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Volume 2
Environmental Statement Annexes
Walney ExtensionOffshore WindFarm
Annex
B19
.C
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Prepared for
DONG Energy
33 Grosvenor Place
London
SW1X 7HY
Walney Offshore Wind Farm Extension.Abnormal Indivisible Loads Access Study
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Copyright and Non-Disclosure Notice
The contents and layout of this report are subject to copyright owned by WynnsLtd save to the extent that copyright has been legally assigned by us to anotherparty or is used by Wynns Ltd under licence. To the extent that we own thecopyright in this report, it may not be copied or used without our prior writtenagreement for any purpose other than the purpose indicated in this report.
The methodology (if any) contained in this report is provided to you in confidenceand must not be disclosed or copied to third parties without the prior written
agreement of Wynns Ltd. Disclosure of that information may constitute anactionable breach of confidence or may otherwise prejudice our commercialinterests. Any third party who obtains access to this report by any means will, inany event, be subject to the Third Party Disclaimer set out below.
Third Party Disclaimer
Name Signature Date
Prepared by: Andy Pearce 22.05.13
Checked by: Martin Cleary 24.05.13
Approved by: Martin Cleary 24.05.13
Disclaimer
This report has been prepared in a working draft form and has not beenfinalised or formally reviewed. As such it should be taken as an indication onlyof the material and conclusions that will form the final report. Any calculationsor findings presented here may be changed or altered and should not be takento reflect Wynns Ltd opinions or conclusions.
Any disclosure of this report to a third party is subject to this disclaimer. Thereport was prepared by Wynns Ltd at the instruction of, and for use by, our clientnamed on the front of the report. It does not in any way constitute advice to anythird party who is able to access it by any means. Wynns Ltd excludes to thefullest extent lawfully permitted all liability whatsoever for any loss or damagehowsoever arising from reliance on the contents of this report. We do not howeverexclude our liability (if any) for personal injury or death resulting from ournegligence, for fraud or any other matter in relation to which we cannot legally
l d li bilit
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DONG EnergyI13-760 Walney Extension Offshore Wind FarmIAIL Access I31.05.13 I V2
Contents & Executive Summary IPage i of iii
Contents
Executive Summary iii
1. Introduction 1
2. Highways Agency and Vehicle Legislative Requirements 3
2.1. Definition of Abnormal Indivisible Load (AIL) 3
2.2.
Legislation 3
2.3. Water Preferred Policy Requirements 4
3. Abnormal indivisible load movements - Highways Act 1980 4
3.1. Planning Permission 4
3.2. Recovery of excessive maintenance costs - Section 59 agreements 5
3.3.
The removal and replacement of street furniture 5
4.
Physical Restrictions affecting a Road Movement 5
4.1.
General 5
4.2. Headroom 5
4.3. Negotiability 7
4.4.
Structural Capability and Highway Capacity 8
4.5. Road Crust 8
4.6. Bridges 9
4.7. Underground Services 10
4.8. Speed 11
4.9. Road Works 11
5. Loads Considered for Delivery as part of the Walney Extension Project 12
6. High Level Review of Existing Information 13
6.2. Structural Information Historical Review of Access from Heysham Port to New Substation 16
6 3 Structural Information Historical Review of Access from Relevant to Cable Drum Access via
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Contents & Executive Summary IPage iii of iii
Executive Summary
DONG Energy (DONG) are preparing a Development Consent Order Application for the offshore
Walney Extension Wind Farm including an Environmental Impact Assessment for the up to 750MW
scheme. The onshore elements of the project, including the substation and cable route are located in
the vicinity of Heysham, Lancashire. An onshore cable route has been selected from Potts Corner to a
site selected for the proposed construction of a substation adjacent to a new National Grid Electricity
Transmission (NGET) site on the A683.
The Project will require the delivery of Abnormal Indivisible Loads (AILs) for the substation, including
transformers, and the cable will be delivered on drums also considered to be AILs. This report
considers the availability of a suitable AIL route to the proposed substation location and also the
primary route into the core of the alignment proposed for the buried power cables, from landfall to the
substation site, for a vehicle carrying an optimum drum specification.
Notwithstanding government policy and guidance the transformer height of 6000mm most probably
precludes the possibility of delivery of the transformer from the motorway network. It is therefore
most probable that the transformer will be shipped to Heysham Port. Although a 20 axle frame trailer
vehicle has been considered within this review it should be noted that without a formal approach to
the highway structural authorities there remains some doubt over the final arrangements that will be
acceptable to and structural restrictions en route.
It has been recognised that a variety of trailer configurations are possible candidates for the delivery
of the 30te cable drum. We have therefore considered both a worst case scenario and other less
rapacious vehicle arrangements in our assessment. It has been demonstrated that the plant and the
other vehicle arrangements presented by DONG Energy associated with the project can be embraced
by the envelope of the 30te cable drum vehicle configurations.
Access for 30te cable drums becomes difficult in Carr Lane beyond OS Reference SD 41597 57704 and
may necessitate temporary land acquisition which is also a high probability requirement for
construction plant vehicles considered within the report. Access onto the construction alignment at
this location can easily be achieved but will necessitate enabling works beyond track construction.
Detailed assessment of the route beyond this location would necessitate topographical survey to
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DONG EnergyI13-760 Walney Extension Offshore Wind FarmIAIL Access I31.05.13 I V2.Contents & Executive Summary IPage i of iii
Contents
Executive Summary iii
1. Introduction 1
2. Highways Agency and Vehicle Legislative Requirements 3
2.1. Definition of Abnormal Indivisible Load (AIL) 3
2.2.
Legislation 3
2.3. Water Preferred Policy Requirements 4
3. Abnormal indivisible load movements - Highways Act 1980 4
3.1. Planning Permission 4
3.2. Recovery of excessive maintenance costs - Section 59 agreements 5
3.3.
The removal and replacement of street furniture 5
4. Physical Restrictions affecting a Road Movement 5
4.1. General 5
4.2. Headroom 5
4.3. Negotiability 7
4.4.
Structural Capability and Highway Capacity 8
4.5. Road Crust 8
4.6. Bridges 9
4.7. Underground Services 10
4.8. Speed 11
4.9. Road Works 11
5. Loads Considered for Delivery as part of the Walney Extension Project 12
6. High Level Review of Existing Information 13
6.2. Structural Information Historical Review of Access from Heysham Port to New Substation 16
6 3 Structural Information Historical Review of Access from Relevant to Cable Drum Access via
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8.2. Structural Information 27
8.3.
Negotiability Information 29
8.4. On site engineering requirements for haul road 36
8.5. Additional Access Requirements to Beach Area for Other Plant 36
9. Swept Path Assessment of Carr Lane for Cable Drum Access 41
10. Site Access off Highway 43
11.
Hedgerows (permitted work), Tree Preservation Orders (TPO) and Bird Nests 43
11.1. Hedgerows 43
11.2. Permitted work 44
11.3. Tree Preservation Orders 44
11.4. Bird Nests 45
12. Transport General 45
13. Summary and Conclusions 46
Maps
Drawings
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DONG EnergyI13-760 Walney Extension Offshore Wind FarmIAIL Access I31.05.13 I V2.Contents & Executive Summary IPage iii of iii
Executive Summary
DONG Energy (DONG) are preparing a Development Consent Order Application for the offshore
Walney Extension Wind Farm including an Environmental Impact Assessment for the up to 750MW
scheme. The onshore elements of the project, including the substation and cable route are located in
the vicinity of Heysham, Lancashire. An onshore cable route has been selected from Potts Corner to a
site selected for the proposed construction of a substation adjacent to a new National Grid Electricity
Transmission (NGET) site on the A683.
