Executive summary

EXECUTIVE SUMMARY

At a meeting in Scarborough on 3 March 2004 with the local MP and stakeholders, the Minister agreed that the HA should undertake additional study work on the A64 to allow adecision to be made on whether preparation work should proceed on improving the substandard links between York and Scarborough. This request followed the publication of the Broad Based Study and Economic Impact Report (EIR) that Steer Davies Gleave (SDG) completed in August 2003. This report identified two options worthy of further consideration, improving the route between York and Seamer to a dual two-lane carriageway or partial dualling, with the remainder of the route being improved to modern single carriageway standards. Two dualling options have been considered in the study, both options are the same between York and Malton, but a online and offline option have been considered from Malton to Seamer.

Capita Symonds was commissioned by The Highways Agency in June 2004. The brief required Capita Symonds to review existing, relevant information to determine if either of the above options is sufficiently robust in terms of current highway economic and environmental standards of achieving entry into the Targeted Programme of Improvements. The work has involved developing a robust cost estimate and economic assessment so that a decision can be made on the value for money that the options would provide. This could then be balanced against the likely job creation highlighted in the EIR. In addition an environmental impact assessment on the route corridor has been carried out to establish what constraints exist and the measures to mitigate any impacts identified.

Between York and Scarborough the A64 comprises a mixture of carriageway standards and measures approximately 55km in length. The route is predominantly rural in nature and is used as a holiday route. Flows vary significantly through the year and are estimated to be between 15,100 and 28,000 vehicles per day (2003 AADT figures). The analysis of accident locations suggests that the majority of safety issues can be attributed to junctions. The existing RMS currently proposes measures to "improve the safety and operational efficiency of the route over the next 10 years in a way consistent with the Governments key objectives and targets for transport investment".

Scheme cost estimates have been produced for the options being considered. These estimates contain a significant amount for the mitigation of cultural heritage, which has been identified as a major constraint to the proposals. The total estimated costs for the dualling options are £535m and the estimated cost of the partial dualling option is £220m.

The traffic and economic appraisal of the improvement of the A64 between York and Seamer has demonstrated that both dualling and the partial dualling options considered are economically justified. Improving the entire length to dual carriageway standard, as opposed to leaving some sections east Malton single carriageway, would provide the greatest benefits and economic justification. The level of traffic flow predicted in the scheme-opening year also indicates that dual carriageway improvement is appropriate.

As well as bringing economic benefits to road users, upgrading the A64 has the potential to bring wider economic benefits. The SDG Economic Impact Report estimated that a dual carriageway improvement could potentially result in the creation of up to 800 new jobs and the safeguarding of between 200 and 500 existing jobs.

Given the above, it is concluded that there is an economic justification for the proposal to upgrade the A64 to dual carriageway standard between York and Seamer.

However, there are major environmental impacts expected particularly with the full dualling that might mean that the statutory bodies would object to some elements of the proposals. The route passes through the Howardian Hills Area of Outstanding Natural Beauty (ANOB) to the west of Malton, and affects a Site of Interest to Nature Conservation (SINC) at Gillylees; it runs close to the River Derwent SSSI. However the most severe impacts are to all aspects of cultural heritage. Aside from the routes running through a registered park and adjacent to the Castle Howard estate and numerous listed buildings, the study area is particularly rich in archaeological remains. The key constraint is the statutory nature afforded to these features and the irreplaceable resources that may be affected.

An important aspect of this commission has been the consultation with the statutory consultees and stakeholders. This was to keep them both informed of the scope of the study and allow them to contribute and comment on the findings of the study as the work progressed. To facilitate this a number of meetings have been held with all interested parties.

At this stage the study suggests that there is economic justification in progressing the scheme to the next stage of assessment to identify a preferred route, however this needs to be balanced against the major environmental constraints identified, the potential risk these pose to the progress of this scheme and its high cost. In light of the extent of environmental impacts and the likely objection to proposals from the Statutory Bodies,there would be merit in carrying out further work to establish more accurately the impacts of a scheme, especially upon archaeology. This would then allow mitigation proposals to be developed that could reduce the risk of potential environmental objections. The offline dualling option would affect the proposals for the Rillington Bypass, which is currently in the TPI and therefore further assessment work should be undertaken to fix the line between Malton and Scarborough before the Rillington Bypass is progressed.


Executive summary

1 introduction

1 INTRODUCTION

1.1 Purpose of Report

Capita Symonds was commissioned by The Highways Agency in June 2004, under the Consultancy Framework Agreement for Design Services (CFADS) to undertake preparation work to consider the feasibility of improving the A64 from York to Scarborough. This is for two options that were identified in the A64 Broad Based Study and Economic Impact Report (EIR) that Steer Davis Gleave (SDG) completed in August 2003. The first option is to improve the whole route between York and Seamer to dual two lane carriageway standards. The second option is to improve the route from York to Whitwell and from Malton to the proposed Rillington Bypass to dual two lane carriageway standards with the remainder of the route being improved to modern single carriageway standards.

The brief required Capita Symonds to review existing and relevant information to determine if either of the above options is sufficiently robust in terms of current highway economic and environmental standards of achieving entry into the Targeted Programme of Improvements. The work has involved developing a robust cost estimate so that a decision can be made on the value for money that the options would provide. This could then be balanced against the likely job creation highlighted in the EIR.

In addition it has been necessary to carry out an assessment of the environmental impact on the corridor of the route, and measures to mitigate the impacts identified and priced.

The findings of the commission are to be presented in a Study Report that generally follows the content of a Stage 1 Scheme Assessment Report but without the engineering assessment but with a more detailed economic assessment and a section on the in confidence consultation. This report has been prepared generally in accordance with the requirements of the Design Manual for Road and Bridges, Volume 5, Section 1, Part 2 (TD37/93:Scheme Assessment Reporting).

1.2 Background

The existing A64 is a major east/west link and forms part of the main commuter and business route between Scarborough and York and the West Yorkshire conurbation. The route also carries large volumes of holiday traffic particularly between West or South Yorkshire and the North Yorkshire Moors National Park or the Yorkshire East Coast resorts. Local traffic and slow moving agricultural vehicles also use the A64. It is built to mixed standards, dual carriageway bypasses to York and Malton linked by single carriageway standard, with a dual carriageway through Barton Hill. The majority of the route is subject to 60 and 70 mph national speed restrictions. The road carries approximately 22,700 vehicles per day (2003 AADT), including approximately 2200 HGVs. There is a marked increase in traffic flows on the A64 during the summer months and on bank holidays. In 2003 the average 24 hour daily two way flow varied from approximately 18,000 vehicles in January to approximately 28,000 vehicles in August with a peak flow of 30,000 vehicles during the August bank holiday. Sections of the route are considered to be of an unsatisfactory standard for both the volume of traffic it carries and its role in the strategic transport network.

At a meeting in Scarborough on 3 March 2004 with the local MP and stakeholders, the Minister requested that the HA should undertake additional study work on the A64 to allow a final decision to be made on whether preparation work should proceed on improving the substandard links between York and Scarborough. The A64 Broad based Study Economic Impact Report that Steer Davies Gleave completed in August 2003 identified two options, considered as being worthy of further consideration.

1.3 Previous Studies

The A64 has been subject to a number of improvement schemes. Major improvements that have been carried out are Malton Bypass between 1976 and 1978 and Whitwell-onthe-Hill bypass, both of which are two-lane dual carriageways. Minor improvements have included the provision of a climbing lane up Golden Hill, improving visibility at junctions and the replacement and updating of road signs.

In the late 80's and early 90's schemes to dual the remaining single carriageway sectionswere considered by Bullen Consultant's Limited to the west of Malton and Brian Colquhoun's (now part of the URS Corporation) to the east of Malton. Work was progressed on both these sections to a stage where a preferred route was identified and taken to public consultation. These proposals to upgrade the A64 to consistent dual carriageway standards between York and Scarborough were consequently removed from the Roads Programme in a review undertaken in 1995.

Following the 1995 review, three scheme identification studies were undertaken on the A64. The first study was limited to identifying the options for terminating the western end of Malton Bypass in a safer manner. The second study was commissioned to identify the opportunities for smaller scale Local Network Management Schemes (LNMS), aimed at reducing the frequency and severity of accidents over the whole length of the A64 between York and Scarborough.

