M1 J28 to 35A Smart Motorway Updated Operating Regime

M1 J28 to 35a Smart Motorway Updated Operating Regime

Air Quality Assessment - Technical Report

M1 J28 to 35a Smart Motorway Updated Operating Regime Appendix D: Air Quality Assessment Technical Report

October 2015 1043319/ENV/DOC/02/001

Working on behalf of the Highways England M1 J28 to 35a Smart Motorway Updated Operating Regime

Air Quality Assessment - Technical Report

Document Control Sheet

M1 J28 to 35a Smart Motorway Updated Operating Document Title Regime Air Quality Assessment Technical Report

Author Mouchel

Owner Highways England

Andy Kirk (Highways England, Project Manager) Phil Barton (Mouchel Project, Director) Distribution Bill Scourfield (Mouchel Project, Manager) All present on the Reviewer List

Document Status Final

Record of Issue Version Status Author Date Checked Date Authorised Date A Draft Alex Tait 06/07/15 R. Atuah 06/07/15 Andrew Thornhill 06/107/15

B Draft Alex Tait 13/07/15 R. Atuah 13/07/15 Andrew Thornhill 13/07/15

C Final R. Atuah 23/10/15 R. Atuah 23/10/15 Andrew Thornhill 26/10/15

Reviewer List

Name Role Andy Kirk Highways England, Major Projects (Senior MP Project Manager)

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

Andy Bean Highways England, Network Services (Principal Air Quality Advisor)

Approvals Name Signature Title Date of Issue Version Project Senior Tony Turton Responsible Officer (SRO)

M1 J28 to 35a Smart Motorway Updated Operating Regime

Air Quality Assessment - Technical Report Contents

Document Control Sheet ...... ii

Contents ...... i

List of Tables ...... iii

List of Figures ...... v

Acronyms ...... vii

1 Introduction ...... 9

2 Statutory Context and Guidance ...... 12

2.1 Legislation ...... 12 2.2 Guidance ...... 14 3 Methodology ...... 15

3.1 Introduction ...... 15 3.2 Traffic Data ...... 15 3.3 Study Area ...... 17 3.4 Background Data ...... 17 3.5 Local and Project Specific Monitoring Data ...... 18 3.6 Meteorological Data ...... 30 3.7 Relevant Receptors of Public Exposure ...... 30 3.8 Ecologically Sensitive Receptors (Designated Sites) ...... 30 3.9 Dispersion Model Verification (including Assumptions and Limitations) ...... 30 3.10 Long Term Nitrogen Dioxide Trends ...... 32 3.11 Significance ...... 33 3.12 Compliance Risk Assessment ...... 34 3.13 WebTAG Local Appraisal ...... 35 3.14 Regional Emissions Assessment ...... 35 4 Baseline Environment ...... 36

4.1 Traffic Conditions ...... 36 4.2 Air Quality Management Areas (AQMAs) ...... 36 4.3 Local Air Quality Monitored Concentrations ...... 37 4.4 Ecologically Sensitive Receptors (Designated Sites) ...... 43 5 Operation Phase Assessment ...... 44

5.1 Detailed Assessment ...... 44

Air Quality Assessment - Technical Report

5.2 Base Year (2012) ...... 44 5.3 Opening Year (2017) Summary 70mph SM-ALR ...... 45 5.4 Significance ...... 46 6 Mitigation ...... 49

6.1 Mitigation Options Investigated ...... 49 6.2 Opening Year (2017) Summary (Mitigation Option 4) ...... 50 6.3 Ecologically Sensitive Receptors (Designated Sites) ...... 50 6.4 Significance ...... 52 6.5 Opening Year – Geographical Areas Discussion (Mitigation Option 4) ...... 56 6.6 Compliance Risk Assessment ...... 62 6.7 WebTAG Local Assessment ...... 64 6.8 Regional Assessment ...... 65 6.9 Mitigation Timeframe Projection ...... 66 6.10 Staggered Implementation of the ALR Operating Regime ...... 68 7 Summary ...... 69

7.1 Proposed Scheme (70mph SM-ALR) ...... 69 7.2 Mitigation ...... 69 7.3 Compliance Assessment ...... 69 7.4 Mitigation Timeframe Projection ...... 70 Annex 1: Figures ...... 71

Annex 2: Statutory Context ...... 72

Annex 3: Draft Note on Highway’s Agency’s Interim Alternative NOx and NO 2 Projections (24 October 2013) ...... 73

Annex 4: Wind Roses ...... 74

Annex 5: Model Verification ...... 75

Annex 6: AQMAs and Local Air Quality Management within the Study Area ...... 76

Annex 7: Opening Year Results ...... 77

Annex 8: Compliance Risk Assessment ...... 78

Annex 9: Mitigation Timeframe Projection ...... 79

Air Quality Assessment - Technical Report List of Tables

Table 1: Objectives for NO 2 and PM 10 ...... 12 Table 2: Annual Average Weekday and Weekend Time Periods used in the Assessment ...... 16

Table 3: NO 2 Continuous Monitor and Diffusion Tube Monitoring Locations used for Model Verification ...... 19 Table 4: Verification Adjustment Zones ...... 32 Table 5: Guideline Bands used in Determining the Significance of Local Air Quality Effects ...... 34

Table 6: Annual Mean NO 2 Monitoring Data: 2012 ...... 37

Table 7: Geographical Breakdown of Modelled Base Year Annual Mean NO 2 Results in Exceedence of AQS Objectives...... 44 Table 8: Local Air Quality Receptors Informing Scheme Significance for the Standard SM-ALR Scheme (2017) ...... 46 Table 9: Geographical Distribution of Significant Impacts of the Standard SM-ALR Scheme ...... 47

Table 10: Annual Mean NO x Concentrations at Bogs Farm Quarry SSSI ...... 51 Table 11: Annual Mean N-Deposition Rates at Bogs Farm Quarry SSSI ...... 51 Table 12: Local Air Quality Receptors Informing Mitigated Operating Regime Significance (2017) ...... 52 Table 13: Geographical Distribution of Significant Impacts - Mitigated Operating Regime ...... 53 Table 14: Evaluation of Local Operational Air Quality Significance ...... 54

Table 15: Selected Opening Year Modelled Annual Mean NO 2 Results for Erewash (J25) ...... 56

Table 16: Selected Opening Year Modelled Annual Mean NO 2 Results for Broxtowe (J26) ...... 57

Table 17: Selected Opening Year Modelled Annual Mean NO 2 Results for Ashfield ...... 57

Table 18: Selected Opening Year Modelled Annual Mean NO 2 Results for Bolsover (J28) ...... 58

Table 19: Selected Opening Year Modelled Annual Mean NO 2 Results for the A617 ...... 58

Table 20: Selected Opening Year Modelled Annual Mean NO 2 Results for Duckmanton ...... 59

Table 21: Selected Opening Year Modelled Annual Mean NO 2 Results for Barlborough (J30) ...... 59

Table 22: Selected Opening Year Modelled Annual Mean NO 2 Results for Wales (J30-31) ...... 60

Table 23: Selected Opening Year Modelled Annual Mean NO 2 Results for J31-33 ...... 60

Table 24: Selected Opening Year Modelled Annual Mean NO 2 Results for Brinsworth - Catcliffe ...... 61

Air Quality Assessment - Technical Report

Table 25: Selected Opening Year Modelled Annual Mean NO 2 Results for Blackburn - Tinsley ...... 61

Table 26: Selected Opening Year Modelled Annual Mean NO 2 Results for J35-38 ...... 62

Table 27: Selected Opening Year Modelled Annual Mean NO 2 Results for Wakefield ...... 62

Table 28: Plan Level Local Air Quality Results for PM 10 ...... 64

Table 29: Plan Level Local Air Quality Results for NO 2 ...... 65 Table 30: Summary of Regional Emissions – Mitigated Operating Regime ...... 65

Table 31: Projection Factors Applied to Opening Year NO 2 Results ...... 67 Table 32: Local Air Quality Receptors Informing Scheme Significance for the proposed scheme without mitigation projected from 2017 to 2022...... 67

Air Quality Assessment - Technical Report List of Figures

Figure 1: Air Quality Study Area Figure 2: Locations of the Monitoring Sites used in the assessment Figure 3: Verification Zones

Figure 4: Base Year annual mean concentration NO 2

Figure 5: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – DN Proposed

Figure 6: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – DS Proposed

Figure 7: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – Change Proposed

Figure 8: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – DN Mitigated

Figure 9: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – DS Mitigated

Figure 10: 2017 Annual Mean Concentration NO 2 at Significantly Effected Receptors – Change Mitigated

Figure 11: 2017 Erewash DN Annual Mean Concentration NO 2

Figure 12: 2017 Erewash Mitigated DS Annual Mean Concentration NO 2

Figure 13: 2017 Erewash Annual Mean Concentration NO 2 Change

Figure 14: 2017 Broxtowe DN Annual Mean Concentration NO 2

Figure 15: 2017 Broxtowe Mitigated DS Annual Mean Concentration NO 2

Figure 16: 2017 Broxtowe Annual Mean Concentration NO 2 Change

Figure 17: 2017 Ashfield DN Annual Mean Concentration NO 2

Figure 18: 2017 Ashfield Mitigated DS Annual Mean Concentration NO 2

Figure 19: 2017 Ashfield Annual Mean Concentration NO 2 Change

Figure 20: 2017 Bolsover DN Annual Mean Concentration NO 2

Figure 21: 2017 Bolsover Mitigated DS Annual Mean Concentration NO 2

Figure 22: 2017 Bolsover Annual Mean Concentration Change NO 2

Figure 23: 2017 Duckmanton and A617 DN Annual Mean Concentration NO 2 Figure 24: 2017 Duckmanton and A617 DS Mitigated Annual Mean Concentration NO 2

Figure 25: 2017 Duckmanton and A617 Annual Mean Concentration Change NO 2

Figure 26: 2017 Barlborough DN Annual Mean Concentration NO 2

Figure 27: 2017 Barlborough Mitigated DS Annual Mean Concentration NO 2

Figure 28: 2017 Barlborough Annual Mean Concentration Change NO 2

Figure 29: 2017 Wales DN Annual Mean Concentration NO 2

Figure 30: 2017 Wales Mitigated DS Annual Mean Concentration NO 2

Figure 31: 2017 Wales Annual Mean Concentration Change NO 2

Air Quality Assessment - Technical Report

Figure 32: 2017 J31-33 DN Annual Mean Concentration NO 2

Figure 33: 2017 J31-33 Mitigated DS Annual Mean Concentration NO 2

Figure 34: 2017 J31-33 Annual Mean Concentration Change NO 2

Figure 35: 2017 Brinsworth to Catcliffe DN Annual Mean Concentration NO 2 Figure 36: 2017 Brinsworth to Catcliffe Mitigated DS Annual Mean Concentration NO 2

Figure 37: 2017 Brinsworth to Catcliffe Annual Mean Concentration Change NO 2

Figure 38: 2017 Blackburn - Tinsley DN Annual Mean Concentration NO 2 Figure 39: 2017 Blackburn - Tinsley Mitigated DS Annual Mean Concentration NO 2

Figure 40: 2017 Blackburn - Tinsley Annual Mean Concentration Change NO 2

Figure 41: 2017 J35-38 DN Annual Mean Concentration NO 2

Figure 42: 2017 J35-38 Mitigated DS Annual Mean Concentration NO 2

Figure 43: 2017 J35-38 Annual Mean Concentration Change NO 2

Figure 44: 2017 Wakefield DN Annual Mean Concentration NO 2

Figure 45: 2017 Wakefield Mitigated DS Annual Mean Concentration NO 2

Figure 46: 2017 Wakefield Annual Mean Concentration Change NO 2 Figure 47: Bogs Farm Quarry SSSI - Location of the Modelled Points

Air Quality Assessment - Technical Report Acronyms

AADT Annual Average Daily 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

CO 2 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 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 IP Inter-peak (period between two morning peak and afternoon peak) kph kilometres per hour LAQM Local Air Quality Management LAQM.TG Local Air Quality Management Technical Guidance MoU Measure of Uncertainty NB Northbound

Air Quality Assessment - Technical Report

N-deposition Nitrogen Deposition NN NPS National Networks National Policy Statement

NOx Oxides of nitrogen (includes NO and NO 2)

NO 2 Nitrogen dioxide NO Nitric oxide NPPF National Planning Policy Framework OP Off-peak OS Ordnance Survey PM post meridiem (from noon to midnight)

PM 10 Particles smaller than 10 microns in diameter SB Southbound SM-ALR Smart Motorway – All Lanes Running SoS Secretary of State

SO 2 Sulphur Dioxide SSSI Site of Special Scientific Interest SWAMM Sheffield and Wakefield Area Motorway Model TAG Transport Analysis Guidance tCO 2e Tonnes of Carbon Dioxide equivalent TRA Traffic Reliability Area TVEP Time Varying Emission Profile UNECE United Nations Economic Commission for Europe VMSL Variable Mandatory Speed Limit veh/day Vehicles per day veh/hour Vehicle per hour WebTAG The web-based version of TAG Local Councils ADC Ashfield District Council BMBC Barnsley Metropolitan Borough Council BDC Bolsover District Council BrDC Broxtowe District Council CDC Chesterfield District Council EBC Erewash Borough Council NEDDC North East Derbyshire District Council RMBC Rotherham Metropolitan Borough Council SCC Sheffield City Council WMBC Wakefield Metropolitan Borough Council

Air Quality Assessment - Technical Report

1 Introduction Smart Motorway All Lane Running (SM-ALR) schemes convert 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). These schemes also have the ability to apply Mandatory Speed Limits. In 2011, the development phase of an SM-ALR scheme operating at the national speed limit (70mph, 24 hours a day; 7 days a week) along the M1 J28 to 31 and the M1 J32 to 35a commenced and was subject to an environmental assessment in line with the Design Manual for Roads and Bridges (DMRB) Volume 11. This was to establish whether significant adverse environmental effects were likely to arise during the construction and operational phases of these schemes. In February 2013, the environmental assessment of the proposed schemes concluded that the 70mph standard operation regime would have significant adverse effects on local air quality and as a result of this, the scheme designs were put on hold and options for mitigation were investigated. The following summarises the timeline and rationale of the assessment and development of air quality mitigation for the proposed SM-ALR scheme along the M1 from J28 to 35a. • February 2013 – Air quality assessment in line with contemporary air quality guidance predicted that operating an SM-ALR scheme with an Opening Year of 2015 on the M1 between J28 and 31 and between J32 and 35a at 70mph, 24 hours a day, seven days a week, would result in significant adverse impacts on air quality. As a result, the proposal was put on hold and options for mitigation were investigated. • July 2013 – An options investigation workshop was held with representatives from Highways England and Mouchel’s design team. This concluded that Controlled Motorways (Option 1 ), SM-ALR at 50mph between 7am and 7pm (Option 2 ) or 60mph 7am to 7pm (Option 3 ) speed control interventions should be investigated further. • August to September 2013 – Option 1 was not progressed further as it did not offer the additional capacity required along this stretch of the M1. Scenario testing of traffic and air quality screening for SM-ALR operating at 50mph between 7am and 7pm, 7 days a week, 70mph all other times (Option 2 ) and SM-ALR at 60mph 7am to 7pm, 7 days a week; 70mph all other times (Option 3 ) were subsequently agreed with Highways England. o Option 2 : SM–ALR at 50mph (between 7am and 7pm, 7 days a week and 70mph all other times) predicted 6-15% reduction in flows on the motorway but displaced traffic onto wider road network, principally within Air Quality Management Areas (AQMAs 1). There was also significant concerns over viability of Business Case. This option was dropped.

