Addendum Report Publication Version

MIDLOTHIAN COUNCIL
A701, A702, A703 ROAD ALIGNMENT OPTIONS

Addendum Feasibility Report

March 2013
Wardell Armstrong
Suite 2/3, Great Michael House, 14 Links Place, Edinburgh, EH6 7EZ, United Kingdom
Telephone: +44 (0)131 555 3311 Facsimile: +44 (0)131 553 3284 www.wardell-armstrong.com

Wardell Armstrong is the trading name of Wardell Armstrong LLP, Registered in England No. OC307138.

Registered office: Sir Henry Doulton House, Forge Lane, Etruria, Stoke-on-Trent, ST1 5BD, United Kingdom

UK Offices: Stoke-on-Trent, Cardiff, Edinburgh, Greater Manchester, London,
Newcastle upon Tyne, Sheffield, Truro, West Bromwich. International Offices: Moscow, Almaty
ENERGY AND CLIMATE CHANGE
ENVIRONMENT AND SUSTAINABILITY
INFRASTRUCTURE AND UTILITIES
LAND AND PROPERTY
MINING, QUARRYING AND MINERAL ESTATES
WASTE RESOURCE MANAGEMENT

DATE ISSUED: 15
th
March 2013
JOB NUMBER: ED10977
ELECTRONIC REFERENCE: ED10977-02991
REPORT NUMBER: ED10977-002

A701, A702, A703 Road Alignment Options


March 2013

PREPARED BY:
Chris Richardson Senior Civil Engineer

Carl Hamer

Associate Director

APPROVED BY:
Neil Sutherland Regional Director

This report has been prepared by Wardell Armstrong LLP with all reasonable skill, care and diligence, within the terms of the Contract
with the Client. The report is confidential to the Client and Wardell Armstrong LLP accepts no responsibility of whatever nature to third
parties to whom this report may be made known.

No part of this document may be reproduced without the prior written approval of Wardell Armstrong LLP.


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CONTENTS
1 INTRODUCTION .................................................................................................................. 1
2 LAND OWNERSHIP .............................................................................................................. 3
3 SITE WALKOVER SURVEY .................................................................................................... 4
4 ROAD OPTIONS ................................................................................................................... 7
5 CONSTRAINTS TO ROAD CONSTRUCION .......................................................................... 10
6 ROAD CONSTRUCTION COSTS .......................................................................................... 14
7 DEVELOPMENT AREAS ...................................................................................................... 18
8 CONCLUSIONS AND RECOMMENDATIONS ...................................................................... 20

APPENDICES
Appendix A Photographic Record (CD Rom)
Appendix B Table 1 approximate road option costs and Table 2 approximate cut and fill
volumes.

DRAWINGS
Drawing
Number
Title Scale
ED10977-001-A Constraints to Road Construction 1:5,000
ED10977-002-A Location Plan 1:5,000
ED10977-003 Option 1 - Dual carriageway to the west of Cameron Wood 1:5,000
ED10977-004 Option 1 - Single carriageway to the west of Cameron Wood 1:5,000
ED10977-005 Option 1 - Plan and Sections As Shown
ED10977-006 Option 2 - Dual carriageway to the west of the cemetery and
east of Cameron Wood
1:5,000
ED10977-007 Option 2 - Single carriageway to the west of the cemetery and
east of Cameron Wood
1:5,000


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ED10977-009 Option 3 - Dual carriageway to the east of the cemetery and
Cameron Wood
1:5,000
ED10977-010 Option 3 - Single carriageway to the east of the cemetery and
Cameron Wood
1:5,000
ED10977-012 Option 4 - Dual carriageway to the east of the cemetery and
Cameron Wood
1:5,000
ED10977-013 Option 4 - Single carriageway to the east of the cemetery and
Cameron Wood
1:5,000
ED10977-015A Single carriageway link between A703 and A702 1:2,500
ED10977-016 Photographic View Points 1:5,000
ED10977-023* Option 1 Future Development Areas 1:10,000
37415/3
Figure 1
Gas Monitoring Locations NTS
* Maps not included contain commercially sensitive information.


