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3.9 Dispersion model verification (including Assumptions and Limitations) ................................................................................................................. 20
3.10 Long Term Nitrogen Dioxide Trends.............................................................. 22
Table 1 Objectives for NO2 and PM10.............................................................................. 3
Table 2 NO2 Continuous Monitor and Diffusion Tube Monitoring Locations used for Model Verification ..........................................................................................................10
Table 3 Annual Average Weekday Time Periods used in the Assessment.....................19
Table 5 Annual Mean NO2 Monitoring Data: 2009 .........................................................25
Table 6 70mph assessment for Blackburn, Tinsley and Brinsworth Areas ....................32
Table 7 Predicted annual average daily traffic flows on the M1 carriageway..................33
Table 8 Change in predicted annual average daily traffic flows on the M1 carriageway for 70mph 60mph and 50mph schemes .....................................................33
Table 9 60mph Assessment for Blackburn, Tinsley and Brinsworth Areas....................34
Table 10 Summary of 2015 Annual Mean NO2 and PM10 Concentrations for the DN and DS in the Study Area ..............................................................................................36
Table 11 Summary of 2015 Modelled Results for Bolsover (J28)...................................38
Table 12 Summary of 2015 Modelled Results for Barlborough (J30) .............................40
Table 13 Summary of 2015 Modelled Results for Wales (J30-31)..................................41
Table 14 Summary of 2015 Modelled Results for J31-33...............................................42
Table 15 Summary of 2015 Modelled Results for Brinsworth - Catcliffe (J33 – J34) ......43
Table 16 Summary of 2015 Modelled Results for Tinsley Blackburn (J34).....................44
Table 17 Summary of 2015 Modelled Results for J35 – J37) .........................................45
Table 18 Summary of 2030 Annual Mean NO2 and PM10 Concentrations for the DN and DS across the Study Area.......................................................................................46
Table 19 Summary of 2030 Modelled Results for Bolsover (J28)...................................48
Table 20 Summary of 2030 Modelled Results for Duckmanton (J29a),..........................49
Table 21 Summary of 2030 Modelled Results for Barlborough (J30), ............................50
Table 22 Summary of 2030 Modelled Results for Wales (J30-31).................................51
Table 23 Summary of 2030 Modelled Results for Aston (J31),.......................................53
Table 24 Summary of 2030 Modelled Results for, J31- J33 ...........................................54
Table 25 Summary of 2030 Modelled Results for Brinsworth – Catcliffe (J33-J34) ........55
Table 26 Summary of 2030 Modelled Results for Blackburn - Tinsley (J34)...................56
Table 27 Summary of 2030 Modelled Results for J35-J37.............................................57
Table 28 Summary of 2030 Modelled Results for Barnsley – Wakefield (J37-J42).........58
Table 29 Summary of 2030 Modelled Results for A61 (Clay Cross to Dronfield)...........59
Table 30 Summary of 2030 Modelled Results for A617 .................................................60
Table 31 Local Air Quality Receptors Informing Scheme Significance (2015) ................61
Table 32 Local Air Quality Receptors Informing Scheme Significance (2030) ................61
Table 34 Local Air Quality Results for PM10 ...................................................................63
Table 35 Local Air Quality Results for NO2 ....................................................................64
Table 36 Summary of Regional Emissions in assessment .............................................66
Table 37 Sensitive Receptors within 200m of Proposed Construction boundary ............68
Table 38 Location of Schools within 200m of Proposed Construction boundary. ...........68
Table 39 Number of Sensitive Receptors within 200m of Proposed Construction boundary .......................................................................................................................68
Traffic Reliability Area (TRA) AQMAs, designated sites and Extent of the scheme…………………………………..................................................................Figure 1
Locations of the Monitoring Sites used in the Assessment...................................Figure 2
Verification Zones (2015 and 2030) ....................................................................Figure 3
Sensitive Receptors Located within 200m of the Construction Area ....................Figure 4
1 Introduction This report contains an assessment of the potential impact on local and regional air quality associated with the proposed scheme during construction and operation.
For the assessment of impacts to air quality during operation, it focuses on changes to traffic characteristics associated with the proposed M1 J32-35a Smart Motorways – All Lanes Running (SM-ALR) scheme. The assessment is based on the proposal to operate the M1 between junctions 32 and 35a with a mandatory speed limit of 60mph between 07:00 and 19:00; 7 days a week. This was determined after preliminary assessments indicated that operation at SM-ALR at the National Speed Limit in the opening year would, in accordance with IAN174/13, give rise to significant air quality effects..
The assessment focuses on potential impacts resulting from both the generation of dust associated with the construction of the proposed scheme, and traffic emissions on local air quality and regional emissions once the proposed scheme is operational.
Given the nature of the proposal, which has the potential to result in a change in traffic speed, flow and capacity, the assessment focused on nitrogen dioxide (NO2) and particulate matter (PM10); key pollutants associated with road traffic; the magnitude of change and its potential impact on human health.
An average of approximately 120,000 vehicles per weekday use the motorway between Junctions 32 and 35a. Consequently, traffic is expected to be a major contributor to local ambient air quality pollutant concentrations. The land surrounding the scheme is generally urban with clusters of residential and commercial properties
The proposed Do-Something (DS) scheme converts the Hard Shoulder permanently to a running lane with speed control across all lanes using Variable Mandatory Speed Limits (VMSL): setting speed limits dynamically in response to congestion levels. It will also have the ability to apply Mandatory Speed Limits to address Air Quality concerns. The scheme will provide Emergency Refuge Areas (ERAs), areas adjacent to the new Lane 1 where drivers can stop in an emergency.
The proposed scheme has been assessed against its Do Nothing (DN) Scenario in the Opening Year (2015) and the Design Year (2030). The DN scenario excludes traffic generated by the scheme and also any contribution that may be generated by adjacent schemes such as M1 J28-31 Smart Motorway. The DS Scenario includes traffic generated by the scheme and also any contribution that may be generated by adjacent schemes such as M1 J28-31 Smart Motorway. The J28-31 Smart Motorway, also scheduled to open in 2015 will also operate with a mandatory speed limit of 60mph.
The study area for the construction effects is defined by HA205/08 as within 200m of constructional activities. The study area for operational effects was determined by the traffic network considered to have the potential to be influenced by the proposed scheme, the Traffic Reliability Area (TRA). The qualifying criteria for `affected links’ provided in DMRB HA207/07 in paragraph 3.12 was applied to all hybrid traffic links within the scheme TRA to identify the affected links and all links within 200m of those affected links.
The ‘study area’ comprises those roads where changes to traffic data meet the qualifying criteria defined in the Design Manual for Roads and Bridges (DMRB) Air
2 Statutory Context and Guidance The legislative requirements, policies and technical guidance taken into consideration during the air quality assessment are presented below and in Appendix 1.
European Clean Air for Europe programme (CAFE) Directive and UK 2010 Regulations
European Clean Air for Europe Directive 2008/50/EC and UK 2010 Regulations contain air quality limit values established by the European Union for the protection of human health, vegetation and ecosystems2.
Air Quality Strategy for England, Scotland, Wales and Northern Ireland (2007) and Air Quality (England) Regulations 2000 and Air Quality (England) (Amendment) Regulations 2002
The Air Quality Strategy for England, Scotland, Wales and Northern Ireland (2007), Air Quality (England) Regulations 2000 and Air Quality (England) (Amendment) Regulations 2002 includes national air quality standards and objectives for nine and seven pollutants respectively. The standards and objectives are equal to or more stringent than those at the European level, also with a view to protecting human health and ecosystems3.
Objectives included in the Regulations which are relevant to the current assessment (Nitrogen Dioxide (NO2) and fine particles (PM10)) are outlined in Table 1.
Table 1 Objectives for NO2 and PM10
To be achieved by and maintained
thereafter:
Pollutant Objective Measured
as Air Quality
Strategy (AQS) 2008/50/EC
200µg/m3
Not to be exceeded more
than 18 times per year
1 Hour
Mean
31 December
2005
1 January
2010 NO2
40µg/m3
Annual
Mean
31 December
2005
1 January
2010
50µg/m3
Not to be exceeded more
than 35 times per year
24 Hour
Mean
31 December
2004
1 January
2005 PM10
40µg/m3 Annual Mean
31 December
2004
1 January
2005
2 A community of living organisms (plants, animals and microbes)
3 DMRB Volume 11 Section 3 Part 1 HA207/07 paragraph 1.1 – the pollutants of most concern near roads are nitrogen
dioxide (NO2) and particles (PM10) in relation human health and oxides of nitrogen (NOx) in relation to vegetation and
A description of the potential health effects associated with exposure to the pollutants identified in Table 1 are provided in Appendix 2.
United Nations Economic Commission for Europe (UNECE) Critical Loads
Critical loads have been defined as: "the highest load that will not cause chemical changes leading to long-term harmful effects in the most sensitive ecological systems". Critical loads are the maximum amount of pollutants that ecosystems can tolerate without being damaged. The definition has been redrafted in order to fit specialist areas of interest, most particularly the acidification of freshwater and soils.
This document describes the critical load adopted by the United Nations Economic Commission for Europe (UNECE) defined as "a quantitative estimate of exposure to one or more pollutants below which significant harmful effects on sensitive elements of the environment do not occur according to present knowledge".
The Environmental Protection Act 1990 (EPA)
Dust and air pollution have the potential to generate nuisance affecting properties and the public adjacent to construction sites as well as other sensitive environmental receptors such as watercourses.
This Act contains a definition of what constitutes a ‘statutory nuisance’ with regards to dust, and places a duty on Local Authorities to take action if they believe a statutory nuisance is occurring within their area and to serve an abatement notice requiring the abatement or prevention of such nuisances if they believe a nuisance is likely to occur or recur.
Local Authorities have the power under Section 80, Chapter 43, Part III of the EPA to serve an abatement notice requiring the abatement of a nuisance or requiring works to be executed to prevent their occurrence.
The Environmental Act 1995
The Environment Act 1995 places a duty on local authorities to review and assess air quality in their area, a cornerstone of the Local Air Quality Management (LAQM) system.
National Planning Policy Framework (March 2012).
Paragraph 124 of the National Planning Policy Framework (NPPF) states that “Planning policies should sustain compliance with and contribute towards EU limit values or national objectives for pollutants, taking into account the presence of Air Quality Management Areas and the cumulative impacts on air quality from individual sites in local areas. Planning decisions should ensure that any new development in Air Quality Management Areas is consistent with the local air quality action plan.”
See the Environmental Assessment Report, Appendix A2: Checklist 1 for details of local planning policies relating to air quality management in the study area.
2.1 Guidance
The following guidance was taken into consideration during the air quality assessment undertaken:
Design Manual for Roads and Bridges
The Design Manual for Roads and Bridges (DMRB) is a series of 15 volumes that provide official guidance, advice notes and other documents relating to the design, assessment and operation of trunk roads, including motorways in the United Kingdom. Air Quality is addressed in HA207/07 DMRB Volume 11 Section 3 Part 1.
IAN 170/12v3 Updated air quality advice on the assessment of future NOx and NO2 projections for users of DMRB Volume 11, Section 3, Part 1 ‘Air Quality’.