1 Air Quality Management Areas (AQMAs) are declared where the EU limit and Government standards adopted for

Nitrogen dioxide (NO 2) and dust particles: particulate matter with an aerodynamic diameter of less than 10µm (PM 10 ) are not being achieved or are in danger of being exceeded.

Air Quality Assessment - Technical Report

o Option 3 : SM–ALR at 60mph (between 7am and 7pm, 7 days a week and 70mph all other times) indicated a general stabilisation of traffic volumes, constraining flows to, at, or in some cases below, the predicted scenario without this proposal, hence suggesting no additional significant adverse air quality impacts. Initial testing indicated Business Case still viable. This option progressed to Simple Assessment for local air quality impacts. • October 2013 – Opening Year (2015) and Design Year (2030) air quality Simple Assessment utilising 22 receptors in the Tinsley area as a ‘worst case’ proxy for an SM-ALR operating regime of 60mph 7am to 7pm; 70mph all other times, was completed. The decision to proceed to Detailed Assessment was agreed with Highways England as the Simple Assessment indicated that this mitigated operating regime was unlikely to result in significant adverse local air quality impacts. • November 2013 – utilising Highways England’s interim advice on air quality long term trend and significance guidance findings for 2015 Opening and 2030 Design Years indicated no significant adverse air quality impacts with the proposed mitigated operating regime. • February 2014 – Two Environmental Assessment Reports (EARs) were published by Mouchel for SM-ALR between M1 J28 and 31 and between M1 J32 and 35a under the identified mitigated operating regime. These were subject to the Highways England’s Determination process. The Notices of Determination were published on the 6th of February 2014 and subsequently concluded without challenge by the end of March 2014. • July 2014 - The Secretary of State (SoS) for Transport tasked Highways England with investigating an alternative to mitigate the predicted significant air quality impacts along the scheme length as opposed to the identified mitigated operating regime (60mph 7am to 7pm; 70mph all other times). Mouchel was subsequently instructed by Highways England to rigorously investigate alternatives and progress the preferred solution through its Determination Process whilst construction of the scheme progressed during the next 12 – 18 months. Due to the intervening period between the previous air quality assessment and this assessment, baseline information on local air quality and traffic data have been updated. New guidelines and policies which came into effect since the previous environmental assessments were undertaken have also been taken up. A reassessment of the potential air quality impact of a standard SM-ALR scheme (70mph 24 hours a day, 7 days a week) has been undertaken in light of the aforementioned updates to baseline information, traffic data, new guidelines and policies. If the updated air quality assessment of the standard SM-ALR scheme still predicted significant adverse air quality impacts, assessment of the potential local air quality effects of additional mitigated operating regimes would be assessed to identify a preferred solution.

Air Quality Assessment - Technical Report

The potential air quality impact of the proposed SM-ALR scheme during its construction phase has not been repeated as there have been no changes in the proposed scheme’s physical design that could result in significant air quality impacts during construction. An assessment of the potential impact of physical interventions during construction was undertaken as part of previous environmental assessments and reported in the M1 J28 to 31 SM-ALR, EAR and M1 J32 to 35a SM-ALR, EAR, both produced by Mouchel in February 2014 and the M1 J31 to 32 Variable Mandatory Speed Limit (VMSL) EAR Mouchel, October 2013. 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 (NO 2) and dust particles; particulate matter with an aerodynamic diameter less than 10µm (PM 10 ); key pollutants associated with road traffic. An average of approximately 120,000 vehicles (two way traffic) per weekday use the motorway between J28 and J35a. Consequently, traffic is expected to be a major contributor to local ambient air quality pollutant concentrations. The surrounding land use within and beyond the extent of the M1 J28- 31 is generally semi-rural whilst the land surrounding the M1 J32-35a length is generally urban. Generally along the scheme length, there are clusters of residential and commercial properties. The proposed SM-ALR scheme has the potential to affect air quality in the outskirts of major conurbations along or adjacent to the M1 corridor such as of Leicester, Nottingham, Rotherham, Sheffield and Wakefield. This Technical Report presents the results of the air quality assessment undertaken to investigate alternative mitigation options and identify a preferred mitigation option as requested by the SoS for Transport on M1 between J28 to 35a for the operational phase only.

Air Quality Assessment - Technical Report

2 Statutory Context and Guidance

2.1 Legislation The legislative requirements, policies and technical guidance taken into consideration during the air quality assessment are presented below and in Annex 2. European Clean Air for Europe Programme 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 ecosystems 2. 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 ecosystems 3. Objectives included in the Regulations which are relevant to the current assessment (Nitrogen Dioxide (NO 2) and fine particles (PM 10 )) are outlined in Table 1.

Table 1: Objectives for NO 2 and PM 10

To be achieved by and maintained thereafter: Measured Pollutant Objective as Air Quality Strategy 2008/50/EC (AQS)

200µg/m 3 1 Hour Not to be exceeded 31 December, 2005 1 January, 2010 more than 18 times Mean NO 2 per year

Annual 40µg/m 3 31 December, 2005 1 January, 2010 Mean

50µg/m 3 24 Hour PM 10 Not to be exceeded 31 December, 2004 1 January, 2005 more than 35 times Mean per year

2 A community of living organisms (plants, animals and microbes)

3 DMRB Volume 11 Section 3 Part 1 HA 207/07 paragraph 1.1 – the pollutants of most concern near roads are nitrogen dioxide (NO 2) and particles (PM 10 ) in relation human health and oxides of nitrogen (NOx) in relation to vegetation and ecosystems.

Air Quality Assessment - Technical Report

To be achieved by and maintained thereafter: Measured Pollutant Objective as Air Quality Strategy 2008/50/EC (AQS)

Annual 40µg/m 3 31 December, 2004 1 January, 2005 Mean

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 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 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.” National Networks National Policy Statement (NN NPS, December 2014) This policy statement provides guidance on how decisions will be made relating to development consent orders for nationally significant infrastructure projects. It takes into consideration the requirements of the reporting of air quality to the European Commission and sets the policy direction for compliance with the EU Air Quality Directive and significance for air quality impacts. As all projects with impacts on air quality have the potential to affect the UK’s compliance with the EU Air Quality Directive, an assessment of the proposal has been undertaken in the context on the NN NPS. This policy statement requires consent to be refused where, after taking into account mitigation, the air quality impacts of the scheme will result in compliant zones/agglomerations 4 becoming non-compliant or where a scheme affects the ability of a non-complaint area to achieve compliance within the most recent timescale reported to the European Commission at the time of decision.

4 The UK is split into 43 zones and agglomerations for the purpose of reporting air quality within those zones to the European Commission under the Air Quality Directive.

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2.2 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 HA 207/07 DMRB Volume 11 Section 3 Part 1. Interim Advice Note (IAN) 170/12v3 Updated air quality advice on the assessment of future NO x and NO 2 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 HA 207/07 on long term trends (LTT) for NO 2 and enables Highways England’s scheme assessments to take into account the impact of future projects. Updated NOx and NO 2 projection factors issued by Highways England on 24th October 2013 and used in this assessment can be found in Annex 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 England 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 outlines the general approach to be used in local air quality assessment, including monitoring and modelling methods.

Air Quality Assessment - Technical Report

3 Methodology

3.1 Introduction Concentrations of pollutants and their associated health impacts are dependent on a number of factors such as 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, associated IANs and LAQM.TG (09); see Section 2.2. The air quality assessment has involved consultation with a number of local authorities and the collection of the following: • Updated traffic data; • Relevant receptor locations;

• Background NOx, NO 2 and PM 10 concentrations; • Local pollutant monitoring results; and • Representative meteorological data. 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 NO 2 Trends and determination of significance; • Compliance Assessment • Ecological (Designated Sites); and, • Regional Emissions.

3.2 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. Traffic data used for the air quality assessment, 2012 (Base Year), 2017 (Opening Year) and 2032 (Design Year), was derived from both the Sheffield and Wakefield Area Motorway Model (SWAMM) for J32 to 35a supplied by Jacobs / AECOM) and East Midland M1 Traffic Appraisal Model (EMM1TAM) supplied by Atkins. The traffic data was supplied for a Traffic Reliability Area (TRA); an area considered to have the potential to be significantly and reliably influenced by the proposed scheme. See Figure 1 for the extent of the TRA. Differences in the traffic model outputs from both traffic models were however noted for the same roads in overlap areas. This had the potential to result in different air quality and noise predictions for the same receptors within these areas. To address this issue,

Air Quality Assessment - Technical Report

a methodology was prepared by Highways England which led to the production of a hybrid traffic dataset. This was then undertaken by Mouchel in conjunction with the Traffic Modelling Consultants with the hybrid traffic data set reviewed and approved for use by all parties including the Highways England Network Services Environment Group and Traffic Appraisal, Modelling and Economics team and project managers for the previous assessment and this assessment. The hybrid traffic data set was used for the assessment of local air quality and regional assessment. The aforementioned traffic data is provided electronically in Appendix B of the M1 J28 to 35a Smart Motorway Updated Operating Regime Environmental Assessment Report, June 2015 along with the methodology provided by Highways England for the generation of the hybrid traffic data set. Traffic data was provided for the following parameters for each road link for the Base Opening and Design Years: • Annual Average Daily Traffic flow (AADT); • Annual Average Weekday Traffic flow (AAWT); • Annual Average Weekend Traffic; • Percentage Heavy Duty Vehicles (HDV); and • Vehicle speed (kph). Traffic data was also provided for peak and off peak weekend and weekday time periods listed in Table 2, in the form of hourly flow, percentage HDV and average vehicle speed for each time period. 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. 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.

Table 2: Annual Average Weekday and Weekend Time Periods used in the Assessment

Traffic Period Time Period

AM Peak (AM) 07:00-09:00

Inter-Peak (IP) 09:00-15:00 and 18:00-19:00

PM Peak (PM) 15:00-18:00

Off Peak (OP) 19:00-07:00

The methodology related to the digitising of changes in road widths from three to four moving lanes for a SM-ALR scheme followed the technical note provided by Highways England (Halcrow-Hyder Join Venture, March 2012). Assessment Scenarios 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 .”

Air Quality Assessment - Technical Report

It is worth noting that a Do Nothing (DN) scenario has been used instead of a Do Minimum scenario. The DN scenario excludes traffic generated by the updated M1 J28 to 35a SM scheme to ensure a better reflection of the baseline in the absence of scheme. The Do Something (DS) Scenario includes traffic generated by the updated operating regime of the M1 J28 to 35a Smart Motorway Scheme. The DS scenario is compared with a DN scenario, instead of a DM because the both the M1 J28-31 and M1 J32-35a Smart Motorway schemes (now the M1 J28-35a Smart Motorway Scheme) are scheduled to open simultaneously in 2017, the DM assumed the neighbouring scheme was operational, therefore a DN was required for a cumulative assessment.

3.3 Study Area The study area for assessing the 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 traffic modelling consultants. Predicted changes in traffic characteristics on roads in this network were used to identify road links used in the assessment of local air quality effects. The qualifying criteria for `affected links’ provided in DMRB HA 207/07 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 qualifying criteria are: • Road alignment will change by 5 m or more; or • Daily traffic flows will change by 1,000 AADT or more; or • Heavy Duty Vehicle (HDV) flows will change by 200 AADT or more; or • Daily average speed will change by 10 km/hr or more; or • Peak hour speed will change by 20 km/hr or more. The ‘affected links’ used in the assessment of the regional air quality operational effects of the scheme were determined by the criteria outlined in HA 207/07 paragraph 3.20 Affected roads are those that are expected to have: • a change of more than 10% in AADT; or • a change of more than 10% to the number of heavy duty vehicles; or • a change in daily average speed of more than 20 km/hr.

3.4 Background Data Defra uses its Pollution Climate Mapping (PCM) 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 2011, with the concentration calibrated against monitoring data collected in that year.