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1 INTRODUCTION
1.1 Midlothian Council is assessing the feasibility of new road alignment options
connecting the A701, A702 and A703 to assist in the preparation of the Main Issues
Report for the Local Development Plan. The Council prepared a preliminary
assessment of road options:
A blue route running from Straiton roundabout generally parallel with the
A701 to the west of the park and ride and Straiton Park residential caravan
site before turning west towards Pentland Mains.
A green route which runs further west than the blue route, cutting across the
northern edge of Straiton Bing turning south west between Cameron Wood
and Old Pentland towards Pentland Mains. The blue and the green route
merge immediately south of Pentland House and turn south west to merge
with the A703.
A red route connects the A703 north of Seafield Mill to the A702 north of
Boghall.
1.2 Wardell Armstrong LLP submitted a fee proposal on 7
th
August 2012 to review the
Councils records relating to the land corridor through which the proposed new
roads would be constructed.
1.3 Wardell Armstrong was commissioned by the Council in a letter dated 21
st
August to
undertake a phased assessment of the road alignment options as detailed in the
proposal and in addition to undertake a site walkover of the preferred road
alignment.
1.4 Our preliminary feasibility study report referenced ED10977-001 was issued on 5
th

October 2012. That report recommended that the blue route is not geotechnically
viable and further work including the walkover survey should be carried out
concentrating on a road corridor along the approximate route of the green and red
routes.
1.5 This addendum report provides a more detailed assessment of road alignment
options taking consideration of the topographical, environmental, geological, mining
and geotechnical constraints to road construction that were identified in our
preliminary report and seen during the site walkover. Estimates have been made for


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the cut and fill requirements and approximate cost of each of the road options.
Potential high, medium and low risk/cost development areas between the proposed
road options and the A701 have been identified.


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2 LAND OWNERSHIP

2.1 Wardell Armstrong was provided by the Council with some details of the
landownership through the approximate road corridor under review.
2.2 The main landowners are as follows:
Midlothian Council Land adjoining the A720 and A701 at Straiton roundabout and
the footprint of Straiton Bing.
Morston Assets Land to the west of the A701 and north of Straiton Bing subdivided
into strips alternatively controlled by Peregrine Edinburgh Ltd and Lansdowne
Holdings Ltd.
Gibsone Trust Land to the west of Straiton Bing and east of Cameron Wood
including Old Pentland cemetery.
William R McEwan Pentland Mains Farm and the former landfill.
Mrs C Newbould Pentland House, Pentland House Stables and land to the west of
Cameron Wood.
Trustees of Robert Lawrie & Sons Land to the east of the A703.
Scotlands Rural College (SRUC) Land between the A703 and the A701.
2.3 Wardell Armstrong contacted all the above landowners to seek permission to access
their land for the purposes of a walkover survey. The majority of the landowners
agreed to our request.


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3 SITE WALKOVER SURVEY

3.1 A Wardell Armstrong engineer carried out a walkover survey on 20
th
November
2012. A photographic record is attached on CD Rom and drawing number ED10977-
016 shows the photograph view points.
3.2 Access to Straiton Bing was gained from the north of Straiton Residential Caravan
Park. The north and eastern areas of the bing are relatively flat at between 140 and
145m AOD and are generally 4 to 5m above the surrounding farm land (photo 13).
The majority of this area is covered by scrub vegetation (coarse grass, bramble,
gorse, broom and a variety of trees) with occasional blocks of fused blaes (photos 1,
2 and 5). There is a steep slope/cliff from along the southern margin of this area
(photos 3, 6 and 7) which borders the Tarmac Topmix plant (photo 9). Ground levels
rise from c.150m AOD at the toe to between 160 and 166m at the crest. The
steepest sections of the slopes are formed from fused blocks of blaes/burnt shale
3.3 In the central area of the bing the ground is more undulating and there is a deep
depression with a ground levels falling steeply to a base at c. 136mAOD (photos 4, 8
and 11). There is less vegetation cover of the burnt shale/blaes. It is likely that this
was formed by the extraction of blaes/burnt shale for use in construction projects
such as the A720. The base may reflect the original ground level prior to formation of
the bing.
3.4 The digital terrain model (DTM) purchased for the site does not reflect the true
topography of Straiton Bing, which is shown in Figure 2 of RPSs report
Development Options for Straiton Bing dated 16
th
April 2009. Their drawing is
based on LIDAR Contour data Midlothian Council Survey File No. 258, 03.12.08
(Neg Nt2666/T/258).
3.5 The bing is criss-crossed by numerous tracks used by off road motorcycles and dog
walkers.
3.6 To the west of Straiton roundabout the ground falls quite steeply to a low lying
marshy area (photos 17 and 19). To the south of this the ground level rises 3 to 4m
up a steep embankment. This appears to be man-made and is possibly associated
with localised sand and gravel extraction accessed from a track off the A701
although none is recorded on the historical mapping in this area (photo 20). The