In November 2000 a Stage 1 Scheme Assessment Report was produced by WS Atkins to consider options to improve the Welburn to Malton section of the A64 whilst limiting the impact on the environment to an acceptable level. This report recommended that an on-line single carriageway improvement should be further assessed at stage 2.

A Route Management Study was undertaken by Hyder Consulting on behalf of the Highways Agency, culminating in the "A64 Route Management Strategy (A1 to Scarborough)" of September 2002.

The Strategy gave a number of options for the way forward: two of the main ones being the 4-10 year Route Management Plan (RMP) and 3 year Route Action Plan (RAP). The RAP noted there was a need to introduce further safety improvements to reduce the number of fatal and serious injuries, particularly for the unimproved single carriageway sections and at accident problem sites. The RMP recommended progressive improvement of existing single carriageway sections to current standards to full 60mph design speed, with improved junctions and overtaking opportunities. In addition, it was recommended that the programme looked to improve existing dual carriageway sections by closing central reserve gaps and removing ground level junctions. This strategy is currently being developed by the Highways Agency and is considered to be the "dominimum" option for the route.

Hyder Consulting on behalf of the Highways Agency produced an additional report titled "A64 from A1 to Scarborough Upgrading Assessment Report" in September 2002. This report considered the route to the east and west of Malton with two options for each. These basically comprised of an improved single carriageway or a dual carriageway option. This report concluded that on the basis of the technical and environmental evidence available as set out in the report, including traffic and economic analysis, the need for the upgrading of the whole of the A64T to dual carriageway standard had not been established. The report went on to state that the option of modernising and widening the older single carriageways along the route appears to be the more costeffective option.

In 2003 Steer Davis Gleave were commissioned to carry out a Broad Based Study and Economic Impact Assessment of the likely wider economic impacts of four transport options being considered. It did this against the background of a review of the current functioning of the regeneration areas within the study corridor. This report concluded that there was no single preferred highway strategy emerging from the study, but there was a strong case for further assessment of two preferred options. The option that dualled some sections and improved the single carriageway of the remainder of the route provided the best pound for pound return on investment and did provide some safety benefits and removed the majority of the reliability problems along the route. The option that dualled the whole route provided the greatest potential for job creation, the most safety benefits and solved the reliability issues but did not give as good a return on investment and scored poorly on environmental grounds. Following the issue of the Broad Based Study the Countryside Agency commissioned TRL Limited to provide a technical note on the Study.

1.4 Objectives

The purpose of this study is to review the existing and relevant information for the York to Scarborough section of A64 and determine if the two schemes identified by Steer Davis Gleave are sufficiently robust in terms of their current highway economics and environmental standards and in the light of today's public expectations to achieve entry into the Targeted Programme of Improvements. The results of the study will be submitted to Ministers who will make the final decision. The options being considered will be assessed on how they contribute to the following Government's Objectives:-

The Steer Davis Gleave Broad Based Study and EIR did not give detailed information on the routes of their proposed options. The Capita Symonds commission did not require any engineering work to establish a preferred route for either option. Consequently at this stage it was accepted that the preferred routes previously identified by Bullen Consultants Limited and Brian Colquhoun's to the west and east of Malton respectively would be used to allow more detailed estimates of cost to be established. The preferred route identified by Brian Colquhoun's to the east of Malton was off-line and followed the railway line to the north of the existing A64. The SDG route indicated within the EIR to the east of Malton is generally on-line with local bypasses of villages. It was decided to consider both these options to the east of Malton, as it was uncertain as to which option would be preferable from both the economic and environmental perspective.

In addition there was a requirement in the brief to keep local stakeholders and statutorybodies informed and to allow their views and comments to be taken into account in the development of the scheme.

The report summarises the assessment undertaken and the consultation process and concludes with a recommendation for consideration by Ministers on whether additional work is justified for future entry into the Targeted Programme of Improvements.

1.5 Approach and Scope

The Study Report generally follows the content of a Stage 1 Assessment Report without the engineering assessment but with a more detailed economic assessment. The reason for this is that as the route had previously been assessed from an engineering perspective and preferred routes had been developed that would be perfectly adequate at this stage for producing a cost estimate that could be used in the economic assessment. The report starts by considering the existing conditions and then describes the proposed route options.

The traffic and economic assessment then follows this section. As a specific route has been used to develop the cost estimate it is possible to carry out a more detailed economic assessment than required at a Stage 1 Assessment. The report describes the existing and future traffic conditions and includes an economic assessment of the options being considered.

The report identifies the environmental affects of constructing a scheme within the corridor associated with the proposed options. The methodology and reporting follows the guidance offered by the Design Manual for Road and bridges, Volume 11.

The environmental effects are grouped under the following topics:

As far as practicable, a common approach has been adopted towards the assessment of topics: baseline conditions; constraints / opportunities / scope for mitigation; and requirements for further work.

Each topic is assessed in accordance with the DMRB and then, where appropriate, in accordance with the WebTAG requirements. For the WebTAG appraisal, the ASTs and work sheets for each topic are included in Appendix B.

Figures are included within Volume 2.


1 introduction

2 existing conditions

2 EXISTING CONDITIONS

2.1 Description of Current Route

The route corridor studied runs from the Hopgrove roundabout, near the end of the A64 York Bypass, to the Seamer Carr roundabout with the B1261 and the Seamer Bypass. To the west of this section, from the junction with the A1(M), the A64 is dual carriageway. This extends to 0.25km beyond the Hopgrove Roundabout. The road is single carriageway throughout the remainder of its length, with the exception of a 5.6km stretch of dual carriageway at Whitwell and the Malton bypass.

The junctions between the Hopgrove roundabout and the west end of the Malton bypass have been previously investigated as part of the proposed junction improvements along the A64, as identified within the Route Management Strategy. To the east of the Malton bypass are a series of 16 small junctions, about which fewer details are available.

The existing at-grade A64/A1036 junction at Hopgrove comprises a large diameter roundabout linked by a short section of dual carriageway, approximately 150 metres in length, to a second smaller roundabout, which forms the junction between the A1036 and A1237 trunk roads. Hopgrove roundabout has had 35 Personal Injury Accidents (PIAs) in the years 1999 - 2003 inclusive. The accident severity index (the ratio of the number of fatal and serious accidents to the total number) is 6%. There were no fatalities, but the site is considered to have a higher than average accident rate.

Hazelbush Crossroads is halfway along a 3km long straight section of single carriageway road subject to the national speed limit. To the southwest there is a single 19º bend in the 2.9 km stretch of flat single carriageway road leading to the dual carriageway York Bypass. The alignment to the northeast is straight over rolling wooded country for 1.5km then a gentle bend to the north over a flat valley. This site has had 20 PIAs in the years1999 - 2003 inclusive, 14 of which were at the actual junction. The accident severity index is 35%. There was one fatality and the site is considered to be a higher thanaverage accident rate. Side road traffic experiences difficulty and delay in joining orcrossing the main carriageway and has to cross the central reserve at grade to turn rightor to cross the main A64.

The existing Sand Hutton junction is in the form of a priority controlled T-junction with the provision of a ghost island for mainline right turning traffic.

The Flaxton and Claxton junctions are some 420m apart, on a flat straight length of single carriageway A64. To the northeast of the Claxton junction the road follows a slight curve to the north, with a slight crest in the road. 300m to the southwest of the Flaxton junction there is a bend to the south. The site has four PIAs in the years 1999 - 2003, three of which were at the Claxton junction. The accident severity index is 0%, i.e. all the accidents were slight. The site is considered to be a low accident risk. The provision of ghost islands on the A64 at the junctions assists traffic leaving the A64.

Northeast of Barton Hill Crossroads is a 1.5km long flat straight section of dual carriageway road subject to the national speed limit. To the southwest, a 2km stretch of dual carriageway road rises up over two ridges and the railway line as it goes over Barton Hill. The horizontal alignment is a gentle curve to the south, then a 1.5km long straight until the road becomes a single carriageway. This site has had 19 PIAs in the years 1999 - 2003, 13 of which were at the actual junction. The accident severity index is 32%, one of which was a fatality and the site is considered to be a higher than average accident rate. Side road traffic experiences difficulty and delay in joining or crossing the main carriageway and has to cross the central reserve at grade to turn right or to cross the main A64.