As the background NOx and PM 10 maps provide data for the individual pollutant sectors (e.g. motorway, trunk A-roads, primary A-roads, minor roads and industry), the NOx backgrounds for the assessment years were converted to background NO 2 using Defra’s ‘NO 2 Background Sector Tool (v4.1)’. The main components relating to road traffic that were explicitly modelled have been removed, to avoid double counting of those road emissions (i.e. the motorway). The same components were also removed from the PM 10 background concentrations in the assessment years.

Air Quality Assessment - Technical Report

3.5 Local and Project Specific Monitoring Data The M1 between J28 and 35a lies within the boundaries of the following local authorities: • North East Derbyshire District Council (NEDDC), • Chesterfield District Council (CDC), • Bolsover District Council (BDC), • Rotherham Metropolitan Borough Council (RMBC), • Sheffield City Council (SCC) and • Barnsley Metropolitan Borough Council (BMBC).

The oxides of nitrogen (NOx) and particulate matter (PM 10 ), 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 (SO 2), identified in the Review and Assessment processes required under the Environment Act 5, within the study area, were well below air quality objectives and EU limit values. These pollutants were deemed not significant to those local authorities and so were screened out of this assessment. Due to the intervening period between commencement of the previous air quality assessment for the 60mph 7am to 7pm; 70mph all other times mitigated operating regime and these investigations, the decision was taken to update the Base Year traffic data for the assessment from 2009/2010 to 2012. Traffic data for an updated Base Year of 2012 has consequently been used for these investigations. As part of the previous air quality assessment, consultation in regard of local monitoring data and outline scheme proposals was undertaken with the afore listed local authorities, Ashfield District Council (ADC), Broxtowe District Council (BrDC), Erewash Borough Council (EBC) and Wakefield Metropolitan Borough Council (WMBC) which make up the local authorities within the air quality study area. Monitoring data from each local authority used in the assessment was therefore collated to account for baseline conditions in 2012, rather than 2009 used in the previous EARs and to re-verify the model.

Both continuous monitors and NO 2 diffusion tube sites with greater than 75% data capture and representative locations within the study area have been used to inform the air quality assessment and verify the dispersion modelling results. Where local authority data was lacking, monitoring data collected on behalf of Highways England was also evaluated and used where appropriate 678. The locations of monitoring sites used in the assessment are presented in Table 3 and shown on Figure 2 ( Annex 1 ).

5 Part IV Environment Act 995.

6 URS Monitoring Report M1 J28 to 31 Managed Motorways Baseline Monitoring Report – June 2012.

7 Mouchel Monitoring Report M1 J32 to 35a Managed Motorway Scheme Air Quality Monitoring Report (SGAR5) – September 2012

8 Tinsley Air Quality Monitoring. Highways Agency, December 2012

Air Quality Assessment - Technical Report

Table 3: NO 2 Continuous Monitor and Diffusion Tube Monitoring Locations used for Model Verification

Site Receptor ID Managed by X Y Type Number

1 HA17 Highways England 440072 390832 DT

2 HA18 Highways England 440006 390923 DT

3 HA22 Highways England 440533 390351 DT

4 SCC003 Local Authority 440045 390885 DT

5 SCC004 Local Authority 440178 390770 DT

6 SCC039 Local Authority 440060 390853 DT

7 SCC040 Local Authority 440113 390802 DT

8 SG11 Local Authority 440045 390885 DT

9 SG13 Local Authority 440058 390855 DT

10 SG14 Local Authority 440113 390802 DT

11 BMBC073 Local Authority 432684 406173 DT

12 BMBC076 Local Authority 432656 406155 DT

13 BMBC077 Local Authority 432481 406068 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

14 BMBC078 Local Authority 432402 406013 DT

15 BMBC079 Local Authority 432351 405985 DT

16 BMBC080 Local Authority 432281 405951 DT

17 BMBC_98 Local Authority 432535 406071 DT

18 BMBC001 Local Authority 434649 400224 DT

19 BMBC002 Local Authority 434725 400354 DT

20 BMBC003 Local Authority 434309 401032 DT

21 BMBC081 Local Authority 432116 405839 DT

22 BMBC082 Local Authority 432077 405849 DT

23 BMBC083 Local Authority 432038 405822 DT

24 BMBC090 Local Authority 429833 411654 DT

25 BDC002 Local Authority 447172 377251 DT

26 BDC008_mon Highways England 445384 356063 DT

27 BDC011 Local Authority 447381 376707 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

28 BDC014 Local Authority 447427 376757 DT

29 BDC017 Local Authority 447133 376900 DT

30 BDC018 Local Authority 447024 377227 DT

31 BDC020_mon Highways England 445279 356540 DT

32 URS1_mon Highways England 445306 356003 DT

33 URS10_mon Highways England 445315 356554 DT

34 URS3_mon Highways England 445196 356434 DT

35 URS33_mon Highways England 445348 356569 DT

36 URS34_mon Highways England 445368 356600 DT

37 URS4_mon Highways England 445140 356461 DT

38 URS5_mon Highways England 445113 356429 DT

39 URS6_mon Highways England 445109 356408 DT

40 URS7_mon Highways England 445073 356386 DT

41 URS8_mon Highways England 445278 356539 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

42 URS9_mon Highways England 445286 356541 DT

43 M1J28J31_012_0112 Highways England 447153 376880 DT

44 M1J28J31_013_0112 Highways England 447174 377159 DT

45 M1J28J31_032_0112 Highways England 447024 377226 DT

46 BDC_21 Local Authority 445322 356568 DT

47 EBC10_mon Highways England 446946 335728 DT

48 RMBC038 Local Authority 441406 388300 DT

49 M1J28J31_018_0112 Highways England 447600 385322 DT

50 RMBC_14 Local Authority 436985 395814 DT

51 RMBC_82 Local Authority 449628 391724 DT

52 HA10 Highways England 440004 390774 DT

53 HA11 Highways England 439992 390806 DT

54 HA12 Highways England 439995 390811 DT

55 HA13 Highways England 440013 390816 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

56 HA14 Highways England 440027 390820 DT

57 HA15 Highways England 440035 390822 DT

58 HA16 Highways England 440048 390825 DT

59 HA2 Highways England 440147 390750 DT

60 HA20 Highways England 439907 390720 DT

61 HA21 Highways England 439936 390686 DT

62 HA3 Highways England 440129 390748 DT

63 HA4 Highways England 440112 390746 DT

64 HA5 Highways England 440096 390744 DT

65 HA6 Highways England 440076 390742 DT

66 HA7 Highways England 440055 390739 DT

67 HA8 Highways England 440046 390738 DT

68 HA9 Highways England 440027 390738 DT

69 SCC002 Local Authority 439995 390865 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

70 SCC161 Local Authority 440037 390823 DT

71 SY1 Local Authority 439952 390961 DT

72 SY2 Local Authority 440036 390822 DT

73 SY5 Local Authority 440166 390665 DT

74 SY8 Local Authority 440265 390518 DT

75 SY9 Local Authority 440141 390582 DT

76 LCC_CM_LS8 Local Authority 440215 390598 CM

77 SCC_134 Local Authority 439852 390709 DT

78 SCC_136 Local Authority 440199 390610 DT

79 SCC_140 Local Authority 440242 390513 DT

80 SCC_176 Local Authority 440077 390794 DT

81 M1J28J31_024_0112 Highways England 447916 353165 DT

82 BMBC089 Local Authority 430820 409453 DT

83 MO024 Local Authority 430875 409930 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

84 URS27_mon Highways England 445831 355806 DT

85 URS28_mon Highways England 445803 355781 DT

86 M1J28J31_025_0112 Highways England 444798 361309 DT

87 M1J28J31_029_0112 Highways England 444834 361302 DT

88 M1J28J31_030_0112 Highways England 444830 361373 DT

89 M1J28J31_031_0112 Highways England 444761 361306 DT

90 BDC_25 Local Authority 444937 358793 DT

91 BDC_6 Local Authority 445829 355805 DT

92 BX01MON_mon Highways England 451629 344524 DT

93 BX11_mon Highways England 448624 339066 DT

94 BX12_mon Highways England 448768 340085 DT

95 BX13MON_mon Highways England 451732 344441 DT

96 BX33_mon Highways England 448831 340099 DT

97 URS19_mon Highways England 451740 344455 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

98 URS20_mon Highways England 451627 344497 DT

99 M1J28J31_022_0112 Highways England 450823 346706 DT

100 EBC02_mon Highways England 447296 334193 DT

101 EBC04_mon Highways England 447333 333588 DT

102 EBC05_mon Highways England 447211 334543 DT

103 EBC06_mon Highways England 447356 333422 DT

104 EBC11_mon Highways England 447280 333161 DT

105 EBC_ 18 Local Authority 447314 333161 DT

106 EBC_ 22 Local Authority 447192 332847 DT

107 EBC_CM1 Local Authority 447192 332847 CM

108 MO031 Local Authority 438891 392613 DT

109 MO032 Local Authority 438877 392540 DT

110 MO034 Local Authority 441758 389253 DT

111 MO035 Local Authority 441846 389316 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

112 MO036 Local Authority 442691 389160 DT

113 MO037 Local Authority 442802 389159 DT

114 RMBC_CM03 Local Authority 442501 389129 CM

115 RMBC047 Local Authority 442868 389162 DT

116 RMBC049 Local Authority 442578 388974 DT

117 RMBC050 Local Authority 441760 389252 DT

118 M1J28J31_014_0112 Highways England 447288 382901 DT

119 M1J28J31_015_0112 Highways England 447320 382903 DT

120 M1J28J31_016_0112 Highways England 447409 382895 DT

121 M1J28J31_017_0112 Highways England 447401 382894 DT

122 RMBC_30 Local Authority 438704 392842 DT

123 RMBC_43 Local Authority 445032 389261 DT

124 RMBC_88 Local Authority 437824 393654 DT

125 RMBC_CM1 Local Authority 438696 392816 CM

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

126 SCC001 Local Authority 436063 397474 DT

127 MO021 Local Authority 430659 416000 DT

128 MO022 Local Authority 430859 416048 DT

129 MO029 Local Authority 431291 406912 DT

130 BMBC_4 Local Authority 434559 401274 DT

131 BMBC_97 Local Authority 434595 401107 DT

132 RMBC_81 Local Authority 449386 392149 DT

133 SCC005 Local Authority 438777 392007 DT

134 SCC167 Local Authority 440080 391250 DT

135 SY6 Local Authority 440055 391205 DT

136 MO017 Local Authority 431491 417235 DT

137 MO018 Local Authority 431401 417193 DT

138 MO019 Local Authority 431279 416979 DT

139 MO020 Local Authority 431086 416923 DT

Air Quality Assessment - Technical Report

Site Receptor ID Managed by X Y Type Number

140 WA28 Local Authority 431034 416477 DT

141 WA29 Local Authority 431329 417162 DT

142 BMBC088 Local Authority 430852 407373 DT

143 M1J32J35A_026_0112 Highways England 430963 407350 DT

144 M1J32J35A_027_0112 Highways England 430880 407369 DT

145 M1J32J35A_028_0112 Highways England 430903 407355 DT

CM – Continuous Monitor,

DT – Diffusion Tube Monitor

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3.6 Meteorological Data Meteorological data from Watnall and Robin Hood Airport, the nearest suitable data sources for 2012, has been used in the assessment. This year corresponds to the availability of monitoring data, and allows for verification of modelled outputs with the meteorological data for 2012. The predominant wind direction is from the south to westerly quadrant and is associated with the highest wind speeds. The 2012 wind roses from Watnall and Robin Hood Airport are shown in Annex 4.

3.7 Relevant Receptors of Public Exposure The Local Air Quality Assessment considers the number and location of sensitive receptors (e.g. residential properties) potentially subjected to change in air quality, as a result of the proposed scheme, against the UK AQS Objectives and EU Limit Values. Attention is also 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 links 9 which meet the air quality scoping criteria (DMRB HA 207/07 paragraph 3.12) within the study area. These were identified using the Ordnance Survey’s Address Layer 2 dataset 10 . Air quality detailed modelling was undertaken to calculate concentrations at the façades of these receptors.

3.8 Ecologically Sensitive Receptors (Designated Sites) There was a single Site of Special Scientific Interest (SSSI) (Bogs Farm Quarry) that meets the DMRB HA 207/07 paragraph 3.13 qualifying criteria lying within 200m of the Scheme. Broadleaved, mixed and yew woodland habitats are Nitrogen (N) sensitive and have been assigned a critical load for N-deposition. The site location is shown in Figure 1. Adjusted modelled NOx at Designed site in the Base and Opening Year scenarios (DN and DS) were compared to the limit value for vegetation of (30µg/m 3).

N-deposition rates have been derived by calculating the road NO 2 dry deposition rate using verified annual mean NO 2 concentrations and adding this to the 5 x 5 km square average N-deposition rate from UK Air Pollution Information System (APIS) 11 .

3.9 Dispersion Model Verification (including Assumptions and Limitations) Detailed modelling was undertaken with advanced air quality dispersion model; Atmospheric Dispersion Modelling Software (ADMS-Roads) (Version 3.2) for the Base Year, DN and DS scenarios. The main input parameters required for the detailed modelling undertaken include: road geometries, road emissions, metrological data and advanced site dispersion data. The morning peak (AM), inter peak (IP), evening peak (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

9 DMRB HA 207/07 in paragraph 3.9

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

11 UK Air Pollution Information System (APIS), www.apis.ac.uk

Air Quality Assessment - Technical Report

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 (EFT Version 6.0.1) was used to calculate vehicle emissions based on vehicle fleet composition, traffic speeds and road type for the different time profiles. In accordance with LAQM.TG(09) paragraph 2.27, all modelled road-based concentrations of NOx have been converted to annual mean NO 2 using the ‘NOx to NO 2’ calculator (Defra, Version 4.1, released June 2014). 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 1.5m 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 ( Annex 5). 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 assessment 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 against measured concentrations in accordance with LAQM.TG (09). See Annex 5 for a baseline year where predicted emissions concentrations can be compared against real monitoring data. Traffic data for 2012 used for the scheme Base Year (2012) were modelled using an appropriate meteorological data set with monitoring data obtained from national and local monitoring programmes.