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earthworks are not discernable on the DTM/LIDAR data for the area. There has been
some fly tipping of broken concrete, tarmac and wire, although none of this appears
to be recent. Further west there is another marshy area in the vicinity of a former
reservoir.
3.7 To the west of the park and ride and north of the bing is relatively gently sloping
arable farm land (photos 13 to 16, 18, 21, 22 and 24). There is a mine shaft recorded
on the apex of a rounded 90 degree field boundary. The soils in this area contained a
significant amount of mudstone and siltstone rock fragments suggesting this is a
fairly accurate position. Also on this field boundary there was evidence of fly-tipping
waste originating from the Straiton Bed Co. Ltd. (Photo 23).
3.8 To the north west of the bing there is a triangular shaped low lying very marshy area
(photos 25, 26 and 27).
3.9 Pasture land rises gently around the western end of the bing towards Old Pentland
cemetery and Pentland Road/Damhead (photos 26 and 28). The cemetery is located
on a knoll surrounded by a dry stone wall (photos 32, 34 and 47). The south side of
Pentland Road/Damhead, opposite the cemetery, is formed by a steep c. 3m high
embankment cut into the slope (photo 29). The cutting is not discernable on the
DTM for the area.
3.10 Cameron Wood runs along the axis of c. 5m high ridge that is likely to be a elongated
glacial drift feature. The former quarry at the northern end is overgrown (photo 37)
but it is likely that sand and gravel was extracted. The pasture land to the east
(photos 31, 33, 35, 40, 41, 42, 43, 44 and 46) and west (photos 38 and 48) of the
wood rises initially quite steadily to the south but becomes increasingly steep.
Access to the west of the wood was restricted but to the east the margins of the
wood (particularly to the south) were formed by bramble, elder, hawthorn and
sycamore. More mature trees were found at the southern end of the wood (photo
44) and on the higher slopes.
3.11 The pasture land levels out at the southern end of Cameron Wood at c. 170m AOD
(photo 45) around Pentland Mains Farm and Pentland House. The former landfill has
been restored to pasture land with rough grassland at the margins. The land
between the Pentland Burn and the landfill is being infilled (photos 49, 50 and 53)
with imported materials to form more level, drained pasture as part of Pentland
House Stables. The south western corner of the former landfill is used for storage


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and processing of timber for biomass fuel and is operated by Pentland Plants Ltd
(photos 49 and 52).
3.12 To the south of the landfill and east of the A703 is relatively flat lying arable land
(photo 52). There is a slight depression shown on the DTM that corresponds with a
pond on the Ordnance Survey mapping. No surface water feature was seen at this
location and the low lying area corresponds with the crop marks identified in our
preliminary report at this location.
3.13 There is a belt of coniferous woodland on the western side of the A703 at a sharp
bend in the road (photos 56 and 57) opening out onto rough grassland (photo 60).
Further west is a small arable field through which three new water mains were
recently laid with valve manholes in the north eastern corner. From here pasture
land rises to the west quite steeply from c173m AOD levelling off at c. 195m AOD
and rising again to meet the A702 at c.200m AOD (photo 61).


