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Bridge of Dee Study's FAQs

Q1. Who is ultimately responsible for the final route for the proposed Bridge of Dee Study?

Aberdeen City Council elected members will have the overall final decision to select the preferred option after a systematic approach to determine the most efficient Concept that delivers on the entire scheme objectives. This option would then be subject to further approvals processes, including planning applications and land acquisitions procedures.

Q2. Would it be possible to have underpasses or overbridges for example at the roundabout south of King George VI Bridge, this would help improve traffic flows at a heavily trafficked junction?

It is not feasible to have underbridges at this particular location. The River Dee is in proximity to this location, an underbridge may have an impact on the ground water table and there is also potential flooding from the River Dee itself. Furthermore, to provide for an underpass a significant volume of earthworks removal would be required to be provided in addition to building a structure capable of supporting the above traffic with sufficient headroom. The underpass may also require more land take than other options and may also be expected to result in greater levels of adverse environmental effects.

Alternatively, an overbridge at this location would also result in increased land requirements. To raise traffic above the level of existing road there would be extensive works in advance and beyond the current junction. Extensive earthworks would be needed and a structure built to support the traffic with sufficient headroom below. Land cost, compensation and coupled with engineering constraints result in a potentially high cost that would not be justified in the current economic climate. Added visual impact will be another concern and also an overbridge at this particular location may also be expected to result in greater levels of adverse environmental effects.

Q3. Options 5 and 6 will require the existing crossing to be used with a new dedicated pedestrian footway. Will there be an issue with loads on the bridge?

The existing crossing can support HGV loads; however the issue is the width of the structure rather than the loads applied on the bridge from vehicles. Enabling the use of the bridge by HGVs may require enhanced maintenance regime.

Q4. If a Cycle / footway bridge at Robert Gordon University (RGU) is constructed, do we still require an additional cycle / footway adjacent to the existing Bridge of Dee?

We need confirmation as to whether the proposals for constructing the RGU footbridge will go ahead. An additional footbridge would be more suitable as there is a significant distance from the proposed RGU Bridge and the Bridge of Dee. An additional crossing would complement the other proposed pedestrian crossing. The footbridge is part of the RGU master plan however it notes that it s only a potential crossing and therefore might not be constructed.

Q5. Could we not build a pedestrian footbridge first to enable the project to be completed in stages rather than a singular large project?

It would not be advisable to construct a pedestrian bridge at an early stage as it may limit the opportunity of another Concept. For example if we constructed the footbridge detailed in Concept 5 and 6, then later in the appraisal process we determined that Concept 7 was most appropriate, then this could prevent the Concept 7 from being constructed.

Q6. Why can we not have free flow links at junctions to provide incentives for business and development to move into the area?

Free flow links have been considered in two previous Concepts e.g. Concept 2 and Concept 10. However, these concepts have been sifted out as they do not perform highly with regards to the project objectives.

Free flow links would require a significant area of land to construct. It would potentially mean that numerous properties would become affected. Land cost, compensation and coupled with engineering constraints result in a potentially high cost that would not be justified in the current economic climate. Such links would also be expected to result in greater levels of adverse environmental effects.

Q7. How is the Bridge of Dee project going to be funded?

Through supplementary guidance to the Aberdeen City and Shire Structure Plan 2009 contributions are sought from housing and non-residential development to the Strategic Transport Fund for the delivery of identified strategic transport projects such as the Bridge of Dee, which have been identified as being required as a result of the scale of development proposed in the development plan.

Q8. How will the new link from Leggart Terrace to A90 affect Nigg Way and will this effectively become a 'rat run'?

The link road will be accessible by traffic from the new link road between Leggart Terrace and the A90. Traffic Modelling has been considered in this area and we will look at the junction arrangements in more detail.

Q9. To alleviate traffic on Garthdee Road could the proposals to dual the road shown in Concept 6 be implemented on the other Concepts as well?

As the designs develop we will look to refine options to improve traffic flows. Implementing dualing on Garthdee Road could form part of the solution for other concepts to deliver the project objectives, but the benefits it provides would need to be appropriate in relation to the scale of investment required.

Q10. What is the new bridge crossing lane arrangement per option?

All Concepts are designed to provide 6 lanes of traffic, in combination with the existing Bridge of Dee. Concepts 5 and 6 provide new four lane structures, and two further lanes are provided by the Bridge of Dee, with a new dedicated pedestrian facility close to the Bridge of Dee. Concept 7 will provide a new six lane structure, the Bridge of Dee becomes a dedicated pedestrian facility.

Q11. Will the new bridge be of a modern design e.g. clashing with the existing infrastructure?

The design of the new bridges will be developed to address a range of constraints including the effect on the category A listed building Bridge of Dee; the River Dee Special Area of Conservation (SAC); and visual impact within the local area. Consultations with statutory bodies has commenced and will continue to be undertaken as the study progresses to establish their views as part of the appraisal process. It is important to note that designs at this stage are outline in nature for appraisal purposes and any option selected will require further design development.

Q12. Which organisations and individuals have been consulted as part of the study process?

We have held discussions with stakeholders groups including Community Councils at various stages through the process and this will continue as the study progresses. A list of stakeholders who have been consulted can be found via a link on the front page of the study website.

Any comments on the above layouts can be made in writing with the heading "Bridge of Dee Study" to the contact details on the first page or can be alternatively emailed to us at: 

making sure the subject heading contains the words: "Bridge of Dee Study".

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