Devon County Council A382 Improvements. Non Technical Summary

Transcription

1 Devon County Council A382 Improvements Non Technical Summary March 2016

2 INTRODUCTION 1. This Non Technical Summary (NTS) has been produced by SLR Consulting Limited (SLR) on behalf of Devon County Council (the Applicant) as a separate document to accompany the planning submission and forms as compulsory part of the Environmental Statement (ES). 2. The NTS is part of a package of documents being submitted in support of the planning application (accompanied by an Environmental Statement) for the A382 Corridor Improvement Scheme which is located to the West of Newton Abbot between the Drumbridges roundabout on the A38 and West Golds Way in Newton Abbot. 3. This document provides, in non-technical language, a brief summary of the proposed development together with the likely effects that it would have on the environment. The NTS is provided as a stand-alone document in accordance with best practice, for ease of circulation. The NTS is also provided within Chapter 16 of the ES. BACKGROUND TO THE APPLICATION 4. Devon County Council (DCC) is committed to a highway improvement programme and the A382 Corridor Improvements Phase 1 scheme is the first phase of this wider improvement programme to the west of Newton Abbot between the A38 and Newton Abbot encompassing the A382 Corridor Improvements and Houghton Barton Package schemes. 5. A Countywide programme of highway improvement schemes along with the appropriate funding are submitted by the County Council's Executive Committee, and approved schemes are implemented during the following financial year. The schemes, including the current proposals, are aimed at delivering development and improving journey times to the west of Newton Abbot, improving safety and encouraging the use of sustainable modes of transport. 6. Current traffic flows on the A382 are in the region of 19,000 vehicles per day (2way) with flows in excess of 900 vehicles per hour southbound in the afternoon peak. Current average speeds in the off-peak are less than 40mph (64km/h) despite the road being subject to national speed limit (60mph/96 km/h). The average speed southbound in the PM peak is 26mph (42 km/h). 7. In addition, the section of the A382 into Newton Abbot town centre from Churchill s Roundabout to the Highweek Street signalised junction is busy and slow moving at peak times. Delays are experienced on the A382 and A383 corridors, primarily due to blocking back from the Highweek Street signalised junction. A382 Improvements ES NTS P a g e NTS-1 SLR Consulting Limited

3 8. As such the route is operating close to capacity due to the low design standard of the road which is estimated to have a capacity of about 1,100 vehicles per hour. It is expected that the situation will increasingly deteriorate due to the significant housing and employment development proposed in the Newton Abbot and Kingsteignton area. It is forecast that traffic flows on the A382 could increase to 1,500 vehicles per hour northbound during the AM peak and southbound during the PM peak by Whilst the A383 provides an alternative route for A38 southbound traffic, there is no easy alternative for A38 northbound traffic from the west of Newton Abbot without travelling through Newton Abbot. 10. The objective of the proposed scheme is therefore to increase capacity on the A382 and provide relief to Churchill s roundabout to a level which can accommodate the predicted demand from the high level of residential and employment growth within Newton Abbot. The proposed Jetty Marsh II connection will provide relief for Churchill s roundabout by providing a better alternative for traffic travelling between the A382 and Jetty Marsh Road (Balls Corner). THE PROPOSALS 11. The scheme proposes improvements to the A382 to straighten both the horizontal and vertical alignment, widen the highways carriageway to 10m and increase visibility thereby increasing speed and capacity. Also proposed is a new route (Jetty Marsh II) connecting White Hills Croft on the A382 to West Golds Way. 12. As a direct result of the improvements, the scheme will also deliver improved pedestrian and cycle links between Newton Abbot, Drumbridges and proposed housing developments via a dedicated pedestrian cycle way along the entire route of the A382 Improvement Corridor. This would link to pedestrian and cycling improvements as part of the Drumbridges Scheme connecting to Heathfield, and also serve a park and change site at Forches Cross as part of a wider package of improvements. 13. The proposed junction strategy for the A382 improvements is to have roundabouts for key junctions such as those accessing new developments at Houghton Barton and Whitehill, and at the connection with the Jetty Marsh II Scheme. Roundabouts are considered appropriate, subject to suitable provision for cyclists and pedestrians. A382 Improvements ES NTS P a g e NTS-2 SLR Consulting Limited

