M1 J32-35a AQ Assessment Technical Report€¦ · Author Mouchel Owner Andy Kirk (HA Project...

M1 J32 to 35a Smart Motorways

Air Quality Assessment - Technical Report

© Mouchel 2014 i

M1 J32 to 35a Smart Motorway Scheme

Appendix B1: Air Quality Assessment Technical Report

February 2014

1043388/ENV/001

An executive agency of

the Department for

Transport Working on behalf of the Highways Agency



© Mouchel 2014 ii

Document Control Sheet

Document Title M1 J32 to 35a Smart Motorway Scheme

Air Quality Assessment Technical Report

Author Mouchel

Owner Andy Kirk (HA Project Manager)

Distribution

Andy Kirk (HA Project Manager)

Mark Belton (HA Assistant Project Manager)

Phil Barton (Mouchel Project Director)

Asrar Hussain (Mouchel Project Manager)

David Morrow (Mouchel Integration Manager)

M1 J32 to 35a Smart Motorway Mailbox

All present on the Reviewer List

Document Status Final

Record of Issue

Version Status Author Date Checked Date Authorised Date

A Draft H.Wang 6/12/13 P.Colclough 6/12/13 A. Thornhill 6/12/13

B Draft H.Wang 16/12/13 P.Colclough 16/12/13 A. Thornhill 16/12/13

C Draft H.Wang 22/01/14 P.Colclough 22/01/14 A.Thornhill 22/01/14

D Final A.Tait 05/02/14 P.Colclough 05/02/14 A.Thornhill 05/02/14

Reviewer List

Name Role

Andy Kirk Highways Agency, Major Projects, Project Team (Senior MP Project Manager)

Mark Belton Highways Agency, Project Team (Assistant MP Project Manager)

Richard Bernhardt Highways Agency, Network Services (Regional Environmental Advisor)

Approvals

Name Signature Title Date of Issue Version

Sue Housley Project Senior

Responsible Officer (SRO)



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Contents

Document Control Sheet ....................................................................................ii

Contents..............................................................................................................iii

Tables..................................................................................................................vi

Figures (Appendix 11)......................................................................................viii

Acronyms............................................................................................................xi

1 Introduction...............................................................................................1

2 Statutory Context and Guidance.............................................................3

2.1 Guidance............................................................................................................ 4

3 Methodology .............................................................................................7

3.1 Study Area ......................................................................................................... 7

3.2 Background Data............................................................................................... 7

3.3 Local and Project Specific Monitoring Data .................................................... 8

3.4 Relevant Receptors of Public Exposure ........................................................ 17

3.5 AQMAs ............................................................................................................. 17

3.6 Ecologically Sensitive Receptors (Designated Sites)................................... 18

3.7 Traffic Data ...................................................................................................... 18

3.8 Meteorological data......................................................................................... 19

3.9 Dispersion model verification (including Assumptions and Limitations) ................................................................................................................. 20

3.10 Long Term Nitrogen Dioxide Trends.............................................................. 22

3.11 Significance ..................................................................................................... 23

3.12 Compliance Risk Assessment........................................................................ 23

3.13 WebTAG Local Assessment ........................................................................... 23

3.14 Regional Emissions Assessment................................................................... 23

3.15 Construction Dust Assessment ..................................................................... 24

4 Baseline Environment ............................................................................25

4.1 Traffic Conditions............................................................................................ 25

4.2 Local Air Quality Monitored Concentrations................................................. 25

4.3 Ecologically Sensitive Receptors (Designated Sites)................................... 30

5 Operation Phase Assessment ...............................................................31

5.1 Introduction ..................................................................................................... 31



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5.2 Simple Assessment......................................................................................... 31

5.3 Detailed Assessment ...................................................................................... 35

5.4 Base Year (2009).............................................................................................. 36

5.5 Opening Year Summary (2015)....................................................................... 36

5.6 Opening Year - Geographical Areas. ............................................................ 37

5.7 Design Year (2030) Summary ......................................................................... 46

5.8 Design Year - Geographical Areas ................................................................ 47

5.9 Significance ..................................................................................................... 60

5.10 Compliance Risk Assessment........................................................................ 62

5.11 WebTAG Local Assessment ........................................................................... 63

5.12 Regional Assessment ..................................................................................... 65

6 Construction Phase Assessment..........................................................67

6.1 Mitigation ......................................................................................................... 69

7 Summary .................................................................................................71

7.1 Local Air Quality Assessment ........................................................................ 71

7.2 Assessment of Designated Sites ................................................................... 71

7.3 Significance ..................................................................................................... 71