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4 ROAD OPTIONS
4.1 Wardell Armstrong has prepared four preliminary design options for single and dual
carriageway roads from Straiton roundabout to the A703 and a single option for a
single carriageway link from the A703 across to the A702. There are three significant
constraints that have defined the road alignment options:
a) Old Pentland cemetery;
b) Cameron Wood;
c) Pentland Mains Landfill
4.2 The design of all the road options is based on the Nextmap 5m DTM although we
have recently been issued with a 2m DTM for most of Straiton Bing and the area to
the north. The road layout follows the dual two lane all purpose road given in the
Design Manual for Roads and Bridges (DMRB) with a 2m central reservation with,
two 3.65m wide lanes, a 1m hardstrip and a 2.5m verge each side. The single
carriageway has the same makeup with only one width of lane. The earthworks
cut/fill ties in to the DTM at a gradient of 1:3.
4.3 Each of the presented options has been based on the parameters set out in the
DMRB. The route of each option was initially reviewed for a design speed of 100kph
(62mph), however, where a sharper bend was required to achieve a particular goal
or meet a constraint a lower design speed of 85kph (53mph) was also considered.
4.4 For each design speed the DMRB Table 3 sets out the desirable radius of bends,
superelevation (cross fall around a bend) and the vertical curvature of the road at
the brow or base of an incline, which is expressed as a value known as 'k'. For each
design speed there are alternative minimum radii, superelevation and k values
described as one or two steps below the desirable values. For the horizontal
curvature of the bends that we have used in preliminary design, the values are the
same for single and dual carriageway.
Option 1 - Carriageway to the west of the cemetery and Cameron Wood
4.5 The alignment is based on a design speed of 100kph (62mph) with a minimum radius
of 510 (one step below desirable with 7% superelevation). Vertical curvature is one
step below desirable minimum crest (k=55). See drawing numbers ED10977-003,
ED10977-004 and ED10977-005.


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Option 2 - Carriageway to the west of the cemetery and east of Cameron Wood
of 255 (two steps below desirable with 7% superelevation). Vertical curvature is one
ED10977-007 and ED10977-008.
Option 3 - Carriageway to the east of the cemetery and Cameron Wood
of 255 (two steps below desirable with 7% superelevation). Vertical curvature is one
ED10977-010 and ED10977-011.
Option 4 - Carriageway to the east of the cemetery and Cameron Wood and over
Pentland Mains Landfill
of 510 (desirable minimum with 5% superelevation). Vertical curvature is at
desirable minimum crest (k=55) for dual carriageway, adopting this value for single
carriageway would need to be discussed with the Councils transportation
department. See drawing numbers ED10977-012, ED10977-013 and ED10977-014.
A703/A702 Link
4.9 As the A702 is a single carriageway, only a single carriageway link between the A703
and A702 has been considered. The alignment is based on a design speed of 100kph
(62mph). Vertical curvature is one step below desirable minimum crest (k=55). See
drawing number ED10977-015 Revision A.
4.10 Four junctions/road crossings are required:
A new spur of Straiton roundabout;
A bridge for Pentland Road/Damhead to pass over the new road;
A new roundabout on the A703 at the location of the bad bend north of
Seafield Mill; and
A T junction or roundabout at the A701 north of Boghall.


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4.11 Depending on the preferred alignment there may be additional bridges required e.g.
access to Pentland House.


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5 CONSTRAINTS TO ROAD CONSTRUCTION

5.1 In addition to the constraints to road construction detailed in our preliminary
feasibility study the following constraints have also been identified.

5.2 Topography
5.2.1 As detailed in paragraph 3.6, to the west of Straiton roundabout there are
earthworks, possibly associated with unrecorded sand and gravel extraction. The
route of option 4 cuts though the earthworks.
5.2.2 As detailed in paragraph 3.9, Pentland Road/Damhead to the east of the cemetery is
cut into the land on its south side by c.3m. The routes of options 3 and 4 pass
through this area and would create a c. 4m to 5m deep cutting.