4 Figure NTS-1 Scheme Setting 14. Widening the route to 10m will allow ghost island junctions to be accommodated where appropriate. The use of ghost islands instead of simple T junctions allows the flow of traffic to be maintained through the junctions while vehicles are waiting to turn right therefore limiting any impact on the capacity of the road. 15. The main improvements can be summarised as follows: A38 to Trago Mills Roundabout: Approx. 500m long; Separated dual carriageways predominantly at existing levels; Footway/Cycleway alongside southbound carriageway; Existing 20m radius roundabout enlarged to 30m radius; 4-arm, Roundabout centre point moved approx. 25m northwards; Footway/cycleway crosses northern arm of roundabout and skirts western arms; and Trago Mills Road and Ilford Park Polish Home access roads improved. Trago Mills Roundabout to Stover School: Approx. 750m long; Combination of shared and separated carriageway, predominantly on embankment; A382 Improvements ES NTS P a g e NTS-3 SLR Consulting Limited

5 Crossing of Liverton Brook to be designed; Footway/Cycleway alongside southbound carriageway; and Access to Stover School (to be left-in/left-out only) Stover School to Greycoat Lane: Approx 900m long; Shared carriageway predominantly at existing levels; Footway/Cycleway alongside southbound carriageway; New pedestrian/cycle bridge across A382 New roundabout approx. 200m north of Greycoat Lane; 3-arm, Roundabout of 20m radius with access to Forches Cross Industrial Estate, new link onto Staplehill Road and onwards to the A383; Junction with Greycoat Lane (to be left-in/left-out only); and Existing access to Staplehill Road closed. Greycoat Lane to Ringslade Road: Approx. 580m long; Shared carriageways predominantly on embankment; Footway/Cycleway alongside northbound carriageway; Access to Highweek, private dwelling and ball clay pit; 4-arm, 20m radius roundabout at junction with Ringslade Road. Ringslade Road to Exeter Road/Whitehill Road junction Approx. 750m long; Shared carriageways, southbound predominantly on embankment, northbound predominantly in cutting; Footway/Cycleway alongside northbound carriageway; 4-arm, 30m radius roundabout, to include new access to proposed Whitehill development. Exeter Road/Whitehill Road junction to West Golds Way Approx. 340m long; Shared carriageways predominantly on embankment Footway/Cycleway alongside northbound carriageway BENEFITS OF THE DEVELOPMENT 16. The consideration of improvements to the A382 is determined by one fundamental issue: the existing A382 is not built to modern design standards horizontally or vertically. This restricts visibility and the ability to incorporate future junctions. In addition, the A382 has no facilities for pedestrians or cyclists. The hedges, trees and stone walls that abut the carriageway create an enclosed environment which restricts visibility in places and results in a constrained road space. 17. The scheme will increase the capacity of the A382 corridor and therefore improve access between Newton Abbot and the A38. The A382 A382 Improvements ES NTS P a g e NTS-4 SLR Consulting Limited

6 improvements alone would increase capacity and allow more traffic to reach Newton Abbot but without Jetty Marsh II this traffic would get held up at Churchill s Roundabout. The Jetty Marsh II scheme will route some traffic directly to Balls Corner thus allowing the additional traffic enabled by the A382 to access the town centre. 18. The scheme also aims to deliver improved pedestrian and cycle links between Newton Abbot, Drumbridges and proposed developments via a dedicated pedestrian and cycle way along the entire route of the A382. This will link to pedestrian and cycle improvements as part of the Drumbridges scheme connecting to Heathfield. 19. An additional objective of the scheme is to turn the A382 into a gateway for Newton Abbot. The existing road is not considered an appropriate entrance to an expanding town along a growth corridor. The road standard should be high, the view welcoming and give a feeling of economic growth. ENVIRONMENTAL CONSIDERATIONS 20. The main Environmental Statement (ES) provides a review of the submission and the regulatory framework regarding Environmental Impact Assessment (EIA). The introductory sections of the ES provide a description of the application site; set out its planning history; describe the development proposals; set out the relevant planning policy considerations and alternatives considered; and then provide an analysis and evaluation of the effects of the development on the human and natural environments on a topic by topic basis. Where potential environmental impacts are identified, mitigation strategies are put forward and residual impacts are assessed. As such the ES is intended to provide sufficient information to determine the planning application having due regard to the protection of the local amenity and the environment as a whole. 21. The Environmental Statement addresses the following topics: Transport & Access; Ecology; Landscape & Visual; Archaeology & Cultural Heritage; Noise & Vibration; Air Quality; Climate Change; Water Resources & Flood Risk; Ground Conditions; and Economic Impact. A382 Improvements ES NTS P a g e NTS-5 SLR Consulting Limited