The Interim Advice Note (IAN) 170/12v3 provides updated advice for users of DMRB HA207/07 on long term trends (LTT) for NO2 and enables HA scheme assessments to take into account the impact of future projects. Updated NOx and NO2 projection factors issued by the Highways Agency on 28th October 2013 and used in this assessment can be found in Appendix 3.
IAN 174/13 Updated air quality advice on the application of the test for evaluating significant effects; for users of DMRB Volume 11, Section 3, Part 1 ‘Air Quality’.
This Note provides a methodology for the assessment of the significance of the predicted change in air quality associated with the proposed Highways Agency schemes to be evaluated.
IAN 175/13 Risk assessment of compliance with EU Directive on ambient Air quality; for users of DMRB Volume 11, Section 3, Part 1 ‘Air Quality’
This Note provides advice on the methodology and reporting for a Compliance Risk Assessment, to be used in combination with Defra’s National Compliance reporting on the EU Directive on ambient air quality and clean air for Europe (208/50/EC).
UK Local Air Quality Management Technical Guidance (LAQM.TG(09))
This document published in February 2009 provides guidance to support Local Authorities in carrying out their Review and Assessment of air quality and set out the general approach to be used in local air quality assessment, including monitoring and modelling methods.
TG(09) states:
• “2.03 Background concentrations of nitrogen dioxide are expected to decline, in the future, despite the recent increasing proportion of primary nitrogen dioxide in nitrogen oxides emissions. This increase in primary nitrogen dioxide has had a greater impact at roadside locations, but even here concentrations of nitrogen dioxide are expected to resume a downward trend.”
• “2.23 Recent trends in concentrations of NOx have shown a general downward trend across urban areas, in line with the reductions in emissions from road traffic. However, measured NO2 concentrations have not declined as expected, particularly at roadside sites, and at some locations have actually increased in recent years.”
• “4.18 Evidence of any trends over recent years. Care should be exercised in discussing trends, as changes in concentrations occur from year to year due to weather conditions. It is normal practice to only consider a trend as being significant when five years worth of data are available.”
Air Quality Plans4
In 2011, Defra published draft air quality plans that set out the action taken and being planned at national, regional and local levels to meet the annual and hourly EU NO2 limit
4 Air quality plans for the achievement of EU nitrogen dioxide (NO2) limit values in the UK September 2011
values in England, as soon as possible - “The UK notification, for those parts of the country where there is sufficient evidence, will seek to postpone for up to 5 years from January 2010 the compliance date for the NO2 limit values.”
Dust Risk
The following documents provide guidance on evaluation of construction dust risk, examples of reducing and controlling dust, and outline good practice in dust assessment:
• Minerals Policy Statement 2: Controlling and mitigating the environmental effects of mineral extraction in England;
• Annex 1: Dust and Control of Dust Emissions from Construction Activities, The Greater London Authority (GLA); and
• London Councils Best Practice Guidance on Control of Dust Emissions from Construction Activities.
3 Methodology Concentrations of pollutants and their associated health impacts are dependent on traffic composition and density, climatic conditions, vehicle travelling speeds, road layout and the proximity of the road to sensitive receptors.
This section outlines the method of assessment undertaken to determine the potential local and regional air quality impacts within the study area of the proposed scheme. The method adopted has been based on the guidance provided in DMRB, and LAQM.TG(09).
The air quality assessment has involved consultation with a number of local authorities and the collection of the following:
• Background NOx, NO2 and PM10 concentrations
• Local pollutant monitoring results
• Representative meteorological data
• Traffic data
• Relevant receptor locations.
The following air quality assessments have been undertaken:
• Local Air Quality Assessment; which included:
• Detailed air quality dispersion modelling, including the application of Long Term NO2 Trends and Significance
• Ecological (Designated Sites)
• Regional Emissions
• Construction Dust Assessment.
3.1 Study Area
The study area for operational effects of the scheme was determined by the traffic network considered to have the potential to be influenced by the proposed scheme, the Traffic Reliability Area (TRA) as defined by the Lot 5 traffic modelling consultants. The qualifying criteria for `affected links’ provided in DMRB HA207/07 in paragraph 3.12 was subsequently applied to all traffic links within the TRA to identify those affected links and all links within 200m of the affected links.
The study area for the constructional effects is defined by HA207/7, paragraph 3.45.
3.2 Background Data
Defra uses its Pollution Climate Mapping Model to generate 1km x 1km background maps, of pollutant concentrations, for the UK. The most recent Defra background maps were issued for a base year of 2010, with the concentration calibrated against monitoring data collected in that year.
Analysis across the Automatic Urban and Rural Network (AURN) suggests that NOx concentrations were, on average, approximately 15% higher in 2010 than other recent years. Consequently, NOx backgrounds were converted to background NO2 using Defra’s ‘NO2 Background Sector Tool (v3.2)’ to remove the high influence of the 2010
data5. The 2010 maps were back projected to provide a 2009 background for base year modelling also based on the advice of Defra.
As the background NOx and PM10 maps provide data for the individual pollutant sectors (e.g. motorway, trunk A-roads, primary A-roads, minor roads and industry), the components relating to road traffic that were explicitly modelled have been removed, to avoid double counting of road emissions (i.e. the Motorway, trunk A-road and primary A-road components).
3.3 Local and Project Specific Monitoring Data
Consultation in regard of local monitoring data and outline scheme proposals was undertaken with Barnsley Metropolitan Borough Council (BMBC), Bolsover District Council (BDC) Chesterfield District Council (CDC), North Derbyshire District Council (NEDDC), Rotherham Metropolitan Borough Council (RMBC) and Sheffield City Council.
The oxides of nitrogen (NOx) and particulate matter (PM10), now considered the main traffic related pollutants of health concern were evaluated in this assessment.
Local ambient concentrations of the remaining pollutants identified within the Air Quality Strategy, carbon monoxide (CO), benzene, 1,3-butadiene and sulphur dioxide (SO2), identified in the Review and Assessment processes required under the Environment Act6, within the study area, were well below air quality objectives and EU limit values. These pollutants were deemed not significant those local authorities and so were screened out of this assessment.
Five years of monitoring data was collected from each authority for the years 2006 to 2010 in order to review recent trends in NO2 concentrations to determine whether recent changes in background concentrations follow the annual trends identified in LAQM.TG(09), or rather confirm the findings of the 2011 Defra report7.
Examination of the long term trends from local authority monitoring data and from AURN monitoring stations in England between 2006 and 2011 confirmed that NO2 concentrations were particularly elevated in 2010. The 2011 monitoring data was consistent with the long term trend in NO2 concentrations prior to 2010. After consultation with the Highways Agency and with subsequent advice from Defra it was decided that the use of 2010 monitoring data as the base year could skew the predictive modelling assessment. It was agreed that the use of 2009 monitoring data was more appropriate. The traffic consultants also confirmed that they considered that there would be little difference between 2009 and 2010 traffic data. Consequently, the base year was set as 2009, but using 2010 traffic data. .
Where appropriate, monitoring data from 2006-2009 were projected to equivalent 2009 data and utilised in the verification process. Where data capture was considered inadequate, the measured concentration was annualised to be representative of an annual mean concentration. 2010 data was not used in the assessment.
Both continuous monitors and NO2 diffusion tube sites with >75% data capture and representative locations within the study area have been used to inform the air quality
5 Defra (2012), How can I remove the influence of higher NO2 concentrations in 2010 from the background maps [online
at: http://laqm.defra.gov.uk/laqm-faqs/faq136.html], accessed December 2012
6 Part IV Environment Act 1995.
7 Defra (2011) Trends in NOx and NO2 Emissions and Ambient Measurements in the UK.
assessment and verify the dispersion modelling results. Where local authority data was lacking, monitoring data collected on behalf of the Highways Agency was also evaluated and used where appropriate8910. The locations of monitoring sites used in the assessment are presented in Table 2 and Figure 2.
8 URS Monitoring Report M1 J28 to 31 Managed Motorways Baseline Monitoring Report – June 2012
9 Mouchel Monitoring Report M1 J32 to 35a Managed Motorway Scheme Air Quality Monitoring Report (SGAR5) –
September 2012
10 Tinsley Air Quality Monitoring. HA December 2012
NB: 32 monitoring sites used in the verification for modelling receptors within the J37-42 area are not listed. Details can be found in the M1 J39-42 MM Report .11
11
M1 J39-42 Managed Motorway Environmental Assessment Report, HA, 2013.
The Local Air Quality Assessment considers the number and location of sensitive receptors potentially subjected to change in air quality, as a result of the proposed scheme, against the UK AQS Objectives and EU Limit Values.
Particular attention is paid to the locations of the young, the elderly and other susceptible populations, such as schools, care homes and hospitals within 200m of the road links12 which meet the air quality scoping criteria (DMRB HA207/07 in paragraph 3.12) within the study area. These were identified using the Ordnance Survey’s Address Layer 2 dataset13. Air quality detailed modelling was undertaken to calculate concentrations at the façades of these receptors.
3.5 AQMAs
The proposed scheme lies within the boundaries of BMBC, RMBC and SCC. There are five AQMAs adjacent to the highway boundary alignment of the M1 between Junctions 32 to 35a.
The AQMAs were declared as it was predicted that they would exceed the annual mean NO2 national air quality objective in 2010:
• Barnsley AQMA No 1. – an area along the M1 between J35a and J38, including Haigh, Darton, Cawthorne Dike, Higham, Dodworth, Gilroyd, Rockley, Birdwell and Tankersley. The area extends 100m either side of the central reservation.
• Rotherham AQMA 1 Part 1 – an area along the M1 between Upper Whiston (in the east) and the boundary with SCC to the west and extending on either side to encompass Brinsworth Catcliffe.
• Rotherham AQMA 1 Part 2 – an area to the west of the M1 motorway between Meadowbank Road to the south and New Droppingwell Road to the north and extending east to West Hill Kimberworth.
• Rotherham AQMA 1 Part 4 – an area extending the 2001 AQMA - encompassing the area next to the M1 around Barber Wood Road and New Droppingwell Road in Blackburn.
• Sheffield Citywide AQMA – an area covering the entire eastern part of the City containing the major built up areas (now declared for annual and 1-hour nitrogen dioxide objectives, and the 24-hour PM10 objective).
In the wider affected study area, seven other AQMAs have been declared for NO2 which
have the potential to be influenced by the proposed scheme (see Figure 1):
• South Normanton AQMA – The AQMA encompasses twelve properties and their gardens, 1-23 (odd) Carter Lane East, South Normanton on the east side of the M1 Motorway. The area extends 100m east of the main carriageway (not the slip road).
• Barnsley AQMA No.2A – an area encompassing the A628 from junction 37 of the M1 to Town End roundabout, including part of Summer Lane from Town End roundabout to Wharncliffe Street.
• Barlborough AQMA No.1 – single property adjacent to the A619/616 roundabout in Barlborough.
• Barlborough AQMA No.2 – an area encompassing 5 residential dwellings on Orchard Close, Barlborough where the western property boundaries border the M1.
• Rotherham AQMA 1 Part 3 – an area of the settlement of Wales, Rotherham encompassing a small number of properties on either side of the M1 where the B6059, School Road, crosses the Motorway.
• Wakefield City AQMA – an area encompassing most of the Wakefield urban area.
• Wakefield M1 AQMA – an area along the entire M1 motorway within the Metropolitan District of Wakefield.