Predictive modelled NOx and NO 2 concentrations for 2012 were compared with the available monitoring data, and model verification was undertaken following guidance detailed in LAQM.TG (09). The model verification factors calculated for the Base Year (2012) were applied to the projected Base and Opening Year (2012 and 2017) results. The model verification review identified geographical locations where application of individual adjustment factors were required to align the modelled and measured concentrations. These zones are summarised in Table 4 and Figure 3 ( Annex 1).

Air Quality Assessment - Technical Report

Table 4: Verification Adjustment Zones

2012 and 2017 Zone No. Location

1 Bawtry Road

2 Dodworth Road

3 Junction

4 M1 General

5 Other roads

6 M1 J39 Durkar

7 Higham

In the absence of sufficient PM 10 monitoring data for verification, the road NO x adjustment was applied to the modelled road PM 10 . Further details on the model verification and adjustment procedures followed are provided in Annex 5.

Adjusted modelled NO 2 and PM 10 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 the risk of short term objectives being breached has been considered on the basis of the following:

3 • Annual mean NO 2 concentrations in excess 60 µg/m were used as an indicator 12 of potential exceedences of the 1 hour mean NO 2 Objective .

3 • Annual mean PM 10 concentrations in excess of 32 µg/m were used as an 13 indicator of potential exceedences of the 24 hour mean PM 10 Objective .

3.10 Long Term Nitrogen Dioxide Trends

14 In April 2012 Defra published a report on projecting NO 2 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 provided alternative projection factors, based on an analysis of monitoring data gathered from around the UK to identify national trends to adjust future projected concentrations, essentially forming a ‘Gap Analysis’ to provide a more conservative assessment in-line

12 Cook A (2008) Analysis of the relationship between annual mean nitrogen dioxide concentration and exceedences of the 1-hour mean AQS Objective Available at www.airquality.co.uk/archive/laqm/tools.php

13 LAQM.TG(09) Relationship between the annual mean and 24-hour mean PM 10 concentration, Paragraph 2.36

14 Note on projecting NO 2 Concentrations, Bureau Veritas. April 2012

Air Quality Assessment - Technical Report

with national monitoring trends. The gap analysis factors may then applied to the modelling results to provide a more realistic view of prevailing conditions. In response to this Defra report, Highways England issued IAN 170/12 15 which provides supplementary advice to users of DMRB Volume 11, Section 3, Part 1 (HA 207/07) on how to adjust verified modelled NO 2 concentrations to account for the long term NO 2 profiles. This guidance should be used forthwith on relevant road projects in England, where air quality assessments are undertaken. The methodology outlined in IAN 170/12 together with supplementary profiles, (LTTE6) 16 identified in Section 3 of that IAN and presented in Annex 3, has been used in the assessment process. These assessments compared baseline (2012) and predicted (2017) concentrations against relevant UK Air Quality Strategy Objectives, Regulations and Guidance. Under the 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 Highways England between 2008 and 2030 for use in the assessment process.

Verified modelled total NO 2 concentrations were adjusted to account for the long term NO 2 profiles. Individual Gap Factors are required for each modelled receptor. Modelled total NO 2 concentrations for the Base Year, Projected Base Year, DN and DS in the assessment year are generated. Gap factors are generated by dividing the ratio of Base Year and projected Base Year NO 2 concentration by the ratio of annual adjustment factors for the Base and Opening Years utilising Highways England’s supplementary long term trend profile (LTTE6). The adjusted long term NO 2 results for each receptor were then compared to the AQS objectives. 3.11 Significance When promoting schemes, under the EIA Directive 17 , 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 NPPF on the 27 th March 2012 (paragraph 124) updated the framework for the consideration of air quality in planning. As a consequence of the NPPF, Highways England 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. The NN NPS published in December 2014, in paragraph 5.12 reiterates the weight that should be given to significant air quality impact in relation to EIA, after taking into account mitigation. This assessment was undertaken in accordance with the Highways England’s IAN 174/13. Evaluation of Significant Local Air Quality Effects; for users of DMRB Volume

15 The Highways Agency (2012) Interim Advice Note 170/12, [online at: http://www.dft.gov.uk/ha/standards/ians/pdfs/ian170.pdf]

16 Note on Highways England’s Interim Alternative Long Term Annual Projection Factors (LTTE6) for Annual Mean NO 2 and NOx Concentrations Between 2008 and 2030

17 EIA Directive - European Directives (85/337/EEC and amended 97/11/EC) http://eurlex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:31985L0337:EN:HTML

Air Quality Assessment - Technical Report

11, Section 3, Part 1. This 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; or worsening at a receptor creating a new exceedance. The number of receptors that will be affected, the magnitude of change and the number of properties constituting a significant effect are also considered. The methodology then requires a professional judgement to be made as to whether the impact of the proposed scheme is significant. Guideline bands for determining significant (upper level) and non-significant (lower level) local air quality effects outlined in IAN 174/13 are presented in Table 5. The band definitions in IAN 174/13 are based on the measure of uncertainty (MoU) in relation to the air quality objective. The approach to describing the MoU relates to Defra’s published advice in TG(09) on the desirability of achieving 10% verification (between modelled and monitored concentrations) where concentrations are close to or above the air quality threshold. The large value of change is greater than the full MoU value of 10% the air quality objective (4µg/m³); the medium value of change is between 5% and 10% (2 to 4µg/m³); and the small value of change is between 1% and 5% (0.4 to 2µg/m³). Further result analysis and professional judgement is required if counts for a given band lie within the range, the details of further considerations are outlined in IAN 174/13. Table 5: Guideline Bands used in Determining the Significance of Local Air Quality Effects

Total Number of Receptors with: Magnitude of Change in Annual Average NO 2 or Improvement of an air PM 10 (µg/m³) Worsening of air quality quality objective already objective already above above objective or the objective or creation of a new removal of an existing exceedence exceedence

Large (>4) 1 to 10 1 to 10

Medium (>2) 10 to 30 10 to 30

Small (>0.4) 30 to 60 30 to 60

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. Highways England provided guidance on how to undertake and assess compliance with the EU Directive in IAN 175/13 18 . This IAN is to be used in combination with the Defra’s

18 Air Pollution in the UK 2011: Compliance Assessment Summary

Air Quality Assessment - Technical Report

National Compliance reporting, consequently providing advice to decision makers. PCM datasets provided by Ricardo-AEA on 01/12/2014 for Highways England’s compliance risk assessments have been used. PCM road links form a network used to determine compliance with the EU Directive. 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. The NN NPS published in December 2014 also requires consideration of the UK’s compliance with the Air Quality Directive before consent is granted to road schemes with the potential to impact on air quality.

3.13 WebTAG Local Appraisal A WebTAG local appraisal was undertaken with reference to guidance contained in TAG Unit A3 Environmental Appraisal, November, 2014.

3.14 Regional Emissions Assessment The DMRB Regional Assessment was undertaken as described in HA 207/07. The roads expected to be affected, based on the regional assessment criteria outlined in Section 3.3, form the basis of the assessment. The assessment uses the traffic characteristics and road length for each link in the traffic network area. Total annual emissions for the Base Year (2012), DN and DS scenarios for the Opening Year (2017) and Design Year (2032) are determined.

Air Quality Assessment - Technical Report

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. Traffic volumes on the M1 between J28 and J35a in the Base Year are greatest between J31 and J32 with 65577 AADT on the northbound (NB) carriageway and 65679 AADT on the southbound (SB) carriageway. The largest AM flow is 5072 vehicle per hour (veh//hour) on weekdays between J32 and J33 on the northbound carriageway, and 5029 veh/hour on weekdays between J35 and J34 on the southbound carriageway. The largest PM flow is 5323 veh/hour on weekdays between J34 and J35 on the northbound carriageway, and 5360 veh/hour on weekdays between J33 and J32 on the southbound carriageway. During day time periods Heavy Goods Vehicles (HGVs) range between 4 - 22% of the total traffic flow depending on the section of the motorway, the day of the week and the time of day. Changes to traffic volumes and flow characteristics have the potential to impact on local air quality.

4.2 Air Quality Management Areas (AQMAs) The proposed scheme lies within the boundaries of NEDDC, CDC, BDC, RMBC, SCC, and BMBC. There are nine AQMAs adjacent to the highway boundary alignment of the M1 between J28 and J35a (see Figure 1). The AQMAs were declared by local authorities as it was predicted that locations within these areas would exceed the annual mean NO 2 AQS objective: • Barlborough AQMA No.1: 14 Chesterfield Road, Barlborough (J30), Bolsover District Council - the closest property to the A619/A616 roundabout. • Barlborough AQMA No.2: 17-25 Orchard Close, Barlborough (J30), Bolsover District Council - residential dwellings where the western property boundaries border the M1. • 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. This 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 and 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 3: Wales, Rotherham (J30-31), RMBC - 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. • Rotherham AQMA 1 Part 4: An area 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 (also declared for annual and 1-hour nitrogen dioxide objectives, and the 24-hour PM 10 objective).

Air Quality Assessment - Technical Report

• South Normanton AQMA: 1-23 Carter Lane East, South Normanton (J28), BDC. This AQMA encompasses 12 properties and their gardens, 1-23 (odd) on the east side of the M1. The area extends 100m east of the main carriageway (not including the slip road).

In the wider air quality study area, five other AQMAs have been declared for NO 2 and can potentially be influenced by the proposed scheme (see Figure 1): • EBC AQMA No.1: Five dwellings east of the M1 motorway, at Sandiacre, north of J25. • EBC AQMA No.2: Dwellings situated to the south of J25 in Long Eaton. • BrDC AQMA No.1, AQMA No.2, AQMA No.3 and AQMA No.4: Properties next to the M1 motorway in Trowell, Nottingham. • BMBC AQMA No.2A: An area encompassing the A628 from J37 of the M1 to Town End roundabout, including part of Summer Lane from Town End roundabout to Wharncliffe Street. • WMBC M1 AQMA: An area along the entire M1 motorway within the Metropolitan District of Wakefield. Further details of each AQMA is presented in Annex 6 .

4.3 Local Air Quality Monitored Concentrations The study area is within 10 local authority areas (see Figure 1). These local authorities - ADC, BMBC, BDC, BrDC, CDC, EBC, NEDDC, RMBC, SCC and WMBC all manage networks of roadside NO 2 monitoring in the vicinity of the study area. See Annex 6 for information on the NO 2 monitoring within the afore-listed AQMAs and local authority areas 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 NO 2 concentrations for 2012 utilised in the verification process are presented in Table 6. The monitoring sites are shown on Figure 2. These are predominantly located close to the motorway and in many cases are also representative of exposure at residential properties.

Table 6: Annual Mean NO 2 Monitoring Data: 2012

Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

1 HA17 40.5

2 HA18 45.6

3 HA22 42.9

4 SCC003 47

5 SCC004 43

6 SCC039 49

Air Quality Assessment - Technical Report

Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

7 SCC040 44

8 SG11 47.9

9 SG13 40.4

10 SG14 40.4

11 BMBC073 39

12 BMBC076 47.9

13 BMBC077 34.3

14 BMBC078 60.3

15 BMBC079 59.4

16 BMBC080 55.2

17 BMBC_98 55.9

18 BMBC001 28.3

19 BMBC002 32.5

20 BMBC003 36.9

21 BMBC081 32.1

22 BMBC082 31.2

23 BMBC083 29

24 BMBC090 26.5

25 BDC002 36

26 BDC008_mon 32

27 BDC011 29

28 BDC014 34

29 BDC017 33

30 BDC018 29

31 BDC020_mon 41

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Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

32 URS1_mon 42.2

33 URS10_mon 39.3

34 URS3_mon 55.2

35 URS33_mon 39

36 URS34_mon 40.5

37 URS4_mon 35.8

38 URS5_mon 29.9

39 URS6_mon 32

40 URS7_mon 28.6

41 URS8_mon 42

42 URS9_mon 46.4

43 M1J28J31_012_0112 37.9

44 M1J28J31_013_0112 40.2

45 M1J28J31_032_0112 29.8

46 BDC_21 33

47 EBC10_mon 26.6

48 RMBC038 43

49 M1J28J31_018_0112 31.4

50 RMBC_14 43

51 RMBC_82 31

52 HA10 56.7

53 HA11 57.3

54 HA12 46.7

55 HA13 42.9

56 HA14 40.3

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Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

57 HA15 39.7

58 HA16 40.7

59 HA2 40.9

60 HA20 37.7

61 HA21 41.3

62 HA3 40.7

63 HA4 42.2

64 HA5 44.5

65 HA6 48.5

66 HA7 45

67 HA8 49

68 HA9 59.3

69 SCC002 44

70 SCC161 38

71 SY1 46.1

72 SY2 41.4

73 SY5 33.8

74 SY8 41.4

75 SY9 46.1

76 LCC_CM_LS8 35

77 SCC_134 34

78 SCC_136 33

79 SCC_140 45

80 SCC_176 41

81 M1J28J31_024_0112 31

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Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

82 BMBC089 31.6

83 MO024 46.9

84 URS27_mon 35.5

85 URS28_mon 36.3

86 M1J28J31_025_0112 30.7

87 M1J28J31_029_0112 35.7

88 M1J28J31_030_0112 28.7

89 M1J28J31_031_0112 30.3

90 BDC_25 35

91 BDC_6 32

92 BX01MON_mon 31

93 BX11_mon 42

94 BX12_mon 26

95 BX13MON_mon 35

96 BX33_mon 27

97 URS19_mon 45.5

98 URS20_mon 38.1

99 M1J28J31_022_0112 32.6

100 EBC02_mon 35.6

101 EBC04_mon 41.6

102 EBC05_mon 41.1

103 EBC06_mon 32.9

104 EBC11_mon 37

105 EBC_ 18 34.6

106 EBC_ 22 36.1

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Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

107 EBC_CM1 31.5

108 MO031 36.7

109 MO032 39.5

110 MO034 51.3

111 MO035 36.5

112 MO036 37.3

113 MO037 33.2

114 RMBC_CM03 36

115 RMBC047 37

116 RMBC049 42

117 RMBC050 53

118 M1J28J31_014_0112 33.2

119 M1J28J31_015_0112 52.4

120 M1J28J31_016_0112 44

121 M1J28J31_017_0112 44.2

122 RMBC_30 29

123 RMBC_43 35

124 RMBC_88 27

125 RMBC_CM1 30

126 SCC001 29

127 MO021 33.9

128 MO022 33.6

129 MO029 31.2

130 BMBC_4 37.3

131 BMBC_97 36.7

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Site Monitored Monitor ID 3 No Annual Mean NO 2 (µg/m )

132 RMBC_81 31

133 SCC005 43

134 SCC167 36

135 SY6 31

136 MO017 33.9

137 MO018 42

138 MO019 33.4

139 MO020 26.4

140 WA28 29

141 WA29 37

142 BMBC088 33.2

143 M1J32J35A_026_0112 25.5

144 M1J32J35A_027_0112 30.6

145 M1J32J35A_028_0112 29.2

The monitoring results for 2012 indicate that many of the locations assessed exceed the annual mean NO 2 objective value. Monitored annual mean concentrations in 2012 ranged from 25.5µg/m 3 to 60.3µg/m 3. The highest annual mean concentrations were recorded on Dodworth Road in Barnsley (BMBC078 and BMBC079) and in Tinsley (HA9). See Figure 2 Sheet 2 for the location of this receptor. It is worth noting that concentrations at these monitoring locations are dependent on the proximity to the emission source and the volume of traffic on the surrounding road network.

