement with Lincolnshire County Council (LCC) Highways Details of the HGV routeing from each TCF location to major A-roads are described below. Also refer to Figure 3.1. HGV routes will be subject to further assessment of road suitability and bridge structures by the contractor during the development of a detailed Traffic Management Plan for the construction phase. 5

10 TWA (T1), A52 Sutton Road The site would be accessed via a temporary haul road along the proposed DC cable route working width. This would then connect with a new temporary access onto the A52, which is a principal A-road, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. All HGVs will travel southbound along the A52 from the access, as shown in Figure 3.1. No HGV access will be permitted along Sea Lane, Sandilands. TCC (S1), A52 Sutton Road The site would be accessed from the A52, which is a principal A-road, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. All HGVs will travel southbound along the A52 from the access, as shown in Figure 3.1. TWA (T2), Crawcroft Lane The site would be accessed from Crawcroft Lane off the A52, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. Measures will be implemented to facilitate the safe movement of larger vehicles along Crawcroft Lane such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways. All HGV traffic will travel east after departing from the site to join the A52 south of the access for sites S1 and T1. The A52 is a principal A-road, from which the vehicles will travel in a southerly direction, as is shown in Figure 3.1. TWA (T3), A1111 Sutton Road The site would be accessed from both sides of the A1111, which is a principal A-road, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. All HGV traffic departing the site would then travel north or south from the TCF access, as shown in Figure 3.1. TCC (P1), A1104 Alford Road The site would be accessed from both sides of the A1104 Alford Road, which is a principal A- road, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. An additional major/minor junction into the TCC would also be provided for light vehicle movements throughout the construction phase All HGV traffic will travel in both directions from the site access, as shown in Figure

11 TWA (T4), Well High Lane The site would be accessed from both sides of a minor road (Well High Lane) via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways Measures will be implemented to facilitate the safe movement of larger vehicles along Well High Lane such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways. All HGV traffic will travel to the south and will then onto the A1104, which is a principal A-road, as shown in Figure 3.1. HGV access through Alford would be avoided where possible. TWA (T5), A16 Bluestone Heath Road The site would be accessed directly from both sides of A16 Bluestone Heath Road, which is a principal A-road, 550 m north of Ulceby Cross. Access would be via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. Temporary speed restrictions may also be applied, which is also to be agreed with LCC Highways. HGV traffic would distribute in both directions (north and south) along the A16, as shown in Figure 3.1. TWA (T6), A16 near Dalby Bar The site would take access from the A16, which is a principal A-road, near to Dalby Bar, via a major/minor junction design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways HGV traffic would distribute from the access in both directions, as shown in Figure 3.1. TWA (T7), A158 Partney Road The site would take access from both sides of the A158, which is a principal A-road, east of Sausthorpe. Access would be via a major/minor crossroads design including adequate bellmouths, controlled under temporary traffic control, to be agreed with LCC Highways. From the site access, HGV traffic would be routed in both directions onto the A158, as shown in Figure 3.1. TCC (S2), Raithby Road The site would take access from a minor road (Raithby Road) via a major/minor junction design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways Measures will be implemented to facilitate the safe movement of larger vehicles north along Raithby Road such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways.. 7

12 The HGV traffic would travel north towards the A158, which is a principal A-road, and from there the vehicles would travel in both directions, as shown in Figure HGV Access along the minor road south from the site would be restricted as this route is not suitable for HGVs. TWA (T8), B1195 Raithby Hill The site would be accessed from both sides of B1195 Raithby Hill from a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways HGV traffic will distribute onto the road network in both directions, travelling west to the A158 and east to the A16, which are both principal A-roads, as shown in Figure 3.1. TWA (T9), Mardon Hill Access to the site would be taken from Mardon Hill via a major/minor junction design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways Measures will be implemented to facilitate the safe movement of larger vehicles along the narrow minor road such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways It is recommended that access should be restricted to site TWA (T9) from the south (Mardon Hill), as this route is unsuitable for HGVs HGV access along the minor road (Mardon Hill) south from the site would be restricted as this route is not suitable for HGVs HGV traffic would travel from the A158 or the A16, both principal A-roads, west and east along the B1195, respectively, as shown in Figure 3.1. TCC (P2), A16 near Keal Cotes The site would be accessed from both sides of the A16, which is a principal A-road, via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. An additional major/minor junction into the TCC would also be provided for light vehicle movements throughout the construction phase From here HGV traffic is routed in both directions onto the A16, as shown in Figure 3.1. TCC (S3), Drain Bank The site would take access via a temporary haul road connecting to Drain Bank to the south of Hagnaby Lock via a major/minor junction design including an adequate bell-mouth. 8