No ecologically sensitive receptors were identified within the study area.
3.7 Traffic Data
Changes in local traffic flow characteristics and the distance of that traffic from sensitive receptors resulting from the operation of the proposed scheme may have an impact on local air quality. Vehicle exhausts contain a number of air pollutants. The quantities of each pollutant emitted depend upon the type and quantity of fuel used, engine size, speed of the vehicle and the type of emissions abatement equipment fitted. Therefore changes in traffic flow characteristics may result in changes to pollutant concentrations at properties near to roads affected by the proposed scheme.
DMRB HA 207/07 paragraph 5 requires that “The assessment should be carried out using traffic data for the “Do-Minimum” (without the scheme) and “Do-Something” (with the scheme) scenarios, for the opening year and possibly for a further future year. The worst year in the first 15 years from opening needs to be assessed. The base case should also be assessed.”
All traffic data used for the air quality assessment, 2010 (Base Year), 2015 (Opening Year) and 2030 (Design Year) was provided by Jacobs using the Sheffield and Wakefield Area Motorway Model (SWAMM). The traffic data was provided within a Traffic Reliability Area (TRA), an area considered to have the potential to be significantly and reliably influenced by the proposed scheme
The TRA for another Highways Agency scheme, (M1 J28-31), provided by Atkins Group Ltd using the East Midlands Traffic M1 Traffic Appraisal Model (EMMITAM), overlapped with the proposed scheme study area from J28 to J34N. To harmonise the traffic flows provided by two different traffic models in areas where the potential influence of two schemes overlapped, hybrid traffic data sets were generated at the request of the HA.
The methodology provided by the HA for the generation of the hybrid traffic data set is presented in Appendix 414. The hybrid traffic data set was used for the assessment of local air quality and regional assessment. See Appendix 12 for the aforementioned traffic data (provided electronically).
The qualifying criteria for `affected links’ as set out in DMRB 11.3.1 HA207/07 paragraph 3.12 were applied to all hybrid traffic links within the scheme TRA to identify the affected links, and all links within 200m of those affected links. Relevant sensitive receptors identified within 200m of affected links, where traffic data was considered fit for use by the traffic consultants, were included in the assessment. Any traffic data on roads at the edge of the TRA considered unreliable by the traffic consultants were not included within the detailed air quality modelling.
Traffic data were provided for the following parameters for each road link for the Base Opening and Design Years:
Annual Average Daily:
• Total traffic flow (AADT);
• Percentage Heavy Duty Vehicles (HDV); and
• Vehicle speed (kph)
Annual average equivalent traffic data was provided for peak and off peak weekday time periods listed in Table 3. The provision of this detailed information to be included in the air quality dispersion model allows for a more representative assessment of traffic impact assessments.
Table 3 Annual Average Weekday Time Periods used in the Assessment
Traffic Period Time Period
AM Peak (AM) 0700-0900
Inter-Peak (IP) 0900-1500 & 1800-1900
PM Peak (PM) 1500-1800
Off Peak (OP) 1900-0700
The methodology related to the digitising of changes in road widths from 3 to 4 moving lanes in the Do-Nothing and Do-Something scenarios respectively for a smart motorway scheme followed the technical note provided by HA (Halcrow-Hyder Join Venture, March 2012).
3.8 Meteorological data
Meteorological data from Watnall and Robin Hood Airport, the nearest suitable data source for 2009, has been used in the assessment. This year corresponds to the availability of monitoring data, and allows for verification of modelled outputs with the
14
Integrated Traffic Modelling Outputs for the M1 Jn28-31 and M1 Jn32-35a for Use in the Environmental Assessments.
meteorological data for 2009. The predominant wind direction is from the south to westerly quadrant and is associated with the highest wind speeds. The 2009 wind roses from Watnall and Robin Hood Airport are shown in Appendix 5.
3.9 Dispersion model verification (including Assumptions and Limitations)
Simple and detailed modelling was undertaken with advanced air quality dispersion model; ADMS-Roads (Version 3.1) for the Base Year and Do-Nothing and Do-Something scenarios in the Assessment Years. The main input parameters required for the detailed modelling undertaken include: road geometries, road emissions, metrological data and advanced site dispersion data,
The morning (AM), inter peak (IP), evening (PM) and off-peak (OP) traffic flows are represented in the ADMS-Roads air quality model through the use of the ‘Time Varying Emission Profile’ (TVEP). Each of the digitised roads is quadrupled to represent the AM, IP, PM and OP traffic profile. The emission profiles for the various time frames are then applied. The TVEP is then created to switch on the AM, IP, PM and OP to corresponding time-frames and to utilise emissions associated with each period of the day. The profile used for a weekday was applied to the weekend.
The Emissions Factors Toolkit (Version 5.2) - used to calculate vehicle emissions based on vehicle fleet composition, traffic speeds and road type for the different time profiles. Meteorological data from Robin Hood Airport, the nearest suitable data source for 2009, has been used in the assessment. The predominant wind direction is from the south to westerly quadrant and is associated with the highest wind speeds.
In accordance with LAQM.TG(09) paragraph 2.27, all modelled road-based concentrations of NOx have been converted to annual mean NO2 using the ‘NOx to NO2’ calculator (Defra, Version 3.2, released August 2012). In the Defra calculator, the traffic mix selected was “all non-urban UK traffic”, which is suitable for areas near to any motorway, in rural or urban areas. The ”local authority” selected in the calculator, were selected dependent on the individual receptor and diffusion tube locations.
All road links were set at ground level with receptors set at 1.5 above ground level. Variations in dispersion associated with the motorway link locations such as road elevations, road cuttings and local topography were considered in the verification exercise to improve performance of the model under these circumstances (Appendix 6).
There are many components that contribute to the uncertainty of air quality modelling predictions. Dispersion models rely on the output from traffic models, which themselves have an inherent uncertainty. There are additional uncertainties associated with vehicle fleets in the study area conforming to a national or regional composition; emissions per vehicle correspond to those factors published by Defra); meteorological conditions at the study area are the same as those at the location from which the data was derived; and that the dispersion of pollutants conforms to the algorithms utilised in the model. Consequently, an important stage in the process is verifying model results against real measurements, as this allows the combined uncertainties in the model to be evaluated.
Verification of the model was undertaken in accordance with LAQM TG(09) Annex 3 for a baseline year where predicted emissions concentrations can be compared against real monitoring data. Traffic data for 2010 used for the scheme Base Year (2009) were modelled using an appropriate meteorological data set with monitoring data obtained from national and local monitoring programmes. Predictive modelled NOx and NO2 concentrations for 2009 were compared with the available monitoring data, and model
verification was undertaken following guidance detailed in LAQM.TG(09). The model verification factors calculated for the base year (2009) were applied to the projected base year and assessment years (2015 and 2030) results.
The model verification review, undertaken in conjunction with the Highways Agency, suggested that adjustment factors, broadly based on geographical locations, be applied to the modelled concentrations. These zones are summarised in Table 4 and Figure 3.
Table 4 Verification Adjustment Zones
Zone No. 2015 Zone
No.
2030
Location Location
1 Bawtry Road 1 Bawtry Road
2 Brinsworth 2 Brinsworth
3 Meadow Bank 3 Meadow Bank
4 Mway 4 Mway
5 Tinsley 5 Tinsley
6 Barlborough 6 Barlborough
7 Wales 7 Wales
8 Bolsover 8 Bolsover
9 J37 9 Duckmanton
10 Dodworth Road 10 A61
11 Aston 50-100m (from motorway)
12 Aston 100-200m (from motorway)
13 J37
14 Dodworth Road
In the absence of sufficient PM10 monitoring data for verification, the road NOx adjustment was applied to the modelled road PM10. Further details on the model verification and adjustment procedures followed are provided in Appendix 6.
Adjusted modelled NO2 and PM10 concentrations at relevant receptors in the Base and Opening Year scenarios (DN and DS) were compared to the UK AQS Objectives. Annual mean concentrations have been compared to the AQS Objectives set out in Table 1 and comprise the following:
• Annual mean NO2 concentrations in excess 60µg/m3 were used as an indicator of potential exceedences of the 1 hour mean NO2 Objective.
• Annual mean PM10 concentrations in excess of 32µg/m3 were used as an indicator of potential exceedences of the 24 hour mean PM10 Objective.
In April 2012 Defra published a report15 on projecting NO2 concentrations to address concerns that background concentrations and vehicle emissions were not reducing with time at the rate predicted in LAQM.TG(09).
The report suggested that it may be appropriate to use a combination of assumptions about both background concentrations and emissions factors where, both background and roadside monitoring data do not appear to be declining. The report also provides alternative projection factors that may be used for air quality assessments that are based on an analysis of monitoring data gathered from around the UK to identify average national trends. These can then be used to adjust future projected concentrations based on the methods contained in LAQM.TG(09), essentially forming a ‘gap analysis’ to assess future concentrations more conservatively and in-line with the average national trends in monitoring data that have been observed. The projection gap analysis factors may then applied to the modelling results to assess the likely maximum predicted concentrations for future years for a more realistic view of prevailing conditions.
In response to this Defra report the Highways Agency issued IAN 170/12 which provides supplementary advice to users of DMRB Volume 11, Section 3, Part 1 (HA207/07) on how to adjust verified modelled NO2 concentrations to account for the long term NO2
profiles. The Highways Agency requires that “This guidance should be used forthwith on relevant projects in England, where air quality assessments are undertaken”.
The methodology outlined in IAN170/12v3 together with supplementary profiles, (LTTE6)16 identified in Section 3 of that IAN and presented in Appendix 3, has been used in the assessment process.
These assessments compared baseline (2009) and predicted (2015 & 2030) concentrations against relevant UK Air Quality Strategy Objectives, Regulations and Guidance. Under the new guidance, an additional scenario (hereafter referred to as Projected Base Year) is required to enable the Gap Analysis to be completed. The Projected Base Year scenario uses the base year traffic data and opening year vehicle emission factors and background concentrations. Annual projection factors are then provided by the HA between 2008 and 2030 for use in the assessment process.
Verified modelled total NO2 concentrations were adjusted to account for the long term NO2 profiles, using the Gap Analysis as described in Section 2.4 of Defra’s note (April 2012). Individual Gap Factors are required for each modelled receptor. Modelled total NO2 concentrations for the Base Year, Projected Base Year, Do-Minimum and Do-Something in the Assessment Year are generated. Gap factors are generated by dividing the ratio of Base Year and projected Base Year NO2 concentration by the ratio of annual adjustment factors for the base year and opening year utilising Defra’s long term annual projection factors.
The adjusted long term NO2 results for each receptor together with the corresponding result based on Defra's technical guidance were then compared to the Air Quality thresholds.
15 Note on projecting NO2 Concentrations, Bureau Veritas. April 2012
16 Note on HA’s Interim Alternative Long Term Annual Projection Factors (LTTE6) for Annual Mean NO2 and NOx
When promoting schemes, under the EIA Directive17, an assessment of the likely significant environmental effects of public and private projects must be conducted on the basis of appropriate information supplied by the developer.
The publication of the National Planning Policy Framework (NPPF) on the 27th March 2012 (paragraph 124) updated the framework for the consideration of air quality in planning. As a consequence of the NPPF, the HA has provided advice on the use of an evaluation process to inform the consideration of any significant air quality effects that may be attributable to a scheme to help inform the decision making process This methodology is set out in IAN 174/13.