Whitwell-on-the-Hill is in the middle of the 5.5km long section of dual carriageway road, subject to national speed limit, starting from Barton Hill Crossroads and heading past Whitwell-on-the-Hill in a northbound direction. There is a 23º bend in the 1.31km stretch of dual carriageway road leading from the Foston to Crambe junction and a slight bend of 19º in the 0.28 km stretch from the Crambe junction to the Whitwell-on-the-Hill Northbound direction. In the years 1999 - 2003 this site has had only 1 Fatal Accident and that was on the Barton Hill Crossroads junction. The accident severity index is 34% and the combined link and junction accident rate is 40% higher than the national average for this type of road. Side road traffic experiences difficulty and delay in joining or crossing the main carriageway and has to cross the central reserve at grade to turn right or to cross the main A64.

Welburn Junction is a single-carriageway crossroads 280m northeast of the end of the 5.5km long section of dual carriageway road, and is subject to the national speed limit. The A64 continues on a bendy alignment to the start of the Malton Bypass, nearly 5km to the northeast. This site has had 17 PIAs in the years 1999 - 2003, including two fatalities. Four accidents were at the end of the dual carriageway, and another four at the actual junction. The accident severity index is 47%. The site is considered to be a higher than average accident rate due to the proximity of the junction to the end of the dual carriageway. Side road traffic experiences difficulty and delay in joining or crossing the main carriageway and has to cross the central reserve at grade to turn right or to cross the main A64.

The existing junction with the C188 County road to High Hutton comprises a junction with ghost islands hatching for traffic turning right from the mainline.

The 5km stretch of route between the Welburn Junction and the Malton Bypass is fairly bendy and hilly. This stretch has had 41 PIAs in the years 1999 - 2003, including five fatalities. The accident severity index is 47% and the combined link and junction accident rate is 40% higher than the national average for this type of road.

From the far end of the Malton bypass, which is already dual carriageway, the A64 continues for a further 24km of single carriageway. This section includes 16 junctions, all of which will be extensively redesigned as part of the dualling procedure.

2.2 Traffic and Accidents

Annual Average Daily Traffic (AADT) flows were obtained based on a variety of manual classified counts and Permanent Automatic Traffic Counter (ATC) data. Traffic data from the ATCs enabled traffic flow factors to be calculated to convert the 12-hour data to AADT figures.

Traffic flows along the A64, between York and Seamer, are estimated to be between 15,100 and 22,700 vehicles per day (2003 AADT figures). There is a distinct step change in traffic flows to the east and west of Malton, with flows to the west higher than those to the east. A marked increase in traffic flows on the A64 was observed during the summer months and on bank holidays. In 2003 the 24-hour daily two-way flow, to the west of Malton, varied from approximately 18,000 vehicles in January to approximately 28,000 vehicles in August with a peak flow of 30,000 vehicles during the August bank holiday. The vehicle proportions of the AADT were calculated by adjusting the proportions of the 12-hour flows using standard Cost Benefit Analysis (COBA) factors. The Heavy Goods Vehicle (HGV) content was found to be 10%. HGV figures include Other Goods Vehicle (OGV) categories 1 & 2 and Public Service Vehicles (PSV). OGV1 category vehicles include 2-axle rigid, 3-axle rigid and 3-axle articulated vehicles; OGV2 category vehicles include 4-axle rigid, 4-axle articulated and 5-axle or more vehicles.

The table below summarises the projected opening year flows compared with the congestion reference flows, which are a measure of the AADT that will experience congestion.

AADT FlowsOpening Year Flow RangeCongestion Reference Flows
A64 West of Malton22,400-31,70028,300
A64 East of Malton16,800-21,20027,600

The vehicle proportions of the AADT were calculated as follows:

CarsLGVHGVTotal
OGV1OGV2PSV
79.710.34.84.50.7100

There have been a total of 583 accidents in the period 1999 to 2003 along the proposed route. The following table provides summary statistics for all accidents in this area:

CLASS19992000200120022003TOTAL
York to Malton
Fatal1344113
Serious1481012653
Slight3028242915129
SUB TOTAL4539384522195
Malton to Seamer
Fatal011316
Serious7111491559
Slight143323282328
SUB TOTAL2145384039193
TOTAL6684768561388

2.3 Public Utilities

Consultations with the appropriate Statutory Undertakers (SU) have not been carried out at this stage. An estimate of likely diversion costs has been made on the basis of typical costs for similar schemes.

2.4 Topography, Land Use, Property and Industry

2.4.1 Topography

The topography in the study area varies as the route runs from York thorough to Scarborough. The topography between York and Barton Hill is predominantly flat, much of the land being within the River Derwent floodplain. At Barton Hill the land rises from the low-lying Vale of York into the Howardian Hills. This is an area of complex landform, consisting of a mix of ridges, hills and sharp embankments down into the river valleys. Towards Malton the land drops down again into the low-lying Vale of Pickering. Between Malton and Seamer Carr the study area is predominantly flat with only slight undulations when the Yorkshire Wolds infringe into the area on the southeastern boundaries.

2.4.2 Land use

Land use within the study area is pre-dominantly agricultural. Between York and Barton Hill large arable fields and plantations dominate the area. Within the Howardian Hills, the field sizes decrease and there is more evidence of woodland and other vegetation. Between Malton and Scarborough, although there are a number of villages, which straddle the existing A64, the main land use is arable farming.

The Agricultural Land Classification (ALC) has shown that the majority of the land is Grade 3, with small areas of Grade 2.

2.4.3 Property

The study area contains farming, a few businesses and villages within a predominantly rural location. A number of properties lie adjacent to the A64 with access directly on to the road.

2.4.4 Industry

There is little industry within the study area; examples include West Heslerton Sand Quarry and the Works at Sherburn. Otherwise the area is dominated by agriculture.

2.5 Drainage

The main drainage feature within the study area is the River Derwent and its tributaries. The River Hertford runs within the study area near Seamer. Due to the low-lying topography, sections of the study area that fall within the floodplains area of the River Derwent and River Hertford.

There are numerous open watercourses within the study area, varying in size fromCrambeck within the Howardian Hills, to the small watercourses running between thefields at the eastern end of the study area.

2.6 Geology and Soils

2.6.1 Solid Strata

The solid strata for the study area do vary. In general between York and Malton the area is underlain by Sherwood Sandstone, with the beds generally dipping gently to the east, the Penarth Group and the Mercia Mudstone Group. Whilst between Malton and Seamer the solid geology for the site is Cretaceous Speeton Clay, Upper Jurassic Kimmeridge Clay and Upper Jurassic Calcareous Grit Formation.

2.6.2 Superficial Deposits

Between York and Malton the site is underlain by a variable sequence of superficial deposits comprising mainly clay and sand that overlies glacial till comprising gravely and sandy clay. Between Malton and Seam the deposits comprise of alluvium deposits (mainly clay), lacustrine deposits (silty, clay and sand, locally with peat) that overlies

glacial till comprising granular material of varying density interbedded with normallyconsolidated clay.

2.6.3 Made Ground

No artificial ground is evident from the available geological maps. However there couldbe made ground present in the form of old quarries, sand and clay pits.

2.6.4 Aquifers

A Non Aquifer, Minor Aquifer (the glacial deposits of sand and gravel,) and a Major Aquifer (the grit formation, with high soil leaching potential for example the Sherwood Sandstone Group) underlie the study area.

2.7 Environmental Status

2.7.1 Study Corridor

The route corridor being studied is located in an essentially rural area with an emphasison agriculture. A combination of isolated properties, small clusters of houses and villagesline the route corridor of the A64. Arable farming dominate the area within this studyarea. The area is rich in cultural heritage throughout its route.

A summary of the main environmental constraints within the route corridor is provided infigures:

2.7.2 Issues relating to affects on humans

The main issues are:

The route options between York and Malton and On-line Route between Malton and Seamer Carr run for the majority of the route on-line. During construction this will impact on traffic flows on the main routes and the road network.

With Visual Impact there are likely to be significant changes in views of the A64. Someof the changes will be beneficial in relation to removing traffic out of the villages, (Off-line Route) however others will be adverse with the dualling of A64 on-line between York and Seamer. There would be a negative visual impact on those isolated properties within theOff-line Route Corridor.

With the proposed route corridors the impact on Land Use: Demolition would suggest thepossible demolition of 13 private properties.