7 22. The following sections of the NTS summarise the findings of the Environmental Statement in a non-technical summary Transport & Access 23. A standalone Transport Assessment (TA) has been produced as part of the Planning Application for the A382 Corridor Improvement Scheme. The TA addresses the proposals from a highway engineering and transportation modelling perspective. The TA concludes that, from a highway engineering and modelling perspective, the proposals will have a positive impact on the local transport network by improving journey times to the west of Newton Abbot, improving safety on the A382 and creating facilities for pedestrians and cyclists therefore encouraging more people to walk and cycle. 24. It was confirmed in the Scoping Opinion from DCC that informed the Environmental Statement that it was not considered necessary that the Transport Assessment (TA) should form part of the Environmental Statement however it is required as part of the planning application. The Transport Assessment (TA) is therefore included within the planning application and as such it forms part of the planning application submission documentation rather than the Environmental Statement. 25. The ES Chapter on Transport & Access reviews, as per the Scoping Opinion, the key environmental effects in relation to noise, air quality and climate change of the proposed A382 Improvement Scheme between Newton Abbot and A38 Drumbridges on transport and access. 26. In terms of noise impacts the assessment results indicate that the impact of scheme related traffic upon the baseline noise environment will be major in the long-term at 36 receptor locations, and substantial in the long-term at 209 receptor locations. It is therefore considered that mitigation of noise impacts will be required, which may include a low noise road surface or acoustic fencing barriers have also been recommended to reduce the predicted impact which can achieve a noise reduction of up to 10dB(A) for residents from traffic on the adjacent road network. 27. With regards to the impact of traffic emissions on air quality, during the construction phase, areas of the scheme in close proximity to the Stover School and at the Whitehills roundabout are considered to have a potentially high risk of causing dust impacts in the absence of mitigation. With the effective implementation of the defined mitigation measures (refer to Air Quality section of the NTS) however, the impacts are considered to be not significant at receptors. During the operational phase of the scheme it is considered not to lead to a significant effect on air quality. 28. On the subject of Greenhouse gases, if nothing is done to improve the existing A382, congestion will increase significantly and this will lead to the A382 becoming increasingly inefficient and dangerous. The increase in GHG emissions that will arise from the congestion could ultimately raise the level of A382 Improvements ES NTS P a g e NTS-6 SLR Consulting Limited

8 emissions by 20% or more above those of an equivalent freely flowing road (the project). 29. During construction of the road a Construction Environmental Management Plan (CEMP) would control potential environmental impacts during construction. DCC and the nominated contractor would employ appropriate measures to ensure that material is not deposited on to the surrounding highway network. 30. It has been determined from the Transport Assessment that the scheme has been assessed to have an overall positive impact on the highway network by reducing journey times and improving safety. Furthermore, the scheme has been shown to not have a severe impact on junctions within and adjacent to the scheme under forecasted traffic flows. 31. Overall, it is considered that the development proposals would have a positive impact in terms of highways and transport when compared to a do nothing scenario and historic use. Ecology 32. A Preliminary Ecological Appraisal and a Desk Study were undertaken to identify receptors potential affected by the Project. A further suite of ecological field surveys was undertaken to provide baseline data for these receptors. 33. The following were identified as Valued Ecological Receptors: o South Hams SAC; o Bovey Heathfield SSSI; o Chudleigh Caves and Woods SSSI; o Chudleigh Knighton Heath SSSI; o Great Haldon Heaths SSSI; o Haldon Forest SSSI; o Stover Park SSSI. o Stover LNR; o West Golds and Jetty Marshes CWS; o Polish Camp UWS; o Ice House Copse and Stover School UWS; o Species rich hedgerows; o Ponds; o Dormouse; o Otter; o Cirl bunting; o Great Crested Newts; and o Bats. A382 Improvements ES NTS P a g e NTS-7 SLR Consulting Limited