5.3 Superficial deposits
Made Ground
5.3.1 As detailed in paragraph 5.2.1 the earthworks to the west of Straiton Bing appear to
be reworked natural soils but there are some fly tipped materials.
5.3.2 As detailed in paragraph 3.6, the land between the Pentland Burn and Pentland
Mains Landfill is being infilled with imported materials to form more level, drained
pasture. Options 1, 2 and 3 pass over part of this area.
5.3.3 We have been provided with a various revisions of drawing Figure 1 showing gas
monitoring locations on Pentland Mains Landfill prepared by Fairhurst Consulting
Structural and Civil Engineers for Lothian Recycling 1996 Ltd dated 1
st
September
1999, 23
rd
October 2000 and 31
st
July 2001. The drawing is based on an earlier
drawing prepared by SAC for the same client referenced 2099-6 Revision F dated 18
th

January 1999, which appears to have been prepared when the extension site was
proposed. The drawings identify:
the old tip site in the north and west;


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the existing tip site in the central and eastern areas (Phases 1 to 3 and 6);
the extension tip site in the south (phases 4 and 5, although on the latest
drawing upfilled region 6? is recorded between the old tip site and phase 5).
Gas monitoring boreholes 1 to 7 incl. located on and around the whole of the
landfilled area.
Gas spike holes 1 to 21 incl. located on the existing tip in the north east and
22 to 52 incl. located on the extension tip in the south.
Proposed and existing drainage and planting;
Ground level contours based on a local datum.
5.3.4 The contours on the existing tip and those of the original ground level for the
proposed extension site suggest that if final formation levels were designed to tie in
with existing to the south then upfill would be in the order of 7m thick.

Natural Deposits
5.3.5 As detailed in paragraph 3.6, to the west of Straiton roundabout is an area of low
lying marshy area over which all four road options pass on embankments. Option 1
extends over the additional marshy area further west. Consideration will need to be
given to either removal of the organic material and replacement with granular fill
(possibly the adjacent earthworks material) or surcharging and draining the marshy
area.
5.3.6 As detailed in paragraph 3.8, to the north west of the bing there is a triangular
shaped low lying very marshy area. Option 3 passes through this marsh and options
1 and 2 pass over the northern limit. Similar remedial methods will need to be
considered in this area although the blaes would provide a more localised source of
granular material.


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5.4 Environmental
5.4.1 A badger paw print was seen (photograph 12) to the north east of the bing. As a
protected species it will probably be necessary to undertake a badger survey along
the preferred route.

5.5 Land-Use
5.5.1 As detailed in paragraph 3.11, the south western corner of the Pentland Mains
Landfill is used for storage and processing of timber for biomass fuel. Options 1, 2
and 3 cross the northern extent of timber storage where it is restricted by overhead
power lines. Option 4 passes through the centre of the storage area.

5.6 Discussion
5.6.1 We have already identified Cameron Wood as one of the most significant constraints
within the road corridor that we have reviewed. For option 1 the design speed is
100kph (62mph) and the horizontal radius and vertical curvature have been reduced
below minimum standards to minimise encroachment into the wood. Nevertheless
there is a significant impact on the northern end of the wood cutting through the
former quarry before emerging on the western side. The dual carriageway option
has a slightly more significant impact. For options 2 and 3 the design speed has been
reduced to 85kph (53mph) and the horizontal radius and vertical curvature have
been reduced below minimum standards by two and one steps respectively to
minimise encroachment into the wood. Option 2 requires an embankment along the
western side of the road that encroaches into the wood. However the alignment of
option 3 through the bing prevents encroachment into the wood. The design speed
of option 4 is also 85kph (53mph) but the horizontal radius and vertical curvature are
at or above minimum standards. Option 4 does not encroach into the wood however
it does go on to pass through Pentland Mains Landfill.
5.6.2 Options 1, 2 and 3 encroach marginally onto Pentland Mains Landfill but option 4
involves a section of cut up to 1.7m through it. Although options 1, 2 and 3 are likely
to have less impact this section of any of the routes would need detailed site


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investigation to assess the depth and nature of the waste. SEPA would also need to
be consulted to establish the waste management issues.
5.6.3 Options 1, 2 and 3 cross the crop markings. Although this would mean detailed
archaeological investigations, it is unlikely that funding would be available to assess
this feature from other sources and therefore the more direct routes might be
considered a benefit.