4.4 Ecologically Sensitive Receptors (Designated Sites) Annual mean background 5 x 5km N-deposition rate estimates for Bogs Farm Quarry SSSI (South West corner 448000, 353000) is 44.7kg N ha -1 y-1, in exceedence of the UNECE critical load for broadleaved deciduous woodland (10-20kg N ha -1 y-1)19 .

19 http://www.apis.ac.uk – accessed 17/06/2014

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5 Operation Phase Assessment 5.1 Detailed Assessment A Detailed Assessment has been carried out in accordance with the DMRB air quality assessment methodology using traffic forecasts for the proposed scheme; an SM-ALR scheme; operating at the mandatory national speed limit (70mph) at all times. Receptors have been selected for assessment based on the following criteria: • proximity to roads meeting the DMRB screening criteria, • existing exceedences; • potential for new exceedences, and;

• potential for removal of exceedences of the annual mean NO 2 objective as a result of the proposed scheme. In areas where air quality was predicted to improve and areas where the annual mean NO 2 objective were unlikely to be exceeded, worst case receptors have been identified and assessed to confirm there is not a risk of exceedence.

See Annex 7 for the Annual mean NO 2 and PM 10 concentrations for all relevant receptors in the Base, DN or DS.

5.2 Base Year (2012)

There were 561 modelled exceedences of the annual mean NO 2 objective in 2012. These exceedences are predominantly found at receptors in close proximity (typically within 50m) to the motorway across the motorway network. These exceedences are primarily attributed to traffic emissions due to high volumes of AADT and HDV traffic flows on the motorway network. The modelled annual mean NO 2 and PM 10 results for each receptor are presented in Annex 7 and annual mean annual mean NO 2 results are illustrated in Figure 4. The DMRB local air quality assessment identified a number of geographical areas within the air quality study area where identified sensitive receptors are located. Base year annual mean NO 2 results in exceedence of AQS Objectives are presented in Table 7 for the aforementioned receptors in these geographical discussion areas. Modelled results for Ashfield, A617, Duckmanton and J31-J33 did not exceed the annual mean or 1-hour mean objectives at any modelled receptors and are therefore not discussed further.

Table 7: Geographical Breakdown of Modelled Base Year Annual Mean NO 2 Results in Exceedence of AQS Objectives

Maximum Annual Mean NO 2 Exceedence Exceeden ces Exceedences Geographic of annual of 1-hour Area Concentration mean AQS mean AQS Receptor Address 3 (µg/m ) Objective Objective 6 Cuillin Close, Erewash E944 57.5 262 0 NG10 4NT 15 Iona Drive, Broxtowe TR213 56.4 40 0 NG9 3RF 1, Carter Lane Bolsover B257 East, DE55 61.4 23 1 2DY

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Maximum Annual Mean NO 2 Exceedence Exceeden ces Exceedences Geographic of annual of 1-hour Area Concentration mean AQS mean AQS Receptor Address 3 (µg/m ) Objective Objective 17, Orchard Barlborough BARL155 Close, S43 45.8 21 0 4NX 32, School Wales W092 Road, S26 42.9 1 0 5QJ 47, Derwent Brinsworth- R2118 Crescent, S60 53.7 5 0 Catliffe 5EN 250C, Blackburn- R1356 Sheffield 61.9 181 1 Tinsley Road, S9 1RD 329, Dodworth J35-J38 R61 Road, S70 55.1 25 0 6PN 108, Hollin Wakefield R12 Lane, WF4 42.8 3 0 3DF R1356 (61.9µg/m 3) in Blackburn-Tinsley and B257 (61.4µg/m 3) in Bolsover are both 3 predicted to be above an annual average NO 2 concentration of 60µg/m objective and consequently according to Defra’s Technical Air Quality Guidance the short term 1-hour mean NO 2 objective may have been exceeded at these locations. These were the only 3 two receptors with modelled Annual mean NO 2 results greater than 60µg/m in the base year.

The 561 modelled exceedences of the annual mean NO 2 objective are distributed across nine geographical area (see Table 7). The number of receptors exceeding 1-hour and annual mean objectives and the receptors with the maximum annual mean NO 2 concentration in each of these areas are presented in Table 7. Erewash and Blackburn- Tinsley had the most modelled exceedences at receptors in the Base Year, with 262 and 181 respectively.

There are no modelled exceedences of the annual mean PM 10 objective in 2012, and no 3 concentrations greater than 23µg/m . Therefore exceedence of the 24 hour mean PM 10 objective was unlikely in 2012. Consequently there is no risk of the PM 10 air quality thresholds being exceeded in the Base Year, further discussion of PM 10 in the Base Year has been scoped out.

5.3 Opening Year (2017) Summary 70mph SM-ALR Traffic data for the DN and DS scenarios for proposed 70mph SM-ALR scheme was screened in accordance with the DMRB air quality assessment methodology for an Opening Year of 2017. Traffic flows are predicted to rise along the motorway within the study area in the Opening Year with a standard SM-ALR. With the 70mph SM-ALR scheme, the largest increase in AADT (using two way flows) is on the J30 to 31 link where an additional 7627 AADT is predicted. This is the difference between the Do Nothing and Do Something scenarios in the Opening Year of 2017. On the link with the greatest AADT in the Base Year (between J31 and J32 where there are 65577 AADT on

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the NB carriageway and 65679 AADT on the SB carriageway), with the 70mph scheme, there would be an additional 4701 AADT (two way flows).

The verified annual mean NO 2 concentrations for each of the receptors modelled were inputted into the Long Term Gap Analysis Calculator in accordance with IAN 170/12 utilising the updated LTTE6 profile provided by Highways England (Annex 3 ). The modelled annual mean NO 2 and PM 10 results for each receptor are presented in Annex 7 and annual mean NO 2 results are illustrated in Figures 5 – 7. Under the 70mph SM-ALR operating regime there are 247 modelled exceedences of the annual mean NO 2 objective in 2017. As a result of the scheme the maximum decrease 3 in NO 2 concentration is 3.7µg/m at receptor B200 (40µg/m³ in the DN and 36.3µg/m³ in the DS) located in Bolsover, north of J28. This receptor is not predicted to be in execedence either in the DN or DS scenarios. The reduction in NO 2 concentration at this receptor is as a result of the scheme improving speeds, reducing congestion and therefore reducing emissions from vehicles travelling on the motorway with the scheme. None of the receptors subject to a decrease in NO 2 are in exceedence of the annual mean objective limit of 40µg/m 3 and are therefore not included in the judgement of whether the scheme leads to a significant impact (in accordance with IAN 174/13).

The maximum increase in NO 2 concentration as a result of the 70mph SM-ALR scheme is 2.6µg/m 3 at receptors R2118 (48.1µg/m³ in the DN and 50.7µg/m³ in the DS) located in Brinsworth, west of J33. This receptor is predicted to be in exceedance both in the DN and DS scenarios. The increase in NO 2 at this receptor is as a result of an increase in flow of approximately 4,800 vehicles per day (veh/day) on the motorway near to this receptor.

The modelling of PM 10 has indicated that the maximum predicted concentration in the study area, in either the DN or DS scenario was 21.8µg/m 3 as an annual mean. The 3 maximum predicted change in annual mean PM 10 was an increase of 0.2µg/m . Therefore, it is concluded that there is no risk of exceedence of the air quality objectives for PM 10 , as a result of the proposed scheme, and so no further discussions of PM 10 are made.

5.4 Significance A summary of the predicted changes to air quality at receptors contributing to the assessment as to whether the scheme has a significant impact (in accordance with IAN 174/13) for the Opening Year of 2017 is provided in Table 8. Table 8: Local Air Quality Receptors Informing Scheme Significance for the Standard SM-ALR Scheme (2017)

Total Number of Receptors with: Magnitude of Change in Annual Average NO 2 or PM 10 Improvement of an air Worsening of air quality (µg/m³) quality objective already objective already above above objective or the (Significance Threshold for objective or creation of a removal of an existing each Band) new exceedence exceedence

Large (>4) 0 0 (1 to 10)

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Medium (>2) 8 0 (10 to 30)

Small (>0.4) 85 0 (30 to 60)

Whilst 247 sensitive receptors are predicted to be in exceedence of the annual mean NO 2 objective within the study area in the Opening Year with and without the 70mph scheme, the vast majority of them have changes less than 0.4µg/m³ which are deemed imperceptible and consequently do not contribute to the significance assessment. It is worth noting that the significance receptor numbers are aggregated i.e. any receptor experiencing 2ug/m 3 or more magnitude of change above or below the annual average also experience >0.4µg/m 3 change and are therefore accounted for within the lower threshold/s. A total of 85 receptors are assessed to be above the air quality thresholds and have a level of change to be considered as part of a judgement of air quality significance. These 85 receptors received a small (>0.4µg/m 3) worsening, eight of which have a medium 3 (>2µg/m ) worsening. No sensitive receptors in exceedence of annual mean NO 2 concentrations within the study area are predicted to have an improvement in air quality. The location of the 85 receptors contributing to the significance assessment are identified in Figures 5 – 7. Further details on the localised geographical distribution of significant impacts are outlined in Table 9. Table 9: Geographical Distribution of Significant Impacts of the Standard SM-ALR Scheme

Area Number of New Magnitudes of Changes in Traffic Significantly Exceedences Change at Contributing to Change Effected Receptors Receptors

Blackburn 63 11 0.5µg/m 3 to A major contributor to the and Tinsley 2.5µg/m 3 deterioration in air quality is the predicted increase in motorway traffic flow of up to approximately 5300 veh/day (2-way)

Brinsworth 2 0 1.8µg/m 3 to A major contributor to the and 2.6µg/m 3 deterioration in air quality is Catcliffe the predicted increase in motorway traffic flow of up to approximately 4800 veh/day

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Area Number of New Magnitudes of Changes in Traffic Significantly Exceedences Change at Contributing to Change Effected Receptors Receptors (2-way)

Wales 1 1 1.9µg/m 3 A major contributor to the deterioration in air quality is the predicted increase in motorway traffic flow of up to approximately 7650 veh/day (2-way)

Barlborough 7 2 1.6µg/m 3 to A major contributor to the 2.0µg/m 3 deterioration in air quality is the predicted increase in motorway traffic flow of up to approximately 7650 veh/day (2-way)

Bolsover 12 0 0.6µg/m 3 to A major contributor to the 2.4µg/m 3 deterioration in air quality is the predicted increase in motorway traffic flow of up to approximately 6900 veh/day (2-way)

Blackburn and Tinsley are the most significantly affected geographical area with 63 3 receptors experiencing increases in annual mean NO 2 concentration between 0.5µg/m and 2.5µg/m 3. Other areas experience significant deteriorations in air quality are Brinsworth and Catcliffe, Wales, Barlborough and Bolsover. A major contributor to significant adverse impacts in all areas is increases motorway traffic following implementation of the proposed scheme. Irrespective of any air quality impacts on any designated habitats or the risk of affecting the UK’s ability to comply with the Air Quality Directive, the operation of a SM-ALR scheme operating at 70mph on air quality is considered to be significant for an Opening Year of 2017. This is due to the number of receptors (85) predicted to be adversely affected by the scheme being more than the upper level of the guideline band (60, see Table 7) and in our professional opinion this is considered to be a significant effect.

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6 Mitigation Modelling of the potential air quality impact of the operation of the standard SM-ALR scheme was shown to result in significant adverse air quality effect. As a result of this, mitigation is required. This section describes the additional air quality mitigation options investigated and the outcome of this investigation. In addition to identifying the preferred mitigation, the air quality assessment also identified the year in which the mitigation can be removed and the 70mph SM-ALR operating regime implemented as it will no longer considered to cause a significant effect. The outcome of this assessment is also included in this section.