7.4 Regional Emissions Assessment................................................................... 72

7.5 Construction Phase Assessment................................................................... 72

Appendix 1: Statutory Context.........................................................................73

Appendix 2: Health Effects of NO2 and PM10 ..................................................74

Appendix 3: Draft Note on Highway’s Agency’s Interim Alternative

NOx and NO2 Projections (24 October 2013) ..................................................75

Appendix 4: Traffic Data Methodology............................................................76

Appendix 5: Wind Rose ....................................................................................77

Appendix 6: Model Verification........................................................................78

Appendix 7: AQMAs and Local Air Quality Management within the

Study Area .........................................................................................................79

Appendix 8: Compliance Risk Assessment....................................................80

Appendix 9: Opening Year Results of NO2 and PM10 .....................................81

Appendix 10: Design Year Results of NO2 and PM10......................................82

Appendix 11: Figures........................................................................................83



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Appendix 12: Traffic Data .................................................................................84



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Tables

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 4 Verification Adjustment Zones...........................................................................21

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 33 Compliance Risk Summary.............................................................................62



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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



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Figures (Appendix 11)

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

2015 Screening Assessment (maximum speed 70 mph) ....................................Figure 5

DN Simple Assessment for NO2 (J33-35) (maximum speed 70 mph) .................Figure 6

DS Simple Assessment for NO2 (J33-35) (maximum speed 70 mph) ..................Figure 7

Changes in Annual Mean Concentration NO2 (maximum speed 70 mph) ...........Figure 8

2015 DN Simple Assessment for NO2 (J33-35) (maximum speed 60 mph) .........Figure 9

2015 DS Simple Assessment for NO2 (J33-35) (maximum speed 60 mph) .......Figure 10

2015 Changes in Annual Mean Concentration NO2 (maximum speed 60 mph) Figure 11

2030 DN Simple Assessment for NO2 (J33-35) (maximum speed 60 mph) .......Figure 12

2030 DS Simple Assessment for NO2 (J33-35) (maximum speed 60 mph) .......Figure 13

2030 Changes in Annual Mean Concentration NO2 (maximum speed 60 mph) Figure 14

2015 Screening Assessment (maximum speed 60 mph) ..................................Figure 15

2015 Detailed Modelled Annual Mean Concentration NO2 - DN ........................Figure 16

2015 Detailed Modelled Annual Mean Concentration NO2 - DS ........................Figure 17

2015 Detailed Modelled Annual Mean Concentration PM10 - DN ......................Figure 18

2015 Detailed Modelled Annual Mean Concentration PM10 - DS .......................Figure 19

2015 Detailed Changes in Annual Mean Concentration NO2 ............................Figure 20

2015 Detailed Changes in Annual Mean Concentration PM10 ...........................Figure 21

2015 Bolsover and Duckmanton DN Annual Mean Concentration NO2 .............Figure 22

2015 Bolsover and Duckmanton DS Annual Mean Concentration NO2 .............Figure 23

2015 Bolsover and Duckmanton Annual Mean Concentration NO2 Change .....Figure 24

2015 Barlborough and Wales DN Annual Mean Concentration NO2 .................Figure 25

2015 Barlborough and Wales DS Annual Mean Concentration NO2 .................Figure 26

2015 Barlborough and Wales Annual Mean Concentration NO2 Change ..........Figure 27

2015 J31-J33 DN Annual Mean Concentration NO2 ..........................................Figure 28

2015 J31-J33 DS Annual Mean Concentration NO2 ..........................................Figure 29

2015 J31-J33 Annual Mean Concentration NO2 Change ..................................Figure 30

2015 J33-J34 Brinsworth - Catcliffe DN Annual Mean Concentration NO2 ........Figure 31

2015 J33-J34 Brinsworth - Catcliffe DS Annual Mean Concentration NO2 ........Figure 32

2015 J33-J34 Brinsworth - Catcliffe Annual Mean Concentration NO2 Change Figure 33

2015 Tinsley Blackburn DN Annual Mean Concentration NO2 ..........................Figure 34

2015 Tinsley Blackburn DS Annual Mean Concentration NO2 ..........................Figure 35



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Tinsley - Blackburn Annual Mean Concentration NO2 Change ..........................Figure 36