13 Access would be controlled under temporary traffic control, to be agreed with LCC Highways All HGV traffic would travel south from the TCF access and would then be routed in both directions along the A16, which is a principal A-road, as shown in Figure 3.1. TCC (S4), Stickney Lane The site would take access directly from both sides of Stickney Lane via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways After departing the site HGV traffic would then be routed west to the B1183 from which traffic would be directed north and south, as shown in Figure 3.1. Traffic would be restricted from travelling east along Stickney Lane from site S4 to avoid the village and bridge. TWA (T10), B1183 Carrington Road The site would be accessed from both sides of the B1183 via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways HGV traffic would be routed north along the B1183 to the A155 as well as south towards Boston and the A1137 via the B Another feasible route from the site would be to travel south along the B1183, then west along the B1184 and then north along the B1192 to the A153, as shown in Figure 3.1. TCC (S5), Westville Road The site would be accessed from Westville Road via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways Westville Road runs adjacent to the northern bank of West Fen Drain and access from Westville Road will be to the north only. Construction traffic will need to cross Westville Road from the north via a temporary vehicle access bridge across West Fen Drain to access the working width to the south From the site, HGV traffic would be routed west along Westville Road to the A153, which is a principal A-road, from which it could feasibly travel in both directions, as shown in Figure 3.1. TWA (T11), Leagate Road The site would be accessed from both sides of Leagate Road, north of Gipsey Bridge via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. 9

14 The HGV traffic would be routed north only from the site along Leagate Road, to avoid travelling through the village of Gipsey Bridge. Where it meets the A153, a principal A-road, traffic is distributed in both directions. This route is shown in Figure 3.1. TWA (T12), B1192 Langrick Road The site would be accessed from both sides of B1192 Langrick Road via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways From the site, the HGV traffic would be routed north on the B1192 to the A153, a principal A- road, from where it would be distributed in both directions, as shown in Figure 3.1. HGV traffic would avoid the use of Langrick Bridge. TCC (P3), Kirton Drove The site would be accessed from both sides of Kirton Drove via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways Measures will be implemented to facilitate the safe movement of larger vehicles along Kirton Drove, such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways HGV traffic would be restricted to ensure it travels south to the B1192 and A1121, a principal A- road, from where it would be distributed in both directions, as shown in Figure 3.1. TWA (T13), Claydike Bank The site would be accessed from both sides of Claydike Bank via a major/minor crossroads design including adequate bell-mouths, controlled under temporary traffic control, to be agreed with LCC Highways. The junction will have restricted access, with access to the south only Measures will be implemented to facilitate the safe movement of larger vehicles along Claydike Bank, such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. To be agreed in consultation with LCC Highways HGV traffic would be restricted to travel south only to the A1121, a principal A-road, from where it is distributed in both directions, as shown in Figure 3.1. TCC (S6), A17 near Swineshead Bridge The site would be accessed directly from both sides of the A17, a principal A-road, via a major/minor staggered crossroads design including adequate bell-mouths, proposed right turn ghost islands and carriageway widening. Swineshead Bridge level crossing is approx. 1 km to the east of the access. HGV traffic would be distributed in both directions, as shown in Figure

15 Due to the proximity of this access junction to a proposed compound location for the Triton Knoll scheme, further details are required to confirm the potential for both accesses to operate at the same time if construction periods coincide. TWA (T14), Great Hale Drove The site would take access via a temporary haul road along a private track connecting to Great Hale Drove Measures will be implemented to facilitate the safe movement of larger vehicles along the Great Hale Drove and Carterplot Road such as passing bays positioned every 200m where there is good visibility and every 100m in areas of poor visibility. Details to be agreed in consultation with LCC Highways From the access Great Hale Drove leads to Carterplot Lane and the A17, a principal A-road, and HGV traffic is routed in both directions from here, as shown in Figure 3.1. TWA (T15) Traffic departing TWA (T15) would travel along the proposed DC cable route working width, before joining the temporary haul road and Great Hale Drove via the same access used for site TWA (T14). Great Hale Drove leads to Carterplot Lane and the A17, a principal A-road, and HGV traffic is routed in both directions from here, as shown in Figure 3.1. TWA (T16) The site would be accessed via the proposed converter station permanent access road, which connects with the A52 near Donington. HGV traffic would be routed along the A52, a principal A- road in both directions, as shown in Figure