6.1 Mitigation Options Investigated As outlined in Chapter 1, the SoS for Transport tasked Highways England with investigating an alternative to mitigate the predicted significant adverse air quality impacts along the scheme length as opposed to the identified mitigated operating regime (60mph 7am to 7pm; 70mph all other times). Mouchel was subsequently instructed by Highways England to investigate alternative mitigation measures. The Minister expressed a wish that as much of the network as possible should operate close to the national standard i.e. at 70mph for as long as possible. This was on the proviso that the preferred alternative operating regime did not result in significant adverse environmental effects. Three options (Controlled Motorway, a 50mph speed limit between 7am and 7pm and a 60mph speed limit for the same time period) were previously investigated (see Chapter 1 for details of Options 1 to 3 ). Four additional mitigation options were defined for assessment with an Opening Year of 2017: • Option 4 – 60mph weekday AM and PM peak, 70mph inter-peak, 70mph overnight and 70mph weekend; • Option 5 – 60mph weekday 7am to 7pm, 70mph weekdays off peak and 70mph weekends; • Option 6 – M1 J28 - J30 running at 70mph and M1 J30 - J35a running at 60mph and, • Option 7 – M1 J28 - J31 running at 70mph and M1 J31 - J35a running at 60mph. AM Peak, PM peak and inter-peak periods relate to the various modelled time periods for all options and are as defined in Table 2 above. An additive approach has been used in the development of the mitigation options i.e. as the options progress the greater the duration of 60mph or the greater area to be covered by a speed control has been examined. This is a proportionate approach and means that when the appropriate level of mitigation has been achieved further options do not need to be modelled. Using this consequential approach to mitigation, Option 4 (60mph weekday AM and PM peak, 70mph inter-peak, 70mph overnight and 70mph weekend) was considered as not resulting in significant adverse air quality effect and was therefore taken forward as the preferred air quality mitigation. The remaining options were therefore not considered further.

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6.2 Opening Year (2017) Summary (Mitigation Option 4) Traffic data for the DN and DS scenarios of the proposed mitigated operating regime (60mph weekday AM and PM peak, 70mph inter-peak, 70mph overnight and 70mph weekend between J28 and 35a) was screened in accordance with the DMRB air quality assessment methodology for an Opening Year of 2017. With the mitigated operating regime, traffic flows are predicted to rise along the motorway within the study area in the Opening Year, with the largest increase occurring between J32 and J33, where there are predicted to be on average an additional 5,030 vehicles per day (using two way flows). On the link with the greatest AADT in the Base Year (between J31 and J32 where there are 65577 AADT on the NB carriageway and 65679 AADT on the SB carriageway), with the Mitigated Operating Regime, there would be an additional 2330 AADT (two way flows).

The verified annual mean NO 2 concentrations for each of the receptors modelled were inputted into the Long Term Gap Analysis Calculator in accordance with IAN 170/12 utilising the updated LTTE6 profile as provided by the Highways England (Annex 3). The modelled annual mean NO 2 and PM 10 results for each receptor are presented in Annex 7 and annual mean NO 2 results are illustrated in Figures 8 – 10. Under the mitigated operating regime 242 modelled exceedences of the annual mean NO 2 objective in 2017 are predicted, of these 52 experience a perceptible change (>0.4 µg/m³) and therefore contribute to the significance assessment discussed in Section 6.4. As a result of the mitigated operating regime the maximum decrease in NO 2 concentration is 4.1µg/m 3 at receptor B200 (40µg/m³ in the DN and 35.9µg/m³ in the DS mitigated) located in Bolsover, north of J28 (See Figures 20 and 21). This receptor is not predicted to be in exceedance either in the DN or with the mitigated operating regime scenarios. The reduction in NO 2 concentration at this receptor is as a result of the mitigated operating regime improving speeds, reducing congestion and therefore reducing emissions from vehicles travelling on the motorway. None of the receptors subject to a decrease in NO 2 are in exceedence of the annual mean objective limit of 40µg/m 3 and are therefore not included in the judgement of whether the mitigated operating regime leads to a significant impact

The maximum increase in NO 2 concentration as a result of the mitigated operating regime is 2.2µg/m 3 at receptors R859 (46µg/m³ in the DN and 48.2µg/m³ in the DS mitigated) located in Blackburn, north-west of J34(N) (See Figures 38 and 39). This receptor is predicted to be in exceedance with and without the mitigated operating regime. The increase in NO 2 at this receptor is as a result of an increase in daily 2-way motorway flow of approximately 4,600 veh/day at this receptor.

6.3 Ecologically Sensitive Receptors (Designated Sites) Bogs Farm Quarry SSSI is a broadleaved, mixed and yew woodland habitat that lies within 92m of a section of the M1 which meets the DMRB qualifying criteria i.e. more than a 1000 veh/day increase in traffic. The locations of the modelled points are shown in Figure 44.

NO x Concentrations NOx concentrations at the modelled points of the designated site for the Base Year, and DN and DS in the Opening Year (2017) are shown in Table 10.

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Table 10: Annual Mean NO x Concentrations at Bogs Farm Quarry SSSI

Distance from Total NOx Concentrations (µg/m 3) edge of SB M1 carriageway (m) Base 2012 Base 2017 DN 2017 DS 2017 DS-DN

92 53.2 35.6 42.5 42.9 0.4

100 51.2 34.4 40.9 41.2 0.3

110 49.0 33.2 39.1 39.4 0.3

120 47.1 32.1 37.5 37.8 0.3

130 45.4 31.1 36.1 36.4 0.3

140 43.9 30.3 34.9 35.2 0.3

150 42.6 29.5 33.8 34.1 0.3

160 41.4 28.9 32.9 33.1 0.2

170 40.4 28.3 32.1 32.3 0.2

180 39.4 27.7 31.3 31.5 0.2

190 38.6 27.3 30.6 30.8 0.2

200 37.8 26.8 30.0 30.1 0.1

The annual mean background NOx concentration were predicted to be 19.6µg/m 3 in 2012 and 16.5µg/m 3 in 2017 based on 1 x 1km background maps produced by Defra. The results show that in the Opening Year, the limit value of vegetation 30µg/m 3 is exceeded at all modelled points within 200m of the motorway alignment for the DN and DS scenarios. The implementation of the mitigated operating regime is predicted to add a maximum of 0.4 µg/m 3 to annual NOx concentrations in the Opening Year at Bogs Farm Quarry SSSI at the nearest point to the motorway (92m). Beyond 100m changes in NOx concentrations with the mitigation option are modelled to be less than 0.4µg/m³ of NOx and are therefore considered imperceptible. N-Deposition N-Deposition results are shown in Table 11. Table 11: Annual Mean N-Deposition Rates at Bogs Farm Quarry SSSI

Distance from Total Dry Deposition of N (kg N ha -1 yr -1) edge of SB M1 carriageway (m) Base 2012 Base 2017 DN 2017 DS 2017 DS-DN

92 46.3 41.3 41.5 41.6 <0.1

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Distance from Total Dry Deposition of N (kg N ha -1 yr -1) edge of SB M1 carriageway (m) Base 2012 Base 2017 DN 2017 DS 2017 DS-DN

100 46.2 41.3 41.5 41.5 <0.1

110 46.1 41.2 41.4 41.4 <0.1

120 46.0 41.2 41.3 41.3 <0.1

130 45.9 41.1 41.3 41.3 <0.1

140 45.8 41.1 41.2 41.2 <0.1

150 45.8 41.0 41.2 41.2 <0.1

160 45.7 41.0 41.1 41.1 <0.1

170 45.7 41.0 41.1 41.1 <0.1

180 45.6 41.0 41.0 41.1 <0.1

190 45.6 40.9 41.0 41.0 <0.1

200 45.6 40.9 41.0 41.0 <0.1

Annual mean background 5 x 5km N-deposition rate estimate for Bogs Farm Quarry SSSI (SW corner 448000, 353000) was 44.7kg N ha -1 y-1 in 2012 and is predicted to be 40.4kg N ha -1 y-1 2017 20 . The results in Table 11 shows that annual mean N-deposition rates at all modelled points within 200m of the motorway alignment, are in exceedance of the UNECE critical load for broadleaved deciduous woodland (10-20kg N ha -1 y-1), although it should be noted that background N-deposition rates are more than double the upper limit of the critical load classification. The implementation of the mitigated operating regime is not predicted to add significantly to N-deposition rates at Bogs Farm Quarry SSSI, with a predicted increase of less than 0.1kg N ha -1 y-1 across the site.

6.4 Significance A summary of the predicted changes to air quality at receptors contributing to the significance assessment for an Opening Year of 2017 are provided in Table 12. Table 12: Local Air Quality Receptors Informing Mitigated Operating Regime Significance (2017)

Magnitude of Change in Total Number of Receptors with:

20 http://www.apis.ac.uk/

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Annual Average NO or PM 2 10 Improvement of an air (µg/m³) Worsening of air quality quality objective already objective already above (Significance Threshold for above objective or the objective or creation of a new each Band) removal of an existing exceedence exceedence

Large (>4) (1 to 10) 0 0

Medium (>2) (10 to 30) 1 0

Small (>0.4) (30 to 60) 52 0

As a result of the mitigated operating regime, 52 receptors are predicted to receive a 3 small (>0.4µg/m ) worsening in NO 2 concentration, a single receptor received a medium (>2µg/m 3) increase and no receptors received a large (>4µg/m 3) worsening. No potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area are predicted to receive a measurable (small, medium or large) improvement. The location of the 52 receptors contributing to the significance assessment are identified in Figures 8 – 10. Further details on the localised geographical distribution of significant impacts are outlined in Table 13. Table 13: Geographical Distribution of Significant Impacts - Mitigated Operating Regime

Number of Magnitude Significantly of Change New Changes in Traffic Contributing Area Effected at Exceedences to Change Receptors Receptors

A major contributor to the 0.5µg/m 3 deterioration in air quality is the Blackburn 43 to 9 predicted increase in motorway and Tinsley 2.2µg/m 3 traffic flow of up to approximately 4600 veh/day (2-way)

A major contributor to the Brinsworth 1.2µg/m 3 deterioration in air quality is the and 2 to 0 predicted increase in motorway Catcliffe 1.9µg/m 3 traffic flow of up to approximately 3900 veh/day (2-way)

A major contributor to the 0.9µg/m 3 deterioration in air quality is the Barlborough 6 to 1 predicted increase in motorway 1.3µg/m 3 traffic flow of up to approximately 3550 veh/day (2-way)

A major contributor to the deterioration in air quality is the Bolsover 1 1.9µg/m 3 0 predicted increase in motorway traffic flow of up to approximately 3550 veh/day (2-way)

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Blackburn and Tinsley are the most significantly affected geographical area with 43 3 receptors experiencing increases in annual mean NO 2 concentration between 0.5µg/m and 2.2µg/m 3. Other areas predicted to experience significant deteriorations in air quality are Brinsworth and Catcliffe, Barlborough and Bolsover. A major contributor to significant adverse impacts in all areas is the predicted increases motorway traffic following implementation of the mitigated operating regime. Overall, the implementation of the mitigated operating regime on air quality is considered to be not significant using professional judgement in line the IAN 174/13 guidance, as demonstrated in Table 14. A key element of the professional judgement was evaluating the distribution the 52 receptors within the guideline band (30 to 60) of the small change threshold. Twenty receptors (38% of the 52 included in the band) are predicted to experience a change of 0.5µg/m³, only just large enough for inclusion in the band. Furthermore, an additional nine receptor are below a 1µg/m³ level of change (56% of the 52 included in the band), the midpoint of the band. As a consequence of this, all receptors experiencing a small change are expected to return to pre-scheme levels within one year. This suggests that the effects on those receptors (56%) in the lower half of the band will have an even shorter duration. This evaluation confirms that most adverse air quality effects will not be long lasting due to predicted improvements in air quality and further mitigation is not required.

Table 14: Evaluation of Local Operational Air Quality Significance

Key criteria questions Yes/No Supporting information

1. Is there a risk that Annual mean concentrations of environmental standards will Yes NO 2 exceed the objective in the be breached? Opening Year in some locations

2. Will there be a large change All predicted changes are No in environmental conditions? imperceptible, small or medium

3. Will the effect continue for a The duration of effects are No long time? expected to be less than 2 years.

The number of affected properties 4. Will many people be identified above is between the No affected? upper and lower level of the guideline band for small change

5. Is there a risk that designated sites, areas or No See Section 6.3 features will be affected?

6. Will it be difficult to avoid or As an existing route traditional reduce or repair or No options to adjust alignment etc. compensated for the effect? are limited

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Key criteria questions Yes/No Supporting information

On balance is the overall effect No See below significant

Evidence in support of the Professional Judgement:

1. The significance results highlight that there is a risk of the long term NO 2 environmental standards being breached at human receptors. There are 10 receptors below 40µg/m³ standard, which are predicted to experience a perceptible deterioration (>0.4µg/m³) in annual mean NO 2 concentration leading to new exceedences. Another 42 receptors already in exceedence of the standard in the DN experience a perceptible deterioration in NO 2 concentration in the DS contributing to significance results. However, all annual mean NO 2 concentrations are less than 60µg/m³ (max 55.9µg/m³), therefore it is unlikely that the short term 1-hour objective will be exceeded. 2. There are no large changes (improvements or deteriorations) greater than the full MoU value of 10% the air quality objective (4µg/m³) contributing to the significance results. 3. DS results were projected to future years using current Long Term Trends (LTTE6) and compared with Opening Year’s DN results. Despite there being no improvemnts in air quality, annual mean NO 2 concentrations at 51 of the receptors experience a small worsening, will return to pre-scheme levels within 1 year. The receptor experiencing a medium worsening will return to pre-scheme level within 2 years, which is well below the 6 years threshold that determines a long lasting effect. 4. The closest point of the Bog Farm Quarry SSSI to the motorway (92m) has a ‘pre- scheme’ annual mean NOx concentration of 42.5µg/m³, which exceeds the 30µg/m³ environmental standard for ecological sites. However, there is not expected to be a perceptible deterioration in NOx levels following implementation of the mitigated operating regime, the maximum deterioration at the closest point is 0.4µg/m³, all other changes are less than 0.4µg/m³ and are considered imperceptible. The closest point of the Bog Farm Quarry SSSI to the motorway (92m) has a ‘pre-scheme’ N- deposition rate of 44.7kg N ha -1 y-1µg/m³, which exceeds the UNECE critical load for broadleaved deciduous woodland of 10-20kg N ha -1 y-1. However, the mitigated operating regime is predicted to cause less than 0.1kg N ha -1 y-1 increase in N- deposition across the SSSI. The mitigated operating regime is therefore not considered to have significant impacts on the site. 5. Detailed analysis of the data contributing to the significance assessment was required to determine the difficulty in reducing or compensating for the adverse effects on air quality. Primarily we looked at the frequency of concentration change distribution at receptors contributing to significance. Twenty receptors (38% of the 52 included in the band) are predicted to experience a change of 0.5µg/m³, only just large enough for inclusion in the band. Furthermore, an additional nine receptor are below a 1µg/m³ level of change (56% of the 52 included in the band), the midpoint of the band. All receptors experiencing a small change are expected to return to pre- scheme levels within one year. This suggests that the effects on those receptors (56%) in the lower half of the band will have an even shorter duration. This evaluation confirms that most adverse air quality effects will not be long lasting due to predicted improvements in local air quality nationwide and further mitigation is not required.