2030 Screening Assessment (maximum speed 60 mph) .................................Figure 40

2030 Detailed Modelled Annual Mean Concentration NO2 - DN ........................Figure 41

2030 Detailed Modelled Annual Mean Concentration NO2 - DS ........................Figure 42

2030 Detailed Modelled Annual Mean Concentration PM10 - DN ......................Figure 43

2030 Detailed Modelled Annual Mean Concentration PM10 - DS .......................Figure 44

2030 Detailed Changes in Annual Mean Concentration NO2 ............................Figure 45

2030 Detailed Changes in Annual Mean Concentration PM10 ...........................Figure 46

2030 Bolsover DN Annual Mean Concentration NO2 ........................................Figure 47

2030 Bolsover DS Annual Mean Concentration NO2 .........................................Figure 48

2030 Bolsover Annual Mean Concentration NO2 Change .................................Figure 49

2030 Barlborough , Wales and Aston DN Annual Mean Concentration NO2 .....Figure 50

2030 Barlborough , Wales and Aston DS Annual Mean Concentration NO2 ......Figure 51

2030 Barlborough , Wales and Aston Annual Mean Concentration NO2 change Figure 52



2030 J31-J33 Annual Mean Concentration NO2 Change ...................................Figure 55

2030 J33-J34 Brinsworth - Catcliffe DN Annual Mean Concentration NO2 ........Figure 56

2030 J33-J34 Brinsworth - Catcliffe DS Annual Mean Concentration NO2 ........Figure 57

2030 J33-J34 Brinsworth - Catcliffe Annual Mean Concentration NO2 Change. Figure 58

2030 J34 Tinsley - Blackburn DN Annual Mean Concentration NO2 .................Figure 59

2030 J34 Tinsley - Blackburn DS Annual Mean Concentration NO2 .................Figure 60

2030 J34 Tinsley - Blackburn Annual Mean Concentration NO2 Change ...........Figure 61




2030 Barnsley – Wakefield (J37-J42) DN Annual Mean Concentration NO2 .....Figure 65

2030 Barnsley – Wakefield (J37-J42) DS Annual Mean Concentration NO2 .....Figure 66

2030 Barnsley – Wakefield (J37-J42) Annual Mean Concentration NO2 Change Figure 67

2030 A61 DN annual Mean Concentration NO2 ................................................Figure 68

2030 A61 DS Annual Mean Concentration NO2 ................................................Figure 69

2030 A61 Annual Mean Concentration NO2 Change .........................................Figure 70

2030 A617 DN Annual Mean Concentration NO2 ..............................................Figure 71

2030 A617 DS Annual Mean Concentration NO2 ..............................................Figure 72



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2030 A617 Annual Mean Concentration NO2 Change .......................................Figure 73



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Acronyms

AADT Annual Average Daily Traffic

AAWT Annual Average weekly Traffic

ADMS Atmospheric Dispersion Modelling System

AM Ante meridian (before noon)

APIS UK Air Pollution Information System

AQS Air Quality Strategy

AQMA Air Quality Management Area

AURN Automatic Urban and Rural Network

CAFE Clean Air for Europe programme

CM Continuous Monitors

CO Carbon Monoxide

CO2 Carbon Dioxide

DEFRA Department of Environment, Food and Rural Affairs

DfT Department for Transport

DN Do-Nothing

DMRB Design Manual for Roads and Bridges

DS Do-Something

DT Diffusion Tube

EA Environment Agency

EFT Emission Factor Toolkit

EIA Environmental Impact Assessment

EMMITAM East Midlands M1 Traffic Appraisal Model

EPA Environmental Protection Act 1990

ERA Emergency Refuge Areas

EU European Union

GLA Greater London Authorities

HA Highways Agency

HC Hydrocarbon

HDV Heavy Duty Vehicle (a vehicle with a gross weight of more than 3.5 tonnes)

HGV Heavy Goods Vehicle

IAN Interim Advice Note

ID Indices of Deprivation

IP Inter-peak (period between two morning peak and afternoon peak)

kph kilometres per hour



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LAQM Local Air Quality Management

LAQM.TG Local Air Quality Management Technical Guidance

NB Northbound

N-deposition Nitrogen Deposition

NOx Oxides of nitrogen (includes NO and NO2)

NO2 Nitrogen dioxide

NO Nitric oxide

NPPF National Planning Policy Framework

NPV Net Present Value

OP Off-peak

OS Ordnance Survey

PM post meridiem (from noon to midnight)

PM10 Particles smaller than 10 microns in diameter

SB Southbound

SDI Social and Distributional Impact

SM-ALR Smart Motorway – All Lanes Running

SO2 Sulphur Dioxide

SOA Super Output Areas

SSSI Site of Special Scientific Interest

SWAMM Sheffield and Wakefield Area Motorway Model

TAG Transport Analysis Guidance: National Guidance

tCO2e Tonnes of Carbon Dioxide equivalent

TAME Traffic Appraisal Modelling and Economics

TJR Through Junction Running

TRA Traffic Reliability Area

TVEP Time Varying Emission Profile

UNECE United Nations Economic Commission for Europe

VAZ Verification Adjustment Zone

VMSL Variable Mandatory Speed Limit

WebTAG The web-based version of TAG

Local Councils

AVDC Amber Valley District Council

ADC Ashfield District Council

BMBC Barnsley Metropolitan Borough Council

BDC Bolsover District Council

CDC Chesterfield District Council



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LMBC Leeds Metropolitan Borough Council

NEDDC North East Derbyshire District Council

RMBC Rotherham Metropolitan Borough Council

SCC Sheffield City Council

WMBC Wakefield Metropolitan Borough Council



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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



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Quality Chapter1, plus any additional links identified as relevant for inclusion in the assessment (see Figure 1).