16 4 Measures 4.1 Introduction This section outlines measures that would be introduced to reduce the potential impacts of the construction traffic on the highway network. 4.2 Construction Hours and Delivery Times The number of HGVs associated with construction traffic during the construction period is likely to have a potentially adverse, but temporary, effect on the local highway network and therefore, the programming of such movements will be subject to restricted periods of the day and working week Consideration will be given to the programming of HGV movements and the timing of deliveries to minimise disruption to traffic on the local highway network. Typical working hours will be during daylight periods, although some deliveries may be programmed when the public roads are at their quietest The local highway authority will be consulted prior to abnormal load movements and the necessary consents obtained During the summer holiday season, roads closer to the east coast such as the A16, A52, A158 and A1104 are busier than normal. Therefore consideration will be given regarding the timing of peak deliveries to compounds in these areas, e.g. if possible scheduled to occur outside the main holiday season. This would be subject to agreement with LCC Highways. 4.3 Highways Measures In order to facilitate access for HGVs and Abnormal Indivisible Loads (AILs) to TCF locations, it would be necessary to design improvements to relevant highway access roads and junctions. These improvements would be incorporated into the design of the scheme. The highway improvements are summarised in Error! Reference source not found.. Table 3.2 Proposed TCF Construction Traffic TCF TWA (T1) TCC (S1) Summary of Improvements 12

17 Table 3.2 Proposed TCF Construction Traffic TCF TWA (T2) TWA (T3) TCC (P1) TWA (T4) TWA (T5) TWA (T6) TWA (T7) TCC (S2) TWA (T8) TWA (T9) TCC (P2) TCC (S3) TCC (S4) TWA (T10) TCC (S5) TWA (T11) Summary of Improvements Major/minor junction design including adequate bell-mouth, controlled under Sections of Crawcroft Lane would be widened to accommodate carriageway passing bays. An additional major/minor junction into the TCC would also be provided. Major/minor junction design including adequate bell-mouths, controlled under Major/minor junction design including adequate bell-mouths, controlled under Major/minor junction design including adequate bell-mouths, controlled under An additional major/minor junction into the TCC would also be provided. Major/minor staggered crossroads design including adequate bell-mouths, controlled under Two additional major/minor junctions linking a new access road would also be provided. 13

18 Table 3.2 Proposed TCF Construction Traffic TCF TWA (T12) TCC (P3) TWA (T13) TCC (S6) TWA (T14) TWA (T15) TWA (T16) Summary of Improvements Major/minor staggered crossroads design including adequate bell-mouths, proposed right turn ghost island and carriageway widening. New junction into TWA from private road, including adequate bell-mouth. Sections of Crawcroft Lane would be widened to accommodate carriageway passing bays. Accessed via the proposed DC cable route working width. Accessed via the converter station permanent access road The contractor will take reasonable steps to ensure that the deposit of mud and dirt on the highway is kept to a minimum Wheel washing facilities will be provided at each site location with a pressure washer and manual brushing facilities. After each vehicle has vacated the site, the road will be checked and cleared if required. The situation will be monitored, and assessed to determine if a road sweeper is necessary to ensure the public highway remains reasonably clear of mud and grit during the works Areas of hard standing will be made available at each access point to accommodate the anticipated construction vehicles Prior to works commencing on site, the principal contractor will conduct a dilapidation survey in order to assess the existing conditions of the road network within the vicinity, and will liaise with Lincolnshire County Council (LCC) Temporary signage would be erected around the site access points and at other locations on the local road network to provide warning to other road users of the likely presence of construction vehicles undertaking manoeuvres. Signage will be in accordance with Chapter 8 of the Traffic Signs Regulations and General Directives (TSRGD) Locations where the proposed DC cable route crosses roads (e.g. not access points) would also need to be clearly signed Examples of signage that would be introduced are as follows: 14

19 Figure 4.1 Examples of Construction Signage WORKS TRAFFIC CAUTION CONSTRUCTION TRAFFIC WORKS ACCESS ONLY 100 yds It has been indicated by LCC Highways that a number of roads, e.g. Leagate Road, Westville Road, Claydike Bank and Kirton Drove (providing access to T11, S5, P3 and T13) have in the past been susceptible to road damage and subsequent partial collapse due to increased road movement LCC stated that improvements could potentially be required on relevant road sections, dependent on the volume of construction traffic expected. 15