The Project will require the delivery of Abnormal Indivisible Loads (AILs) for the substation, including
transformers, and the cable will be delivered on drums also considered to be AILs. This report
considers the availability of a suitable AIL route to the proposed substation location and also the
primary route into the core of the alignment proposed for the buried power cables, from landfall to the
substation site, for a vehicle carrying an optimum drum specification.
Notwithstanding government policy and guidance the transformer height of 6000mm most probably
precludes the possibility of delivery of the transformer from the motorway network. It is therefore
most probable that the transformer will be shipped to Heysham Port. Although a 20 axle frame trailer
vehicle has been considered within this review it should be noted that without a formal approach to
the highway structural authorities there remains some doubt over the final arrangements that will be
acceptable to and structural restrictions en route.
It has been recognised that a variety of trailer configurations are possible candidates for the delivery
of the 30te cable drum. We have therefore considered both a worst case scenario and other less
rapacious vehicle arrangements in our assessment. It has been demonstrated that the plant and the
other vehicle arrangements presented by DONG Energy associated with the project can be embraced
by the envelope of the 30te cable drum vehicle configurations.
Access for 30te cable drums becomes difficult in Carr Lane beyond OS Reference SD 41597 57704 and
may necessitate temporary land acquisition which is also a high probability requirement for
construction plant vehicles considered within the report. Access onto the construction alignment at
this location can easily be achieved but will necessitate enabling works beyond track construction.
Detailed assessment of the route beyond this location would necessitate topographical survey to
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1. Introduction
1.1. The contents of this report include land transport feasibility investigations into achieving
access for the future delivery of transformers and cable drums as planning in preparation for
future Abnormal Indivisible Load (AIL) movement delivery requirements to potential
development areas within the corridor of works that is being considered for construction of a
new connection to the Walney Offshore Wind Farm Onshore Substation.
1.2.
DONG Energy (DONG) are preparing a Development Consent Order Application for theoffshore Walney Extension Wind Farm including an Environmental Impact Assessment for the
up to 750MW scheme. The onshore elements of the project, including the substation and cable
route are located in the vicinity of Heysham, Lancashire. An onshore cable route has been
selected from Potts Corner to a site selected for the proposed construction of a substation
adjacent to a new National Grid Electricity Transmission (NGET) site on the A683.
1.3.
The Project will require the delivery of AILs for the substation, including transformers, and thecable will be delivered on drums also considered to be AILs.
1.4. DONG requires an indication as to the availability of a suitable AIL route to the proposed
substation location and also to the numerous sites that have been identified as potential
delivery locations for cable carrying vehicles. The potential locations where cable drum access
could be required is considered and the purpose of this report is to identify potential AIL
routes worthy of more detailed examination.
1.5. Each site is discussed in terms of AIL access within this report in terms of physical
negotiability requirements only. Structural investigations have not been carried out and, if
required, will follow consultation with the relevant stakeholders. It will be necessary as the
project proceeds to undertake structural investigations on the preferred routes to site in order
to confirm the structural capacity of the preferred routes identified to the selected sites. In
addition to the cable transporters it will also be necessary to consider other AILs such as plant
vehicles and heavy lift cranes.
1.6. The report aims to provide a preferred route to the proposed substation access point from the
public highway and also to each location being considered for cable drum deliveries with
details on remedial actions required to enable access to be achieved.
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1.9. The report considers a conceptual load based on cable drum dimensions advised to Wynns Ltd.
by DONG at the commencement of the investigations. This is discussed further within Sections5.2 and 8.1.
1.10. No specific consideration has been given to an onsite cable carrying vehicle that is often
deployed during onsite movement of cables from storage to installation point.. Wynns Ltd. are
aware from other similar projects that on occasions the site installation vehicles will also need
to be road routed to the site as it is not built up on site. This vehicle could, based on previous
experience, also be an AIL due to its excessive width (>3.0m).
1.11. This document identifies a preferred route to the various locations detailed but does not
constitute a formal agreement for movement. Any future movement to the substation at
Special Order category or for the cable drums within Special Types General Order (STGO)
Regulations will require the appointed haulage contractor to notify the relevant statutory
authorities in the statutory manner. The legislative requirements for movement of the
transformers and cable drums are discussed in detail within Section 2.
1.12. The status of the entire road route proposed from and UK port of access or manufacturing
facility would need to be notified by the appointed haulage contractor prior to movement. For
the purposes of these investigations it is assumed that the proposed loads will be delivered by
sea to Heysham Port, although an additional high level review of the route to the general area
from the M6 motorway is also included in respect to STGO loads. No restrictions are
anticipated with STGO loads via the national motorway and trunk road network and this
report concentrates on access to the proposed site access locations from the Port of Heysham.
1.13. No specific on site movement requirements at the substation or within the areas being
considered for cable handling within the development corridor have been considered and the
access investigations conclude at the proposed site access locations where they exit the public
highway, although generic information in terms of the likely turning and loading requirements
necessary for the delivery of circa cable drums and transformers for consideration during
future design of the site entrances and access roads.
1.14. Specific on site access issues can be considered under separate work instructions if requested.
1.15. Potential transport configurations considerate of the delivery requirements from Heysham
Docks have been constructed and are discussed in detail within the report.
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2. Highways Agency and Vehicle Legislative Requirements
2.1.
Definition of Abnormal Indivisible Load (AIL)
2.1.1. The Department for Transport, of which the Highways Agency (HA) is an executive agency,
state that the strict definition of an AIL refers to a load which cannot, without undue expense
or risk of damage, be divided into two or more loads for the purpose of carriage on roads and
which, owing to its dimensions or weight, cannot be carried on a vehicle which complies in all
respects with the standard vehicle regulations these are:
The Road Vehicles (Construction and Use) Regulations 1986 (as amended)
The Road Vehicles (Authorised Weight) Regulations 1998 (as amended)
The Road Vehicles Lighting Regulations 1989 (as amended).
2.1.2. All equipment should be stripped of their ancillaries before they are transported. The HA will
only accept that further dismantling is not required where it cannot be economically achieved
due to the requirement for its construction within specific factory environments or where
extremely high tolerances have to be maintained.
2.2. Legislation
2.2.1. Conventional heavy goods vehicles have an operating weight limit of 44 tonnes. The category
known as abnormal indivisible loads (AIL) covers those vehicles where the gross weight
exceeds 44 tonnes. An Abnormal Load is defined as that which cannot be carried under
Construction and Use (C&U) Regulations. Items which, when loaded on the load carryingvehicle exceed the weights encompassed by the C&U Regulations, but do not exceed Special
Order Permission Limits, are governed by Special Types General Order (STGO) categories 1 to
3 depending on size.
2.2.2. Where dimensions exceed 6100mm in width, 30000mm in rigid length or 150 tonnes gross
weight, Special Order from the Highway Agency (HA), is required.
2.2.3. Special Order category AIL movements are authorised by the Highways Agency (HA) Abnormal
Loads team, an executive agency of the Department for Transport (DfT), based in Birmingham.
2.2.4. STGO loads orders grant consent for loads that satisfy the following criteria:
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clear working weekdays notice together with an indemnity to the highway and bridge
authorities on the route.
2.2.6. Any increase in the weight (or width) of cable drums into Special Order Category by adding
cable would need discussion with the appropriate permitting authorities such as the Highways
Agency. It should be noted that, as per point 2.1.1, increasing the length of cable may meet with
resistance as it would not be Indivisible and the load could be moved within STGO
regulations if required at smaller dimensions.
2.3.
