A66 Northern Trans-Pennine Route Upgrade

Potential environmental effects

Chapters 5 to 14 of the PEI Report describe the impacts relating to each of the topics considered, and can be accessed via the links along the left hand site. This page describes the approach to the assessment of effects and provides a summary of the findings.

PEI Report Chapter 4 : Click Here

PEI Report Appendices : Click Here

PEI Report Chapter 16 : Click Here

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Under the Infrastructure Planning (Environmental Impact Assessment) Regulations 2017, the project is defined as the type and scale of development that automatically requires an EIA to be undertaken. Accordingly, an EIA is being undertaken to meet the requirements of the relevant planning policy and legislation and assess the effects of the project on the environment.

The EIA considers impacts during the construction and operation of the project. In order to preliminarily identify the likely significant effects of the project on the environment, an understanding of the environment that would be affected by the project (the ‘baseline conditions’) has been established through desk-based research, site surveys and engagement with stakeholders. The baseline conditions are not necessarily the same as those that exist at the current time; they are also the conditions (referred to as future baseline) that would exist in the absence of the project either at the time that construction is expected to start, or the time that the project is expected to open to traffic.

Preliminary likely significant environmental effects of the project have been identified through a process by which the sensitivity of the receptor, and the level and type of change are considered to determine the significance of effect.

The project comprises eight individual schemes. This complexity means that, where relevant, the preliminary assessments have considered identification of effects and proposed mitigation specific to each scheme (including any options for those schemes) as well as considering the potential for routewide effects.

For the purposes of the assessment, the start of construction is assumed to be early 2024 and the opening year when the project is to become operational, i.e. fully open to traffic, is assumed be 2029. The traffic data used for the operational phase modelling is based on an opening year (2031) later than that used throughout PEI Report (2029) as the traffic modelling was based on an earlier construction programme of seven years. Updated traffic modelling using an opening year of 2029 will underpin the assessments presented in the ES. This difference is not expected to lead to any new or different significant effects being identified.

During construction, the project’s potential adverse impacts will be avoided or reduced by the implementation of industry standard practice and control measures, which will be contained within an Environmental Management Plan (EMP). An outline of the EMP is included in Appendix 4.1 of the PEI R eport.

Mitigation measures that might be required to reduce the effects of the construction and operation of the upgraded road are being developed. The topic chapters within the PEI Report give an indication of the sorts of mitigation measures that could be used. In each case these are being further developed and will be reported in the ES and other application documents.

At the current stage, potential mitigation such as replacement habitats and landscape planting, has been identified through surveys, assessment and consultation. Surveys are ongoing and the design will continue to develop. As such the Mapbooks provide an overview of mitigation that is being considered based on a number of assumptions (so not all of the mitigation shown will definitely be required). This will be developed further in response to survey findings, design development, consultation and further assessment.

This section provides an overview of the preliminary findings of the environmental assessment. It is important to note that not all potential likely significant effects identified occur for every scheme alternative. Unless otherwise stated in the technical chapters, the preliminary likely significant effects are summarised on a scheme by scheme basis (including any alternatives for those schemes) in the table at the back of this NTS.

Further work continues to be undertaken as part of the EIA process to confirm the preliminary findings presented below. The final assessment of environmental impacts will be presented in the ES that will be submitted with the DCO application.

Cumulative and combined effects

As detailed in PEI Report Chapter 15: Cumulative and Combined Effects, an assessment is being undertaken of cumulative effects arising from the following:

  • The combined effects from the proposed project on a single receptor from a number of individual environmental impacts, for example noise, dust and traffic.
  • Proposed developments in the vicinity of the project that are in planning or have been consented, combined with the effects of the project.

Combined impacts from the action of a number of different impacts upon a single resource/receptor will be considered within the environmental factor chapters of the ES.

Data is being gathered regarding other proposed developments to facilitate the assessment of likely cumulative effects. A preliminary review of planning applications and allocations within the area around the project has been undertaken to identify any other developments which may result in a cumulative effect together with the project, which may result in a greater, new or different significant effect than would result from the project on its own. The search area for these other developments was the largest combined area based on the likely distances from which developments could influence each environmental topic. Based on an initial review, planning applications and applications that may have the potential to generate cumulative impacts with the project are presented in Figure 15.1 within Chapter 15: Cumulative and Combined Effects.

The cumulative effects will be assessed when the conclusions of individual environmental factor assessments have been reached and reported. A full cumulative effects assessment will be included within the environmental factor chapters of the ES.

Summary of likely significant environmental effects

As part of the ongoing EIA work, we are continuing to consider mitigation measures, and where appropriate, any proposed monitoring arrangements.

Taking into consideration any mitigation measures proposed at this point of the assessment as discussed in section 4 of this document and the technical chapters, a summary of the preliminary assessment of likely significant environmental effects is presented in the tables below at a routewide and scheme by scheme level. Where results are subject to further mitigation design and assessment, this is detailed in the tables.

Route Wide : Table 5-1

M6 Junction 40 to Kemplay Bank : Table 5-2

Penrith to Temple Sowerby : Table 5-3

Temple Sowerby to Appleby : Table 5-4

Appleby to Brough : Table 5-5

Bowes Bypass : Table 5-6

Cross Lanes to Rokeby : Table 5-7

Stephen Bank to Carkin Moor : Table 5-8

A1(M) Junction 53 Scotch Corner : Table 5-9