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6 ROAD CONSTRUCTION COSTS
6.1 Cost Basis
6.1.1 A high level cost appraisal for the each of the proposed road options has been
undertaken and the following assumptions have been used.
6.1.2 Due to the limited nature of the outline design and site information this cost
appraisal has been based on unit rates available in the approximate estimation
section of the SPONS Civil Engineering and Highway Works Price Book 2011. The
SPONS unit rates are approximate only and are based on information from sources
including engineers estimates, tenders and final account values for a large number
of highways contracts.
6.1.3 The unit rates only provide an indicative order of magnitude for works based on
statistical frequency norms for road construction schemes of a similar type and
nature. A more detailed assessment based on more detailed and accurate
information will be required to verify the high level cost appraisal.
6.1.4 The rural all-purpose roads unit rates have been used from the SPONS manual. The
values shown for the road cost in Table 1 includes for earthworks, structures,
drainage, pavements, line markings, reflective studs, footway signs, lighting
motorway communications, fencing and barrier works as well as including an
allowance for accommodation works, statutory undertakings and landscaping as
appropriate to the type and location of the carriageway. The rates do not include
purchase of the land, ground remediation or design fees.
6.1.5 The main item coverage assumed in the SPONS unit rates includes:
Overall width of the dual two lane carriageway will be 18.6m and 10m for the
single carriageway;
Road construction thickness of 800mm will apply comprising of 40mm wearing
course, 60mm base course, 200mm road base, 150mm sub-base and 350mm
capping layer;
50% of highway length will be formed on embankment to an average height of
4m height and 50% of the highway length will be in cuttings to an average depth
of 3.75m;


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30% of excavated material will be unsuitable as fill material;
No allowance for footpaths, cycle paths or kerbs and edgings is included; and
An allowance of 25% of length of carriageway will require a vehicle restraint
system and 20% of the length will having lighting.
6.1.6 Additionally to the rural all-purpose road unit rate, a feature unit rate has also been
included to cover for the associated construction elements such as side roads,
interchanges, underbridges, overbridges, culverts, subways, gantries and retaining
walls. This feature rate is considered to include for the roundabout junction and
bridge structure and therefore these item have not been separately accounted for in
the cost table.
6.1.7 A review of the SPONS manual unit rates was completed based on available industry
data. It was found that the SPONS unit rates were within the typical range of rates
used for this type of construction and as such, based on the limited level of design
and site data available, were considered reasonable for this high level cost appraisal
stage.
6.1.8 The costing presented in Table 1 attached at Appendix B is based on the indicative
route options detailed on Drawings ED10977-004 to ED10977-015A incl.
6.1.9 In summary the estimated costs for single carriageway options range from 7.18
million to 7.74 million. Estimated costs for dual carriageway options range from
12.53 million to 13.51million. The estimate cost of a single carriageway link from
the A703 to the A702 is 2.36 million.
6.1.10 Costs might be reduced by using blaes from the bing as a source of road sub-base
material. To estimate the volume of blaes that might be available we have assumed
that the existing slopes to the north of the Tarmac Topmix plant are extended down
to a level of c. 145m AOD i.e. the approximate natural ground level to the east and
west and the level. The rest of the bing could be removed to the contours of the
agricultural land surrounding it. Following consultation with a contractor who has
worked extensively on the West Lothian bings it is likely to be economical to break
down and crush the fused blaes blocks and therefore we have assumed that only
10% of materials might be unsuitable. The estimated volume of blaes suitable for
use is therefore c. 304,000m
3
.


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6.2 Cut and Fill Estimates
6.2.1 For indicative purposes, an assessment of the cut and fill expected requirements for
each of the route options has been undertaken and is presented in Table 2 attached
at Appendix B.
6.2.2 The quantities detailed are based on the outline horizontal and vertical alignment
designs shown on Drawings ED10977-004 to ED10977-015A incl.
6.2.3 The cut and fill estimates have been taken directly from the outline highway design
model which compares the road surface against the existing digital ground model.
No allowance for site preparation, ground remediation or improvement or road
construction thickness has been taken into account in completing the assessment.
6.2.4 In summary single carriageway options 1, 2 and 4 generate an estimated excess of
between c.25,000m
3
and 50,000m
3
sub-soil and topsoil material. Dual carriageway
options 1, 2 and 4 generate an estimated excess of between c.37,000m
3
and
c70,000m
3
sub-soil and topsoil material. Option 3 is constructed on significantly
more embankment above existing ground level and requires an additional c.15,500
m
3
to c.16,000m
3
of granular fill. The single carriageway A703 to A702 link also
requires an additional c.4,000m
3
of granular fill.
6.2.5 The quantities of excess material will be increased if blaes is used to replace
unsuitable materials.
6.2.6 We have previously suggested that excess sub-soil and topsoil materials might be
used to form landscaped roadside bunds to reduce the visual impact of the road or
to landscape areas of land that are unlikely to be developed in the foreseeable
future e.g. Clippens Landfill site for use as public amenity space.
6.2.7 As a guide, using the maximum estimated excess of soils would result in an increase
in height of c.0.65m if spread over the whole of Clippens landfill. However, the
thickness of topsoil placed would be proportional to the landscape planting; thicker
for areas of tree planting and thinner for shrubs and grasses. It is possible that high
density planting of thorny trees/bushes such as hawthorn, blackthorn and dog rose
could be used to deter the public from entering areas where there is a risk of
subsidence. Although the topsoil and subsoil materials are likely to be