9 34. It is anticipated that in the absence of mitigation the construction phase would result in a significant negative effect on the following receptors: o Ice House Copse UWS - as a result of disturbance to roosting greater horseshoe bat; o At least one bat species of Regional/County value as the result of the loss of an assumed maternity roost in the property known as Barrowlands; and o Cirl bunting as a result of habitat loss (based on an assumed presence of the species). 35. In the absence of mitigation it is anticipated that the operational phase would result in significant negative effect on greater horseshoe bat as a result of mortality (collisions with traffic) and lighting (severance of a commuting route). 36. Mitigation has been proposed which reduces the level of effect on each of the receptors listed above to Negligible (not significant) in all cases. 37. Precautionary mitigation has been set out with respect to dormouse, great crested newt, reptiles and ground nesting birds to ensure compliance with relevant legislation. 38. Biodiversity enhancement measures focus on reducing potential mortality of mammals and amphibians associated with traffic and gully pots. 39. Overall the proposed planting plan results in no net loss of woodland habitat as a result of onsite and offsite woodland planting. There is also a net gain in species rich hedgerow habitat. Landscape and Visual 40. The landscape assessment looks at the effects of road widening on landscape character, landscape features, such as hedgerows, and views. The landscape assessment has followed a methodology published by the Landscape Institute. It has assessed the effects during construction and upon completion; 15 years later, when the trees have become semi-mature; and at night. 41. The engineering and landscape proposals seek to avoid adverse effects upon Stover Park Registered Park and Garden and its listed structures, as well as limit the removal of woodland, tree belts and hedgerows along the whole route. This, and the need to minimise adverse effects upon Grade II Listed Stover Bridge, determined the position of the widened road. Some losses of hedgerows, tree groups and woodland edges are inevitable. To compensate new native Devon hedgebanks, trees, woodland and woodland edge planting is proposed and designed to fit into the landscape character. Small sections of Stover Park boundary wall will be rebuilt where affected by the widened road. Planting proposals will surround the drainage basins and noise fencing to marry them into the landscape. An area of compensatory play space will be provided at Orleigh Park. Landscape enhancements are proposed, including wildflower seeding to road verges, new trees in Stover Park and roundabout A382 Improvements ES NTS P a g e NTS-8 SLR Consulting Limited

10 trees. Lost paths and golf holes at Stover Golf Couse will be replaced as part of a separate planning application. Figure NTS-2 Landscape Context (Northern Section) 42. During construction and at completion, there would be moderate adverse effects between Stover Caravan Park and the southern end of the scheme due to removal of hedgerows, the edge of tree belts and copses and the central part of the woodland at Jetty Marsh; the introduction of lit roundabouts and a new pedestrian overbridge at Forches Cross; construction of drainage basins and widening of Stover Bridge. New planting at this stage would be largely under 1m in height and therefore not be effective in reinstating landscape character or screening traffic. A382 Improvements ES NTS P a g e NTS-9 SLR Consulting Limited

11 43. In terms of views during construction and at completion, there would be a major adverse effect upon views towards the A382 from within Stover School grounds near Higher Lodge. Moderately adverse effects would arise due to close views of construction activities on the A382 near Forches Cross, at the edge of Newton Abbot and the public open space at Orleigh Park; and from public footpaths at Templer Way and Stover Golf Course. Medium or long distance views would not be affected as the road corridor is screened by retained woodland and the landform. Figure NTS-3 Landscape Context (Southern Section) A382 Improvements ES NTS P a g e NTS-10 SLR Consulting Limited

12 years after completion, roadside trees should have attained 7-9m, depending on species. Hedgebanks, woodland and woodland edge planting would be established and partly screen traffic and hide roadside embankments and cuttings. Noise fences and drainage basins would be screened by planting. Wildflower seeding would be established. The landscape character would be largely re-established. Most moderate adverse effects at year 1 would be reduced to slight or negligible. Moderate effects would remain at Jetty Marsh where the road is on a 5.5m embankment and a new roundabout constructed. In terms of views, the establishment of new planting would also be beneficial with many adverse effects reducing to slight or negligible. There would be moderate adverse effects from Templer Way as traffic would remain visible on Stover Bridge, the embankment near Orleigh Park, when viewed from the public open space, and near Butland's Plantation, when viewed from Staplehill Road. Figure NTS-4 Landscape Sections 45. At night, there would be local views towards the new road on embankment where none exists at present, although the effect of night-time lighting would be expected to diminish as planting matures. 46. The context of the widened A382 will change over time. Stover Clay Works will be restored. At Ringslade Clay Works, extraction will continue and the spoil A382 Improvements ES NTS P a g e NTS-11 SLR Consulting Limited