Severance of rights of way and the provision for non-motorised has been considered however the impacts are adverse and the route corridors do not improve the situation for rights of way users. There will be opportunities to mitigate adverse impacts in many cases.

2.7.3 Issues relating to the natural and cultural environment

The main issues are:

The most important potential receptors of impacts within the study area are:

Cultural Heritage

Through out the study area all aspects of Cultural Heritage are represented (as indicatedon the figures 5.1.1a - c, 5.1.2a - c, 5.1.3a - c). These aspects include Listed Buildings, Listed Parks and Gardens, Scheduled Ancient Monuments and known buried archaeological remains. The proposals have a very high adverse impact on all of these features, which could be permanent.

Ecology

The route corridors have a moderate adverse impact on the ecology. The main area of known impact is at the SINC Gillylees and Pretty Woods, however there is potential impact on flora and fauna. There will be opportunities to mitigate adverse impacts in many cases through further survey work.

Landscape Character

The route corridor passes through the Howardian Hills Area of Outstanding Natural Beauty. The route will have an impact on this character as well as the overall rural character of the whole study area.

2.8 Planning Factors

2.8.1 The Base Line Conditions

There are a number of planning factors and requirements that affect the development of a scheme to upgrade the existing A64 to dual carriageway standard. The following paragraphs outline the relevant planning framework. More detailed information of the planning factors associated with this scheme can be found in the "Stage 1 Environmental Impact Assessment Report".

2.8.2 National Policy Framework

White Papers

White Papers indicate the direction in which government policy is heading and while being formal documents, are intended to stimulate debate and may pave the way for legislation, but neither the government nor local authorities are obliged to act in accordance with their contents.

Planning Policy Guidance

National Policy Guidance is issued to local planning authorities and taken into account byauthorities in preparing development plans. The guidance is presented in a series of Planning Policy Guidance notes (PPGs), which cover issues such as flood risk, archaeology, nature conservation etc.

2.8.3 Regional Policy Framework

Regional Planning Guidance for York and the Humber, December 2004

This document provides a regional spatial framework for local authority land-use plans,local transport plans and other strategies and programmes. It contains policies on housing, transport, economic development, environment, minerals and waste.

2.8.4 County Policy Framework

North Yorkshire County Structure Plan 1995 - 2006

Structure Plans are prepared by County Councils and cover key strategic issues best considered on a countywide basis. Structure Plans provide an overview of new development and broad development constraints within the framework of national and regional planning guidance. They should include an indication of timescales and priorities for proposed major developments including trunk roads.

2.8.5 Local Policy Framework

City of York Local Plan Deposit Draft 1998 - York City Council
Ryedale Local Plan - Ryedale District Council - 2002
Scarborough Borough Local Plan - Scarborough Borough Council - 1999

These plans outline the councils' broad planning strategy for the study area for this decade. It includes both objectives and specific policies.


2 existing conditions

3 description of proposed route

3 DESCRIPTION OF PROPOSED ROUTE

3.1 Introduction

The brief required that an assessment of the two options detailed in the Steer Davies Gleave report should be undertaken. These are as follows:

Steer Davies Gleave Option 4 - this is a scheme which completely duals the A64 from York to Seamer.

The route described in the A64 Broad Based Study EIR was compared with the preferred routes proposed by Bullen and Brian Colquhoun in their previous studies. The Bullen route from York to Malton is comparable with that proposed in the SDG EIR. However, the route SDG proposed to the east of Malton is an on-line dualling option whereas Brian Colquhoun's proposed route was totally off-line to the north of the existing A64. It is considered at this stage that there are merits to both route options and consequently it is proposed to assess both these options to the east of Malton to establish if one is more preferable than the other.

Steer Davies Gleave Option 3 - this is a scheme which duals the existing single carriageway between York and Whitwell Bypasses, improves the road to modern single carriageway standards between Whitwell and Malton Bypasses, duals from the end of Malton Bypass to the start of the single carriageway Rillington Bypass and then improves the remainder of the road to modern single carriageway standards east of Rillington.

The Steer Davis Gleave Report specifically mentions the upgrading of the junctions on the Malton Bypass to full movement junctions. This is an improvement that Ryedale District Council has specifically requested and is a declared aim of the Council. As this study has not considered the engineering aspects of the route these junction details have not been considered or included within the cost estimate for improving the route.

For the purposes of describing the routes, options shall be labelled as follows:

3.2 Main Carriageway Alignment Option 1a

The proposed new scheme is, in essence, an on-line dual carriageway improvement with a number of small exceptions where off-line sections are required. The plan of the proposed route is shown in Figures 4a and 4b.

The section of the A64 trunk road under consideration within this report can be dividedinto five distinct sections based on the current standard of carriageway provision: -

Over the stretch of the scheme between Hopgrove and Whitwell-on-the-Hill the topography is generally low lying and flat within the vale of York. The proposed improvement would follow closely the horizontal and vertical alignment of the existing A64 over this section. To the west of the Malton Bypass, the topography changes significantly to become more undulating in character as the A64 passes through the Howardian Hills. Between Whitwell-on-the Hill and Musley Bank, the proposed scheme would follow a twisting and undulating alignment, reflecting the topography.

To the east of Malton, the current single carriageway would be replaced by a slightly shorter section of off-line dual carriageway. The alignment would be to the north of the existing A64, and would follow a more direct east-west route. This section would involvetwo new grade separated junctions: the first near West Knapton; the second at Sherburn.The route would terminate at the existing Seamer Carr roundabout with the B1261 andthe Seamer bypass.

3.2.1 Junction Layouts

The following sub-sections briefly describe proposed junction layout within the scheme.

A64/A1036/A1237 Hopgrove Junction

The proposed improvement would provide a grade-separated roundabout junction in place of the existing A64/A1036 roundabout. The elevated A64 would cross the new roundabout junction via two under-bridges, which would be at the same level as the existing Hopgrove roundabout. The proposed slip roads at the junction have been designed largely in accordance with TD22 (DMRB 6.2.1). A short section of new dual carriageway would link the new at-grade roundabout junction to the existing short section of dual carriageway.

Hazelbush Junction

The proposed junction would consist of a low standard grade-separated layout. The side road would be elevated over the A64 with short link roads between the main line and the side roads. These link roads would connect to the A64 via left-in/left-out junctions.

Sand Hutton Junction

The proposed junction layout comprises of low standard grade-separation with the side road elevated over the A64. The side road would connect to the A64 via a left-in/left-out junction arrangement on both carriageways.

Flaxton/Claxton Junction

The proposed junction layout comprises of low standard grade-separation with the side road elevated over the A64. The side road would connect to the A64 via a left-in/left-out junction arrangement on both Flaxton and Claxton accesses.

Barton Hill Junction

The proposed junction would consist of a low standard grade-separated layout with the side road elevated over the A64. Access onto the A64 would be provided via left-in/leftout only junctions.

Whitwell Junction

The existing at-grade left/right stager junction near the crest of Whitwell Hill would beclosed. It is proposed that a single low standard grade-separated junction located immediately northeast of Whitwell would replace these closed junctions. Two left-in/leftoutjunctions, one with either carriageway, would link the side road network to the A64. Side road traffic would cross the A64 via overhead bridge.

Welburn Junction

The existing T-junction would be retained though movement would be restricted to leftin/ left-out turning manoeuvres only. The C91 county road to Welburn would be linked to the proposed Whitwell grade-separated junction by a local service road located to the northwest of the A64.

High Hutton Junction

The proposed layout would consist of a low standard grade-separated junction situated approximately 200 metres to the southwest of the existing junction site.

Left-in/left-out junctions on both carriageways would provide access to and from the A64.These would be linked via a side road connection that would pass beneath the A64, which would be on high embankment at this location.

The existing at grade T-junction located at Low Hutton would be closed and access to low Hutton would be provided via High Hutton grade separated junction.

B1248 Musley Bank Interchange

This junction arrangement would be slightly redesigned to accommodate the change in the A64's direction.

West Knapton and Sherburn Junction

Two new grade separated junctions are proposed: the first near West Knapton, approximately 1km along the B1258 from the existing junction with the A64; the second at Sherburn, 200m south of the railway line.

3.3 Main Carriageway Alignment Option 1b

This route is the same as Option 1a from York to the eastern end of Malton Bypass. To the east of Malton the majority of this route would be upgraded by online improvements with the exception of two areas.