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uncontaminated consideration would need to be given to the effects of landfill gas
on any new planting.


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7 DEVELOPMENT AREAS

7.1 For each of the road options we have estimated developable land areas between the
A701 and the new road option, which would act as the defensible boundary to
development within the new Local Development Plan. For the purposes of this
report developable land is agricultural or brownfield land between the boundaries of
existing properties/buildings. The development areas have been sub-divided into
areas with a likely low, medium or high risk/cost associated with addressing the
constraints that have been identified for road construction, which apply as well to
development in general.
Low cost/risk Development on greenfield land generally with low gradient
slopes and no shallow mining issues.
Medium cost/risk Development on Greenfield land with significant areas of
steep slope gradients and/or poor ground conditions and/or potential
shallow mining issues.
High cost/risk Development on brownfield land (former Pentland Oil works
and Pentland Mains Landfill) where there is potential for soil or groundwater
pollution, landfill gas and/or potential shallow mining and/or poor ground
conditions.
7.2 Although we are aware that Taylor Wimpey have recently commenced their Phase 1
development at Cameron Gardens, Bilston we have included this area as
developable. We have not included the Clippens Landfill site as in our opinion the
geotechnical constraints preclude development.
Option 1
7.3 47.1 hectares of low cost/risk, 70.1 hectares of medium cost/risk and 17.5 hectares
of high cost/risk. These areas are shown on drawing number ED10977-023.
Option 2


ED10977/ED10977-002
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Page 19

Option 3
Option 4
7.7 The cost/risk zoning is likely to change if ground investigations identify additional
development constraints or rule out a potential constraint. The area of each zone
may alter depending on the road width used (single or dual carriageway), the design
standards agreed with the Councils transportation department and detailed design
of junctions.


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8 CONCLUSIONS AND RECOMMENDATIONS

8.1 None of the road alignment options that have been assessed can avoid impact to all
three of the main constraints without both a reduction in the suggested 100kph
(62mph) design speed of the road and also the minimum vertical and/or horizontal
curvature design standards.
8.2 Option 4 is the closest to optimum road design as it avoids direct impact on the
cemetery and Cameron Wood with only a reduction in design speed to 85kph
(53mph), however without a reduction in the design standards it cannot avoid
cutting through Pentland Mains Landfill. This option also results in the lowest total
potential low, medium and high cost/risk development areas.
8.3 Option 1 to the west of Cameron Wood would have the largest visual impact to the
Damhead community.
8.4 It is possible that direct impact on Cameron Wood could be avoided for other
options if embankment slopes can be steepened from the 1:3 design gradients. It is
possible that ground investigation might establish that the soil geotechnical
parameters will enable steeper slopes to be constructed or retaining structures
might be considered.
8.4.1 The estimated costs for single carriageway options range from 7.18 million to 7.74
million. Estimated costs for dual carriageway options range from 12.53 million to
13.51million. The estimate cost of a single carriageway link from the A703 to the
A702 is 2.36 million. The difference in estimated costs for the various options is less
than 10% and considering the number of variables at this stage it is not considered
significant.
8.5 Three of the road options would result in a net excess of subsoil and topsoil material
up to 70,000m
3
. This material could be used positively to landscape areas of low
development potential such as Clippens Landfill and either side of the proposed
road to soften the visual impact. Although Option 3 will generate an excess of topsoil
there is an overall net deficit. However it is unlikely that this will be a significant issue
as the bing could provide up to c. 304,000m
3
of blaes for use as road sub-base
material.