Water Preferred Policy Requirements
2.3.1. The Department for Transport has adopted a water-preferred policy for the transport of AILs.
This means that, where an application is sought for the movement of a Special Order or VR1
category load (more than 5.0m width) by road, the Department, via its executive agency, the
HA, will turn down the application where it is feasible for a coastal or inland waterway route to
be used instead of road. The HA advise that this decision is based on a number of factors
including whether the load is divisible, the availability of a suitable route, the amount of trafficcongestion that is likely to be caused and the justification for the load to be moved. The
Highway Agency Abnormal Loads Team is the department responsible for the authorisation of
Special Order AILs and government policy is that the closest available port of access should be
used for the delivery of such oversize items.
2.3.2. In consideration of the water preferred policy to maximise the use of water for the movement
of Special Order (Above 150te gross) AILs wherever practicable, Wynns Ltd. are aware that inthe past transformers delivered to Heysham Substation have been required to utilise the
nearest available marine delivery location at the Port of Heysham.
2.3.3. It will be necessary to obtain an Agreement in Principle (AIP) from the HA but it is expected
that the HA will direct any Special Order loads to the Port of Heysham.
3. Abnormal indivisible load movements - Highways Act 1980
3.1. Planning Permission
3 1 1 Where a project is subject to Planning Permission (PP) and the development effects the
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3.2. Recovery of excessive maintenance costs - Section 59 agreements
3.2.1.
Section 59 of the Highways Act 1980 allows the highways authority to raise a charge against a
user of the highway to cover repair works necessitated by excessively heavy or unusual loads
being carried on the road by that user. This provision is typically used where the passage of
heavy lorries to and from industrial premises or building sites causes excessive damage to the
road, requiring expensive remedial works by the Council. Under Section 59, the Council may
charge on such costs to the organisation responsible for the damage, the amount payable being
calculated as the excess cost of repair compared to normal maintenance costs for the road.
Rather than wait to be charged such excessive repair costs, the Council and the third party may
enter into an agreement under Section 59 whereby the third party accepts liability and makes
payment of an agreed sum to the Council to cover the excessive repair costs.
3.3. The removal and replacement of street furniture
3.3.1. The removal and replacement of street furniture required for the mobilisation of out of gauge
vehicles into existing sites then these are generally managed under Temporary TrafficRegulation Orders (TTRO) and Street Works Legislation. These are normally, but not
necessarily, organised by the haulage contractor. These requirements are generally to ensure
that the supervisors and operatives are competent and that the works will be carried out to a
prescribe standard with the appropriate traffic management in place. In some circumstance
the Highway Authority or LA will insist that their preferred contractors will carry out such
work.
4. Physical Restrictions affecting a Road Movement
4.1. General
4.1.1. Construction will entail the movement of many AILs to site during the period of its
construction. Not only the cable drums, but also construction plant.
4.1.2. As previously stated an abnormal load is one that is incapable of division into two or more
loads by reason of expense or risk of damage and which cannot be carried by a trailer
complying in all with the Road Traffic; Road Vehicles (Construction and Use) Regulations 1986
(SI N 1078) (C12) (S38) d d (th C t ti d U R l ti ) h th
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guaranteed and the actual height is posted on structures, such as bridges and gantries, which
are below this figure. The UK electricity supply industry and plant manufacturers generally
work to a travelling height of 4.95 metres (163) to allow for a safe margin.
4.2.2. Nationally, a system of High Load Routes exists in principle which provides for the movement
of high loads with travelling heights in excess of 4.95 metres and up to 6.0 metres (200).
These routes are normally off motorways and their load carrying capability varies as high
loads are not always exceptionally heavy loads. They have to be assessed carefully for each
individual high load.
4.2.3. The height of the load will be increased by the height of the trailer and any packing that may be
utilised to give a gross travelling height.
4.2.4. Where restrictions are caused by overhead services such as telephone lines and local power
distribution lines, it is feasible to raise or underground these along relatively short routes.
Arrangements are made with the responsible undertakers. This is, however, not usually
feasible over longer routes or where there are a large number of lines involved. It is usuallyimpossible to do anything to raise low bridges, but steel gantries with bolted connections can
sometimes be temporarily lifted.
Photograph 1
Overhead services being lifted to accommodate the transit of a vehicle height in excess of 6.0m en-
route between London Thamesport and Grain Power Station, Kent. Source: Abnormal Load Engineering.
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Photograph 2
Transformer being carried on a girder frame trailer under an unmarked bridge. Unmarked overhead
structures provide a minimum height clearance of 5.03m. Below this height obstructions are clearly
marked.
4.2.5.
Although there is no legal limit on the travelling height of a vehicle and its load, the
Department for Transport does advise hauliers to inform the Regional Electricity Companys
(REC), British Telecom and any other company with overhead service lines, of the route of the
proposed movements with a travelling height in excess of 5.0 metres. This enables
arrangements to be made for temporary or permanent re-arrangement of facilities.
4.2.6. It should be noted that the Electricity Supply Regulations 1988 refer to the minimum height
for overhead lines. Part IV, Section 13 of these regulations states that the height above groundof any overhead line or wire shall not be less than a specific height at any point where the line
is over a road depending on the voltages outlined below.
Not Exceeding 33000 Volts 5.8m
Exceeding 33000 Volts but Not Exceeding 66000 6.0m
Exceeding 66000 Volts but Not Exceeding 132000 6.7m
Exceeding 132000 Volts but Not Exceeding 275000 7.0m
Exceeding 275000 Volts but Not Exceeding 400000 7.3m
4.2.7. It is recommended that overhead line authorities are approached to confirm recorded and safe
height clearances for all wires above the often referred to high load cut of point of 166
(5.03m). Just because a line is of a given height it does not mean that high loads will
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large number of axles are needed in order to support the required load on the road and bridge
decks, this may result in a configuration that is unable to negotiate the particular route.
4.3.2. Where negotiability is restricted by the width or the curvature of the route, it can be increased
by the temporary removal of street furniture such as lamp posts, traffic signs etc., but
normally little can be done if passage is restricted by more permanent objects such as
buildings. These works are done with the agreement of the relevant local and highway
authorities. The negotiability of the route for transformer delivery is further discussed in
Section 7.1.
4.4. Structural Capability and Highway Capacity
4.4.1. The load carrying capability of roads depends to a great extent on axle loading rather than total
weight of the load being transported. There are three main limiting factors on the capability of
roads to bear heavy loads.
4.4.2.
The load carrying capability of the route has to be assessed in relation to the loadings thatwould be imposed by the total gross weight of the load plus transporter for each item to be
transported. The factors to be considered are the axle and wheel pair loadings; the road crust;
the effect of such loadings on bridges; underground services and speed. The tractor unit is
normally considered as a separate unit in terms of imposed axle and wheel loadings provided
that the tractor unit us not supporting any load through a fifth wheel. Indemnities are given to
highway and bridge authorities for any damage caused, usually by the appointed haulage
contractor.
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Photograph 4
Carr Lane at OS Ref SD 4160 5760. Load moves away from camera. Damage to current carriageway
condition. Failure of the road surface due to sub-base movement towards soft verges. Pre and postinspection of the highway is advisable.
4.6.
Bridges
4.6.1. Bridges in Great Britain are designed and constructed in accordance with the loading standard
set down in British Standard BS 5400-2:2006 Steel, concrete and composite bridges.
Specification for loads, which in 2006 replaced the British Standard BS 5400: Part 2: 1978. This
Part of BS 5400 specifies nominal loads and their application, together with the partial factors,
to be used in deriving design loads. The loads and load combinations specified are for highway,
railway and foot/cycle track bridges in the UK.
4.6.2. This standard provides for two types of loading: Type HA and Type HB. Older bridges may not
have necessarily been designed to these standards but that does not prevent them from being
assessed for abnormal load carrying capability.
