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Related pages

• 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

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.

The vehicle proportions of the AADT were calculated as follows:

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:

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:

• 5.1.1a - c York to Malton Environmental Constraints
• 5.1.2a - c Malton to Seamer On-line Environmental Constraints
• 5.1.3a - c Malton to Seamer Off-line Environmental Constraints

2.7.2 Issues relating to affects on humans

The main issues are:

• Disruption during Construction (specifically in conjunction with the sections between York to Malton and Malton to Seamer On-line Route).
• Visual Impact
• Land Use: Demolition
• Pedestrians, Cyclists, Equestrians and Community Effects

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:

• Cultural Heritage.
• Ecology
• Landscape Character

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.