13 heap will grow in the short-term. There are outline planning consents for a mixed use development at Pitt's Plantation and a static caravan site at Ilford Park. There is a consented commercial scheme on the northern edge of Newton Abbot and an application for residential development at Whitehill. If all schemes are consented and implemented, they would urbanise the road and change the context of views from the representative viewpoints such that adverse effects would be reduced at the northern and southern ends of the scheme. Archaeology & Cultural Heritage 47. The Archaeology and Cultural Heritage assessment considers the potential direct and non-direct impacts of the proposed development on heritage assets and the historic environment within a Study Area comprising land within the Application Site and within 2km of its boundary. A detailed 200m Study Area comprising land within 200m of the Application Site has been employed for the direct impact assessment. 48. Supporting evaluative work to the Archaeology and Cultural Heritage Chapter has included a Historic Environment Desk Based Assessment, geophysical survey, an Initial Landscape Characterisation Report, an evaluation of areas of woodland through detailed assessment and ground trothing, archaeological trial trenching and earthwork survey. Figure NTS-5 Ordnance Survey 6-inch (1:10.560) scale map showing part of the study area A382 Improvements ES NTS P a g e NTS-12 SLR Consulting Limited

14 49. There are designated and non-designated heritage assets within the bounds of the Application Site and a number will be subject to a direct impact. The Application Site is situated within a rich historic landscape and the extent of known finds and sites of both prehistoric and historic dates demonstrates a high potential for further, unknown archaeological remains to exist within the bounds of Application Site. 50. The magnitude of unmitigated direct impact is predicted to be between Medium adverse and High adverse, with a corresponding prediction of the unmitigated significance of effect of between Moderate harm to Substantial harm. 51. In terms of indirect impact, the magnitude of impact and significance of effect on the registered parkland and its associated listed buildings is predicted to be Neutral. 52. In terms of indirect impact, the magnitude of impact and significance of effect on the remaining designated heritage assets is predicted to be Nil. 53. Taking into account the archaeological mitigation measures outlined within the Archaeology and Cultural Heritage Chapter, the residual impact will comprise a magnitude of mitigated impact predicted to be up to High beneficial and the mitigated significance of effect calculated to be up to Substantial enhancement. 54. The magnitude of unmitigated cumulative impact is predicted to be up to High adverse and the unmitigated significance of effect of the cumulative impact is predicted to be up to Substantial harm. 55. In terms of cumulative impact, the implementation of appropriate archaeological mitigation will result in a magnitude of mitigated impact predicted to be High beneficial and the mitigated significance of effect calculated to be up to Substantial enhancement. Noise & Vibration 56. The proposed scheme by its very nature has the potential to change vehicle flow and composition on the A382, and across the wider network. Consequently this could impact on the noise and vibration environment at nearby sensitive receptor locations. 57. Predictions for the opening year and design year (15-years post development) have been undertaken in accordance with the appropriate calculation methodology in The Calculation of Road Traffic Noise and the potential impact has been assessed in accordance with the Design Manual for Roads and Bridges (DMRB). 58. The Noise Assessment considered the impact of construction noise upon sensitive receptors and also the impact of development related traffic noise upon nearby sensitive receptors. The assessment found that during A382 Improvements ES NTS P a g e NTS-13 SLR Consulting Limited