1 Design Manual for Roads and Bridges (DMRB) Volume 11 Section 3 Part 1 – HA207/07 Air Quality, May 2007.



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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

ecosystems.



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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.



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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



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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.



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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



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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.



© Mouchel 2014 9

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



© Mouchel 2014 10

Table 2 NO2 Continuous Monitor and Diffusion Tube Monitoring Locations used for Model Verification

Site Number Receptor ID Managed by X Y

Verification

Adjustment Zone

(VAZ)

Type

1 HA1 HA/Sheffield 440208 390741 Bawtry Road DT

2 SCC003 Sheffield 440045 390885 Bawtry Road DT




6 SG11 Sheffield 440045 390885 Bawtry Road DT




10 MO034 Rotherham 441758 389253 Brinsworth DT

11 RMBC047 Rotherham 442868 389162 Brinsworth DT




15 RMBC_CM03 Rotherham 442501 389129 Brinsworth CT



18 RMBC052 Rotherham 439381 391918 Meadow Bank DT



© Mouchel 2014 11


Verification

Adjustment Zone

(VAZ)

Type

19 BMBC089 Barnsley 430820 409453 Motorway DT

20 MO024 Barnsley 430875 409930 Motorway DT

21 RMBC024 Sheffield 436962 395684 Motorway DT




25 SCC001 Sheffield 436063 397474 Motorway DT

26 RMBC011 Rotherham 449573 391616 Motorway DT

27 RMBC044 Rotherham 445052 389209 Motorway DT

28 HA10 HA/Sheffield 440004 390774 Tinsley DT



31 SY9 HA/Sheffield 440141 390582 Tinsley DT









© Mouchel 2014 12


Verification

Adjustment Zone

(VAZ)

Type











48 SCC002 Sheffield 439995 390865 Tinsley DT





53 SG10 Sheffield 439995 390865 Tinsley DT

54 SY1 Sheffield 439952 390962 Tinsley DT





© Mouchel 2014 13


Verification

Adjustment Zone

(VAZ)

Type




60 MO032 Rotherham 438877 392540 Tinsley DT

61 MO031 Rotherham 438891 392613 Tinsley DT

62 BDC010 Local Authority 447493 376698 Barlborough DT









71 BMBC079 Local Authority 432351 405985 Dodsworth Road DT



74 BMBC081 Local Authority 432116 405839 J37 DT

75 BMBC082 Local Authority 432077 405848.56 J37 DT



© Mouchel 2014 14


Verification

Adjustment Zone

(VAZ)

Type



78 ARUP_016 Highways Agency 447290 382905 Wales DT

79 ADC009 Local Authority 446492 355266 Bolsover DT

80 BDC027 Local Authority 445241 356521 Bolsover DT






86 URS1 Highways Agency 445306 356003 Bolsover DT











© Mouchel 2014 15


Verification

Adjustment Zone

(VAZ)

Type






100 NEDDC13 Local Authority 444749 371241 Duckmanton DT

101 CBC033 Local Authority 444702 372482 Duckmanton DT



104 NEDDC04 Local Authority 439212 363074 A61 DT

105 CBC031 Local Authority 438360 369977 A61 DT



108 SCC070 Local Authority 435137 381356 A61 DT



111 SCC069 Local Authority 434907 381855 A61 DT

CM – Continuous Monitor,

DM – NO2 Diffusion Tube



© Mouchel 2014 16

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.



© Mouchel 2014 17

3.4 Relevant Receptors of Public Exposure

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).

12

DMRB HA207/07 in paragraph 3.9

13 http://www.ordnancesurvey.co.uk/oswebsite/products/os-mastermap/address-layer-2/index.html



© Mouchel 2014 18

• 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.

3.6 Ecologically Sensitive Receptors (Designated Sites)

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.



© Mouchel 2014 19

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.

NetServ, Highways Agency, 08 November 2012.



© Mouchel 2014 20

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



© Mouchel 2014 21

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.