The Highways Agency’s approach requires the focus to be on any receptor already in, or with the potential to be in, exceedence of air quality objectives likely to be affected by the scheme. The methodology requires the assessor to determine whether the scheme results in improvements; no change; or worsening of any existing exceedences. How many receptors will be affected, the magnitude of change and the number of properties constituting a significant effect. The methodology then requires a professional judgement to be made as to whether the impact of the proposed scheme is significant.
3.12 Compliance Risk Assessment
The NPPF sets out two considerations for air quality that should inform the Competent Authority: impacts on the EU Directive on Ambient Air Quality and Clean Air for Europe (2008/50/EC); and national objectives for pollutants.
The HA has provided guidance on how to undertake and assess compliance with the EU Directive in IAN 175/13. This IAN is to be used in combination with the Defra’s National Compliance reporting18, consequently providing advice to decision makers.
The compliance risk assessment is also to be used to inform the judgement on significance of the scheme impacts as set out in IAN 174/13, where a scheme is provisionally judged to be at high risk of non-compliance with the EU Directive, guidance is provided on the production of a Scheme Air Quality Action Plan (SAQAP) containing mitigation actions to reduce this risk of non-compliance.
3.13 WebTAG Local Assessment
A WebTAG local Assessment was undertaken in accordance with The Air Quality Sub-Objective Tag Unit 3.3.3, August 2012.
3.14 Regional Emissions Assessment
The DMRB Regional Assessment was undertaken as described in HA207/07 paragraph 3.20 identifying roads that are likely to be affected by the proposals. Affected roads are those that are expected to have:
• a change of more than 10% in AADT
• a change of more than 10% to the number of heavy duty vehicles
• a change in daily average speed of more than 20 km/hr
17 EIA Directive - European Directives (85/337/EEC and amended 97/11/EC) - http://eur-
The assessment uses the traffic characteristics and road length for each link in the traffic network area. Total annual emissions for the Base Year (2009), DM and DS scenarios for the Opening Year (2015) and Design Year (2030) are determined.
3.15 Construction Dust Assessment
The impact of construction activities is based on the requirements of DMRB HA207/07, paragraph 3.45.
Monitoring undertaken as part of research into PM10 emissions from construction sites indicated no discernable difference in levels of PM10 beyond 200m downwind of construction works19. Impacts also tend to be limited to the actual period of construction at any one location
The assessment of construction-related dust has therefore focused on receptors located within 200m of the potential areas of works for the proposed M1J32-35a scheme as shown in Figure 4. Particular attention has been paid to sensitive receptors, such as residential properties, schools, care homes, hospitals or designated species or habitats within a Designated Site that could be subject to potential dust nuisance resulting from the construction of the proposed scheme.
19
National Society for Clean Air, 2001, Clean Air and Environmental Protection; Measurements of PM10 Emissions from
a Construction Site – A Case Study, Upton, S and Kikadia, V, Vol. 32, No.3, Autumn 2001
Road traffic can have a major impact on local air quality. The M1 is a major strategic highway managing high volumes of traffic on a daily basis. Current traffic volumes on the M1 between J32 and J35a are greatest between J31 and J32 with 65577 AADT on the northbound carriageway and 65679 AADT on the southbound carriageway, with peak periods flows of about 5095 and 5345 vehicles per hour respectively. The largest AM flow is 5072 vehicles/hour between J32 and J33 on the northbound carriageway, and 5029 vehicles/hour between J34 and J35 on the southbound carriageway. The largest PM flow is 5323 vehicles/hour between J34 and J35 on the northbound carriageway, and 5360 vehicles/hour between J32 and J33 on the southbound carriageway. Heavy Goods Vehicles (HGVs) average between 7.2- 20.6% of the total traffic flow depending on the section of the motorway and the time of day. Changes to traffic volumes and flow characteristics have the potential to impact on local air quality.
4.2 Local Air Quality Monitored Concentrations
The study area resides within three local authority areas, all of which have declared AQMAs for NO2 or PM10 alongside the M1 alignment (see Figure 1). A summary of the name, location and designation of each AQMA is presented in Appendix 7.
BMBC, BDC, CDC, NEDDC, RMBC and SCC all manage networks of roadside NO2 monitoring in the vicinity of the study area. Sites with suitable data capture and representation of locations modelled within the study area have been used to inform the air quality assessment and verify dispersion modelling results.
The annual mean NO2 concentrations for 2009 utilised in the verification process are presented in Table 5. These are predominantly located close to the motorway and in many cases are also representative of exposure at residential properties.
NB: A total of 32 monitoring sites used in the verification for modelling the receptors within the J37-42 area are not listed. Details can be found in the URS report8
The results for 2009 indicate that many of the monitoring locations exceed the annual mean NO2 objective value. Monitored annual mean concentrations in 2009 ranged from 22.6 to 60.6µg/m3 at locations representative of public exposure. Concentrations at these monitoring locations are dependent on the proximity to the emission source and the volume of traffic on the surrounding road network. Monitoring data for 2009 indicate that areas alongside the M1 exceed the annual mean NO2 objective value.
A preliminary assessment of SM-ALR for a proposed scheme at national speed limits was initially undertaken against a DM Scenario in 2015. The DM scenario excluded traffic generated by the scheme itself. It did, however, include long distance traffic movements associated with the existing Smart Motorway schemes to the south and specifically the proposed scheme through J28-31. The assessment was undertaken in line with the HA guidance on Significance at that time (IAN 174/12). The assessment, undertaken in line with IAN 174/12 indicated that that scheme would be deemed to have the potential for significant adverse impacts on local air quality.
This finding initiated a requirement to consider mitigation options for the SM-ALR scheme. In parallel, the Highways Agency reviewed its approach as it could be interpreted that its cumulative DM assessment was not evaluating the full magnitude of any potential change in traffic flows and hence, potentially, air quality impact at receptors, particularly in the Sheffield/Rotherham AQMA areas.
To address these concerns the traffic modelling consultants were required to prepare new DN forecasts for each scheme to allow for sensitivity testing of potential mitigation scenarios to be undertaken. These new DN forecasts were subsequently used in a number of DMRB Simple Assessments. It was noted during this process that the magnitude of change in traffic flows and hence the resultant potential implications in terms of air quality was greater when comparing DN against DS as opposed to DM and DS as strategic long distance traffic flows were removed from the DN scenarios.
This study has therefore reported the findings of a DN scenario – i.e. without contributions from either the scheme or contributions from predicted long distance traffic movements associated with the proposed J28-31 scheme.
5.2 Simple Assessment
A DMRB screening assessment undertaken with the DN and DS traffic flows highlighted existing areas of poor air quality in the Brinsworth, Tinsley and Blackburn areas of Sheffield (effectively between J33 and 35 of the M1) as being at risk of increased traffic flows and hence air quality deterioration. Consequently, this area was selected as a representative ‘worst case’ location for sensitivity testing.
A Simple Assessment for the opening year (2015) was undertaken in accordance with the principals of the DMRB air quality assessment methodology to inform the decision making process. A total of 21 receptors, identified as worst case in terms of existing air quality and proximity to the motorway alignment and other major road links, were assessed using SWAMM DN and DS traffic data. The locations of these receptors are provided in Figure 6. Predicted annual average NO2 concentrations, both with and without the proposed scheme, operating with a maximum permitted speed of 70mph are presented in Table 6.
Table 6 70mph assessment for Blackburn, Tinsley and Brinsworth Areas
Locations X Y
DN2015
NO2
(µg/m3)
DS2015
NO2
(µg/m3)
Original DS vs
Original DN
1 Blackburn J34a
north 438261 393173 49.3 52 2.7
2 Blackburn J34a
north 438423 393027 51.4 54.3 2.9
3 Blackburn J34a
north 438588 392880 54.3 57.4 3.1
4 Blackburn J34a
north 438830 392601 54.9 57.9 3
5 Blackburn J34a
north 438883 392508 52.2 54.8 2.6
6 J34a 439357 391899 51.7 52.6 0.9
7 J34a 439361 391903 50.3 51.1 0.8
8 Tinsley J34 439854 390982 63.4 64.4 1
9 Tinsley J34 439897 390745 47.5 48.1 0.6
10 Tinsley J34 439927 390965 57 57.6 0.6
11 Tinsley J34 439983 390857 56.2 56.8 0.6
12 Tinsley J34 439993 390810 54.7 55.4 0.7
13 Tinsley J34 440046 390729 53.7 54.7 1
14 Tinsley J34 440050 390726 53 54 1
15 J33 West 441781 389232 51.1 53.4 2.3
16 J33 West 441791 389241 45.2 46.9 1.7
17 J33 West 441801 389251 41.7 43 1.3
18 J33 West 441810 389260 43.1 44.4 1.3
19 J33 West 442840 389165 43.5 43.9 0.4
20 J33 West 442848 389168 43.5 43.9 0.4
21 Blackburn J34a
north 438390 393075 44.5 46.6 2.1
The assessment for the opening year (2015) indicated the proposed SM-ALR scheme, operating with a maximum permitted speed of 70mph (national speed limit), encouraged traffic growth, and hence increased pollution generation. A preliminary evaluation suggested that air quality in this area deteriorated such that it was likely that the scheme would have the potential to give rise to a `Significant Impact’ on local air quality in terms of the guidance provided in IAN174/13.
Additional traffic data was generated for schemes potentially constrained by reduced maximum traffic speeds between 07:00 and 19:00 between J33 and J35. A summary of predicted traffic flows on the M1 main carriageway in the Blackburn Tinsley Brinsworth area as a result of implementing maximum 60mph and 50mph speeds are presented in Table 7 and Table 8 respectively.
Table 7 Predicted annual average daily traffic flows on the M1 carriageway
Location 2009 Base 2015 DN 2015 DS
70mph
2015 DS
60mph
2015 DS
50mph
J37-38 88,344 96,607 97,752 95,201 90,992
J36-37 94,769 104,849 106,552 103,742 98,553
J35a-36 88,984 94,494 97,536 94,444 86,698
J35-35a 115,331 121,513 125,826 122,054 112,118
J34n-35 114,115 122,931 127,534 123,355 111,588
J34s-34n 80,153 86,899 90,948 86,632 76,040
J33-34 113,006 114,689 118,419 113,299 99,564
J32-33 123,350 132,020 137,229 132,223 119,542
J31-32 135,210 145,126 146,966 142,516 131,234
J30=31 114,806 124,200 128,292 124,319 115,938
J29a-30 114,398 123,814 127,598 124,039 116,544
Table 8 Change in predicted annual average daily traffic flows on the M1 carriageway for 70mph 60mph and
A 1 to 4% increase in traffic flows was predicted all areas (DS-DN) for maximum70mph running. In 2015, a general stabilisation of DS-DN traffic flows in 2015 was predicted for 60mph running. A 6 to 15% reduction in traffic flows on the motorway carriageways (of up to 15,000 vehicles per day) was predicted for 50mph running. Such a reduction in traffic using the motorway has the potential to significantly increase traffic flows on the local roads, many of which are in AQMAs.