4.6.3. Type HA is the normal design loading in Great Britain suitable for normal vehicles permitted
under the Construction and Use Regulations rather than for those used for the carriage of
abnormal loads.
4.6.4. Type HB loading is a rating for exceptional industrial loads, e.g. electrical transformers,
generators, pressure vessels, machine presses etc., likely to use the roads in the area. It takes
account of the loading that would be imposed on to the highway by a standard 4 axle, 16
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4.6.7. For example, 45 units of HB therefore correspond to a 180te vehicle on four axles at the worst
case spacing of those given above and with the vehicle fully aligned with the structure. None of
this is precisely duplicated within any of the transport configurations or in the track geometry
during transit of structures hence the variations indicated.
4.7. Underground Services
4.7.1. When assessing the effect of weight on underground services, such as water pipes, sewers and
service ducts, the loading imposed by individual wheels is normally considered.
4.7.2. The weight that can be safely borne by underground services varies depending on their age
and condition; the depth to which they are buried; and the strength of the road crust covering.
All these factors have to be considered when assessing the suitability of a road for the passage
of abnormal loads and assessment is usually carried out by the relevant authority or statutory
body concerned.
4.7.3.
Risk to services can be considered in relation to the weight to which they could be exposed bythe passage of normal vehicles permitted by the Construction and Use Regulations. This can
then be compared with that which would be imposed by the passage of the proposed abnormal
load movements, and with the pressure to which they may have been subjected by previous
movements of abnormal loads.
4.7.4. Experience gained by the heavy haulage industry generally is that underground services are
not damaged providing that road crust strength is to a reasonable standard and that the depth
of cover and condition of services are normal. The haulage contractor would be required to
provide indemnities against possible damage as a result of the movements. Where there are
known problems of particular concern, it is quite often the case that the consignor has to
provide the indemnity, or insurance cover.
4.7.5. On narrow or single track roads there is an increased probability that vehicles will transgress
onto the verges. This should be avoided as it can threaten services as well as open drainage
systems. The provision of laybys and traffic management systems is strongly advised.
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Photograph 5
Carr Lane at approximate OS Reference SD 4150 5750. The road width has been overrun by vehicles.
Generally the condition of the road is good although C&U traffic is likely to lead to deterioration.Passing points will need to be constructed.
Photograph 6
Evidience of underground services on Carr Lane at approximate OS Reference SD 4151 5823.
Consultation as to the presence of underground infrastructure should be made.
4.8. Speed
4.8.1. STGO Category 3 loads have a 30 kph (20 mph) speed restriction when exceeding 4.3m wide
on non-motorway or dual carriageway roads.
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Photograph 7
Carr Lane. Load moves away from camera. Example of widening works in progress with associated
traffic management at the time of route inspection.
5. Loads Considered for Delivery as part of the Walney Extension Project
5.1. Transformers
5.1.1. The transformer transport dimensions advised by DONG on 19.04.13 for consideration within
the report are as detailed below.
Length 13m
Width 5mHeight 6m
Weight 325te
5.1.2. The height of the transformer is larger than those typically transported in the UK but for the
purposes of these investigations it is assumed the 6m height is the worst case transport height.
5.1.3.
Despite the above, some observations which need to be accounted for during the planning of
transformer delivery to the proposed site including the potential trailer arrangements are
included within Section 7.1.
5.2. Cable Drums
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5.3. Other Plant
5.3.1.
The vehicles detailed in Table 1 will also be required to access the beach from the bottom of
Carr Lane to complete the works.
Table 1. Other Plant Requiring Access via Carr Lane
Item Length (m) Width (m) Weight (te)
Flatbed Lorry 18 3 44
Excavators 10 3 25
Mobile Crane 11 2.6 40
5.3.2. It has been demonstrated that the plant dimensions above are within the envelope of the 30te
cable drum vehicle configurations (see Drawing Ref. Dong-WE-Comp01) considered during the
swept path assessment process and discussed further within Sections 8.4 and 9.. However, a
specific transport drawings, for these items, have been produced which detail conceptual
delivery arrangements for the additional items of plant and there access requirements.
5.3.3.
It should be noted that due to the concentrated wheel loadings of mobile cranes it is possible
that these transport arrangements will be considered more onerous to the structural
authorities than the vehicles carrying the cable drums.
6. High Level Review of Existing Information
6.1. Port of Heysham Historical Review
6.1.1. No specific review of the current status of Heysham Port for the delivery of transformers and
cable drum components has been undertaken within this report and the following information
is based on existing information known to Wynns Ltd. The report was last investigated in
detail during 2010 and information obtained at that time is discussed below. A plan of the port
environment in terms of the opportunities for offloading AILs is attached as D-WDS HP01
(consrtructed during the West Duddon Sands Investigations and reviewed).
6.1.2. Heysham Port is part of the Peel Ports Group. The harbour comprises several alongside berths
and Ro/Ro ferry terminals connected to Heysham Lake by a 91m wide channel. The harbour is
subject to a Spring tidal range of 8.3m and a Neap tidal range of 4.5m.
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6.1.6. There are various available sites for offloading of transformers. These are the North Quay and
the South Quay within Heysham Port and the Ro/Ro berth situated on the quay at Heysham
Power station, known as the West Wall. In addition there is also a 200te capacity link span
within the port.
6.1.7. The Power Station/West Quay is situated close inside the Southern side of the port entrance
and is 170m long. It is considered suitable principally for Roll on/Roll off (Ro/Ro) operations.
Use of a floating crane would be feasible. However the use of geared vessels and coasters and
mobile heavy lift cranes is restricted by the limited depth of water alongside the quay wall and
the very limited rigging area adjacent to the quay and there is a probability that the use of amobile crane would require significant temporary works to provide a sufficient crane pad and
mobilisation area. The Power Station/West Quay would not be expected to be an option for
loads for the Walney Extension project and is primarily used for deliveries to the adjacent
power station.
6.1.8. The South Quay is 460m long and whilst it could possibly be considered for offloading by way
of Lift on/Lift off (Lo/Lo) operations with a mobile crane but in 2010 this was not a preferredlocation of the port to deliver transformers. It is understood that due to concerns about the
crane rails it would be necessary for mobile cranes to sit at least 11-16m from the quay edge.
Heysham Port advised in 2010 that at present they have no specific guidance as to which parts
of the quay are able to accommodate the use of a mobile crane and which are not. The port
indicated that this is to be addressed in the future internally and further information may be
available in the future. Geared vessels would however be able to work at the quay and offload
directly to waiting road transport vehicles. The suitability of the South Quay for Lo/Lo wouldneed to be confirmed.
6.1.9. Historically Heysham Port Ltd, have advised that the area most suitable for the handling of
heavy cargoes within the harbour was the North Quay (notwithstanding the Ro/Ro berth on
the West Wall at the Power Station).
6.1.10. The North Quay is situated along the North side of the Harbour. It is 290m long, the outer
140m of which form part of a marine supply base for the South Morecambe Gas Field and is
frequently used by supply vessels. The inner section (Eastern end) of the quay is a general-
purpose berth.
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Photograph 8
Heysham Port North Quay looking west.
6.1.11. The Westward section of the quay is regularly dredged to a depth of 4.5m at LAT, however the
Eastern end of the quay is not included in the dredging regime and the berth is likely to be dry
at low water during spring tides.
6.1.12. Height above CD is 12.04m for all quays at Heysham (-4.9m OD), this results in a water to quay
height of 2.64m @ MHWS and 4.64m @ MHWN.