To the east of the proposed junction at Scagglethorpe, the line would deviate to form a bypass around the south of Rillington. The improvement would continue in an east-west direction, and would cross the detrunked A64 approximately 1km east of West Knapton. The route would then turn north of West Heslerton, where the junction with Station Road would be replaced. The proposed route would then cross the detrunked A64 again, and would travel in an east-west direction to the south of East Heslerton. The route would rejoin the existing A64 at Heslerton Grange.

The route would then divert from the alignment again, 1.1km further along, by Sherburn Lodge, to form a bypass around Sherburn, involving a number of grade separated slip roads. The route would rejoin the existing road for the final time 0.5km east of Sherburn, at Potter Brampton.

The route would terminate at the existing Seamer Carr roundabout with the B1261 and the Seamer bypass.

3.3.1 Junction Layouts

The proposed junctions would be the same as Option 1a from York to Musley Bank, and then as follows.

B1248 Musley Bank Interchange

This junction arrangement would be retained in its present form.

Scagglethorpe Junction

The existing junction would be retained with westbound movement being restricted to left-in/left-out turning manoeuvres only. A new junction 200m to the east of the existingwould cater for the eastbound movement.

Mill Pond Junction (Rillington) and Station Road Junction (West Heslerton)

To the east of Scagglethorpe, two new grade separated junctions are proposed: the first at Mill Pond is proposed to handle traffic on the Rillington bypass; and the second at West Heslerton to provide for traffic turning onto and off of the detrunked A64.

Mill Pond Junction (Rillington) and Station Road Junction (West Heslerton)

To the east of Scagglethorpe, two new grade separated junctions are proposed: the first at Mill Pond is proposed to handle traffic on the Rillington bypass; and the second at West Heslerton to provide for traffic turning onto and off of the detrunked A64.

3.4 Main Carriageway Alignment Option 2

This route is the same as Option 1a from York to the eastern end of the dual carriageway section at Whitwell-on-the Hill. Between Whitwell-on-the-Hill and Musley Bank, the proposed scheme amounts to the addition of a one metre wide hardstrip and visibility improvements to the existing twisting and undulating single carriageway, reflecting the topography.

The Malton Bypass would not be changed. To the east of Malton, the dual carriageway is extended, leaving the existing alignment at Scagglethorpe. It follows a new alignment to the south, crossing over Collinsons Lane and bypassing the village of Rillington to the south, close to the alignment of Sands Lane. It rejoins the existing single carriageway alignment just before West Knapton. This section involves two new grade separated junctions, one at Scagglethorpe and one near West Knapton.

The route from this point to the existing Seamer Carr roundabout with the B1261 and the Seamer bypass is an improved single carriageway with a one metre hardstrip and visibility improvements, following the existing twisting and undulating alignment, reflecting the topography.

3.4.1 Junction Layouts

The proposed junctions would be the same as Option 1a from York to Whitwell-on-the Hill.

Scagglethorpe Junction

A new grade separated junction is proposed at Scagglethorpe. The existing junction is modified to form the entry and exit slips for the westbound carriageway. A new two-way single carriageway leads from the existing eastbound blocked off section of old road, over the dual carriageway onto the existing A64. The east side of the T-junction forms the access to Rillington and Scagglethorpe and Collinsons Lanes. The west side of the T-junction is joined by slip roads to the eastbound carriageway of the Rillington Bypass.

West Knapton Junction

A new grade separated junction is proposed near West Knapton, approximately 1km along the B1258 from the existing junction with the A64. Left-in/left-out junctions on both carriageways provide access to and from the C road from Rillington to Wintringham. This road crosses over the dual carriageway on an over bridge to the west of its present alignment.

3.5 Cost Estimates

Scheme costs have been determined in accordance with the latest guidance given in H.M. Treasury's Green Book on Appraisal - January 2003. This figure includes inflation and VAT, and also includes strategic risk and optimism bias. Scheme cost estimates have been produced for the three options being considered. The estimates prepared for the dualling proposals between York and Malton are based upon the quantities calculated by Bullen with percentage add-ons for other items. No previous quantities could be located for dualling between Malton and Seamer section of the route and the quantities for this section have been calculated on a pro rata basis from those used between York and Malton. The route option that contains improvements to the existing single carriageway sections has been assessed by Capita Symonds to determine what improvements are required. The costs of these improvements have then been quantified and priced to produce to add to the dualling costs to produce a total estimate. The rates used in the estimate have been obtained from the estimates produced for the dualling of the A66 between Penrith and Brough, which is broadly similar in nature to the proposed A64 schemes. The rates used for this estimate were built up from five previous highway schemes, these are; A66 Stainburn to Gt Clifton, A66 Stainmore to Banksgate, A34 Wilmslow, A63 Selby and A1 Felton.

All the costs have been factored to a price base of Q3-2001 and are shown in £M.

Optimism bias of 45% has been incorporated in the estimate in accordance with CHE

Table 3.1 Cost Estimate Summary
 Option 1AOption 1BOption 2
£k£k£k
Roadworks113,898113,81244,428
Structures21,98021,5067,567
Other works6,2526,2704,273
Land costs (Mouchel Parkman)11,93311,2557,886
Archaeology costs78,64178,72429,796
Environmental Mitigation2,0632,015632
Preperation and Supervision30,85231,12312,238
Sub Total265,619264,705106,820
VAT, Optimism Bias & Risk162,678162,44762,925
Inflation106,562106,41049,864
Total Estimated Scheme Cost534,859533,562219,609

Land costs have been obtained from the HA's independent valuers. English Heritage have assisted in the preparation of the archaeology costs. A detailed breakdown of costs for this option is presented in Appendix A.


3 description of proposed route

4 engineering assessment

4 ENGINEERING ASSESSMENT

4.1 Introduction

This commission did not require an engineering assessment of any of the proposals to be carried out at this stage. The purpose of the brief is to establish if the chosen schemes are sufficiently robust in terms of current highway economics and environmental standards and in the light of today's public expectations to achieve entry into the Targeted Programme of Improvements. It was considered that to save time and money at this stage it is acceptable to use those schemes that were previously progressed through to public consultation to use as a basis for producing an estimate.

4.2 Engineering Standards

The previous dualling schemes proposed 7.3m carriageways with 1.0m hard strips resulting in two carriageway widths of 9.3 metres. These schemes have not been designed to current standards, however if the scheme was progressed, further design work would be required to establish a preferred route that complied with current standards. Those sections of the route where the existing single carriageway is to be improved have been considered in accordance with current design standards and cost estimates calculated on this basis.

4.3 Junction Layouts

The proposed junction layout for all the dualling options for the purpose of this estimate is to provide grade-separated junctions. It should be noted that the design process is at apreliminary stage and the type and location of junctions is likely to change in the future.


4 engineering assessment

5 environmental assessment

5 ENVIRONMENTAL ASSESSMENT

5.1 Introduction

The recommended procedure for such an environmental assessment of Highways schemes is a three stage process: Stage 1, initial route corridor analysis; Stage 2, more detailed comparisons of individual route proposals; and Stage 3, production of an environmental statement for the final route design. This document summarises some of the key findings from the Stage 1 assessment. Appraisal Summary Tables (ASTs) have been produced for each route and these can be found in Appendix B.

5.2 Individual Assessment Reports

This section is a summary of the findings of the environmental impact assessment of the A64 Dualling York to Scarborough. A full environmental assessment has been carried out, which is reported separately in the Stage 1 Environmental Impact Assessment, Volume 1 - Impact Assessment.

The assessment was carried out in accordance with the Design Manual for Roads and Bridges Volume 11 - Environmental Assessment.

5.2.1 Air Quality

The air quality standards referred to are specified in the European Union Directives andthe UK Air Quality Strategy (AQS). To compare the effects of the schemes, levels of particulate matter (PM10) and nitrogen dioxide (NO2) are used, although the AQS also requires consideration of other pollutants.

Properties within 200m of the A64 were considered most at risk of changes in air qualityand hence were considered in the study. The majority of the route corridors of York to Malton, Section 1 and Malton to Seamer Section 2 On-line are on-line with the A64.

However the routes deviate away for the village centres, which overall show a positiveimpact in Air Quality in comparison to the do-minimum scenario.