Given the constraining effects in traffic terms in the opening year 2015 an assessment for 60mph running was undertaken to enable a review of the potential implications of the change of speed on air quality to be made at these same receptors. Predicted NO2 concentrations, with and without the proposed 60mph scheme are presented in Table 9 and in Figures 9-11 for the Opening Year and Figures 12-14 for the Design Year.
Table 9 60mph Assessment for Blackburn, Tinsley and Brinsworth Areas
This assessment suggested that the implementation of a 60mph constraint had the potential to reduce air quality impacts in this sensitive worst case area in 2015, thus generating a high degree of confidence to progress to a more extensive and complete AQ assessment for the full extent of the affected road network for the scheme.
In line with DMRB and following additional guidance from the HA, consideration was then focused on any potential for adverse effects in future years. Analysis of SM-ALR traffic model outputs indicated that, even with a maximum speed of 60mph, traffic levels would grow between 2015 and 2030. While it could be anticipated that increased traffic levels in 2030 could give rise to increases in emissions, emissions projections discussed in Section 3.10 suggest that background and local air quality are predicted to improve over time. The mandatory introduction of Euro VI HGV and Euro 6 light vehicle compliant engines in 2014, which offer lower pollution emissions, is anticipated to deliver improving air quality for major road links, specifically motorways and high speed networks. As the current vehicle fleet is replaced over time it is expected that the majority of the worst case receptors assessed would be below the air quality standard with or without the scheme, Consequently, a Detailed Assessment within the Traffic Reliability Area was undertaken for the Opening Year (2015) and the Design Year (2030) as required by the HA207/07 paragraph 3.5.
5.3 Detailed Assessment
A Detailed Assessment was carried out in accordance with the DMRB air quality assessment methodology using traffic forecasts based on a maximum speed of 60mph operating between 07:00 and 19:00, 7 days a week, for both this scheme and the adjacent M1 28-31 SM–ALR project. While 60mph was found to manage /’constrain’ traffic growth in the opening year, traffic growth was predicted between the opening and design years, with a consequent potential for increased pollutant generation. Consequently, the potential impact of the proposed scheme in both the Opening Year (2015) and the Design Year (2030) has been assessed.
In agreement with the Highways Agency, it was considered that only receptors with annual mean NO2 concentrations greater than 36µg/m3 had the potential to exceed the annual mean NO2 AQS Objective. These receptors were selected based on the following criteria: existing exceedences; potential for new exceedences, and potential for removal of exceedences of the annual mean NO2 Objective as a result of the proposed
scheme. Results for all relevant receptors with annual mean NO2 or PM10 concentrations in the DN or DS are presented in Appendices 9 and 10.
In areas where air quality was predicted to improve and those areas where the annual mean NO2 AQS Objective were highly unlikely to be exceeded, worst case receptors were identified and assessed and are discussed below.
5.4 Base Year (2009)
There were 449 modelled exceedences of the annual mean NO2 objective in 2009. These exceedences are predominantly found at receptors in close proximity (typically within 50 m) to the motorway across the motorway network.
Only one receptor (TB0449 at M1J34S – Tinsley) was predicted to exceed 60µg/m3 as an annual mean NO2 concentration with a maximum concentration of 60.5µg/m3. This figure is above the 60µg/m3 threshold for an annual mean, above which the one hourly mean NO2 objective is expected to be exceeded.
There are no modelled exceedences of the annual mean PM10 Objective Limit in 2009, and no concentrations greater than 32µg/m3. Therefore exceedence of the 24 hour mean PM10 Objective is unlikely in 2009.
5.5 Opening Year Summary (2015)
A screening assessment carried out in accordance with the principles of the DMRB air quality assessment methodology was undertaken for 2015. (see Figure 15). Traffic flows were predicted to rise by 541 AADT between J35 and 35a, but fall in others, including by more than 2600 AADT between J31 and J32 in the opening year. No roads off the motorway alignment were affected in the opening year.
A summary of the modelled annual mean NO2 and PM10 concentrations across the study area for the Opening year are presented in Table 10 and Figures 16 - 21.
Table 10 Summary of 2015 Annual Mean NO2 and PM10 Concentrations for the DN and DS in the Study
Exceedences of the annual mean NO2 objective in 2015, in accordance with the methodology provided in IAN 170/12 are predicted in both the DN and DS scenarios. A total of 1871 properties in the study area received a decrease in NO2 concentration with a maximum decrease of 4.8µg/m3, as a result of the proposed scheme. Of the properties subject to a decrease in NO2 concentrations, 273 properties are in exceedence of the annual mean objective limit of 40µg/m3 with three properties predicted to be taken out of exceedence. It is predicted 446 properties will experience an increase in NO2 concentration of a maximum of 0.9µg/m3. Of the properties subject to an increase in NO2 concentrations, 47 properties are in exceedence of the annual mean objective limit of 40µg/m3 with one property predicted to be taken into exceedence.
Receptors that exceed the annual mean NO2 objective are within 50m of the motorways. These exceedences are primarily attributed to traffic emissions due to high volumes of AADT and HDV traffic flows on the motorway network. Further discussion of these results can be found later in this Section.
There are no predicted exceedences of the annual mean or 24 hour mean PM10 AQS Objectives in the Opening Year in the DN or DS scenarios. Therefore, PM10 requires no further discussion.
5.6 Opening Year - Geographical Areas.
The DMRB local air quality assessment identified the following geographical areas which exhibit the same overall trends in traffic and air quality changes as a result of the scheme, of which the results are presented below and illustrated in Figures 22-36:
The verified annual mean NO2 concentrations for each of the receptors modelled were inputted into the Long Term Gap Analysis Calculator in accordance with Interim Advice Note (IAN) 170/1220 utilising the updated LTTE6 profile as provided by the HA on 28th October 2013 (Appendix 3). The modelled annual mean NO2 and PM10 results for each receptor are presented in Appendix 8. In addition to the gap analysis results, the results for each receptor were processed in accordance with LAQM.TG(09) and have been provided for comparison.
The modelling of PM10 has indicated that the maximum predicted concentration in the study area, in either the DN or DS scenario was 20.9µg/m3 as an annual mean. The maximum predicted change in annual mean PM10 was an increase of 0.3µg/m3. Therefore, it is concluded that there is no risk of exceedence of the air quality objectives for PM10, as a result of the proposed scheme, and so no further discussions of PM10
are made.
Bolsover (J28)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Bolsover study area are presented in Table 11.
The modelled results are also presented in Figures 22 - 24 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 11 Summary of 2015 Modelled Results for Bolsover (J28)
The assessment demonstrates that for the Bolsover area in the opening Year (2015), there were 9 NO2 annual mean objective limit exceedences without the proposed scheme. One exceedence (B266) situated 35m from the southbound off slip at J28 and 60 m from the southbound carriageway was removed by the proposed scheme.
A total of 60 receptors both south of J28, along the M1 alignment were predicted to receive a deterioration on air quality. The maximum predicted increase in NO2 concentration was 0.7µg/m3 at a property already in exceedence. Air quality at 372 properties in proximity to the northbound on and southbound off slip roads at J28 were predicted to receive an improvement in air quality as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration at B200 of 4.8µg/m3.
Barlborough (J30)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Barlborough study area are presented in Table 12.
The modelled results are also presented in Figures 25 - 27 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 12 Summary of 2015 Modelled Results for Barlborough (J30)
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 49 0
DS Exceedences 0 48 0
New Exceedences 0 0 0
Number of Properties
> 40 µg/m3
Removal of
Exceedences 0 1 0
Improvement in
Concentration 197 209 27
Deterioration in
Concentration 91 112 10 Total Number of Properties
No Change in
Concentration 77 44 328
Maximum Worsening 0.5 0.5 0.1 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.4 -0.5 -0.1
Maximum Receptor X Y DN DS Change
Worsening BARL254 447427 376757 40.1 40.6 0.5
Benefit BARL160 447190 377256 45.6 45.1 -0.5
The assessment demonstrates that for the Barlborough area in the opening Year (2015), there were 49 NO2 annual mean objective exceedences without the proposed scheme. 1 exceedence (BARL116) situated 9 m from the southbound carriageway was removed by the proposed scheme.
A total of 112 receptors on the A619 east of the M1 were predicted to receive a deterioration in air quality, with a maximum predicted increase in NO2 concentration of 0.5µg/m3 at a property just in exceedence. Air quality at 209 properties alongside the M1 alignment improved as a result of the proposed scheme, with the maximum predicted decrease in NO2 concentration of 0.5µg/m3 at another property in exceedence.
Wales (J30-31)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Wales study area are presented in Table 13.
The modelled results are also presented in Figures 25 - 27 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 13 Summary of 2015 Modelled Results for Wales (J30-31)
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 4 0
DS Exceedences 0 4 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 92 95 15
Deterioration in
Concentration 1 1 0
Total Number of Properties
No Change in
Concentration 13 10 91
Maximum Worsening 0.1 0.2 N/A DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.2 -0.3 -0.1
Maximum Receptor X Y DN DS Change
Worsening W092 447400 382923 49.0 49.2 0.2
Benefit W096 447438 382919 39.5 39.2 -0.3
The assessment demonstrates that for the Wales area in the opening Year (2015), there were 4 NO2 annual mean objective limit exceedences with the proposed scheme. No exceedence were created or removed by the proposed scheme.
One receptor (W092) was predicted to receive a deterioration in air quality .with a predicted increase in NO2 concentration of 0.2µg/m3 at a property already in exceedence. Air quality at 95 properties on either side of the M1 is predicted improved
The assessment demonstrates that for the J31-J33 area in the opening Year (2015), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
A total of 103 receptors in proximity to the northbound M18 were predicted to receive a deterioration on air quality associated with the proposed scheme, with a maximum predicted increase in NO2 concentration of 0.2µg/m3. Air quality at 14 properties in proximity to the southbound M18 improved as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.4µg/m3.
Brinsworth - Catcliffe (J33 - J34)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Erewash study area are presented in Table 15.
The modelled results are also presented in Figures 31 - 33 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 15 Summary of 2015 Modelled Results for Brinsworth - Catcliffe (J33 – J34)
Pollutant TG(09) -
NO2
Gap
Factored
- NO2
PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 4 0
DS Exceedences 0 4 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 481 509 52
Deterioration in
Concentration 17 19 9 Total Number of Properties
No Change in
Concentration 99 69 536
Maximum Worsening 0.2 0.3 0.1
DS-DN Annual Mean
Change (µg/m3) Maximum Benefit
-0.3 -0.4 -0.1
Maximum Receptor X Y DN DS Change
Worsening BC308 441781 389232 50.9 51.2 0.3
Benefit BC225 442858 389173 38.5 38.1 -0.4
The assessment demonstrates that for the Brinsworth - Catcliffe area in the opening Year (2015), there were 4 NO2 annual mean objective limit exceedences with and
without the proposed scheme. No exceedences were created or removed by the proposed scheme
A total of 509 receptors along the A630 from J33 into Sheffield were predicted to receive a deterioration in air quality with a maximum predicted increase in NO2 concentration of 0.3µg/m3. Air quality at 509 properties alongside the M1 received a small improvement as a result of the proposed scheme as traffic levels were constrained, with the maximum predicted decrease in NO2 concentration of 0.4µg/m3.
Tinsley-Blackburn (J34)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Broxtowe study area are presented in Table 16.