20 5 Monitoring 5.1 Introduction This section outlines the monitoring that would take place as part of the CTMP to ensure the measures have been implemented by the contractor following the start of construction. 5.2 Monitoring Regular liaison with LCC and other third parties, as well as the public will be undertaken throughout the construction of the proposed DC cable route The formal procedure for handling project complaints/concerns will be developed and agreed by the principal contractor, an example of which is set out below: Stakeholders will be able to report any concerns, complaints or other comments to the principal contractor in writing, by or by telephone. Project contact details should be provided at site entrances and on perimeter hoardings and provided to LCC Highways; The project contractor will issue an initial response to the person who has submitted the complaint/concern confirming its receipt. The principal contractor will record the date and contact information associated with a complaint/concern on a standard form and place a copy in a project complain register; The principal contractor will undertake a full investigation into the complaint/concern and will assess the corrective and preventative action, or further investigation is necessary; The principal contractor will respond to the person who submitted the complaint/concern in a reasonable timescale, outlining the actions to correct and prevent the complaint/concern reported; and Following the corrective action being implemented, agreement will be made with the relevant stakeholder to ensure that the complaint/concern has been adequately addressed. The case will be closed and date recorded In the event that the complaint cannot be resolved, the site manager will escalate this to an appropriate contact within the contractor s / project s management team. 16

21 6 Summary This CTMP has been prepared on behalf on National Grid in relation to the Viking Link project, specifically the traffic associated with the construction of the proposed DC cable route It should be noted that at this stage this document forms an outline CTMP, as origins of materials required for construction are not yet known. Assumptions have been made as to the routeing HGVs would take to and from the TCF locations. The appointed contractor will provide further details prior to the start of construction The report also includes details on the following elements: Locations of the TCFs and the access and egress arrangements; Assumed routeing to be used by HGVs and the daily number of vehicles; An outline of the construction hours and delivery times; Description of measures to be taken to protect the public highway; A procedure for monitoring and dealing with any issues that arise during the works; Details of road crossing and other traffic management requirements; and A strategy for managing traffic. 17

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24 Filename: \\eu.aecomnet.com\euprojectvol\uklds2-ie\environment\practice Areas\EIA\Other office jobs\viking Link\PART C TRANSPORT\GIS\CTMP\CTMP (CR)\Fig 2.1CR.mxd CONSULTANT: AECOM PRODUCED: NS CHECKED: MR APPROVED: SM S1 P1 T5 S2 S3 S4 T13 0 8,000 Ordnance Survey Crown Copyright. All rights reserved T16 P3 S6 T14 T15 16,000 Meters T12 T11 S5 T10 T7 T8 T9 P2 ± This drawing has been prepared for the use of AECOM's client. It may not be used, m odified, reproduced or relied upon by third parties, except as agreed by AECOM or as required by law. AECOM accepts no responsibility, and denies any liability whatsoever, to any party that uses or relies on this drawing without AECOM's express written consent. Do not scale this document. All measurements must be obtained from the stated dimensions. T6 T4 T3 T2 T1 LEGEND Temporary Construction Facilities Indicative DC Cable Route Alignment FIGURE NO. Date: 16/08/17 REV FIGURE TITLE PROPOSED TCF LOCATIONS SHEET NUMBER 1 of 1 NOTES N/A Scale at A3:

25 Filename: \\uklds2dc002\euprojectvol\uklds2-ie\environment\practice Areas\EIA\Other office jobs\viking Link\PART C TRANSPORT\GIS\CTMP\CTMP (CR)\Compound Routes Overview v2.mxd CONSULTANT: AECOM PRODUCED: NS CHECKED: MR T4 T6 S2 T8 T9 P2 S3 S4 S5 T13 Access to T14 and T15 taken from working width via Great Hale Drove & Carterplot Lane 0 9,000 Ordnance Survey Crown Copyright. All rights reserved T16 18,000 Meters P3 T12 T10 T11 S6 T14 T15 Access to T16 taken from working width via permanent access road T7 APPROVED: SM T2 T1 Access to T1 taken from working width via A52 This drawing has been prepared for the use of AECOM's client. It may not be used, modified, reproduced or relied upon by third parties, except as agreed by AECOM or as required by law. AECOM accepts no responsibility, and denies any liability whatsoever, to any party that uses or relies on this drawing without AECOM's express written consent. Do not scale this document. All measurements must be obtained from the stated dimensions. T5 P1 T3 S1 LEGEND Temporary Construction Facilities HGV/AIL Traffic Route Application Boundary FIGURE NO. Date: 16/08/17 REV FIGURE TITLE PROPOSED HGV TRAFFIC ROUTES SHEET NUMBER 1 of 1 NOTES N/A Scale at A3:

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