© Mouchel 2014 22

3.10 Long Term Nitrogen Dioxide Trends

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

Concentrations Between 2008 and 2030



© Mouchel 2014 23

3.11 Significance

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-

lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:31985L0337:EN:HTML

18 Air Pollution in the UK 2011: Compliance Assessment Summary http://uk-air.defra.gov.uk/library/annualreport/index



© Mouchel 2014 24

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



© Mouchel 2014 25

4 Baseline Environment 4.1 Traffic Conditions

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.

Table 5 Annual Mean NO2 Monitoring Data: 2009

Site No Receptor ID Monitored

Annual Mean NO2 (µg/m3)

Verification Zone

1 HA1 44.2 Bawtry Road

2 SCC003 55.0 Bawtry Road




6 SG11 51.7 Bawtry Road





© Mouchel 2014 26



Verification Zone


10 MO034 47.3 Brinsworth

11 RMBC047 37.0 Brinsworth




15 RMBC_CM03 34.9 Brinsworth



18 RMBC052 35.7 Meadow Bank

19 BMBC089 33.5 Motorway

20 MO024 43.0 Motorway

21 RMBC024 46.0 Motorway




25 SCC001 34.0 Motorway



28 HA10 58.0 Tinsley


30 HA9 60.6 Tinsley

31 SY9 49.7 Tinsley





© Mouchel 2014 27



Verification Zone






39 HA2 41.8 Tinsley



42 HA3 41.6 Tinsley

43 HA4 43.2 Tinsley

44 HA5 45.6 Tinsley

45 HA6 49.7 Tinsley

46 HA7 45.9 Tinsley

47 HA8 50.2 Tinsley

48 SCC002 48.0 Tinsley





53 SG10 45.6 Tinsley

54 SY1 49.7 Tinsley

55 SY2 44.6 Tinsley

56 SY3 37.5 Tinsley

57 SY5 36.5 Tinsley

58 SY6 33.4 Tinsley



© Mouchel 2014 28



Verification Zone

59 SY8 44.6 Tinsley

60 MO032 36.3 Tinsley

61 MO031 33.7 Tinsley

62 BDC010 38.0 Barlborough









71 BMBC079 62.4 Dodsworth Road



74 BMBC081 32.2 J37

75 BMBC082 32.0 J37

76 BMBC083 31.0 J37

77 BMBC152 35.7 J37

78 ARUP_016 35.5 Wales

79 ADC009 36.0 Bolsover

80 BDC027 45.5 Bolsover






© Mouchel 2014 29



Verification Zone



86 URS1 40.0 Bolsover














100 NEDDC13 33.8 Duckmanton

101 CBC033 29.6 Duckmanton



104 NEDDC04 22.6 A61

105 CBC031 23.8 A61

106 CBC005 26.3 A61

107 CBC029 30.0 A61

108 SCC070 30.0 A61



© Mouchel 2014 30



Verification Zone

109 CBC008 30.2 A61

110 CBC011 32.8 A61

111 SCC069 33.0 A61

*exceedences are highlighted in bold

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.

4.3 Ecologically Sensitive Receptors (Designated Sites)

No sites of Special Scientific Interest (SSSI) lie within the study area.



© Mouchel 2014 31

5 Operation Phase Assessment 5.1 Introduction

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.



© Mouchel 2014 32

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.



© Mouchel 2014 33

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

50mph schemes

Location 70mph DS-DN 60mph DS-DN 50mph DS-DN

J37-38 1,144 -1,406 -5,615

J36-37 1,704 -1,107 -6,296

J35a-36 3,042 -50 -7,796

J35-35a 4,313 541 -9,395

J34n-35 4,603 424 -11,343

J34s-34n 4,049 -268 -10,859

J33-34s 3,730 -1,390 -15,125



© Mouchel 2014 34

Location 70mph DS-DN 60mph DS-DN 50mph DS-DN

J32-33 5,209 202 -12,478

J31-32 1,840 -2,609 -13,892

J30-31 4,092 119 -8,262

J29a-30 3,783 225 -7,270

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

Gap Analysis (NO2 µg/m3)