Most of the Malton to Seamer Section 2 Off-line generally moves traffic away from the properties currently most affected. They will therefore also experience improvements in air quality in comparison to the do-minimum scenario.

The construction period will contribute to a slight deterioration in air quality, due to slow moving vehicles and the presence of construction traffic. Well-planned operations couldminimise the impacts.

5.2.2 Cultural Heritage

The assessment of cultural heritage comprised a desk study of sites and monument record (SMR) data, the National Monuments Record and other documentary sources.

There is a high level of known archaeology within all the route corridors between York and Scarborough and also a high potential for further archaeological remains in undefined areas. These are illustrated in the constraints plans, figures 5.1.1a - c, 5.1.2a - c, 5.1.3a - c within volume 2. The main impacts include:

In general, mitigation will involve further field evaluation and archaeological studies atStage 3, and will include trial trenching and test pitting.

5.2.3 Disruption due to Construction

Baseline data for this assessment was collected by consultation of earlier reports andplans.

General impacts common to all route corridors include disturbance to local communities,earthworks, field divisions, excavations and risk of pollution to the nearby River Derwentand its tributaries. The York to Malton and Malton to Seamer (On-line) route corridors willcause delays and disruptions along the A64. The most significant impacts will be duringthe construction around Crambeck.

The Off-line Route Corridor will cause the fewest adverse impacts overall.

5.2.4 Ecology and Nature Conservation

The baseline conditions were established through analysis of records. There are areasand species of varying importance existing within the study area.

Most of the impacts are similar for all route corridors and can be seen as adverse. Themost common and significant impacts are the destruction or disturbance of habitats. The proximity of the road corridors to the River Derwent and the River Hertford and their tributaries is also a potential impact.

Within the York to Malton Section an adverse impact is the loss of some of the Ancient Woodland of Gillylees and Pretty Woods. Overall there is the potential impact on otter, water vole, white-clawed crayfish and great crested newt. Loss of mature trees along the route will result in the loss of potential bat roosts.

5.2.5 Landscape Effects: Landscape Character

Landscape character assessment identifies features particular to an individual area. Impacts are rated according to how the proposals change these features. The study considers a band over 1km from the outermost routes.

Overall the route corridors have an adverse impact on the landscape character.

The wide-open character of the Vale of York (York to Malton Section) would be slightly adversely affected by effects on buildings and settlements and on field pattern, tree cover and hedgerows. Within the Howardian Hills (York to Malton section) the impact would be larger where the corridor affects woodland, settlements and built form. The level of activity within the Howardian Hills will be perceived to increase as the road becomes wider. Fragmentation of the pattern and landscape elements would result in a moderate adverse impact on the landscape character.

In the Malton to Seamer On-line corridor the effect on landscape character is adverse, mainly due to the effect on the unity of the listed parkland of Scampston Park, the potential effect on the topography, settlements and built form. The perceived increase in activity within the area also contributes to the adverse impact.

The Off-line route corridor has an adverse effect on the landscape character due to itssituation within a rural area, affecting rural settlements, built form and defined watercourses. Tranquillity and unity of character within this area will also be adverselyaffected.

5.2.6 Landscape Effects: Visual Impact

Evaluation of visual impact is achieved by consideration of how the proposed road will beseen from buildings and other places within a 1km corridor of the site.

The route corridor between York and Malton varies in visibility due to the topography andthe location of settlements and individual properties. Because the proposal is to improvethe road on its current alignment the impact is adverse, affecting settlements adjacent tothe existing A64 and the Grade 1 listed property, Castle Howard.

The On-line Route between Malton and Seamer bypasses the majority of the villages along the existing A64 and therefore properties within the villages will have reduced visual impact. However, increased visual impact will be experienced by some properties that previously had a rural and tranquil outlook. This overall adverse impact will moderate over the 15 year assessment period.

The Off-line Route, although affecting fewer properties than the other route corridors, has a greater impact on these properties and settlements. However the impact overall inSummer Year 15 is slightly beneficial.

5.2.7 Land Use

Land Use is assessed in four principal parts:

This section summarises the findings of all four assessments.

The York to Malton and the On-line route corridors would result in the potential demolition of private properties whilst the Off-line route corridor could potentially result in the loss of a significant area of the north of Ganton Golf Course.

The On-line route corridor contains small area of Open Country just south of East Heslerton, and an area of Common Land north of Ganton. However, as the route proposal follows the existing route here it will not affect these areas. The York to Malton and the Off-line Route corridors do not affect any community land.

Development Land as identified within the relevant local plans will not be affected by the route corridor proposals. There are direct impacts on planning approvals by all the route corridors and there will also be indirect effects in relation to changes of view, noise and other factors. The only direct impact of the corridors on land take is in relation to an application by West Heslerton Quarry. An application has been made to extend the land west of the existing quarry for the extraction of sand.

None of the proposals impact on ESAs but will affect farm units with Countryside Stewardship Schemes. There will be a loss of grade 2 and grade 3 agricultural lands mostly within the Off-line route corridor.

5.2.8 Traffic Noise and Vibration

This assessment considers the effects upon local residents, within 300m of any of theproposed routes or the current A64.

During construction a temporary increase in noise and vibration levels will take place. However with mitigation the impact will be neutral overall in the York to Malton corridor route, and a beneficial impact will be experienced on both route corridors between Malton and Seamer due to the increased distance to sensitive receptors.

The two playing fields at Scagglethorpe and Rillington are considered to be noise sensitive recreational areas. Here, the proposals will have a beneficial impact.

5.2.9 Pedestrians, Cyclists, Equestrians and Community Effects

A number of public rights of way are within the proposed route corridors. The proposalsdo not improve the situation for rights of way users in general. However, mitigation measures for severed or stopped-up rights of way could include providing alternative roadside footways, cycleways and bridleways. New alternative access tracks and safer crossings could be provided at proposed junctions along the new route.

Severance is increased in general along the line of the scheme, particularly between York and Malton where the improvements will be along the line of the existing road. Mitigation here will include grade separated crossing points in settlements. However, between Malton and Seamer the impacts are mainly beneficial since even the On-line route bypasses most settlements and hence will reduce severance.

5.2.10 Vehicle Travellers: Driver View

This assessment was carried out from east running carriageways using field notes and maps. The views were predominantly open expansive views due to the topography of the study area. However within the Howardian Hills there were at times enclosed views, whilst the plantations near Hazelbush restricted views to the carriageway.

Impacts vary according to the route corridors. Both the York to Malton and the Malton toSeamer Off-line route corridors cause a neutral impact on driver view while the On-line route causes a beneficial impact.

5.2.11 Vehicle Travellers: Driver Stress

It has been shown that safe driving decreases as driver stress increases. This issue is particularly important because the A64 is the major route to Scarborough and the east coast. Driver stress is assessed in relation to three factors: frustration, fear and route uncertainty. During construction impacts will generally be adverse. However, there will be a reduction in driver stress once the new routes are in operation. The impacts associated with all the corridors are broadly similar.

5.2.12 Water Quality

All route options have the potential to affect the Rivers Derwent and Hertford and theirtributaries. However the impact on water quality and drainage overall will be minor.

Soil operations may increase the amount of sediment transported by site runoff waters. Sediment can settle upon riverbeds, preventing oxygen reaching the bed itself. If sediment also contains organic material, oxygen demand in the river will increase. These impacts have significant implications for aquatic species.

Accidental spillages from the site may also impact upon water quality. A major aquifer underlies some of the route corridor northeast of Seamer Carr roundabout, although it is outside the likely area of working. This is potentially vulnerable to damage from accidental spillages owing to the variably permeable nature of the drift material above it. The groundwater level may be artificially reduced as a result of pre-earthworks and carriageway drainage, impacting upon local hydrogeology.

Once the road is operational, increased impermeable surface will increase runoff, possibly resulting in higher peak flows, and a cause of flooding. Water may be contaminated with materials such as vehicle oil and de-icers, which may also impact upon fisheries. New structures such as those at water crossings may impact upon fish migration, and throttling from such structures may alter water flow. In all cases mitigation measures are available which are capable of improving the quality of runoff compared to the existing and do-minimum scenarios.

5.2.13 Geology and Soils

The effect on geology and soils overall is seen as a minor impact. However, the main river within the study area is a candidate Special Area of Conservation (cSAC) and there s a ground water protection zone within the Malton to Seamer Carr area. The corridors pass through floodplains and there is a vulnerable major aquifer beneath the site, which may be at risk from accidental spillage.

