Highways Agency - Safe roads, Reliable journeys, Informed travellers

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• Executive summary
• 1 introduction
• 2 existing conditions
• 3 description of proposed route
• 4 engineering assessment
• 5 environmental assessment
• 6 traffic and economic assessment
• 7 consultation
• 8 conclusions

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:

• 1a York to Seamer on-line dualling
• 1b York to Malton online dualling, Malton to Seamer off-line dualling
• 2 SDG Option 3

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: -

• Hopgrove to Stugdale - 9.15 km Single Carriageway
• Stugdale to Welburn Junction - 5.6 km Dual Carriageway
• Welburn junction to Musley Bank - 5.1 km Single Carriageway
• Malton Bypass - 13.6km Dual Carriageway
• East end of Malton Bypass to Seamer - 23.9km Single Carriageway

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

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.