Change at 2015

Change at 2030

Locations X Y DN

2015 DS

2015 DN

2030 DS

2030 DS - DN DS - DN

1 Blackburn J34a north

438261 393173 47.6 47.8 31.6 33.0 0.2 1.4


438423 393027 49.7 50.0 33.0 34.5 0.3 1.5


438588 392880 52.5 52.9 34.9 36.4 0.4 1.5


438830 392601 53.1 53.9 35.1 36.2 0.8 1.1


438883 392508 50.5 51.2 33.3 34.3 0.7 1.0

6 J34a 439357 391899 50.1 50.2 33.0 33.5 0.1 0.5

7 J34a 439361 391903 48.6 48.8 32.1 32.5 0.2 0.4

8 Tinsley J34 439854 390982 61.4 61.2 40.3 40.9 -0.2 0.6

9 Tinsley J34 439897 390745 45.8 45.7 30.6 31.0 -0.1 0.4

10 Tinsley J34 439927 390965 55.2 55.0 36.4 36.6 -0.2 0.2

11 Tinsley J34 439983 390857 54.4 54.0 35.5 35.5 -0.4 0.0

12 Tinsley J34 439993 390810 52.9 52.4 35.2 35.3 -0.5 0.1

13 Tinsley J34 440046 390729 52.0 51.6 34.8 35.0 -0.4 0.2

14 Tinsley J34 440050 390726 51.2 50.9 34.3 34.6 -0.3 0.3



© Mouchel 2014 35

Gap Analysis (NO2 µg/m3)

Change at 2015

Change at 2030

Locations X Y DN

2015 DS

2015 DN

2030 DS

2030 DS - DN DS - DN

15 J33 West 441781 389232 49.2 48.9 33.0 33.9 -0.3 0.9

16 J33 West 441791 389241 43.5 43.1 29.2 29.8 -0.4 0.6

17 J33 West 441801 389251 39.9 39.6 26.9 27.4 -0.3 0.5

18 J33 West 441810 389260 41.1 40.6 27.7 28.2 -0.5 0.5

19 J33 West 442840 389165 41.5 40.8 27.6 27.3 -0.7 -0.3

20 J33 West 442848 389168 41.4 40.8 27.6 27.2 -0.6 -0.4


438390 393075 42.9 43.0 28.5 29.6 0.1 1.1

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



© Mouchel 2014 36

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

Area

Pollutant TG(09) - NO2

Gap

Factored -

NO2

PM10

Annual Mean Objective Limit (µg/m3) 40 40 40

DN Exceedences 25 358 0

DS Exceedences 23 356 0

New Exceedences 0 1 0

Number of Properties

> 40µg/m3

Removal of Exceedences 2 3 0

Total Number of

Properties Improvement in

Concentration 1742 1871 198



© Mouchel 2014 37

Pollutant TG(09) - NO2

Gap

Factored -

NO2

PM10


Deterioration in


No Change in


Maximum Worsening 0.7 0.9 0.1 DS-DN Annual Mean

Change (µg/m3)

Maximum Benefit -3.5 -4.8 -0.1

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:

• Bolsover (J28)

• Barlborough (J30),

• Wales (J30-31),

• Aston (J31),

• J31-J33



© Mouchel 2014 38

• Brinsworth – Catcliffe (J33-J34)

• Blackburn - Tinsley (J34),

• J35-J37, and

• A617 (at J29)

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)

Pollutant TG(09) -

NO2

Gap

Factored -

NO2

PM10






> 40µg/m3

Removal of

Exceedences 0 1 0

Total Number of Properties Improvement in

343 372 47

20 The Highways Agency (2012) Interim Advice Note 170/2, [online at:

http://www.dft.gov.uk/ha/standards/ians/pdfs/ian170.pdf]



© Mouchel 2014 39

Pollutant TG(09) -

NO2

Gap

Factored -

NO2

PM10


Concentration

Deterioration in


No Change in



Change (µg/m3)


Maximum Receptor X Y DN DS Change

Worsening B611 444922 358843 45.1 45.8 0.7

Benefit B200 445044 356814 37.3 32.5 -4.8

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.




© Mouchel 2014 40

Table 12 Summary of 2015 Modelled Results for Barlborough (J30)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40 µg/m3

Removal of

Exceedences 0 1 0

Improvement in


Deterioration in

Concentration 91 112 10 Total Number of Properties

No Change in


Maximum Worsening 0.5 0.5 0.1 DS-DN Annual Mean Change

(µg/m3)



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.



© Mouchel 2014 41


Table 13 Summary of 2015 Modelled Results for Wales (J30-31)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in

Concentration 1 1 0

Total Number of Properties

No Change in


Maximum Worsening 0.1 0.2 N/A DS-DN Annual Mean Change

(µg/m3)



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



© Mouchel 2014 42

as a result of the proposed scheme with the maximum decrease in NO2 concentration of 0.3µg/m3.

J31-33

A summary of the Long Term Gap Analysis and TG(09) NO2 results for the J31-33 study area are presented in Table 14.


Table 14 Summary of 2015 Modelled Results for J31-33

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


Total Number of Properties

No Change in



(µg/m3)



Worsening AT174 449622 391676 31.7 31.9 0.2

Benefit AT008 448013 387389 33.2 32.8 -0.4



© Mouchel 2014 43

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.