6.1.13. To avoid grounding at the eastern end of the quay, unloading operations would have to be
performed within a window either side of high water. The duration of this window will be
dependent on whether the tide is spring or neap and the draft of the vessel utilised and issubject to determination of the exact berth bottom depth.
6.1.14. Although technically it is expected the North Quay would be suitable, it is necessary to
maintain a sterile area for the period of time needed for the erection of the crane, unloading of
the unit and decommissioning. The availability of sufficient space for the erection and
operation of a mobile crane suitable to unload the transformers under consideration would be
dependent on operations within the port at the time of requirement and would need to beconfirmed with the port authority.
6.1.15. It would be necessary to also consider the timings of ferry services that operate to Ireland and
the Isle of Man to ensure that they are not affected by operations within the port.
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6.1.18. Egress through the port complex to the public highway was advised in 2010 as being feasible
by the port authority. All roads are marked by temporary barriers and can be changed to
enable access as required. Specific access requirements will need to be confirmed at the time
of movement in terms of how they impact on existing operations but are expected to be able to
be accommodated.
6.1.19. Egress from the port is achievable from the North Quay via the port gates onto Shore Road and
Port Way.
6.1.20.
An alternative egress via Princess Alexandra Way exists but it is not recommended that this isconsidered for transformer access. This is due to the need to cross the port level crossing,
which is understood to be under the ownership of EDF Energy (formally British Energy), which
has negotiability limitations as well as third party access to be confirmed. In addition access
would require to travel over the Princess Alexandra Road Railway Bridge which has been
subject to ownership disputes in the past. Although at present it is understood that Network
Rail are responsible for the bridge, long term assessment regimes need to be confirmed with
the highway authority (Lancashire County Council) and principle inspection and assessmentprograms have not resulted in recent routine assessments being completed to our knowledge.
6.1.21. From the Power Station Quay there are two possible options to access the public highway.
Firstly access through the power station to the port complex, at which point it would be
necessary to removing fencing to enter the port. This would then require egress from the port
via the methods already discussed above. Such access would require agreement from EDF
Energy as operators of the Heysham Power Stations.
6.1.22. In summary there are various options for offloading and storage of transformers within the
port and no problems are expected with the need to deliver transformers of circa 200te nett
weight to Heysham. Heavier transformers would require further investigative works to
confirm access.
6.1.23. No specific consideration has been given to the access requirements for cable drums but no
technical limitations are expected with the main issue to overcome expected to be the
negotiation of commercial agreements with the port for offloading and storage.
6.2. Structural Information Historical Review of Access from Heysham Port to New Substation
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6.2.3. Available information indicates that in 2010 Lancashire County Council advised that 14 and 20
axle girder frame trailers and 14 axle flattop trailers were able to cross this structure when
loaded with 200te nett transformers. The current suitability would need to be clarified,
especially as the size of transformer now being considered is understood to be 325te.
6.2.4. There are no other significant structures on the route from Heysham to the proposed
substation access gate.
6.3. Structural Information Historical Review of Access from Relevant to Cable Drum Access via
Middleton
6.3.1. Wynns Ltd are aware from other works in the area that transformers of approximately 190te
nett transport weight have been delivered to the National Grid Heysham Substation in the past
and the access to this site has traditionally been via Middleton Road and Borras Lane from the
A683 and A589 roundabout.
6.3.2. The Middleton Road Railway Bridge is owned by Network Rail (Reference MHH/B/6) and it
would be necessary to confirm the bridge is able to accommodate the proposed cable drum
carrying vehicles but no problems are expected for this size of load. Publically available
information from Network Rail indicates that the bridge is able to accommodate loads of at
least 66te gross weight without the need for any specific assessment checks by Network Rail
engineers. Loads in excess of this weight would need to be considered by Network Rail in
more detail.
6.3.3.
Previous work undertaken for DONG in respect to the West of Duddon Sands project
considered this route for transformers of up to 200te transport weight. Network Rail advised
in 2010 that the Middleton Road Railway Bridge was able to accommodate the 14 and 20 axle
girder frame trailers for 200te nett loads but they did not approve access over the bridge for
flattop configurations.
6.3.4. We are not aware of the final as built weight for the West of Duddon Sands Substation
transformers at the substation that is presently under construction.
6.3.5. This route from Heysham via Middleton Road was according to available records used to
deliver a 151te nett transformer to the existing National Grid Substation in 2005.
6 3 6 Th i ti f thi t id f H h P t t b th th b t ti d
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6.4. Structural Information Historical Review of Access from M6 Motorway
6.4.1.
The route from M6 junction 34 via Lancaster City Centre has traditionally been limited interms of the weight of loads able to cross over the Rive Lune Bridges (Greyhound Bridge) in
Lancaster. In the past this route has been limited to loads with axle weights of no more than
12te. Physically there is not expected to be a restriction to the cable drums currently expected
to be required when routing from junction 24 through Lancaster although caution will be
required on the one way system through the city where the loads would be taking up the full
width of the road. Detailed discussions with Lancashire County Council will be necessary to
confirm which loads could be structurally approved by Lancashire County Council on thebridges over the River Lune.
6.4.2. An alternative to access through Lancaster is to travel via the A589, A5105 and A6 coastal
route via Hest Bank and Carnforth to and from M6 junction 35. This requires consideration of
a low bridge at Carnforth. Our records suggest that the marked height is 139 (4.119m) but
that the centre clearance recorded by Lancashire County Council is 4.8m. Should any of the
loads be approaching the maximum height permitted by Lancashire County Council then itwould be appropriate for a more detailed survey of the bridge to be undertaken if this route is
considered further. Measurements taken in 2005 showed that the centre of the arch has a
height of 4.995m although these measurements would need to be confirmed but it is expected
that access could be achieved for cable drum components subject to clarification.
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indications from Network Rail and Lancashire County Council that the structure would be
filled in or propped in the future. Publically available information from Network Rail indicates
that the bridge is able to accommodate loads of at least 105te gross weight without the need
for any specific assessment checks by Network Rail engineers. Loads in excess of this weight
would need to be considered by Network Rail in more detail.
6.4.5. The new Heysham link Lancaster Bypass was awarded planning consent during March 2013
and it is understood to be being planned for construction at 45HB units and therefore is
expected to offer potential for AIL access from the M6 to Heysham but the exact timescales and
suitability for loads associated with the Walney Extension project would need to be confirmedwith Lancashire County Council. This would potentially offer a more appropriate route from
the M6 to the development area as it will rejoin the A683 to the west of Lancaster City centre.
6.4.6. The route from the M6 motorway would not be expected to be technically feasible for the
delivery of transformers of the size considered in this report, irrespective of the Water
Preferred Police previously discussed. This is due to both structural and negotiability
limitations on potential routes from and including the M6.
7. Transformer Access to Proposed Walney Offshore Wind Farm Onshore Substation
7.1. Transport Configurations
7.1.1.
The current proposals for transformer transport heights of 6m will increase the difficultiesassociated with the delivery from Heysham Port to the proposed Substation. The issues on the
route are discussed in Section 7.2 and 7.3 and although there are no overhead bridges on the
route, there are overhead power lines and telephone lines where it may be difficult to secure
access. The height of 6m would make delivery of flattop and SPMT trailers difficult to achieve
due to the presence of overhead power lines and the use of girder frame trailers would be
expected to be necessary to reduce the impact on overhead wires, although at 6m height, even
when loaded in a girder frame the load would be regarded as high.
7.1.2. Girder frame trailers are presently operated in the UK by Abnormal Load Engineering (ALE) up
to 400te capacity, Allelys Heavy Haulage Ltd. up to 370te capacity and J B Rawcliffe/GCS
Johnson up to approximately 180te capacity.