The modelled results are also presented in Figures 34 - 36 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 16 Summary of 2015 Modelled Results for Tinsley Blackburn (J34)
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 17 265 0
DS Exceedences 15 265 0
New Exceedences 0 1 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 2 1 0
Improvement in
Concentration 534 579 49
Deterioration in
Concentration 44 52 30 Total Number of Properties
No Change in
Concentration 457 404 956
Maximum Worsening 0.7 0.9 0.1 DS-DN Annual Mean Change
The assessment demonstrates that for the Blackburn - Tinsley area in the opening Year (2015), there were 265 NO2 annual mean objective limit exceedences with and without the proposed scheme. One exceedences (TB0710) located 50m from the southbound carriageway in Blackburn was created and one (TB0204) located 40 m from the A631 in Tinsley removed by the proposed scheme.
A total of 52 receptors, generally located alongside the M1 in Blackburn, were predicted to receive a deterioration on air quality with a maximum predicted increase in NO2 concentration of 0.9µg/m3. Air quality at 579 properties, generally in Tinsley, received a small improvement as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.4µg/m3.
J35 – J37
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Broxtowe study area are presented in Table 17.
The modelled results are also presented in Figures 37 - 39 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 17 Summary of 2015 Modelled Results for J35 – J37)
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 8 27 0
DS Exceedences 8 27 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 80 93 7
Deterioration in
Concentration 63 99 17 Total Number of Properties
No Change in
Concentration 483 434 602
Maximum Worsening 0.1 0.1 0.1 DS-DN Annual Mean Change
The assessment demonstrates that for the J35-J37 area in the opening Year (2015), there were 27 NO2 annual mean objective limit exceedences with and without the proposed scheme. No exceedence were created or removed by the proposed scheme.
A total of 99 receptors were predicted to receive a deterioration in air quality with a maximum predicted increase in NO2 concentration of 0.1µg/m3. Air quality at 93 properties alongside the M1 received an improvement as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 1.1µg/m3.
5.7 Design Year (2030) Summary
In the screening assessment undertaken for 2030 (see Figure 40), traffic flows were predicted to increase in both DN and DS scenarios compared with 2015. Traffic was predicted to increase from the DN to DS scenario by more than 1000 AADT between J28 and J41 on the M1 and on the A617 off J29 in the Design Year. Traffic flows were also predicted to fall along sections of the A61 between Clay Cross and Dronfield, possibly as local traffic is drawn to the Motorway.
A summary of the modelled annual mean NO2 and PM10 concentrations across the study area for the Design Year are presented in Table 18.
Table 18 Summary of 2030 Annual Mean NO2 and PM10 Concentrations for the DN and DS across the
The results of the 2030 Design Year assessment indicate that the number of receptors predicted to exceed NO2 annual mean objective limit without the scheme fell from 358 in the 2015 study area to 2 in the enlarged 2030 study area.
The number of receptors predicted to exceed NO2 annual mean objective limit increased to 3 with the scheme.
A total of 404 properties in the study area received a decrease in NO2 concentration of a maximum of 3.1µg/m3 whilst 4101 properties received an increase in NO2 concentration of a maximum of 2.6µg/m3 in 2030.
Receptors that exceeded the annual mean NO2 objective are in proximity to the motorway. These exceedences are primarily attributed to traffic emissions due to high volumes of AADT and HDV traffic flows on the motorway network. Further discussion of these results can be found later in this section.
The modelling of PM10 has indicated that the maximum predicted concentration in the study area, in either the DN or DS scenario was 20.9µg/m3 as an annual mean, well below EU and UK air quality limits and objectives. The maximum predicted change in annual mean PM10 was an increase of 0.3µg/m3. Therefore, it is concluded that there is no risk of exceedence of the air quality objectives for PM10, as a result of the proposed scheme, and so no further discussions of PM10 are made.
5.8 Design Year - Geographical Areas
The DMRB local air quality assessment identified the following geographical areas which exhibit the same overall trends in traffic and air quality changes as a result of the scheme:
A summary of the results of detailed modelling for each area are presented in Tables 19 - 28 and illustrated in Figures 41 - 46.
The verified annual mean NO2 concentrations for each of the receptors modelled were inputted into the Long Term Gap Analysis Calculator in accordance with Interim Advice Note (IAN) 170/12v321 utilising the updated LTTE6 profiles as issued by the Highways Agency on 28th October 2013 The modelled annual mean NO2 and PM10 results for each receptor are presented in Appendix 10. In addition to the gap analysis results, the results for each receptor were processed in accordance with LAQM.TG(09) and have been provided for comparison.
Bolsover (J28)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Bolsover study area is presented in Table 19 The modelled results are also presented in Figures 47 - 49 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 19 Summary of 2030 Modelled Results for Bolsover (J28)
Pollutant
TG(09)
- NO2
Gap Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of Exceedences 0 0 0
Improvement in
Concentration 184 189 0
Deterioration in
Concentration 499 526 235 Total Number of Properties
No Change in Concentration 59 27 507
Maximum Worsening 1 2.1 0.2 DS-DN Annual Mean Change
The assessment demonstrates that for the Bolsover area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
A total of 526 receptors both north and south of J28 were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 2.1µg/m3 at B611 north of J28, but remained well below exceedence levels. Air quality at 189 properties in proximity to the slip roads north of J28 improved as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 3.1µg/m3 at property B200.
Duckmanton (J29a)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Duckmanton (J29a) study area are presented in Table 20. The modelled results are also presented in Figures 47 - 49 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 20 Summary of 2030 Modelled Results for Duckmanton (J29a),
Maximum Worsening 0.4 0.7 0.1 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit N/A N/A N/A
Maximum Receptor X Y DN DS Change
Worsening DMN001 444712 372483 20.0 20.7 0.7
Benefit N/A N/A N/A N/A N/A N/A
The assessment demonstrates that for the Duckmanton area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
A total of 25 receptors alongside the M1 and west of J29a were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 0.7µg/m3 at a property well below exceedence levels. No properties received an improvement in air quality as a result of the proposed scheme.
Barlborough (J30)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Barlborough (J30) study area are presented in Table 21.
The modelled results are also presented in Figures 50 - 52 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 21 Summary of 2030 Modelled Results for Barlborough (J30),
Maximum Worsening 1.2 2.6 0.2 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.4 -0.7 -0.1
Maximum Receptor X Y DN DS Change
Worsening BARL156 447172 377233 35.0 37.6 2.6
Benefit BARL05 447058 376264 25.0 24.3 -0.7
The assessment demonstrates that for the Barlborough area in the Design Year (2030), no NO2 annual mean objective limit exceedences were created or removed by the proposed scheme.
A total of 670 receptors in proximity to J30 and along the A619 were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 2.6µg/m3 at a property well below exceedence levels. Air quality at 25 properties south of J30 improved as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.7µg/m3.
Wales (J30-31)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Wales study area are presented in Table 22.
The modelled results are also presented in Figures 50 - 52 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 22 Summary of 2030 Modelled Results for Wales (J30-31)
The assessment demonstrates that for the Wales area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
A total of 152 receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 2.0µg/m3 at (W092) a property well below exceedence levels. No properties received an improvement in air quality as a result of the proposed scheme.
Aston (J31)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Aston (J31) study area are presented in Table 23.
The modelled results are also presented in Figures 50 - 52 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 23 Summary of 2030 Modelled Results for Aston (J31),
Pollutant
TG(09) -
NO2
Gap Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 0 0 0
Deterioration in
Concentration 9 9 7 Total Number of Properties
No Change in
Concentration 0 0 2
Maximum Worsening 0.6 1.1 0.1 DS-DN Annual Mean
Change (µg/m3)
Maximum Benefit N/A N/A N/A
Maximum Receptor X Y DN DS Change
Worsening AS005 447921 385373 30.9 32.0 1.1
Benefit N/A N/A N/A N/A N/A N/A
The assessment demonstrates that for the Aston area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
Nine receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 1.1µg/m3 at a property well below exceedence levels. No properties received an improvement in air quality as a result of the proposed scheme.
J31 – J33
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the J31-J33 study area are presented in Table 24.
The modelled results are also presented in Figures 53 - 55 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 24 Summary of 2030 Modelled Results for, J31- J33
Pollutant
TG(09) -
NO2
Gap Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 0 3 0
Deterioration in
Concentration 122 142 33 Total Number of Properties
No Change in
Concentration 92 69 181
Maximum Worsening 0.3 0.4 0.1 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit N/A -0.1 N/A
Maximum Receptor X Y DN DS Change
Worsening AT072 445127 389246 24.1 24.5 0.4
Benefit AT012 448451 388436 18.6 18.5 -0.1
The assessment demonstrates that for the J31-J33 area in the Design Year (2030), only no properties within the study area exceeded the NO2 annual mean objective limit, with or without the proposed scheme.
A total of 142 receptors alongside the M1 and M18 were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 0.4µg/m3. Air quality at 3 properties improved as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.1µg/m3.
Brinsworth – Catcliffe (J33 - J34)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Brinsworth - Catcliffe study area are presented in Table 25.
The modelled results are also presented in Figures 56 - 58 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 25 Summary of 2030 Modelled Results for Brinsworth – Catcliffe (J33-J34)
Pollutant
TG(09) -
NO2
Gap Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 0 2 0
Deterioration in
Concentration 568 582 210 Total Number of Properties
No Change in
Concentration 29 13 387
Maximum Worsening 0.8 1.3 0.2 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit N/A -0.1 N/A
Maximum Receptor X Y DN DS Change
Worsening BC308 441781 389232 35.8 37.1 1.3
Benefit BC223 442848 389168 27.7 27.6 -0.1
The assessment demonstrates that for the Brinsworth - Catcliffe area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
A total of 582 receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 1.3µg/m3 at BC308 a property along Bawtry Road, well below exceedence levels. Two properties received an improvement in air quality as a result of the proposed scheme in 2030 with the maximum predicted decrease in NO2 concentration of 0.1µg/m3.
Blackburn – Tinsley (J34)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Blackburn - Tinsley study area are presented in Table 26.
The modelled results are also presented in Figures 59 - 61 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 26 Summary of 2030 Modelled Results for Blackburn - Tinsley (J34)
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 1 0
DS Exceedences 0 1 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 1 2 3
Deterioration in
Concentration 1018 1019 445 Total Number of Properties
No Change in
Concentration 16 14 587
Maximum Worsening 1 1.8 0.3 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.1 -0.1 -0.1
Maximum Receptor X Y DN DS Change
Worsening TB0810 438830 392601 38.0 39.8 1.8
Benefit TB1031 438766 392042 20.5 20.4 -0.1
The assessment demonstrates that for the Blackburn - Tinsley area in the Design Year (2030), there was a single NO2 annual mean objective limit exceedences with and without the proposed scheme.
A total of 1019 receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 1.8 µg/m3 at TB0810 a property alongside the M1 in Blackburn. However, this property remained well below exceedence levels. Two properties received an improvement in air quality as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.1µg/m3.
J35 - J37
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the J35-J37 study area are presented in Table 27.