15 construction, with the exception of the earthworks phase at Berry Knowles, the significance of the construction noise impact is negligible, and therefore mitigation of construction noise is not considered necessary. 59. In the opening years of the scheme, without the implementation of mitigation measures, the locations with the greatest increase in traffic noise level are on land adjacent to the A382 and the new Jetty Marsh Road. At these locations the impact is classed as major. In this area the effect of the noise impact would be an increase in number of people annoyed by traffic noise by more than 35.6%. However the free-flow traffic speed along the main A382 is expected to increase from 40mph to 60mph due to the road improvement works. This has been reflected in the modelling and a large proportion of the noise disturbance is due to the speed increase. 60. At a large number of receiver locations however the noise level will decrease. Adjacent to part of Exeter Road the positive impact will be moderate whilst adjacent to part of the existing Jetty Marsh Road the positive impact will be substantial. In these areas the effect of the noise impact would be a decrease in number of people annoyed by traffic noise. 61. In the future years of the scheme with mitigation the number of receptors where the increase in noise level would have a major impact reduces from 39 to 1. The number of receptors where the increase in noise level would have a substantial impact reduces from 207 to 130. Mitigation in the form of a low noise road surface where roads are typically treated with Hot Rolled Asphalt which can reduce tyre noise of between 3-4dB (A) can be achieved. Acoustic fencing barriers have also been recommended to reduce the predicted impact which can achieve a noise reduction of up to 10dB(A) for residents from traffic on the adjacent road network. Air Quality 62. The proposed scheme has the potential for generating both beneficial and adverse impacts on air quality. Those aspects of, or activities associated with, the proposed scheme that are of relevance to the air quality assessment, are those that may either result in the release of dust during the construction phases or significant changes to traffic emissions along the length of the scheme and on the surrounding local road network. 63. The air quality assessment included an evaluation of the existing air quality in the local area, a Construction Dust Assessment, which was undertaken using the Guidance on the assessment of dust from construction and demolition and a Traffic Emissions Assessment. Detailed air dispersion modelling has been undertaken. 64. The air quality assessment concluded that with respect to the construction phase of the project, areas of the scheme in close proximity to large numbers of sensitive receptors, in particular the Stover School and at the A382 / Jetty Marsh Link II roundabout are considered to have a potentially high risk of causing dust impacts in the absence of mitigation. With the effective A382 Improvements ES NTS P a g e NTS-14 SLR Consulting Limited

16 implementation of the defined mitigation measures however, the impacts are considered to be not significant at receptors. Mitigation measures to be employed, but are not limited to, include: Develop and implement a stakeholder communications plan that includes community engagement before work commences on site. Record all dust and air quality complaints and take appropriate measures to reduce emissions. Ensure an adequate supply of water is available onsite for effective dust suppression. Minimise drop heights from loading shovels and other material handling equipment. Impose a site speed limit of 10mph on unpaved haul roads. Ensure all vehicles engines are switched off when stationary. Plan site layout so machinery is located away from receptors as far as possible. Avoid site runoff of water or mud. In close proximity to sensitive receptors erect solid screens or barriers around dusty activities or the site boundary that are at least as high as any stockpiles. Remove materials that have a potential to produce dust from site as soon as possible, unless being re-used on site. Cease operations during high winds in the direction of sensitive receptors where impacts are likely. Use water assisted dust sweepers on the access and local roads to remove tracked out material as necessary. Implement wheel washing system as required. Ensure vehicles entering and leaving sites are covered to prevent escape of materials during transport. Access areas to be located at least 10m from receptors where possible 65. The scheme incorporates a number of design measures that are of a benefit to air quality from an operational perspective and these include best practice design measures to encourage traffic to flow freely and reduce stop-start traffic. Emissions from road sources typically increase as a result of congestion (that increases the time vehicles are idling in a particular location) or stop/start driving (that may encourage heavy acceleration). Measures to increase free traffic flow include building sufficient capacity on the network and providing turning lanes, roundabouts, and effective sight lines; and the inclusion of a Cycle Path in the scheme encourages a sustainable form of transport. Transport measures that may reduce the number of cars on the road network and result in people using zero-emission modes of transport will benefit air quality in the local and wider area. 66. The impact on receptors adjacent to the scheme is not predicted to be significant and as such further specific mitigation measures along the scheme length are not required. The scheme therefore includes measures that would A382 Improvements ES NTS P a g e NTS-15 SLR Consulting Limited