ED10977/ED10977-002
March 2013
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8.6 The low and medium cost/risk development areas reduce in size gradually from
option 1 to option 2 and option 3 ranging from 47 to 41 hectares and 70 to 62
hectares respectively. There is less variation in the high cost/risk development areas,
which ranges between 17 and 18 hectares.
8.7 Recommendations for further works to assist in finalising a preferred road option:
Consultation with Midlothian Council roads department regarding the preferred
route and the requirement to reduce road speed and minimum standards to
create sufficient developable area to assist funding of the road, minimise the
impact on features such as Old Pentland cemetery and Cameron Wood and
avoid construction constraints to minimise overall cost.
Consultation with SEPA and the landowner regarding the proposals for
surrender of waste management licence(s) for Pentland Mains Landfill,
associated restoration and the practicalities of road construction through the
landfill.
Further consultation with the county archaeologist/heritage officer regarding
the pros and cons of the route crossing crop marks and proximity of the route to
Old Pentland cemetery.
Liaison with Damhead Community Council to assess their views on the road
options being considered.
Undertake an arbouricultural survey of Cameron Wood to enable a better
assessment of the impact of an embankment encroaching into the wood.
Undertake a topographical survey or purchase more detailed DTM data for the
whole of the preferred road corridor.
Undertake title deed searches for landownership that is not currently known
within the preferred road corridor.


ED10977/ED10977-002
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APPENDIX A Photographic Record (see separate document)


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APPENDIX B
Table 1 Cost Estimates for Road Options
Table 2 Cut and Fill Estimates

Carriageway Type Length (m) Cost Features Cost Sub-Total
Dual Carriageway 2913 7,661,190 3,670,380 11,331,570 13,031,30!0
Single Carriageway 2913 4,282,110 2,213,880 6,495,990 ",#"0,3$$!0
Dual Carriageway 3019 7,939,970 3,803,940 11,743,910 13,0,#%&!0
Single Carriageway 3019 4,437,930 2,294,440 6,732,370 ","#',''!0
Dual Carriageway 2868 7,542,840 3,613,680 11,156,520 1',$'%,%%$!00
Single Carriageway 2868 4,215,960 2,179,680 6,395,640 ",3#,%$&!00
Dual Carriageway 2800 7,364,000 3,528,000 10,892,000 1',',$00!00
Single Carriageway 2800 4,116,000 2,128,000 6,244,000 ",1$0,&00!00
A703/A702 Link Single Carriageway 920 1,352,400 699,200 2,051,600 ',3%,3#0!00
(tem S)*+S ,es-ription Cost
Single Carriageway 10m 1,470
Single Carriageway 10m 760
!"#$ e#$ima$i"n# $aken %r"m S&'(S manual 2011 a# )e$aile) in #e!$i"n 6 "% $*e re+"r$,
Total Cost (in-!
)relims, *./) et-)
'+$i"n 2
0oute *ption
Table 1 - Cost 1stimates For 0oa2 *ptions
-ea$ure#
2,630
Dual $w" lane Carriageway
7,3m .D2A&/01
1,260
2ural All3+ur+"#e
2"a)#
'+$i"n 4
3nit 0ate Table
Dual $w" lane Carriageway
7,3m .D2A&/01
'+$i"n 1
'+$i"n 3
Cut m
3
Fill m
3
Net m
3
80085 25038 55047
58507 17080 41427
97245 26844 70401
69103 19435 49668
40399 56333 -15934
28108 43622 -15514
71853 34800 37053
50587 25592 24995
9908 13043 -3135 A702 - A703 Single Carriageway
Table 2 - Cut and Fill Estimates
Road Otions
Option 1
Option 2
Option 3
Option 4
Dual Carriageway
Single Carriageway
Dual Carriageway
Single Carriageway
Dual Carriageway
Single Carriageway
Dual Carriageway
Single Carriageway


ED10977/ED10977-002
March 2013
Page 24

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A701, A702, A703 ROAD ALIGNMENT OPTIONS

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