The modelled results are also presented in Figures 62 - 64 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 27 Summary of 2030 Modelled Results for J35-J37
Pollutant
TG(09) -
NO2
Gap Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 1 0
New Exceedences 0 1 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 1 2 0
Deterioration in
Concentration 427 569 140 Total Number of Properties
No Change in
Concentration 198 55 486
Maximum Worsening 0.6 1 0.3 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.2 -0.5 N/A
Maximum Receptor X Y DN DS Change
Worsening DB036 436954 395789 29.8 30.8 1.0
Benefit DB010 437101 394668 38.7 38.2 -0.5
The assessment demonstrates that for the J35-J37 area in the Design Year (2030), a single NO2 annual mean objective limit exceedences (DB523) was created by the proposed scheme, situated 15m from the roundabout at J37.
A total of 569 receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 1.0µg/m3 at a property well below exceedence levels. Two properties received an improvement in air quality as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.5µg/m3.
Barnsley – Wakefield (J37 - J42)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the Barnsley- Wakefield study area are presented in Table 28.
The modelled results are also presented in Figures 65 - 67 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 28 Summary of 2030 Modelled Results for Barnsley – Wakefield (J37-J42)
Pollutant
TG(09) -
NO2
Gap Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 1 0
DS Exceedences 0 1 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 0 0 70
Deterioration in
Concentration 90 93 7 Total Number of Properties
No Change in
Concentration 18 15 31
Maximum Worsening 0.6 1 0.1 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit N/A N/A -0.6
Maximum Receptor X Y DN DS Change
Worsening R26 430194 411329 21.7 22.7 1.0
Benefit N/A N/A N/A N/A N/A N/A
The assessment demonstrates that for the Barnsley -Wakefield area in the Design Year (2030), there was a single NO2 annual mean objective limit exceedences at a property on the A642 as it crosses the M1 south of J40 with and without the proposed scheme.
A total of 93 receptors were predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 1.0µg/m3 at a property well below exceedence levels. No properties received an improvement in air quality as a result of the proposed scheme.
A61 (Clay Cross to Dronfield)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the A61 Clay Cross to Dronfield study area are presented in Table 29.
The modelled results are also presented in Figures 68 - 70 in terms of the change in annual mean NO2 concentration between the opening year scenarios
Table 29 Summary of 2030 Modelled Results for A61 (Clay Cross to Dronfield)
Pollutant
TG(09) -
NO2
Gap
Factored
- NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 71 74 39
Deterioration in
Concentration 0 0 0 Total Number of Properties
No Change in
Concentration 23 20 55
Maximum Worsening N/A N/A N/A DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.4 -0.5 -0.1
Maximum Receptor X Y DN DS Change
Worsening N/A N/A N/A N/A N/A N/A
Benefit Ches017 439147 363507 21.3 20.8 -0.5
The assessment demonstrates that for the A61 study area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
No receptors were predicted to receive a deterioration in air quality as a result of the proposed scheme. Air quality at 74 properties improved as a result of the proposed scheme, as traffic is drawn to the M1. The maximum predicted decrease in NO2 concentration was 0.5µg/m3.
A617 (at J29)
A summary of the Long Term Gap Analysis and TG(09) NO2 results for the A617 at J29 study area are presented in Table 30.
The modelled results are also presented in Figures 71 - 73 in terms of the change in annual mean NO2 concentration between the opening year scenarios.
Table 30 Summary of 2030 Modelled Results for A617
Pollutant
TG(09) -
NO2
Gap
Factored -
NO2 PM10
Annual Mean Objective Limit (µg/m3) 40 40 40
DN Exceedences 0 0 0
DS Exceedences 0 0 0
New Exceedences 0 0 0
Number of Properties
> 40µg/m3
Removal of
Exceedences 0 0 0
Improvement in
Concentration 16 8 5
Deterioration in
Concentration 240 274 73 Total Number of Properties
No Change in
Concentration 818 792 996
Maximum Worsening 0.2 0.5 0.1 DS-DN Annual Mean Change
(µg/m3)
Maximum Benefit -0.1 -0.1 -0.1
Maximum Receptor X Y DN DS Change
Worsening CHES095 445527 367133 17.5 18.0 0.5
Benefit CHES849 438886 370350 13.8 13.7 -0.1
The assessment demonstrates that for the A617 study area in the Design Year (2030), there were no NO2 annual mean objective limit exceedences with or without the proposed scheme.
Air quality at 274 receptors is predicted to receive a deterioration in air quality. The maximum predicted increase in NO2 concentration was 0.5µg/m3 at a property well below exceedence levels. Air quality at 82 properties improved as a result of the proposed scheme with the maximum predicted decrease in NO2 concentration of 0.5µg/m3.
5.9 Significance
This assessment was undertaken in accordance with the Interim Advice Note 174/13. Evaluation of Significant Local Air Quality Effects; for users of DMRB Volume 11, Section 3, Part 1. A summary of the Significance Assessment for 2015 is provided in Table 31.
Table 31 Local Air Quality Receptors Informing Scheme Significance (2015)
Magnitude of Change in
Annual Average NO2 or PM10
(µg/m³)
Total Number of Receptors with:
Worsening of air quality
objective already above
objective or creation of a new
exceedance
Improvement of an air
quality objective already
above objective or the
removal of an existing
exceedance
Large (>4) 0 0
Medium (>2 to 4) 0 0
Small (>0.4 to 2) 8 10 (1)
Note: numbers in bracket indicate new or removal of exceedance where change is more than 0.4µg/m3.
There were 358 sensitive receptors predicted to be in exceedence of annual mean NO2 concentrations within the study area in the Opening Year without the scheme. The proposed scheme introduce one additional exceedence and removed three others. Of the 358 receptors in exceedence, 8 potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area received a small (>0.4 to 2) worsening of air quality objective, with no receptors receiving either a medium of large worsening.
Ten potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area received a small (>0.4 to 2) improvement of the air quality objective with no receptors receiving either a medium of large improvement.
A summary of the Significance Assessment for 2030 is provided in Table 32.
Table 32 Local Air Quality Receptors Informing Scheme Significance (2030)
Magnitude of Change in
Annual Average NO2 or PM10
(µg/m³)
Total Number of Receptors with:
Worsening of air quality
objective already above
objective or creation of a new
exceedance
Improvement of an air
quality objective already
above objective or the
removal of an existing
exceedance
Large (>4) 0 0
Medium (>2 to 4) 0 0
Small (>0.4 to 2) 2 0
Note: numbers in bracket indicate new or removal of exceedance where change is more than 0.4µg/m3.
There were only 2 sensitive receptors predicted to be in exceedence of annual mean NO2 concentrations within the study area in the Design Year without the scheme. The proposed scheme introduce one additional exceedence. Of the 3 sensitive receptors in exceedence of annual mean NO2 objective within the study area in the Design Year, 2 received a small (>0.4 to 2) worsening of air quality objective, with no receptors receiving either a medium of large worsening.
No potential sensitive receptors in exceedence of the annual mean NO2 objective within the study area received an improvement in air quality.
In the Opening Year the introduction of a maximum speed of 60mph between 07:00 and 19:00 constrained traffic growth such that only one annual average NO2 exceedence was created and 3 properties removed, all on properties already at or close to exceedence. In the Design Year, with the introduction of enhanced engine technologies with reduced emissions and lower predicted background pollutant levels, only 3 properties were predicted to be in exceedence of the annual average NO2 objective with the scheme. Predicted increased in traffic levels associated with the scheme did results in small increases in emissions and hence receptor pollutant concentrations. However, predicted pollutant levels remained well below EU limit values and UK objectives. Consequently the implementation of the proposed scheme with a maximum speed of 60mph between 07:00 and 19:00 on air quality was not significant.
5.10 Compliance Risk Assessment
This assessment was undertaken in accordance with the Interim Advice Note 175/13. Risk Assessment of Compliance with EU Directive on Ambient Air Quality; for users of DMRB Volume 11, Section 3, Part 1 (see Appendix 8).
A summary of the Compliance Assessment for 2015 is provided in Table 33.
Table 33 Compliance Risk Summary
Risk Rating: Neutral / Low / High
Advice: The scheme is non-compliant with the Directive
The PCM links identified experience small increases in traffic flows and speeds. This, together with the widening of the moving carriageway, has the potential to increase predicted NO2 concentrations in DS-DN above 1% (0.4 µg/m3 for annual average NO2. However, the guidance suggests that this increase will not affect Defra compliance dates at the links identified and so risk may be described as Low.
5.11 WebTAG Local Assessment
A WebTAG appraisal has been completed in respect of PM10 and NO2 exposure. This assessment has been developed using the WebTAG methodology which considers individual links in isolation. The results of this assessment are provided as required by DMRB guidance, in Table 34 and Table 35 below.
The results show that for PM10 concentrations would be improved (reduced pollution concentrations) at 71 properties, deteriorated (increased pollution concentrations) at 146 properties, and stay the same (no change) at 2067 properties.
The proposed scheme is anticipated to lead to a deterioration in air quality (exposure to PM10 concentrations) overall.
The proposed scheme is anticipated to affect air quality within an AQMA. Overall 144 properties within the AQMA experience worsened air quality and 12 properties experience improved air quality 1169 experience no changes.
No properties experience exceedence of the annual mean PM10 EU Limit Value . No properties are demolished or constructed as a result of the proposed scheme.
Table 34 Local Air Quality Results for PM10
PM10, SUMMARY OF
ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m
THE AGGREGATED
TABLE (i) (ii) (iii) (iv) (v=i+ii+iii+iv)
Total properties across all
routes (min) 49 460 820 955 2284
Total properties across all
routes (some) 49 460 820 955 2284
Do-minimum PM10
assessment
Total assessment PM10 (I):
across all routes 1180.30 9074.20 14935.20 16975.70 42165.40
across all routes 1183.70 9078.40 14929.70 16981.30 42173.10
Net total assessment for
PM10, all routes (II-I) 7.70
Number of properties with
an improvement
71
Number of properties with
no change
2067
Number of properties with
a deterioration
146
Air quality would be improved (reduced pollution concentrations) at 806 properties, deteriorated (increased pollution concentrations) at 740 properties, and stay the same (no change) at 738 properties.
The proposed scheme is anticipated to lead to a deterioration in air quality (exposure to NO2 concentrations) overall.
The proposed scheme is anticipated to affect air quality within an AQMA. Overall 434 properties within the AQMA experience worsened air quality and 461 properties experience improved air quality 430 experience no changes.
49 properties experience exceedence of the annual mean NO2 EU Limit Value and no new or removal exceedence as a result of the proposed scheme.
No properties are demolished or constructed as a result of the proposed scheme
across all routes 3115.40 16421.40 20861.30 20805.20 61203.30
Do-something NO2
assessment
Total assessment NO2 (II):
across all routes 3161.70 16415.80 20849.60 20820.60 61247.70
Net total assessment for
NO2, all routes (II-I) 44.40
Number of properties with
an improvement
806
Number of properties with
no change
738
Number of properties with
a deterioration
740
5.12 Regional Assessment
The DMRB Regional Assessment was undertaken as described in HA207/07 paragraph 3.20. A total of 47 links were affected by the proposed scheme in the Opening Year and 229 links in the Design Year.
The results presented in Table 36 indicate that there is an overall decrease in all emissions from the Base Year (2009) to the Opening Year (2015).
A comparison of the DN and DS scenarios indicates that there would be a small decrease in all emissions, associated with the proposed scheme in the Opening Year (2015) as traffic growth is constrained. The decrease in NOx and CO2 emissions was predicted to be 8.8% and 0.9% respectively.