17 reduce potential impacts on air quality including road design to encourage free flow of traffic and a Cycle Path. The detailed air modelling concluded that the operational phase of the scheme is considered not to lead to a significant effect on air quality. Greenhouse Gas 67. The proposed scheme of enhancements to the A382 would result in an increase in greenhouse gas (GHG) emissions, arising from both the physical construction of the road and the increased volume of traffic that it is predicted will be using it. The total cumulative increase in annual GHG emissions between doing nothing and undertaking the enhancements is anticipated to be 37,737 tonnes carbon dioxide equivalent (CO2e). Approximately 76% of this increase is attributed to the increased number of vehicles using the road, and 24% to the physical construction of the road enhancements. 68. The increase in road users is anticipated to raise the annual operational GHG emissions by 22.7% in 2019 and 33.5% in 2034 compared to a do nothing scenario. Figure NTS-6 Identifying sources of GHG emissions during the baseline, construction and operational phases of the proposed A382 enhancement scheme 69. One primary focus of the control of emissions is to reduce the GHG emissions arising from the construction phase of the project, as these elements are more easily controlled. Sources of GHG emissions during the construction phase include the operation of construction machinery, the removal and disposal of demolition waste, and the production and delivery of new construction A382 Improvements ES NTS P a g e NTS-16 SLR Consulting Limited

18 materials. Where new materials are used, priority will be given to using material from recycled sources, as this will reduce GHG emissions. The proposed use of 10% recycled material is anticipated to reduce the GHG emissions from construction by 8.5%. 70. Whilst any increase in GHG emissions must be regarded as significant, measures have been identified to reduce these impacts as far as possible. The annual increase in operational emissions in 2034, should the road be enhanced, is anticipated to be the equivalent of 0.036% of Devon s total annual GHG emissions in 2012 (the latest date for which figures are available). Water Resources & Flood Risk 71. The proposed scheme crosses two key watercourses; the Liverton Brook in the north and Blatchford Brook in the south, as well as crossing the combined tidal and fluvial floodplain of the River Teign at its southern extent. The proposed scheme therefore has the potential to affect flood risk both to users of the road and to off-site receptors. 72. A review of the flood risk to the site indicates that the existing A382 road is located primarily within Flood Zone 1 (Low Probability). The only exceptions being where the road crosses the Liverton Brook and Blatchford Brook respectively. An assessment of the existing road levels confirms that the fluvial flood risk to the existing road is low. The proposed road alignment of the upgraded A382 will ensure that the entire road length is at least 600mm above the 1% Annual Exceedance Probability (1%AEP) plus climate change (CC) (1:100yr plus climate change) flood extent and therefore the flood risk to road users remains low. 73. The proposed Jetty Marsh Link road crosses an area of low lying land (Jetty Marshes) which are within Flood Zone 2 (Medium Probability) and Flood Zone 3 (High Probability), associated with the River Teign. In order to maintain a useable road during all flood events the carriageway has been raised up above the maximum flood extent to ensure that the road is at least 600mm above the 1% Annual Exceedance Probability (AEP) +climate change (CC) flood level. A review of the proposed road alignment confirms that the link road will be at least 1.21m above the 1% Annual Exceedance Probability (AEP) +climate change (CC) flood level. 74. It is however noted that the raising of the road through Jetty Marshes will result in the loss of flood storage within Jetty Marshes. Compensatory storage has been proposed by lowering of an area of historic fill located to the south-east of the road. A comparison of the flood volumes displaced by the new road against the compensation provided confirms that the proposals will result in a net increase in flood storage of approximately 5,386m 3 and the road will therefore have a minor benefit on down-stream flood risk. 75. A total of five watercourse crossings have been identified along the proposed road route. Hydraulic assessments of the existing watercourse crossings confirms that the two most significant structures along the route; Stover Bridge A382 Improvements ES NTS P a g e NTS-17 SLR Consulting Limited