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to move the transformer from Heysham Port. There is a high probability that following
presentation of these transport proposals to the highway authorities that the vehicle could
increase in size.
There is a remote possibility that a 6000mm high transformer could be transported ion a flat
top trailer arrangement as depicted in Dong-WE-TC02.
7.1.5. There are numerous haulage contractors within the UK who are currently operating flat top
trailers of the capacity required:
Abnormal Load Engineering
Allelys Heavy Haulage
Mammoet
J B Rawcliffe and Sons
R Collett & Sons Ltd
Sarens
7.1.6.
The omni-direction manoeuvrability of the SPMT vehicle provides for the most effectiveinstallation process to be developed on site. The turning radii and vertical curve requirements
of the vehicle should be considered during the site design process if these arrangements are to
be utilised.
7.1.7. The limitation to flattop and SPMT trailers is the fact that they increase the overall transport
height of the load by approximately 1m plus of minor ground clearance levels specific to each
equipment provider. Typically girder frame trailers are used to reduce the transport height tothe minimum feasible to achieve access underneath structures and overhead wires etc as
previously discussed. However, girder frame trailers are also sometimes required due to their
load spreading characteristics and increased axles which reduce the axle loads imparted by the
vehicle on to structures which are crossed.
7.1.8. It is possible that, irrespective of the preference for access on a flattop of SPMT trailer for
general negotiability requirements that the structural authorities may require that a largergirder frame trailer is necessary to obtain structural approval for the 325te transformers when
crossing the A683 Railway Bridge.
7.1.9. Ultimately the site access delivery vehicle will be determined by the final transport dimensions
of the transformer and the loaded trailer arrangement required to secure structural clearance
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Exit Port on North Quay and Shore Road
Turn right u/c Port Way
Turn left A589 Rothesay Road
Continue A589 Trumacar Lane
Continue on A683
Turn left at roundabout and into new access road to be constructed.
7.2.3. The above access from the port would need to be confirmed with the port authority and other
egress points may be preferred but in general access is expected to be feasible.
7.2.4. As previously stated the railway bridge on the A683 to the east of the Middleton Road
roundabout is understood to be within the ownership of Lancashire County Council and the
suitability of the bridge to accommodate heavy AILs associated with the delivery of
transformers to the new substation location would need to be confirmed.
7.2.5. There are no other significant structures on the route from Heysham to the proposed
substation access gate.
7.2.6. No specific enquires have been made to the structural authorities who need to be approached
to confirm the route is structurally acceptable and it is recommended that this is undertaken to
confirm the route is acceptable and what size of trailer would be required to obtain structural
clearance.
7.3. Negotiability Information
7.3.1. The negotiability of the proposed route from the Port of Heysham to the substation entrance
point on the A683 is discussed in the following notes and photographs.
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Photograph 11
Port Way exit from Heysham Port. Load approaches camera from left of photograph. Girder frame
trailers in excess of 20 axles may require removal of street furniture on the inside of the bend. Theexact requirements should be confirmed when the final transport weight of the transformers is
confirmed.
Photograph 12
Port Way/A589 Rothesay Road junction. Load moves away from camera and turns left. Street
furniture removal will be required for girder frame trailers of 20 axles or more. The exactnegotiability requirements should be clarified once the final transport weight of the transformer, and
therefore associated carrying arrangement, has been confirmed.
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Photograph 13
A589 looking west. Load approaches camera. Note overhead wires (telephone). This is an example of
one of four areas on the A589 Rothsay Road/Trumacar Lane where telephone wires cross the A589.Any load in excess of 5m will need to consult with British Telecom to confirm access requirements
including possible temporary lifting of wires.
Photograph 14
A589/Middleton Road Roundabout looking east. Load moves away from camera.
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Photograph 16
A683 looking west. Load approaches camera. Note overhead wires (power). Confirmation of
acceptable height clearances for any loads in excess of 5m transport height will be required.
Photograph 17
A683 looking east at the approach to the roundabout where proposed site access is to be developed.
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g
overall transportation dimensions, minimum turning radii, vertical curve axle, wheel and
ground loadings. These conditions should be considered during the design phase. However, as
previously stated the exact requirements for access will be determined by the trailer required
to obtain structural clearance over the A683 railway bridge owned by Lancashire County
Council.
7.3.3. It should be noted that no specific work has been undertaken in terms of on-site access and
movement of the transformer, where very high ground loadings should be anticipated, have
been considered within this report.
8. Cable Drum Access to Proposed Cable Trench Access Points
8.1. Transport Configurations
8.1.1. Based on information available at commencement of these investigations and with regard to
the issues detailed in Section 5 in terms of generally available load heights, it is assumed thatroad transport configuration would utilise a bed trailer or cylinder bridge type configuration
similar to that shown in the photographs below. Specific transport configurations are
discussed further within Paragraph 8.1.7.
Photograph 19
General arrangements of Low Loader, Goose Neck Semi Trailer.Source: ZizEgineering
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Photograph 20General arrangements of Vessel Bridge.Source: Mar-Train
8.1.2. There are numerous haulage contractors with equipment able to carry the cable drums within
STGO Category 2 and these have been used to inform and produce the conceptual transport
drawings considered within this report. As various haulage contractors are available,
competitive tendering for the transport of cable drums is viable. For the general purposes ofthis investigative work we have produced transport arrangements considerate of a maximum
30te nett cable drums as initially requested by DONG at the commencement of these
investigations.
8.1.3. Varying incremental size of drums up to say 100te (to remain within STGO categories) can be
determined too if necessary for specific sites but loads particular to these variations have not
been produced at this moment in time.
8.1.4. Due to the expected size of the components it is proposed to transport within the Special Types
General Order (STGO) regulations as a Category 2 or 3 as the gross load will be less than 150te.
It will therefore not be necessary to comply with legislation regarding Special Order
movements, unless structural limitations on any route identified in the future require larger
trailer arrangements (for example to reduce axle loadings) to deliver to site. These loads,
although still AILs, are not in need of Special Order permissions and therefore are not directed
by the HA to be delivered via the nearest port of delivery. These loads are expected to be
delivered by road from the UK port of delivery or manufacturing facility.
8.1.5. To maximise expediency during emergency mobilisation we suggest that the most appropriate
way forward is to avoid the abnormal load Special Order (SO) process (8 to 12 weeks
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8.1.7. Dong Energy has advised that the cable drum dimensions being considered for the project are
400mm diameter, 3000mm deep and 30te. The manufacture has not been advised and it has
therefore been assumed that the drums could be delivered from the continent possibly using
scheduled ferry crossings to anywhere within the UK using the manufacturers preferred
transport contractor. In these circumstances it is possible that varying trailer arrangements
could be presented; we have therefore considered a number of transport configurations within
this study. Because they have a small area of contact, large cable drums cause high point loads.
This means that the demands on the support arrangements and transport are very high. In
order to avoid point loads, load distribution frames must be used with heavy cable drums.
These load distribution frames must be chosen to match the weight of the cable and thepackaging and the expected load-bearing capacity of the loading area. The transport of 30te
drums requires the use of heavy duty trailers specially designed for abnormal loads. A series of
drawings have been constructed and are discussed below:
Drawing Reference Dong-WE-CD02 shows the 30te carried within a vessel bridge. This is often
a preferred transport arrangement as it affords some side protection to the cable drum and
minimises the height of the transport arrangements. The disadvantage of this arrangement isthat it increases the overall width of the transport arrangements and the likely-hood of conflict
in narrow lanes with tight bends such as is the case with Carr Lane. Underside protection is
also required with this arrangement. The 4 axle arrangements shown in this drawing is what
we believe is likely to be a worst case scenario for the 30 tonne cable drum manufactured
anywhere within the European Union.