Adequate management and storage of fuels on site will mitigate this risk. Potentially contaminated material will be sent to licensed waste disposal facilities. Further ground investigations and supervision during the construction phase will help reduce the risk of contamination.

5.2.14 Policies and Plans

A desktop study of planning proposals, local, regional and national plans was made to assess how the individual route corridors impact upon policies and plans.

In general the corridors hinder more policies than they facilitate. The most adverse impacts are in relation to nature conservation and cultural heritage issues, including policies, which protect the landscape of the Howardian Hills AONB. Regional policies carry a presumption against increases in the capacity of the regional highway network except where proposals stem from Route Management Strategies; the A64 RMS proposed improved single carriageway, not dual carriageway, as a long-term strategy for improving the route.

5.2.15 Summary

The main issues relating to the proposed route corridors are cultural heritage, ecologyand landscape character. The most severe impacts are to all aspects of cultural heritage. Aside from the routes running through a registered park and adjacent to the Castle Howard estate and numerous listed buildings, the study area is particularly rich in archaeological remains. The key constraint is the statutory protection afforded to these features and the irreplaceable resources that may be affected.


5 environmental assessment

6 traffic and economic assessment

6 TRAFFIC AND ECONOMIC ASSESSMENT

6.1 Introduction

In order to determine the feasibility of each proposed option, in terms of traffic movements and economic factors, the options were modelled using the guidelines laid out in the Design Manual for Roads and Bridges (DMRB).

The effects of traffic growth, induced traffic, accidents and construction and maintenancewere all examined as part of this process.

The costs and benefits associated with each alternative were then compared to determine the most economically viable option.

The costs consist of: investment costs, including both land costs and construction costsand also taking into account the difference in maintenance capital, i.e. the costs directlyinvolved in resurfacing etc.; operating costs, which are a reflection of the savings relatedto maintenance expenditure, a cost related to maintaining items such as drainage, fencesand signs; and indirect tax revenue, which includes taxes on fuel, oil, tyres, vehicledepreciation and vehicle maintenance.

Benefits include: travel time savings, which directly represent the time saved by road users, split into work and non-work categories; vehicle operating costs, which are often a dis-benefit associated with the wear on a car achieving a higher average speed on an improved stretch of road; delays during construction, which appear as a dis-benefit; delay savings during maintenance, which reflect the (normally fewer) delays to users during normal road maintenance; and accident savings, which provide a monetary measure of the safety of the newer road.

6.2 Traffic Modelling

The COBA11 (Revision 3) program was used to model, and to assess the economic viability of, each of the various alternative options. The COBA model required details of the 2003 Annual Average Daily Traffic (AADT) flows, as well as traffic flow factors, together with the details of the accidents along the stretch of road to be modelled. COBA also required details of traffic growth factors, which are discussed below under the heading "Traffic Forecasting".

A "Do-Minimum" node-link network was constructed to match the existing situation. Theroad geometries were input, along with the AADT flows, and this provided a base toexamine the economic viability of each option.

A "Do-Something" node-link network was then constructed for each of the individualoptions, including details of proposed road geometries. For each alternative, the schemeopening year was assumed to be 2014, and the construction period to be around 4years. The flows from the Do-Minimum network were assigned to the roads in the DoSomething network. Further details of how this was done can be found in the "Traffic andEconomic Assessment Report".

The COBA11 program then compared the Do-Something networks with the Do-Minimumnetworks to determine the economic viability of each option.

6.3 Traffic Forecasting

Traffic forecasts are required as part of the COBA assessment, as well as playing a rolein the scheme design, environmental assessment and the WebTAG appraisal. Fulldetails of the techniques and assumptions used to calculate the traffic forecasts aredocumented in the "Traffic and Economic Assessment Report".

Traffic growth estimates are provided by the Department for Transport (DfT) in the formof the National Road Traffic Forecasts (NRTF). These give forecasts for the five vehicle categories used in economic appraisal - car, light goods vehicles, other goods vehicles1, other goods vehicles 2 and public service vehicles.

In line with best practice, the growth factor for cars was modified by local informationprovided by DfT TEMPRO 4.2 programme, which contains projections of planning data ata local authority level. It was estimated that car growth in North Yorkshire would beslightly higher than the national average. Growth factors for the most likely case werecalculated, as well as optimistic and pessimistic factors, for sensitivity testing.

The estimated growth in total traffic (expected, optimistic and pessimistic) is presentedbelow).

Predicted Growth in Total Traffic on A64

The growth rates detailed above were then used to produce estimates of the Annual Average Daily Traffic (AADT) in the Opening Year, 2014, and the Design Year, 2029, under both optimistic (high) and pessimistic (low) growth conditions

Local transport proposals were checked to determine that they would not cause growth above and beyond the predicted growth. Estimated traffic flows with and without the scheme options show that the traffic flows in the scheme opening year are significantly different either side of Malton. To the west the AADT flows vary from 24,500 to 29,300. To the east of Malton, the ADT flows vary from 18,200 to 19,800. Advice on appropriate carriageway standards for new rural roads is given in DMRB Volume 5, TA 46/97. This quotes minimum and maximum opening year AADTs flows for Wide Single 2-lane carriageway roads of 6,000 and 21,000 respectively. It is clear therefore that a single carriageway improvement for the section of A64 west of Malton would not be appropriate. Although the flow on the section east of Malton falls within this range, current HA policy is to avoid improvements to wide single 2-lane standard over 2km in length due to perceived safety issues. Improvement to dual carriageway standard is thereforeappropriate for both sections of the A64.

The potential significance of variable traffic demand was assessed using the DfT's draftTransport Analysis Guidance (TAG) Unit 3.10.1 - Variable Demand Modelling Advice (VaDMA) - Preliminary Assessment Procedures.

Any scheme, which alters, changes travel time or costs will, in principle, affect the demand for travel. Schemes that improve travel conditions are likely to encourage some travellers to make some trips they did not previously make or to travel further ("induced traffic"). Where a scheme is not built and there is congestion, the worsening conditions as traffic grows are likely to restrict growth to less than would otherwise be the case ("trip suppression").

The preliminary assessment carried out indicated that there were currently trip suppression effects occurring in the Do-Minimum situation, and there would be would be induced traffic effects during peak periods in the Do-Something network. These effects have not been included in the traffic economics at present, as their impact on the scheme economics is predicted to be relatively minor, with a decrease in benefits in the design year of 17% (peak periods only). When considered over the whole day this is likely to represent a reduction in benefits of approximately 6%. Given the extensive nature of the scheme it is recommended that a more detailed assessment of induced traffic effects be carried out at the next stage in the scheme assessment process.

6.4 Economic Assessment

The full procedures followed for assessing the economic validity of each of the various options are outlined comprehensively in the "Traffic and Economic Assessment Report". In summary, however, the economic appraisal is based on the output from the COBA model. Allowance was made for the costs of delays during maintenance and construction; see Appendix B of the "Traffic and Economic Assessment Report" for full details. The results of the economic analysis are presented as Economic Performance Tables E1 to E3 (Appendix E), in which all costs and benefits are discounted to 1998, at a discount rate of 3.5% for the first thirty years, and 3% thereafter.

A summary of all four options is laid out below in Table 6.4. Accident benefits areincluded and monetary figures are in £M's.

 Traffic GrowthOption
1A1B2
Present Value CostsPessimistic346351135
Expected344349134
Optimistic344350135
Present Value BenefitsPessimistic729730323
Expected921920467
Optimistic12151214643
Net Present ValuePessimistic383379188
Expected577571333
Optimistic871864508
Benefit to Cost RatioPessimistic2.12.12.4
Expected2.72.63.5
Optimistic3.53.54.8

From the above table it can be seen that all of the options assessed are economically justified, having positive Net Present Values. The majority of the benefits for all of the options are due to large travel time and accident savings. These more than outweigh the scheme costs combined with the increased vehicle operating costs and delays during construction.

Options 1A and 1B both have much greater Net Present Values than Option 2, due to their much higher benefits. Option 2 has the greater Benefit to Cost Ratio, as it has much lower costs than Options 1A and 1B. The economic performance of Options 1A and 1B is almost identical. Option 1A has slightly greater benefits (except for pessimistic growth) and Net Present Value but these are insignificant. The scheme costs and benefits are likely to change at subsequent appraisal stages and it is not possible to determine a preferred option in economic terms at this stage.