19 in the north and Blatchford Bridge in the south, are both sized to convey the 1% Annual Exceedance Probability (AEP) + climate change (CC) flow. The other three structures are undersized and currently constrict flow beneath the road. The proposed road improvements will maintain the current capacity of the Stover Bridge and Blatchford bridge while increasing the capacity of the other three crossings to convey flows up to and including the 1% Annual Exceedance Probability (AEP) + climate change (CC) flow. Figure NTS-7 Hydrogeological Setting (extract) 76. The potential risk to groundwater resources is assessed as minor to moderate. The underlying geology comprises of alluvium or colluvium overlying Bovey Formation bedrocks. Although groundwater is potentially present within permeable horizons within the superficial or bedrock deposits, significant groundwater receptors have not been identified. Given that the road scheme will have limited excavations the risk to groundwater levels or flow is minor. The only potential impact is to recharge, however any impact will be mitigated through the Sustainable Drainage Strategy (SuDS) which will allow for infiltration to groundwater wherever possible. 77. A detailed Surface Water Sustainable Drainage Strategy (SuDS) has been produced for the proposed road scheme. The SuDS scheme will ensure that surface water run-off from the road and associated footpaths, verges, embankments and cuttings is controlled and released to appropriate watercourses at rates equivalent to the pre-development greenfield run-off rate. It is noted that the existing road scheme does not have any formal A382 Improvements ES NTS P a g e NTS-18 SLR Consulting Limited

20 surface water management and therefore runoff from the road is uncontrolled. The proposed SuDS scheme will therefore provide a net benefit when compared to the baseline. 78. Water quality impacts on both hydrological and hydrogeological receptors relate to potential impacts during construction of the road scheme and then from surface water run-off from road once constructed. During construction the risk to water quality will be managed through the use of best practice techniques. 79. Water quality impacts from the final road will be mitigated through the use of appropriate proprietary pollution controls which are included within the road drainage, these include silt traps, trapped gullies and petrol interceptors. The surface water drainage follows the Sustainable Drainage Strategy (SuDS) treatment train approach which includes additional water quality controls down-stream of the road drainage including filter strips, swales, attenuation ponds and reed beds. Ground Conditions 80. A preliminary summary of the existing ground conditions has been undertaken of the application site and its surroundings. It then considers the potential geotechnical and geological effects of the proposed Improvement scheme, focusing in particular on the risks that could arise during the construction phase and the risk to future site users. 81. This desk and field based review recovered data which indicates the site is underlain by Made Ground over alluvium and or colluvium with solid deposits of the Bovey Formation. 82. Geotechnical impacts from the proposed development are associated with surface water management and are considered to be of moderate magnitude although mitigation measures that will ensure surface water floods are not compromised are incorporated into the design. These mitigation measures include foundation design and engineering measures to ensure that the development adequately spans the structures and their flow capacity of the structures is not compromised. 83. The significance of effects associated with historic mining are considered to be slight. Where recorded or unrecorded workings are present beneath the site engineering works may be required and can be undertaken to ensure stability of the road. The net effect will be beneficial in terms of eliminating risk of future disruption in the treated areas and no further mitigation is considered necessary. A382 Improvements ES NTS P a g e NTS-19 SLR Consulting Limited

21 84. The assessment of the impact of the proposed development on agricultural land concludes that the effects will be negligible or slight with the volume of higher quality land that is lost being a very small portion of the overall agricultural land volume in the area. 85. Whilst some Ball Clay reserves will be sterilised by the proposed development, as with agricultural land impacts, the portion of lost mineral in the context of the overall reserve is considered to be minimal. As such the significance of this effect is considered to be slight or negligible. Economic Impact 86. The proposed development will constrain a relatively small area of ball clay resource bearing land within the Bovey Basin as a direct result of the proposed widening of the A382 and junction improvements. 87. The level of additional constraint has been assessed in terms of the Bovey Basin Ball Clay Mineral Consultation Area, Ball Clay Resource Area and the existing ball clay workings benefitting from planning permission in the vicinity of the proposed development in addition to future working and development of the ball clay resource. The constraint and sterilisation has also been assessed in relation to national and local mineral safeguarding planning policy. The development proposal whilst located in part within a mineral safeguarding area is considered unlikely to constrain current and future ball clay reserves. Cumulative Impacts 88. Cumulative impacts are those impacts caused by the sum of the projects impacts on the environment component, and/or the projects impacts when added to those of other past, present or future projects. 89. The development proposals could, if unmitigated, have the potential to impact upon the general amenity of receptors and residences in the surrounding countryside through emissions to air (either particulate, gaseous or noise), transportation or through the changes to the appearance of the landscape. These particular issues have however been addressed within specific Sections of the Environmental Statement, and in particular the, and Air Quality, Landscape, Noise and Transport & Access sections. 90. The ES concludes that the development would not cause unacceptable adverse impacts. A382 Improvements ES NTS P a g e NTS-20 SLR Consulting Limited