Table 15 Summary of 2015 Modelled Results for Brinsworth - Catcliffe (J33 – J34)

Pollutant TG(09) -

NO2

Gap

Factored

- NO2

PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


No Change in


Maximum Worsening 0.2 0.3 0.1

DS-DN Annual Mean

Change (µg/m3) Maximum Benefit

-0.3 -0.4 -0.1


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



© Mouchel 2014 44

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.


Table 16 Summary of 2015 Modelled Results for Tinsley Blackburn (J34)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 2 1 0

Improvement in


Deterioration in


No Change in



(µg/m3)



Worsening TB0810 438830 392601 52.7 53.6 0.9

Benefit TB0309 439993 390810 50.5 50.1 -0.4



© Mouchel 2014 45

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.


Table 17 Summary of 2015 Modelled Results for J35 – J37)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


No Change in



(µg/m3)



Worsening DB523 432282 405960 53.4 53.5 0.1



© Mouchel 2014 46

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10


Benefit DB010 437101 394668 52.4 51.3 -1.1

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

Study Area

Pollutant TG(09) -

NO2

Gap Factored -

NO2

PM10

Annual Mean Objective Limit (µg/m3)

40 40 40





> 40µg/m3

Removal of

Exceedences 0 0 0

Total Number of

Properties Improvement in




© Mouchel 2014 47

Deterioration in


No Change in



Change (µg/m3)


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:

• Bolsover (J28)

• Duckmanton (J29a),

• Barlborough (J30),

• Wales (J30-31),

• Aston (J31),

• J31-J33

• Brinsworth – Catcliffe (J33-J34)

• Blackburn - Tinsley (J34),

• J35-J37



© Mouchel 2014 48

• J37-J42

• A61 (Clay Cross to Dronfield) and

• A617 (at J29)

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






> 40µg/m3


Improvement in


Deterioration in


No Change in Concentration 59 27 507

Maximum Worsening 1 2.1 0.2 DS-DN Annual Mean Change

(µg/m3) Maximum Benefit -1.8 -3.1 N/A

21 The Highways Agency (2012) Interim Advice Note 170/2v3, [online at:

http://www.dft.gov.uk/ha/standards/ians/pdfs/ian170.pdf]



© Mouchel 2014 49

Pollutant

TG(09)

- NO2

Gap Factored

- NO2 PM10



Worsening B611 444922 358843 32.2 34.3 2.1

Benefit B200 445044 356814 27.0 23.9 -3.1

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),

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 0 0 0

Deterioration in


No Change in




© Mouchel 2014 50

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10



(µg/m3)

Maximum Benefit N/A N/A N/A


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.


Table 21 Summary of 2030 Modelled Results for Barlborough (J30),

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3


Improvement in


Deterioration in




© Mouchel 2014 51

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10


No Change in



(µg/m3)



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.


Table 22 Summary of 2030 Modelled Results for Wales (J30-31)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10





> 40µg/m3




© Mouchel 2014 52

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10


Removal of

Exceedences

0 0 0

Improvement in

Concentration

0 0 0

Deterioration in

Concentration

152 152 71 Total Number of Properties

No Change in

Concentration

0 0 81

Maximum Worsening 0.9 2.0 0.2

DS-DN Annual Mean Change

(µg/m3)



Worsening W092 447400 382923 34.9 36.9 2.0


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.




© Mouchel 2014 53

Table 23 Summary of 2030 Modelled Results for Aston (J31),

Pollutant

TG(09) -

NO2

Gap Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 0 0 0

Deterioration in


No Change in

Concentration 0 0 2


Change (µg/m3)



Worsening AS005 447921 385373 30.9 32.0 1.1


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.




© Mouchel 2014 54

Table 24 Summary of 2030 Modelled Results for, J31- J33

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 0 3 0

Deterioration in


No Change in



(µg/m3)

Maximum Benefit N/A -0.1 N/A


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.



© Mouchel 2014 55


Table 25 Summary of 2030 Modelled Results for Brinsworth – Catcliffe (J33-J34)

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 0 2 0

Deterioration in


No Change in



(µg/m3)

Maximum Benefit N/A -0.1 N/A


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.




© Mouchel 2014 56

Table 26 Summary of 2030 Modelled Results for Blackburn - Tinsley (J34)

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 1 2 3

Deterioration in


No Change in


Maximum Worsening 1 1.8 0.3 DS-DN Annual Mean Change

(µg/m3)



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.