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6.5 Opening Year – Geographical Areas Discussion (Mitigation Option 4) The DMRB local air quality assessment results for different geographical areas are presented below to provide more detail on localised impacts of the mitigated operating regime and are illustrated in Figures 10 – 43 (Annex 1 ): • Erewash (J25); • Broxtowe (J26); • Ashfield; • Bolsover; • A617; • Duckmanton; • Barlborough (J30); • Wales (J30-31); • J31-33; • Brinsworth – Catcliffe; • Blackburn – Tinsley; • J35-38; and • Wakefield The results and supporting description for each geographical area in this section of the report are presented in the following format: • Summary of the maximum worsening • Summary of the maximum improvement

• Summary of the overall impact on those receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Erewash (J25) The modelled results are presented in Figures 11 - 13 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 15: Selected Opening Year Modelled Annual Mean NO 2 Results for Erewash (J25)

DN DS Change Receptor Maximum Address ID µg/m³

Worsening E674 8 Poplar Avenue, NG10 5ET 35.5 35.7 0.2

Improvement E1158 15 Richmond Avenue, NG10 5GY 37.4 36.9 -0.5

There are no perceptible (>0.4µg/m 3) worsenings predicted at receptors in the Erewash area within the air quality study area. The maximum predicted increase of 0.2µg/m 3 is at receptor E674, situated adjacent to the SB carriageway 1.5km north of J25, not predicted to be in exceedence with or without the mitigated operating regime.

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3 The maximum predicted decrease in NO 2 concentration of 0.5µg/m at E1158, situated at the top of the SB off slip at J25, is due to alleviation of congestion on the J25 roundabout.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Broxtowe (J26) The modelled results are also presented in Figures 14 - 16 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 16: Selected Opening Year Modelled Annual Mean NO 2 Results for Broxtowe (J26)

DN DS Change Maximum Receptor Address µg/m³

Worsening BX62 20 Nottingham Road, NG16 1DP 44.1 44.4 0.3

Not Applicable Improvement N/A N/A N/A N/A (N/A)

There are no perceptible (>0.4µg/m 3) worsenings predicted at receptors in the area; the maximum predicted increase of 0.3µg/m 3 is at receptor BX62, situated adjacent to the SB carriageway 600m north of the roundabout at J26, not predicted to be in exceedence with or without the mitigated operating regime. No receptors are predicted to receive an improvement a result of the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Ashfield The modelled results are also presented in Figures 17 - 19 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 17: Selected Opening Year Modelled Annual Mean NO 2 Results for Ashfield

DN DS Change Maximum Receptor Address µg/m³

Worsening SEL003 111 Royal Oak Drive, NG16 6RJ 34.8 35.0 0.3

Improvement N/A N/A N/A N/A N/A

There are no perceptible (>0.4µg/m 3) deteriorations predicted at receptors in the area; the maximum predicted increase of 0.3µg/m 3 is at receptor SEL003, situated 1.9km north west of the roundabout at J27, not predicted to be in exceedence with or without the mitigated operating regime. No receptors are predicted to receive an improvement a result of the mitigated operating regime.

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There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Bolsover (J28) The modelled results are also presented in Figures 20 – 22 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 18: Selected Opening Year Modelled Annual Mean NO 2 Results for Bolsover (J28)

DN DS Change Maximum Receptor Address µg/m³

The Paddocks, Huthwaite Lane, DE55 Worsening B611 44.7 46.6 1.9 5HY

Improvement B200 31, Ball Hill, DE55 2ED 40.0 35.9 -4.1

3 The maximum predicted increase in NO 2 concentration of 1.9µg/m is at receptor B611, situated adjacent to the SB carriageway 2.8km north of the roundabout at J28, predicted to be in exceedence with and without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in in 2-way motorway traffic flow (approximately 3550 veh/day) adjacent to the property. 3 The maximum predicted decrease in NO 2 concentration of 4.1µg/m at B200, situated adjacent to the end of the NB on slip at J28, is due to alleviation of congestion on the J28 NB on slip and a joining motorway carriageway.

The impact on those receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment is discussed in Section 6.4. A617 The modelled results are also presented in Figures 23 - 25 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 19: Selected Opening Year Modelled Annual Mean NO 2 Results for the A617

DN DS Change Maximum Receptor Address µg/m³

Worsening CHES126 41, Springwood Street, S42 5DN 20.4 20.7 0.3

Improvement CHES095 Twin Oaks Hotel, Ramcroft, S44 6UZ 27.6 25.5 -2.1

There are no perceptible (>0.4µg/m 3) worsenings predicted at receptors in the area; the maximum predicted increase of 0.3µg/m 3 is at receptor CHES126, situated on A617 3.5km west of the roundabout at J29, not predicted to be in exceedence with or without the mitigated operating regime. 3 The maximum predicted improvement in NO 2 concentration of 2.1µg/m at CHES095, situated next to the SB off slip at J29, is due to alleviation of congestion on the J29 SB off slip and a joining motorway carriageway.

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There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Duckmanton The modelled results are also presented in Figures 23 - 25 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 20: Selected Opening Year Modelled Annual Mean NO 2 Results for Duckmanton

DN DS Change Maximum Receptor Address µg/m³

Worsening DMN001 Oaks Farm, Markham Road, S44 5HP 27.0 27.6 0.6

Improvement N/A N/A N/A N/A N/A

3 The maximum predicted increase in NO 2 concentration of 0.6µg/m is at receptor DMN001, adjacent to the NB carriageway at J29a, not predicted to be in exceedence with or without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 3600 veh/day) adjacent to the property. No receptors are predicted to receive an improvement a result of the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Barlborough (J30) The modelled results are also presented in Figures 26 - 28 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 21: Selected Opening Year Modelled Annual Mean NO 2 Results for Barlborough (J30)

DN DS Change Maximum Receptor Address µg/m³

Worsening BARL212 The Laurels, Ruthyn Avenue, S43 4EX 39.8 41.1 1.3

Improvement N/A N/A N/A N/A N/A

3 The maximum predicted worsening in NO 2 concentration of 1.3µg/m is at receptor BARL212, located adjacent to the SB carriageway 300m north of the SB off slip at J30, not predicted to be in exceedence without the mitigated operating regime, therefore creating a new exceedence with implementation of the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 3550 veh/day) adjacent to the property. No receptors are predicted to receive an improvement a result of the mitigated operating regime.

The impact on those receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment is discussed in Section 6.4.

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Wales (J30-31) The modelled results are also presented in Figures 29 - 31 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 22: Selected Opening Year Modelled Annual Mean NO 2 Results for Wales (J30-31)

DN DS Change Maximum Receptor Address µg/m³

Worsening W092 32, School Road, S26 5QJ 38.4 39.6 1.2

Improvement N/A N/A N/A N/A N/A

3 The maximum predicted worsening in NO 2 concentration of 1.2µg/m is at receptor W092, situated adjacent to the SB carriageway 2.4km south of the roundabout at J31, not predicted to be in exceedence with or without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 3550 veh/day) adjacent to the property.

No receptors are predicted to receive an improvement in NO 2 concentration as a result of the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. J31-33 The modelled results are also presented in Figures 32 - 34 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 23: Selected Opening Year Modelled Annual Mean NO 2 Results for J31-33

DN DS Change Maximum Receptor Address µg/m³

Brookhill, Upper Whiston Close, S60 Worsening R2081 25.2 25.9 0.7 4NS

Improvement R2482 1, Grange Close, S66 9AY 20.7 20.6 -0.1

3 The maximum predicted increase in NO 2 concentration of 0.7µg/m is at receptor R2081, situated adjacent to the NB carriageway 1.8km east of the roundabout at J33, not predicted to be in exceedence with or without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 5050 veh/day) adjacent to the property. There are not expected to be any perceptible (>0.4µg/m 3) improvements at receptors in the area; the maximum predicted decrease of 0.1µg/m3 is at receptor R2482, east of J32, and not predicted to be in exceedence with or without the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment.

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Brinsworth - Catcliffe The modelled results are also presented in Figures 35 - 37 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 24: Selected Opening Year Modelled Annual Mean NO 2 Results for Brinsworth - Catcliffe

DN DS Change Maximum Receptor Address µg/m³

Worsening R2118 47, Derwent Crescent, S60 5EN 48.1 50.0 1.9

Improvement N/A N/A N/A N/A N/A

3 The maximum predicted worsening in NO 2 concentration of 1.9µg/m is at receptor R2118, situated adjacent to the SB carriageway 1.6km west of the roundabout at J33, a property in exceedence with and without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 3900 veh/day) adjacent to the property. No receptors are predicted to receive an improvement as a result of the mitigated operating regime.

The impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment is discussed in section 6.4. Blackburn - Tinsley The modelled results are also presented in Figures 38 - 40 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 25: Selected Opening Year Modelled Annual Mean NO 2 Results for Blackburn - Tinsley

DN DS Change Maximum Receptor Address µg/m³

Worsening R859 19, Blackburn Lane, S61 2DL 46.0 48.2 2.2

Improvement N/A N/A N/A N/A N/A

3 The maximum predicted worsening in NO 2 concentration of 2.2µg/m is at receptor R859, situated adjacent to the SB carriageway 800m north of J34(N), predicted to be in exceedence with and without mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 4600 veh/day) adjacent to the property. No receptors are predicted to receive an improvement as a result of the mitigated operating regime.

The impact on those receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment is discussed in section 6.4. J35-38 The modelled results are also presented in Figures 32 - 34 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

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Table 26: Selected Opening Year Modelled Annual Mean NO 2 Results for J35-38

DN DS Change Maximum Receptor Address µg/m³

Worsening R633 2A, Hesley Bar, S61 2PW 36.7 37.6 0.9

Improvement R78 26, Castle view, S75 3LF 21.7 21.4 -0.3

3 The maximum predicted worsening in NO 2 concentration of 0.9µg/m is at receptor R633, located adjacent to the SB off slip at J35, not predicted to be in exceedence with or without the mitigated operating regime. The worsening in air quality is caused by a predicted increase in 2-way motorway traffic flow (approximately 3800 veh/day) adjacent to the property. There are not expected to be any perceptible (>0.4µg/m 3) improvements at receptors in the area; the maximum predicted decrease of 0.3µg/m3 is at receptor R78, situated to the west of the roundabout at J37, not predicted to be in exceedence with or without the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment. Wakefield The modelled results are also presented in Figures 35 - 37 in terms of the change in annual mean NO 2 concentration between the Opening Year scenarios.

Table 27: Selected Opening Year Modelled Annual Mean NO 2 Results for Wakefield

DN DS Change Maximum Receptor Address µg/m³

Worsening R12 108, Hollin Lane, WF4 3DF 39.7 39.9 0.2

Improvement N/A N/A N/A N/A N/A

There are no perceptible (>0.4µg/m 3) deteriorations predicted at receptors in the area; the maximum predicted increase of 0.2µg/m 3 is at receptor R12, situated at the bottom of the NB off slip at J29, not predicted to be in exceedence with or without the mitigated operating regime. No receptors are predicted to receive an improvement as a result of the mitigated operating regime.

There was not an impact on receptors above the NO 2 annual mean air quality threshold contributing to the significance assessment.