6.5 Accident Assessment

As part of the economic appraisal of the scheme options, COBA predicts the number of accidents on the network, together with casualty estimates. A summary of the accident savings for each option is presented in the following table.

Table 6.5 - Summary of Accident and Casualty Savings
 Pessimistic GrowthExpected GrowthOptimistic Growth
LinksJunctionsLinksJunctionsLinksJunctions
Option 1AAccidents6641,2487781,4608961,685
CasualtiesFatal711682189320
Serious295165341188388212
Slight7541,816882,1121,0272,423
Option 1BAccidents6221,0277301,2018411,385
CasualtiesFatal681278148815
Serious279130322147367165
Slight7071,4868341,7249661,976
Option 2Accidents2971,3183621,5244311,739
CasualtiesFatal281633183920
Serious121170143192166214
Slight3471,9344252,2205092,518

The above figures are accident numbers and casualties saved over a 60-year period.

All of the options assessed will result in large accident savings over the sixty-year assessment period. Options 1A and 1B will result in greater accident and casualty savings than option 2. This is a result of dual carriageway roads having significantly fewer accidents than single carriageway roads. Of the two dual carriageway options, the on-line improvement will result in greater savings than the off-line improvement. This is because the off-line improvement will result in a significant volume of traffic using the existing carriageway between Malton and Seamer, which has a higher accident rate than the proposed dual carriageway.

6.6 Wider Economic Impacts

As part of the Transport Assessment Guidance (TAG) process, the wider economic impacts of a scheme must be assessed. This usually takes the form of an Economic Impact Report and an entry in the Appraisal Summary Table (AST). When a scheme will impact on an area capable of being defined in some way as a Regeneration Area (RA), this work is can often be lengthy and in-depth, requiring numerous interviews with employers and employees in the RA, and survey undertaken into the economics of the area.

Steer Davies Gleave has already undertaken such a study in 2003, and produced two reports marking their findings: "A64 Broad Based Study - Economic Impact Report", and "A64 Broad Based Study - Final Report", both published August 2003. This work was fairly comprehensive, and came to a number of important conclusions regarding the dualling of the A64. It has been decided to retain the findings of Steer Davies Gleave rather than repeat the same study. A summary of the reports' findings has been included in the "Traffic and Economic Assessment Report". The findings of Steer Davies Gleave have also been summarised for the latest AST.

The report concluded that dual carriageway improvements to the A64 would enhance the prospects for inward investment. This, combined with increased employment related to tourism, could result in the creation of an additional 800 jobs. Reduced transport costs would also benefit existing businesses and it was estimated that this could safeguard between 200 and 500 jobs that might otherwise be lost.

The Countryside Agency commissioned TRL Limited to provide a technical note on the SDG Broad Based Study, which questioned some of the findings of the study. The TRL report does not contradict the Broad Based Studies estimates for employment but stated that it was difficult to test the specifics of the estimation methodology. The Broad Based Study does make it clear that methodology used is pioneering and that the job creation figures are estimates and have been quoted indicating margins of error. The TRL report questions the economics and expresses environmental concerns of the Broad Based Study both these issues are considered to have been accounted for in the preparation of this Study Report.

6.7 Summary

The traffic and economic appraisal of the improvement of the A64 between York and Seamer has demonstrated that all three options considered are economically justified. Improving the entire section to dual carriageway standard, as opposed to leaving some sections east Malton single carriageway, would provide the greatest benefits. The level of traffic flow predicted in the scheme-opening year also indicates that dual carriageway improvement is appropriate.

As well as bringing economic benefits to road users, upgrading the A64, according to theSDG report, has the potential to bring wider economic benefits. It is estimated that a dual carriageway improvement could result in the potential creation of 800 new jobs and the safeguarding of between 200 and 500 existing jobs.

Given the above, it is concluded that there is a strong economic justification for the proposal to upgrade the A64 to dual carriageway standard between York and Seamer. Additional assessment work will be required to identify the most economically advantageous route.


6 traffic and economic assessment

7 consultation

7 CONSULTATION

7.1 Introduction

Following the commission in June 2004, to undertake preparation work to consider the feasibility of improving the A64 from York to Scarborough to dual two lane carriageway standards, Capita Symonds commenced carrying out a Stage 1 Environmental Assessment. This includes consultation with statutory consultees during the process. In addition to the statutory consultees an important part of this commission was to consult with stakeholders including the local authorities and other authorities to obtain their views and take any appropriate action. This consultation has included writing to the statutory authorities to explain the scope of the study and asking for comments and holding a number of meetings.

7.2 Purpose of Consultation

The purpose of the consultation is to seek information about any sensitive issues upon which the assessment should concentrate. This exchange of information would reduce the risk of not identifying an impact that could potentially stop the scheme at a later date. Requests were made for up to date information about the site, including any designations and any relevant reports. Appendix C lists the statutory consultees, stakeholders and other consultees who were contacted.

7.3 Meetings

Consultation also involved holding a number of meetings. Two meetings were held to clarify and confirm with the stakeholders the scheme brief, discuss the route corridor and the proposed routes.

A third meeting was held on 26 November 2004 in Leeds. This meeting took the form of an Environmental workshop organised by independent facilitators CVRL. The attendees included stakeholders and statutory consultees. The aim of the workshop was to provide an opportunity for:

A copy of the Workshop Report and Executive Summary Report are in Appendix D. Information from all the forms of consultation where used, where appropriate to inform the main study.


7 consultation

8 conclusions

8 CONCLUSIONS

The study report has considered three options for upgrading the A64, which are:

The main environmental issues relating to the proposed route corridors are cultural heritage, ecology and landscape character. The route passes through the Howardian Hills Area of Outstanding Natural Beauty (ANOB) to the west of Malton, and affects a Site of Interest to Nature Conservation (SINC) at Gillylees; it runs close to the River Derwent SSSI. However the most severe impacts are to all aspects of cultural heritage.

Aside from the routes running through a registered park and adjacent to the Castle Howard estate and numerous listed buildings, the study area is particularly rich in archaeological remains. The key constraint is the statutory nature afforded to these features and the irreplaceable resources that may be affected. Option 1a and 1b will have the greatest adverse impact on cultural heritage resulting from the offline nature of the routes through the heritage rich landscape to the east of Malton. There is the possibility that option 1b could have less severe impacts than Option 1a as it is located well to the north of the existing route and may avoid some of the known heritage in this area, although as the potential for heritage being affected is high this would need confirming through additional investigation. Option 2 would be the least environmentally damaging as a significant length of this option is improving the single carriageway within the existing highway boundary. The major environmental impacts expected, particularly with the full dualling, might mean that the statutory bodies would object to the proposals. The traffic and economic appraisal of the improvement of the A64 between York and Seamer has demonstrated that all three options considered are economically justified. Improving the entire section to dual carriageway standard, as opposed to leaving some sections east Malton single carriageway, would provide the greatest benefits and economic justification. The level of traffic flow predicted in the scheme-opening year also indicates that dual carriageway improvement is appropriate.

As well as bringing economic benefits to road users, upgrading the A64 would also bring wider economic benefits. It is estimated that a dual carriageway improvement could result in the potential creation of new jobs and the safeguarding existing jobs.

The Route Management Strategy produced by Hyder recommended a number of measures to improve the safety of the route. Although the purpose of this study was to identify and report on the highway economics and environmental impacts of the proposed upgrading of the route the RMS should be considered as the "do-minimum" requirements of the route.

Given the above, it is concluded that there is economic justification for the proposal toupgrade the A64 to dual carriageway standard between York and Seamer. Environmentally they are major adverse impacts to landscape and ecology and especially cultural heritage and these will create a significant challenge in providing a suitable route. A proposed dualling scheme would affect the proposals for the Rillington Bypass, which is currently in the TPI. Whether or not a dualling scheme should enter the TPI and which option east of Malton is preferred needs to be resolved before proposals for the Rillington Bypass can be progressed.

At this stage consideration could be given to undertaking additional assessment work toidentify the most environmentally and economically advantageous route that would further inform Ministers and the progression of the Rillington Bypass.


8 conclusions