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Table 27 Summary of 2030 Modelled Results for J35-J37

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in

Concentration 1 2 0

Deterioration in


No Change in


Maximum Worsening 0.6 1 0.3 DS-DN Annual Mean Change

(µg/m3)

Maximum Benefit -0.2 -0.5 N/A


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.




© Mouchel 2014 58

Table 28 Summary of 2030 Modelled Results for Barnsley – Wakefield (J37-J42)

Pollutant

TG(09) -

NO2

Gap Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


No Change in


Maximum Worsening 0.6 1 0.1 DS-DN Annual Mean Change

(µg/m3)

Maximum Benefit N/A N/A -0.6


Worsening R26 430194 411329 21.7 22.7 1.0


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



© Mouchel 2014 59

Table 29 Summary of 2030 Modelled Results for A61 (Clay Cross to Dronfield)

Pollutant

TG(09) -

NO2

Gap

Factored

- NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


No Change in


Maximum Worsening N/A N/A N/A DS-DN Annual Mean Change

(µg/m3)



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.




© Mouchel 2014 60

Table 30 Summary of 2030 Modelled Results for A617

Pollutant

TG(09) -

NO2

Gap

Factored -

NO2 PM10






> 40µg/m3

Removal of

Exceedences 0 0 0

Improvement in


Deterioration in


No Change in



(µg/m3)



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.



© Mouchel 2014 61

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.



© Mouchel 2014 62

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 scheme is compliant with the Directive

A compliant Zone will become

non-compliant No Low

The scheme delays Defra’s date

for achieving compliance No Low

The scheme increases the road

length in exceedance No Neutral

Reason(s) for

High Risk

The scheme increases

concentrations overall on roads

that exceed

Yes

One PCM links already in

exceedence of NO2 objective

experience change 0.9 µg/m

3. Low

Note:

Where:



© Mouchel 2014 63

Risk Rating Corresponding Advice

High Risk Non-compliant with the Directive

Neutral / Low Risk 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


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

Do-something PM10 Total



© Mouchel 2014 64

PM10, SUMMARY OF

ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m

THE AGGREGATED


assessment assessment PM10 (II):


Net total assessment for

PM10, all routes (II-I) 7.70

Number of properties with

an improvement

71


no change

2067


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

Table 35 Local Air Quality Results for NO2

NO2, SUMMARY OF

ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m

THE AGGREGATED



routes (min) 49 460 820 955 2284


routes (some) 49 460 820 955 2284

Do-minimum NO2

assessment

Total assessment NO2 (I):



© Mouchel 2014 65

NO2, SUMMARY OF

ROUTES: 0-50m 50-100m 100-150m 150-200m 0-200m

THE AGGREGATED



Do-something NO2

assessment

Total assessment NO2 (II):


Net total assessment for

NO2, all routes (II-I) 44.40


an improvement

806


no change

738


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.



© Mouchel 2014 66

Table 36 Summary of Regional Emissions in assessment

HC** NOx** PM10** CO2**

Pollutant tonnes/yr tonnes/yr tonnes/yr tonnes/yr

Base Year (2009) 4.20 35.01 2.20 9427.65

Do Nothing (2015) 2.12 23.52 1.86 9581.55

Do Something (2015) 2.04 21.45 1.76 9495.83

Do Nothing (2030) 71.48 197.71 36.24 289969.70

Do Something (2030) 73.62 216.49 37.55 306894.97

Change from Do Nothing to

Do Something (2015) -0.08 -2.07 -0.10 -85.71

Change from Do Nothing to

Do Something (2030) 2.14 18.78 1.31 16925.27

Percentage Change (%)

(DS-DN 2015) -3.9% -8.8% -5.1% -0.9%

Percentage Change (%)

(DS-DN 2030) 3.0% 9.5% 3.6% 5.8%



© Mouchel 2014 67

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.



© Mouchel 2014 68

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

proposed works

Hospitals and Medical Centres 1

Nurseries and Schools 4

Care Homes 2

Residential 1459

Distance Band

No. of Sensitive Receptors

within 200m of proposed

works

No. of Sensitive Receptors

within 200m of Gantries &

ERAs

Total 1466 1291



© Mouchel 2014 69

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


• 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.

22

London Councils, The Control of Dust and Emissions from Construction and Demolition: Best Practice Guidance,

November 2006



© Mouchel 2014 70

Transportation, Storage and Handling of Materials


• 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.



© Mouchel 2014 71

7 Summary 7.1 Local Air Quality Assessment

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)



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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.



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Appendix 3: Draft Note on Highway’s Agency’s Interim Alternative NOx and NO2 Projections (24 October 2013)

M1 J32-35a AQ Assessment Technical Report€¦ · Author Mouchel Owner Andy Kirk (HA Project...

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