The aim of this study was to contribute to the development of methodology to assess environmental consequences of so-called 2+1 roads. During recent years, many existing roads in Sweden have been upgraded to 2+1 roads, i.e. roads where on-coming traffic is separated by a barrier (wire or guard rail). These roads comprise stretches with two lanes in one direction and one in the opposite direction, with road stretches alternating between one- and two-lane sections. Two roads, upgraded to 2+1 roads in 2009, were chosen for the study. The roads were Road 23 between Sandsbro and Drättinge and Road 47/195 between Hedenstorp and Habo, both in southern Sweden. The study revealed a number of environmental consequences that are not usually addressed in ordinary Environmental Impact Assessment of a road-separation measure. Much focus-group discussion was devoted to consequences of re-routing traffic to alternative roads during occasions when the 2+1 road is closed. Even uncomplicated operations and maintenance measures cause re-routing. This re-routed traffic gives rise to various kinds of inconvenience to people living close to the road receiving the re-routed traffic and to people who have their daily activities close to it. In addition to disturbance and decreased safety, also pollution, noise emission and vibrations were experienced as inconveniences arising from this traffic. Informants also mentioned that some re-routing roads have a standard not sufficient enough to carry the traffic volumes sometimes occurring. Environmental consequences attributed to the 2+1 road itself concerned barrier effects to people living close to the road, insecurity of families with children, the need of car transportation to children’s activities, and limited access to agricultural and forestry properties on the other side of the road. Temporary road closures can lead to decreasing revenues and inconveniences in connection with delivery delays. When it came to cycling, the informants identified the need of good signage to cycleways, sufficient technical standard of the pavement and continuity of the cycleways without interruptions forcing cyclists onto the car road. Based on the study, the following measures can be suggested to improve the Environmental Impact Assessment process for 2+1 roads: • widening the public participation to comprise also interests attributed to the re-routing roads; • assessment of the need of infrastructure for cycle and pedestrian traffic; • attention to environmental effects of changes in the operations and maintenance practice of the 2+1 road; and • assessment of possible long-term environmental effects caused by changed conditions for the local agriculture and business. The study is based on four focus groups and a telephone interview with two officials at a Country Administrative Board. The informants had either been engaged in the planning and/or the operations and maintenance of one of the roads, or were influenced in one way or another by the fact that the road had been subject to the 2+1 measure. (Author/publisher)
Samenvatting