The results indicate that there is an overall increase in all emissions from the Base Year (2009) which is based on the 47 links of the Opening year, compared with the Design year (2030) with its 229 links.
A comparison of the DN and DS scenarios for the Design Year indicates that there would be an increase in all emissions, associated with the proposed scheme in the Opening Year (2015) as traffic growth is predicted. The increase in NOx and CO2 emissions was predicted to be 9.5% and 5.8% respectively.
6 Construction Phase Assessment Information on construction traffic was not available at the time of writing. The greatest potential impact on air quality from traffic associated with the construction phase will be immediately adjacent to the site access and working areas. However, the contribution of construction traffic compared to existing traffic flows will be negligible
During the construction phase, there will be a number of activities undertaken that have the potential to generate and/or re-suspend dust and PM10. At the time of this assessment the timing and location of activities to be undertaken during construction are not known.
However, the proposed scheme will entail a number of construction activities with the potential to give rise to a range of impacts to air quality during the construction phase.
The scheme will require excavations of drainage trenches and electricity ducts, and the full length of the existing hard shoulders would be strengthened with a 330 mm thick inlay and vehicle restraint systems will be replaced for the full length of the verges. The gantry columns / ERAS, CCTV bases cabinet sites, communications equipment and power cable trenches will also require excavation and spoil movement operations. Landscaping also has some very minor potential to generate dust locally.
In order to evaluate the magnitude and extent of potential adverse impacts likely to result from the proposed scheme the following construction activities have been assumed:
• Site clearance and preparation
• Storage of materials
• Erection of gantries
• Laying of hard surfaces
• Landscaping.
Depending on wind direction, speed and turbulence, the greatest potential for nuisance problems associated with dust deposition/soiling is likely to be within 100m21 of the maximum extent of the site perimeter. There may be limited incidences of increased dust deposited on properties beyond this distance.
The number of properties and sensitive receptors within 200m of the red line construction boundary are presented in Tables 37 to 38 and shown in Figure 6.
Table 37 Sensitive Receptors within 200m of Proposed Construction boundary
The location and distance of schools from the proposed red line construction boundaries are presented in Table 38.
Table 38 Location of Schools within 200m of Proposed Construction boundary.
School Location Distance from Construction boundary (m)
Direction from proposed
construction
Tinsley Nursery and Infant
School. M1 J33 – J34 86 North-East
Howarth Junior and Infant
School M1 J33 – J34 111 North
Tinsley Junior School M1 J33 – J34 94 North-East
Blackburn County Junior
Mixed School M1 J34 – J35 95 North-East
Table 39 Number of Sensitive Receptors within 200m of Proposed Construction boundary
Data from the nearest local meteorological station (Watnall and Robin Hood Airport) indicates that the prevailing winds with the potential to generate windblown dust are from south-south-west. As a consequence, properties located to the north-north-east of any construction works are predicted to be those most affected by construction dust emissions.
All schools identified in Table 38 are located to the north and north east and within 120m of the proposed construction areas As the prevailing winds are from south-south-west
Property Type No. of Sensitive Receptors within 200m of
and they are located within 200m of potential construction areas, the schools have the potential to be affected by construction dust emissions.
6.1 Mitigation
This section lists the mitigation measures to be adopted to reduce the potential impacts associated with the activities anticipated to take place during the construction phase of the proposed scheme. These resulted from the review of information available to date and can be tailored further when more specific information on construction activities becomes available.
Construction activities with the potential to generate impacts from emissions to atmosphere require two levels of mitigation measures to be adopted. These are termed ‘Hard’ and ‘Soft’ measures. Hard measures include physical actions taken to prevent, suppress, or contain emissions; while Soft measures include management and communication actions.
The most effective way to manage and prevent dust and PM10 generation and re-suspension during construction is through effective control of the potential source. In order to minimise likely construction phase impacts, a number of ‘Best Practice’ methods are to be implemented.
The extent of the proposed works will cover an area greater than 15,000m3. Consequently, a set of mitigation measures considered appropriate for a High Risk site, as defined in London Councils22, are to be adopted:
Site Management
Where appropriate, reasonable, and practicable, the Contractor will:
• Plan the site layout to locate machinery and dust-causing activities away from sensitive receptors;
• Use appropriate methods, for example the erection of solid panel hoardings or other barriers along the site boundary, to mitigate the spread of dust to any sensitive buildings or other environmental receptors;
• Consider weather conditions prior to conducting potentially dusty works. If there are strong winds blowing towards residential properties, works may need to be postponed until more favourable conditions return.
Construction Plant and Vehicles
Where appropriate, reasonable, and practicable, the Contractor will:
• Switch off vehicles and plant when not in use;
• Enclose, shield or provide filters for plant likely to generate excessive quantities of dust beyond the site boundaries. Dust prevention equipments such as dust extractors, filters and collectors on rigs and silos would be used as appropriate;
• Locate construction plant away from site boundaries which are close to sensitive receptors.
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London Councils, The Control of Dust and Emissions from Construction and Demolition: Best Practice Guidance,
Where appropriate, reasonable, and practicable, the Contractor will:
• Employ appropriate measures, such as covering material deliveries going to and leaving the construction locations appropriately for the purposes of preventing materials and dust spillage; and
• Use appropriate measures such as watering facilities to reduce or prevent escape of dust from the site boundaries.
Excavation and Earthworks Activities
• Where appropriate, reasonable, and practicable, the Contractor will:
• Strip topsoil as close as reasonably practicable to the period of excavation or other earthworks activities to avoid risks associated with run-off or dust generation;
• Keep drop heights from excavators to vehicles involved in the transport of excavated material to the minimum practicable to control dust generation associated with the fall of materials;
• Use appropriate methods to suppress dust emissions, such as shielding or damping sprays and employ the use of road sweepers;
• Compact deposited materials, with the exception of topsoil, as soon as possible after deposition; and
• Undertake soiling, seeding, planting or sealing of completed earthworks as soon as reasonably practicable following completion of the earthworks.
In addition to the ‘Hard’ mitigation measures set out above, there are a number of ‘Soft’ mitigation measures that are recommended in order to further reduce the risk of nuisance. The effect of these measures is difficult to quantify; however engagement of the local community is known to have a beneficial effect on the way that construction is perceived by local residents.
If any very dusty works are unavoidable, local residents should be given prior warning so that they can avoid undertaking activities that would be significantly affected by dust (e.g. hanging washing out).
Liaison with the local authority should be maintained throughout the construction process, and any incidents that may have led to an excessive increase in dust deposition/soiling and/or PM10 concentrations at nearby residential properties must be reported to the Environmental Health Department of the local authority. If complaints are received from local residents, these are to be documented in a diary or log held on-site by the Site Manager and the information used in establishing improved construction nuisance management protocols where necessary.
The mitigation measures implemented to control the impacts of construction phase operations on the emissions of dust and PM10 should reduce the levels of dust impact at receptor locations to acceptable levels.
Following implementation of the proposed scheme in the Opening Year (2015), with its constraints to traffic growth, 356 properties will remain in exceedence of annual average NO2 concentrations. Three exceedences will be removed and one exceedence created by the proposed scheme.
Exceedences of the annual mean NO2 objective in 2015 are predicted in both the DN and DS scenarios in the Opening Year. A total of 1871 properties in the study area received a decrease in NO2 concentration with a maximum decrease of 4.8µg/m3, as a result of the proposed scheme. Of the properties subject to a decrease in NO2 concentrations, 273 properties are in exceedence of the annual mean objective limit of 40µg/m3 with three properties predicted to be taken out of exceedence. It is predicted 446 properties will experience an increase in NO2 concentration of a maximum of 0.9µg/m3. Of the properties subject to an increase in NO2 concentrations, 47 properties are in exceedence of the annual mean objective limit of 40µg/m3 with one property predicted to be taken into exceedence.
There are no predicted exceedences of the annual mean or 24 hour mean PM10 AQS Objectives in the Opening Year with or without any of the scheme options in 2015.
Traffic growth was predicted between the Opening Year (2015) and Design Year (2030). However, in accordance with predicted reduction in vehicle emissions, the number of receptors predicted to exceed NO2 annual mean objective limit without the scheme fell from 358 in the 2015 study area to 2 in the enlarged 2030 study area.
The number of receptors predicted to exceed NO2 annual mean objective limit in 2030 increased from 2 to 3 with the scheme. 404 properties in the study area received a decrease in NO2 concentration of a maximum of 0.6µg/m3. 4101 properties received an increase in NO2 concentration of a maximum of 0.3µg/m3 in 2030, but remained well below EU limit values and UK objectives.
There are no predicted exceedences of the annual mean or 24 hour mean PM10 AQS Objectives in the Opening Year with or without any of the scheme options in 2030.
7.2 Assessment of Designated Sites
There are no designated sites in the scheme study area.
7.3 Significance
Of the predicted sensitive receptors in exceedence of annual mean NO2 concentrations within the study area in the Opening Year without the scheme, eight received a small (>0.4 to 2µg/m3) worsening of annual mean NO2 concentrations. No receptors received either a medium (2 to 4µg/m3 ) or large (>4µg/m3) worsening annual mean NO2
concentrations with the proposed scheme.
Ten potential sensitive receptor in exceedence of annual mean NO2 concentrations within the study area received a small (>0.4 to 2µg/m3) improvement of annual mean NO2 concentrations (>0.4 to 2µg/m3) with no receptors receiving either a medium of large improvement with the proposed scheme.
Of the potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area in the Design Year, two received a small (>0.4 to 2µg/m3)
worsening of air quality objective, with no receptors receiving either a medium of large worsening with the proposed scheme.
No potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area received a small (>0.4 to 2µg/m3) improvement of annual mean NO2 concentrations with four and one receptors receiving either a medium (2 to 4µg/m3) or large (>4µg/m3) improvement respectively with the proposed scheme.
The Defra PCM links identified within the scheme experienced a small increase in traffic flows and speeds with the proposed scheme. This, together with the widening of the moving carriageway has the potential to increase predicted NO2 concentrations in DS-DN above 1% (0.4µg/m3 for annual average NO2. However, the guidance suggests that this increase will not affect Defra compliance dates at the links identified.
Given the constrained traffic growth in the opening year such that only one annual average NO2 exceedence was created and three properties removed, and that in the design year and that only two properties were predicted to be in exceedence of the annual average NO2 objective with or without the scheme in 2030, the implementation of the proposed scheme with a maximum speed of 60mph between 07:00 and 19:00 on air quality was not deemed significant by the terms of reference of the IAN 174/13..
7.4 Regional Emissions Assessment
A comparison of the DN and DS scenarios indicates that there would be a small decrease in road traffic emissions with the scheme in the Opening Year (2015) in regional emissions, possible associated with traffic growth constraints.
In the Design Year (2030) there is a small predicted increase in road traffic emissions between the DN and DS scenarios as traffic flows increase as a result of traffic growth associated with the proposed scheme.
7.5 Construction Phase Assessment
A total of 1466 receptors were identified within a distance of 200m of proposed construction activities for the proposed scheme where the effects of construction activities could lead to dust and PM10 impacts. Appropriate mitigation measures for the control of construction dust and PM10 will be adopted by the Delivery Partner. Implementation of these measures would serve to ensure that the construction impacts of the proposed scheme are insignificant.