Commonly 30te drums are carried on the bed of a low loaders. In this arrangement it ispossible to narrow the vehicle to the same width of the cable drum therefore minimising the
impact of negotiability. It does have an increased transport height although the transportation
of a 4000mm drum on such a trailer does not exceed the standard height of unmarked
structures within the UK. Drawing Reference Dong- WE-CD04 shows the drum carried in a
similar fashion to that of 2) above but on a bed rather than within a vessel bridge the overall
transport height will be circa 4790mm reducible to about 4540mm.
Drawing Reference Dong-WE-CD04 is the same arrangement as 3) but with a 3 axle
arrangement rather than 4 this has a slight impact on ground loadings of approximately 12%.
Drawing Reference Dong-WE-CD05 is also a regularly available cable drum transporter but
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Continue Middleton Road and continue as per original route detailed in 8.2.2
8.2.9.
As discussed in Section 6.4 this would involve access through the low railway bridge atCarnforth and over the Network Rail Bridge at Hest Bank on the Coastal Road (A5105).
8.3. Negotiability Information
8.3.1. The route from the A683/Middleton Road roundabout is shown in the following notes and
photographs:
Photograph 21
Middleton Road Railway Bridge looking south. Load moves away from camera. Structural status to be
confirmed with Network Rail.
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Photograph 23
Middleton Road/Carr Lane. Load moves away from camera and turns right into Carr Lane for sites
accessed on Carr Lane. For access to the site to the east of Middleton village (DONG Work Areas 14, 15and 16) the load bears left, remaining on Middleton Road.
Photograph 24
Middleton Road/Carr Lane. Reverse angle.
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Photograph 26
Carr Lane, exiting Middelton. Load moves away from camera.
Photograph 27
Carr Lane, Middelton. Load moves away from camera. Site compound presently on right associated
with the West of Duddon Sands project.
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Photograph 29
Carr Lane at OS Ref SD 4206 5850. Load approaches camera.
Photograph 30
Carr Lane. Load moves away from camera.
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Photograph 35
Carr Lane. Load moves away from camera. Construction compound for West of Duddon Sands
Offshore Wind Farm cable works is shown on the right. Cable laying in progress. A temporary accesspoint for cable drum vehicles has been provided.
Photograph 36
Carr Lane. Load moves away from camera.
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Photograph 38
Carr Lane at OS Ref SD 4160 5760. Load moves away from camera. Damage to current carriageway
condition. Potential alternative access to land would be to avoid turning right and create and accessstraight ahead into land shown on the landowners and work area maps provided by DONG Work Area
10 refers.
8.3.2. The location shown above is understood to be the most southern of the proposed site access
points for cable drums and is located at approximate OS Reference SD 4160 5760. Access
beyond this location for 30te cable drums becomes difficult and may necessitate land
acquisition which is also high probability for construction plant vehicles. Detailed assessment
of this would necessitate topographical survey to confirm access. It is proposed that a new
access road is constructed to continue straight ahead away from the camera.
8.3.3.
The remainder of the route via Carr Lane to the beach is discussed in Section 8.5 in terms of
potential access requirements for other items of construction plant.
8.3.4. In addition to Carr Lane and the possible access points for cable drum vehicles discussed above
as far as DONG Work Area 9, it is understood that access could also be considered for cable
drum access from Middleton Road to the east of Middleton village providing access to the
proposed DONG Work Areas 14, 15 and 16. No restrictions are anticipated with obtaining
access to these locations from Middleton Road as long as site access off the public highway isdesigned to accommodate cable drum vehicles.
8.3.5. A further location where access may be needed for cable drums is to the north of the cable
trench area opposite the substation location on the A683 which is shown in plans provided by
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Photograph 39
Road to waste transfer facility. Possible site access for cables to the left (east) of this road at
approximate OS Ref SD 4231 5989. DONG Work Area 19 refers.
8.4. On site engineering requirements for haul road
8.4.1. As outlined in Section 5.3 DONG Energy have requested consideration of other plant and
Construction and Use vehicles auxiliary. The vehicle profiles of the templates constructed for
consideration during swept path assessment are listed below:
DONG Energy have advised that the excavation equipment will include 21te excavators. A
typical transport arrangement for this of plant has been portrayed within Drawing Reference
Dong-WE-EX01
Drawing Reference Dong-WE-Aux01 shows the negotiability characteristics of a typical heavy
lift crane auxiliary Construction and Use Vehicles that are likely to require access to the site
and have therefore been considered within this study.
Drawing Reference Dong-WE-Comp01 is a composite of all the above drawings and shows that
the worst case transport arrangement is the 30te cable drum carried within a 4 axle bridge
trailer.
The swept path assessment has therefore been primarily based on the 30te cable drum
configuration; impact of this vehicle and the aforementioned vehicles upon Carr Lane is further
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8.5.2. It is understood that DONG Energy requires general advice as to the suitability of this final
section of road for general construction traffic, but not specifically for the cable drum loads
previously discussed.
8.5.3. It has been demonstrated that delivery of the 30te cable drum is achievable without
disturbance to third party ownership to Carr Lane at OS Ref SD 4160 5760. After this location
there is a high probability of conflict with third party ownership. Indications are that conflict
may extend into the transport arrangements necessary for the delivery to site of a 21te
excavator. An assessment of this vehicle (Drawing Ref. Dong-WE-Ex01) is discussed within
Section 9 which considers swept path implications. Discharge of excavation plant for selftravelling is sometimes carried out but remains subject to highway and police authority
notification.
Photograph 40
Carr Lane at Middle Brows Farm. Load moves away from camera. Use of the outside of the corner on
potentially private land would assist access. However the swept path assessment indicates that thereis a high probability of oversail of the land to the inside of the bend (see Drawing Ref. Dong-WE-
SPA01-Sheets 18-21).
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Photograph 42
Carr Lane at OS Reference SD 415 714. Load moves away from camera.
Photograph 43
Carr Lane at OS Ref SD 4140 5740. Load moves away from camera.
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Photograph 45
View from beach access road adjacent to caravan park which has had access for caravans of approx.
10m x 3.6m dimensions. Road width measured at 4.1m. Load approaches camera.
Photograph 46
Carr Lane. Load moves away from camera. This is the beach access.
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Photograph 48
View of beach access road from the beach.
Photograph 49
View looking south from end of beach access road towards Landfall sites and DONG Work Area 4. New
access road would need to be developed.
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Photograph 51
View looking east at approximate location of Landfall sites and DONG Work Area 6. Note flood
defences.
9. Swept Path Assessment of Carr Lane for Cable Drum Access
9.1. The swept path assessment has been carried out using OS Mastermap information. It should be
noted that this information is reliably representative the information shown is not necessarily
absolute in its detail and accuracy. The assessment has been carried out primarily considerate
of the worst case 30te cable drum vehicle. We have also indicated where we believe the
delivery of a heavier drum may be feasible. From the termination location of viable 30te drum
deliveries we have continued our assessment using the typical vehicle arrangements for
highway movement of a 21tonne Excavator. The drawings compiled forming the swept path
assessment are discussed in the following paragraphs.
9.2. Drawing Ref. Dong-WE-SPA01, Sheets 1 and 2 show the whole of Carr Lane in two sections,
North and South. And identifies the location at the specific pinch points.
9.3. Sheets 3, 4 and 5 show:
The 30te drum transport configuration can negotiate the left hand turn near Westmoor
Farm (3),
the extent of over-sail and vehicle track requirements (4) and
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The 30te drum transport configuration can negotiate the left hand turn at Melbreak
(8),
the extent of over-sail and vehicle track requirements (9) and
9.6. Sheets 11 and 12 show:
The 30te drum transport configuration can negotiate the left hand turn at Greendales
(11) and ,
the extent of over-sail and vehicle track requirements. Some cut back of the hedgerow
would be advisable able (12.