6.6 Compliance Risk Assessment During the intervening period between the previous air quality assessment and this investigation, the NN NPS, December 2014, was published as official government policy for development consent orders for nationally significant infrastructure projects. This

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policy takes into consideration the requirements of the reporting of air quality to the European Commission and compliance with the EU Air Quality Directive. As all projects with impacts on air quality can affect the UK’s compliance with the EU Air Quality Directive. As the revised air quality mitigation is not considered to result in significant adverse air quality impact in accordance with the advice in IAN 174/13, its compliance with the EU Air Quality Directive has been assessed in the context on the NN NPS and IAN 175/13. Within the NN NPS, of particular relevance for air quality decision making, is that decision makers must consider the requirements in paragraphs 5.12 and 5.13. Paragraph 5.11 provides context for consideration of substantive weight judgements described in paragraph 5.12. 5.11 - Air quality considerations are likely to be particularly relevant where schemes are proposed: • Within or adjacent to Air Quality Management Areas (AQMA ); roads identified as being above Limit Values or nature conservation sites (including Natura 2000 sites and SSSIs, including those outside England); and • Where changes are sufficient to bring about the need for a new AQMAs or change the size of an existing AQMA; or bring about changes to exceedences of the Limit Values, or where they may have the potential to impact on nature conservation sites. 5.12 - The Secretary of State must give air quality considerations substantial weight where, after taking into account mitigation, a project would lead to a significant air quality impact in relation to EIA and / or where they lead to a deterioration in air quality in a zone/agglomeration. 5.13 - The Secretary of State should refuse consent where, after taking into account mitigation, the air quality impacts of the scheme will: • Result in a zone/agglomeration which is currently reported as being compliant with the Air Quality Directive becoming non-compliant; or • Affect the ability of a non-compliant area to achieve compliance within the most recent timescales reported to the European Commission at the time of the decision. Within the air quality study area, there are a number of zones and agglomerations for the purposes of reporting on compliance with the EU Directive on ambient air quality (Sheffield Urban Area Agglomeration, East Midlands Zone, Nottingham Urban Area Agglomeration, Yorkshire and Humberside Zone and the West Yorkshire Urban Area Agglomeration). Considering the absolute requirements of paragraph 5.13, of the PCM link in exceedance of the annual mean objective predicted to experience an increase in annual mean NO 2 concentration, seven are situated within the Sheffield Urban Area (UK0007) with a predicted compliance year of 2022 and one is situated in the East Midlands (UK0032) with a compliance year of 2025. Despite an overall a deterioration in air quality on these eight PCM links all equivalent PCM link annual mean concentrations (maximum of 48.7µg/m 3) are lower than the maximum predicted roadside concentrations in the Sheffield Urban Area (53.6µg/m 3) and East Midlands (57.8µg/m 3) for 2017. The mitigated operating regime would therefore not affect the overall achievement of the compliance date for the Sheffield Urban Area or East Midlands Agglomerations. The

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outcome of the air quality assessment has demonstrated that the mitigated operating regime would not change of any of the zones / agglomerations from compliant to non- compliant nor would it delay the reported date for achieving compliance. Using the guidance set in within IAN 175/13, the risk of delaying compliance with the EU Air Quality Directive is considered to be low . Full details of this assessment and justification of the low risk rating are provided in Annex 8 .

6.7 WebTAG Local Assessment

A WebTAG appraisal has been completed in respect of PM 10 and NO 2 exposure. This assessment has been developed using the current WebTAG methodology which considers individual links in isolation. The results of this assessment are provided as required by DMRB guidance, in Table 28 and Table 29 below. The mitigated operating regime is anticipated to lead to a net deterioration in air quality (exposure to PM 10 concentrations) overall.

No properties experience exceedence of the annual mean PM 10 EU Limit Value. No properties are demolished or constructed as a result of the mitigated operating regime.

Table 28: Plan Level Local Air Quality Results for PM10

PM 10 , 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) 338 1383 994 954 3669

Total properties across all routes (some) 338 1383 995 956 3672

Total assessment DN PM 10 assessment PM 10 (I): across all routes 6,389.10 25,136.70 17,055.10 16,203.40 64,784.30

Total assessment DS PM 10 assessment PM 10 (II): across all routes 6,399.70 25,159.50 17,090.60 16,249.30 64,899.10

Net total assessment for 114.80 PM 10 , all routes (II-I)

The mitigated operating regime is anticipated to lead to a deterioration in air quality (exposure to NO 2 concentrations) overall. No properties are demolished or constructed as a result of the mitigated operating regime

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Table 29: Plan Level Local Air Quality Results for NO 2

NO 2, 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) 338 1383 994 954 3669

Total properties across all routes (some) 338 1383 995 956 3672

Total assessment NO 2 DN NO 2 assessment (I) : across all routes 12,540.60 41,414.40 25,825.20 22,098.50 101,878.70

Total assessment NO 2 DS NO 2 assessment (II) : across all routes 12,638.60 41,707.90 26,088.70 22,321.80 102,757.00

Net total assessment 865.30 for NO 2, all routes (II-I)

6.8 Regional Assessment The DMRB Regional Assessment was undertaken as described in HA 207/07 paragraph 3.20. The results presented in Table 30 indicate that there is an overall decrease in all emissions from the Base Year (2012) to the Opening Year (2017) without the mitigated operating regime (DN). A comparison of the DN and DS scenarios indicates that there would be a small increase in all emissions, associated with the mitigated operating regime in the Opening Year (2017). The increase in NOx and CO 2 emissions is predicted to be 5.4% and 2.5% respectively. 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 mitigated operating regime in the Design Year (2032) as traffic growth is predicted. The increase in NOx and CO 2 emissions is predicted to be 14.6% and 7.4% respectively.

Table 30: Summary of Regional Emissions – Mitigated Operating Regime

HC** NO x** PM 10 ** CO 2**

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

Base Year (2012) 75.0 1,722.9 89.5 531,688

Opening Year DN (2017) 41.8 1,029.6 69.4 523,922

DS (2017) 42.5 1,084.8 70.4 537,000

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HC** NO x** PM 10 ** CO 2**

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

Design Year DN (2032) 40.1 486.1 68.5 543,511

DS (2032) 43.2 557.3 71.9 583,523

Change from DN to DS 0.8 55.2 1.0 13,078 (2017)

Change from DN to 3.2 71.1 3.4 40,012 DS(2032)

Percentage Change (%) 1.8% 5.4% 1.5% 2.5% (DS - DN 2017)

Percentage Change (%) 7.9% 14.6% 4.9% 7.4% (DS - DN 2032)

**Calculated using EFTv6.0.1

6.9 Mitigation Timeframe Projection In addition to identifying a suitable mitigation, the air quality assessment undertook work to identify how long the mitigation would be required i.e. a potential year in which a standard 70mph SM-ALR operating regime can be implemented. Further assessment and analysis of modelled annual mean NO 2 concentrations at sensitive receptors was carried out to determine a guideline time frame for implementation of unmitigated operation. The outcome of this assessment is presented in this section.

Projection factors were derived from the current long term NO 2 trend profile (LTTE6) (see Annex 3 ) and applied to the modelled concentrations to determine when any changes in air quality brought about by the 70mph SM-ALR scheme would no longer be considered to cause a significant effect. These factors were calculated by dividing the factor in the LTTE6 profile for the projection year by the factor for the Opening Year. Projection Factor = LTTE6 Projection Year Factor / LTTE6 Opening Year Factor

The DN and DS annual mean Gap Analysis NO 2 results for the proposed SM-ALR scheme (operating at 70mph, 24hours a day, seven days a week) were multiplied by various projection factors to give an indication of the results in five future years (2018 to 2022). These projected results were then assessed against the significance criteria outlined in IAN 174/13 to determine the timescales where the scheme operating at 70mph is unlikely to be significant.

Projection factors applied to the 2017 annual mean Gap Analysis NO 2 results for the proposed scheme option are outlined in Table 31 and projections of these results at the 85 sensitive receptors informing the Opening Year scheme significance are presented in Table A9 in the Annex 9 .

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Table 31: Projection Factors Applied to Opening Year NO 2 Results

Projection Year Factor

2018 0.959

2019 0.921

2020 0.887

2021 0.862

2022 0.840

Table 32 presents an overview of significance assessments for unmitigated Opening Year and projected unmitigated Opening Year annual results (2018 to 2022) in accordance with IAN 174/13. These tables can be used to establish a guideline timeframe for a potential switch over to unmitigated operation.

Table 32: Local Air Quality Receptors Informing Scheme Significance for the proposed scheme without mitigation projected from 2017 to 2022.

Magnitude of Total Number of Receptors with worsening of air quality objective already Change in above objective or creation of a new exceedence Annual Average NO 2 or PM 10 (µg/m³) (Significance 2017 2018 * 2019 * 2020 * 2021 * 2022 * Threshold for each Band)

Large (>4) 0 0 0 0 0 0 (1 to 10)

Medium (>2) 8 7 5 4 3 1 (10 to 30)

Small (>0.4) 85 67 32 25 16 12 (30 to 60)

* Projection Years Please note: There are no perceptible (<-0.4µg/m 3) improvements .

Evaluation of the projected long term NO 2 concentrations at receptors against significance criteria outlined in IAN 174/13 suggests there will be a 3 to 5 year period for which the mitigation will be required (see bold text in Table 32). The large reduction in significantly effected receptors between 2018 and 2019 is due to the projected uptake of euro 6 engines by vehicles using the motorway. However, prior to a switch over to

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unmitigated operation CMs installed adjacent to various sections of the scheme monitors will be used to confirm when it is appropriate for the scheme mitigation to be removed. Measured data from the CMs will be used to verify that the timeline determined for switch over to unmitigated operation is still appropriate. This mitigation (reduced speed limit of 60mph at weekday AM and PM peak times) must remain in place until the air quality monitoring indicate that air quality has improved sufficiently to allow the speed limit to be raised to 70mph pursuant to a monitoring strategy developed in consultation with the relevant planning authorities.

6.10 Staggered Implementation of the ALR Operating Regime This report covers the final operating regime impacts once this section of motorway is operated as an all lane running “SM” in 2017. Along this stretch of M1, there are two discrete construction phases: M1 J28 to J31 and M1 J32 to J35a. It has been identified that a two stage approach is required to ensure that air quality issues are mitigated following the staggered introduction of all lane running along the M1 J28 to J35a corridor. Stage 1 : When all lane running becomes operational on J28 to J31 in late 2015, it will operate at the national speed limit (70mph), with variable speed limits utilised for operational reasons such as congestion or accident management and not to manage additional demand. This is due to the constraints on traffic flow provided by the roadworks in place on the section of the M1 between J32 and 35a until early 2017 in the form of narrow lanes and a temporary maximum speed limit of 50mph. These should address air quality concerns, as the roadworks are expected to control the rate of growth in traffic facilitated by the additional capacity created by the all lane running scheme on J28 to J31. Stage 2 : When all lane running becomes operational on J32 to J35a in early 2017, the requirement for the operating regime of a maximum 60mph speed limit in weekday peak periods between the M1 from J28 to 35a is triggered to maintain demand management (i.e. to manage traffic flows through the corridor) required to address air quality concerns. This mitigation then remains in place until it has been determined that the speed restriction can be removed without introducing unacceptable air quality issues. As outlined in Section 6.9, this is expected to be for 3 to 5 years from opening in 2017.

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7 Summary

7.1 Proposed Scheme (70mph SM-ALR)

Exceedences of the annual mean NO 2 AQS Objective are predicted with and without the implementation of the standard SM-ALR scheme (70mph 24 hours a day, 7 days a week) in the Opening Year. There are no predicted exceedences of the 1-hour mean NO 2, annual mean PM 10 or 24 hour mean PM 10 AQS Objectives in the Opening Year with or without the proposed scheme.

A total of 85 sensitive receptors predicted to be in exceedence of annual mean NO 2 objective within the study area in the Opening Year with the proposed scheme operating 3 received a small (>0.4µg/m ) worsening of annual mean NO 2 concentrations and 8 received a medium (>2µg/m 3) worsening. No receptors received a large (>4µg/m 3) worsening annual mean NO 2 concentrations with the proposed scheme. No potential sensitive receptors in exceedence of annual mean NO2 concentrations within the study area are predicted to receive a measurable (small, medium or large) improvement. Overall the implementation of the proposed 70mph SM-ALR scheme on local air quality is considered to result in significant adverse air quality effects in the Opening Year of 2017 using professional judgement and the terms of reference of IAN 174/13. This is due to the number of receptors predicted to be adversely affected (85), being more than the upper guideline band determining a significant effect.

7.2 Mitigation A number of mitigation options were considered. However, the preferred mitigation option was an SM-ALR scheme with 60mph weekday AM and PM peak, 70mph inter- peak, 70mph overnight and 70mph weekend on the M1 between J28 and J35a for the operational phase only (Mitigation Option 4).

Exceedence of annual mean NO 2 AQS objective are predicted with and without the mitigated operating regime. There are no predicted exceedences of the 1-hour mean NO 2, annual mean PM 10 or 24 hour mean PM 10 AQS objectives in the Opening Year with or without the mitigated operating regime in the Opening Year.

A total of 52 sensitive receptors predicted to be in exceedence of annual mean NO 2 objective within the study area in the Opening Year with the mitigated operating regime 3 operating received a small (>0.4µg/m ) worsening of annual mean NO 2 concentrations and one received a medium (>2µg/m 3) worsening. No receptors received a large 3 (>4µg/m ) worsening in annual mean NO 2 concentrations with the mitigated operating regime. No potential sensitive receptors in exceedence of annual mean NO 2 concentrations within the study area are predicted to receive a measurable (small, medium or large) improvement. Overall the implementation of the mitigated operating regime on local air quality is not considered to result in significant adverse air quality effect in the Opening Year of 2017 using professional judgement and the terms of reference of IAN 174/13. Full details of the professional judgement are outlined in Table 20 of section 5.5.

7.3 Compliance Assessment Using guidance set within IAN 175/13, the risk of the mitigated operating regime delaying compliance with the EU Air Quality Directive is considered to be low .

Air Quality Assessment - Technical Report

7.4 Mitigation Timeframe Projection In addition to identifying the preferred solution, the air quality assessment also involved identification of a potential year in which a standard SM-ALR operating regime can be implemented. Current long term NO 2 trend profile for future years were used to derive factors and project modelled Opening Year annual mean NO 2 concentrations at sensitive receptors.

Evaluation of the projected long term NO 2 concentrations at receptors against significance criteria outlined in IAN 174/13 suggests there will be a 3 to 5 year period for which the mitigation will be required. The mitigation will remain in place until the results of the air quality monitoring and further assessment indicate that air quality has improved sufficiently to allow implementation of a standard SM-ALR operation.

Air Quality Assessment - Technical Report

Annex 1: Figures

Air Quality Assessment - Technical Report

Annex 2: Statutory Context

Air Quality Assessment - Technical Report

Annex 3: Draft Note on Highway’s Agency’s Interim Alternative NOx and NO 2 Projections (24 October 2013)