9.7. Sheets 13, 14, 15, 16 and 17 show:
The 30te drum transport configuration can negotiate the right hand turn before Middle
Brows Farm but would require ground strengthening within the verge to the outside of
the turn.(13),
the extent of over-sail, vehicle track and ground strengthening requirements needed to
negotiate the turn (14),
that with the ground strengthening in place then a 21te Excavator transport
configuration can negotiate the right hand turn (15),
the 30te drum transport configuration could continue straight on at this location to
access the cable trench. There would be a requirement to construct a culvert to protect
a watercourse as the new access left the highway (16) and
the extent ground strengthening necessary to leave the highway (17).
9.8. Sheets 18, 19, 20 and 21 show:
The 30te drum transport configuration is most likely to conflict with the hedgerow and
field boundary to the inside of the bend at the left hand turn at Middle Brows
Farm(18),
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The 21te Excavator transport configuration can most probably negotiate the right hand
bend after Middle Brows Farm but is likely to require ground strengthening, within the
verge, to the outside of the bend (22) and
the over-sail, vehicle track and ground strengthening requirements (23).
9.10. Sheet 24 shows:
The 21te Excavator transport configuration cannot negotiate the left hand turn to exit
Carr Lane at Potts Corner where there exists a ramp onto the foreshore (24).
10. Site Access off Highway
10.1. Any site entrances proposed off the highway at the proposed access points will require
consideration during design to provide adequate opportunity to leave the principal highway
with expediency. The turning circles identified within the transport configuration drawingsshould be applied within the design phase
10.2. Much of the access design criteria on which the planning authorities relies upon is contained in
Places Streets and Movement, a national document published in 1998. In particular this sets
out the visibility standards at access onto the road network. The sight line information, shown
in Table 3, should be considered in conjunction with the turning radii information detailed
within the transport configuration drawings.
10.3. To enable drivers emerging from the access to see and be seen by drivers proceeding along the
carriageway unobstructed visibility is needed within the proximity of the junction. The
distance along the centreline of the new access from the carriageway edge to the point where
the emerging driver should be able to see a specified distance in each direction of the principal
carriageway can be derived from the aforementioned documentation.
Table 2 Junction Visibility SplaysMeasured Major Road Speed - Mph/kph 70/120 60/100 50/85 40/70 35/60 30/50
Major Road Distances (m) 295 215 160 120 90 70
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Council should be contacted. If a tree(s) is/are protected then written permission to remove
them, or to do any tree surgery is required. Mitigation in the form of plant replacements of the
same species and in the same location are often required.
11.3.3. A TPO is made by the local planning authority (usually a local council) to protect specific trees
or particular woodland from deliberate damage and destruction. TPOs prevent the felling,
lopping, topping, uprooting or otherwise wilful damaging of trees without the permission of
the local planning authority. Details of Orders, applications for work and decisions are kept by
the local authority and should be available for public inspection. A landowner is also served
notice if a new order is made on their land.
11.4. Bird Nests
11.4.1. All wilds birds are protected under the Wildlife and Country side Act 1981 (as amended),
whilst they are actively nesting or roosting. Section 1 of this Act, makes it an offence to kill,
injure or take any wild bird, and to intentionally take damage or destroy the nest of any wild
bird while that nest is in use or being built. It is also an offence to take or destroy any wild bird
eggs.
11.4.2. It is an offence to disturb a birds nest which is in use with eggs, chicks or birds using it, even if
they are not actually in it at the time. There are no set timescales for this in law, and obviously
this varies from region to region. If work has to be carried out on hedges trees, or bushes,
including undergrowth it is still possible to carry out the work providing an inspection of the
area is carried out to ensure there are no bird nests. Where nests are identified then delays are
likely to occur until such time that the nest(s) becomes redundant.
11.4.3. In addition it should be noted that specific bird species listed under Schedule 1 of the Act
receive extra protection. The Act states that it is an offence to intentionally or recklessly disturb
any wild bird listed in Schedule 1 while it is nest building, or at (or near) a nest containing eggs or
young, or disturb the dependent young of such a bird.
12. Transport General
12.1. Transport contractors should carry indemnity that allows the highway authorities to recover
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13. Summary and Conclusions
13.1.
Notwithstanding government policy and guidance the transformer height of 6000mm mostprobably precludes the possibility of delivery of the transformer from the motorway network.
It is therefore most probable that the transformer will be shipped to Heysham Port. Although a
20 axle frame trailer vehicle has been considered within this review it should be noted that
without a formal approach to the highway structural authorities there remains some doubt
over the final arrangements that will be acceptable to and structural restrictions en route.
There is a possibility that following presentation of these transport proposals to the highway
authorities that the vehicle could increase in size.
13.2. Dong Energy has advised that the cable drum dimensions being considered for the project are
400mm diameter, 3000mm deep and 30te. A variety of trailer configurations are possible we
have therefore considered both a worst case scenario and other less rapacious vehicle
arrangements in our assessment.
13.3. It has been demonstrated that the plant and the other vehicle arrangements presented by
DONG and associated with the project can be embraced by the envelope of the 30te cable drumvehicle configurations.
13.4. The swept path assessment has been carried out using OS Matermap information. It should be
noted that this information is generally reliably representative for this type of assessment
although, it should be noted, that the information shown is not necessarily absolute in its
detail and accuracy. Where infringement remains a doubt then verification using captured
topographical information should be considered.
13.5. Access for 30te cable drums becomes difficult in Carr Lane beyond OS Reference SD 4160 5760
and may necessitate temporary land acquisition which is also a high probability requirement
for construction plant vehicles considered within the report.
13.6. Access onto the construction alignment at this location (13.5) can easily be achieved but will
necessitate enabling works beyond track construction.
13.7. Detailed assessment of the route beyond this location would necessitate topographical survey
to confirm access.
13 8 Th 21t E t t t fi ti t ti t th l ft h d t t it C
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Maps
Map 1. Overview of AIL Routes
Map 2. Heysham and Carr Lane Study Area
Key
New Substation Location
Potential Cable Drum Access Location
Point of Interest
Route 1 from Heysham to Substation for
Transformers
Route 2 from Heysham to various cabledrum locations
Route 3 from M6 Jct 34 to various cable
Carnforth low
Railway Bridge
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Route 3 from M6 Jct 34 to various cabledrum locations
Route 4 from M6 Jct 35 to various cable
drum locations
Other Plant Access from Carr Lane toBeach
B
A
0 25.04.13
Rev Date Amendments:
Revisions
Client:
Project:
Title:
Drawing Status:
Scale (A4): Drawn by: Checked by:
Ref No.: Sheet: Rev.:
Wynns Ltd. This drawing is not to be reproduced in whole orin part, in any form or by any means, without prior written
consent.
Crown Copyright.
All rights reserved. Licence No AL100035894
Overview of AIL Routes
Walney Extension Offshore Wind Farm AIL
Access
Wynns Ltd,
Shaftesbury House,
2 High Street,
Eccleshall,
Stafford,
ST21 6BZ
DONG Energy
33 Grosvenor Place,Belgravia
SW1X 7HY London
1DONG-WE-Map 1
NTS ARP MJC
Hest Bank
Railway Bridge
Lancaster one way
loop and River Lune
Bridges
Approx location of
new Lancaster
bypass
Port of
Heysham
A683 Rail
Bridge
See Map 2 for
Carr Lane
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