Appraisal Summary Table
Date produced:
23rd March 2018
Contact:
Name of scheme:
M56 J6 - 8 Smart Motorway
Name
Description of scheme:
Introduction of All Lane Running being Junctions 6 and 7 on the M56 including associated technology and updated junction layouts.
Organisation
Role
Promoter/Official
Impacts
Summary of key impacts
Assessment
Quantitative
Qualitative
Monetary
Distributional
£(NPV)
7-pt scale/ vulnerable grp
y
Business users & transport
Value of journey time changes(£)
£110.0m
providers
Main benefits due to the scheme are derived from travel time savings, with additional benefits from
reduced VOC fuel costs. Disbenefits are principally from user impacts during construction due to
Net journey time changes (£)
conom
lower speeds, with additional disbenefits from VOC non-fuel costs during normal operations with the
E
scheme in place.
0 to 2min
2 to 5min
> 5min
N/A
£97.9m
N/A
Journey time savings quoted do not account for user impacts during construction.
£101.9m
£5.3m
£2.8m
Reliability impact on Business The scheme would produce an overall benefit. The benefits are dominated by a reduction in day to
users
day travel time variability (DTDV) due to the provision of additional capacity and variable speed
limits. Benefits also forecast to result from reduced delays attributal to unforeseen incidents.
N/A
N/A
£7.6m
Estimated using MyRIAD.
Regeneration
Appraisal of impact on Regeneration Areas not necessary as scheme is unlikely to impact
N/A
None
N/A
accessibility to any significant degree.
Wider Impacts
The scheme is not expected to result in any significant agglomeration benefits, therefore preparation
of a Land Use Transport Interaction model was not thought to be appropriate.
N/A
Neutral
NA
Noise
Night time noise levels have been derived from predicted day time levels in accordance with the
Income quintile 1 (lowest) - Neutral
tal
procedures set out in the 'Calculation of Road Traffic Noise', 'Design Manual for Roads and Bridges
Income quintile 2 - Moderate adverse
en
Volume 11/Part 7 HD 213/11 Revision 1', and TRL report 'Converting the UK traffic noise index
Income quintile 3 - Neutral
m
n
LA10,18h to EU noise indices for noise mapping'.
Income quintile 4 - Moderate adverse
ro
Income quintile 5 (highest) - Moderate
vi
Although this sheet and the DI Appriasal show noise levels are forecast to increase, the comparison
adverse
n
of future year noise levels with opening year noise levels shows a decrease in noise for day and for
(External - External trips excluded)
E
night. The majority of noise changes are negligible and the overall assessment of noise change is
neutral. The decrease in noise from opening year applies to both the future year with scheme noise
levels and the future year without scheme noise levels as a result of low noise road surfaces which
would be laid by the future year. The increase shown in this sheet and in the DI Appraisal is
Households experiencing increased daytime noise in forecast
because noise levels are shown to reduce by more without the scheme in place than they do with year: 294
scheme in place.
Households experiencing reduced daytime noise in forecast year:
No properties are predicted to experience 72dB LAeq,16h or greater in the future assessment year 0
with and without the scheme in place. Analysis of the predicted daytime noise levels indicates that
N/A
-1,054,347
no dwellings would be expected to meet the noise insulation eligibility criteria contained in the Noise
Households experiencing increased night time noise in forecast
Insulation Regulations 1975.
year: 273
When operational, in the short-term, one dwelling is predicted to experience a minor perceptible Households experiencing reduced night time noise in forecast
increase in noise level. Conversely, 24 dwellings are predicted to experience perceptible minor
year: 0
decreases in noise level. All other dwellings and other sensitive receptors are predicted to
experience negligible noise impacts or no change in noise level. The decreases in noise level are
due to the inclusion of a new low noise surface on lanes 1 and 4 of the motorway as part of the
Proposed Scheme. In the long term, all receptors are predicted to experience negligible noise
impacts or no change in noise level for daytime and nighttime. By the design year there would be a
decrease in the number of properties with noise levels above the significance threshold, although t
changes in noise are shown not to be perceptible.
Air Quality
M56 (Only) TAG Assessment Results
Income quintile 1 (lowest) - Large
Overall there is a net deterioration in local air quality due to the M56 scheme, as indicated by the
adverse
increase in the net total assessment score (worsening) for both NO2 and PM10 in the opening year.
Income quintile 2 - Neutral
The M56 scheme would change air quality at receptors for NO2 / PM10 by: improving 337 / 127,
Income quintile 3 -Slight adverse
Value of change in
worsening 965 / 541, no change at 832 / 1466 receptors.
Income quintile 4 - Moderate adverse
PM
There is an increase in regional NOx emissions with the scheme option (negative impact), due to
10 concentration: Income quintile 5 (highest) - Moderate
increases in vehicle kilometres travelled.
NPV: -£105,077 adverse
Assessment Score:
(External - External trips excluded
The NPV of these impacts over the 60 year appraisal period is a cost of -£221k, however using the
Value of change in
PM10: +11
latest draft estimates of NOx damage costs as a sensitivity test, this would result in a cost of -
NOX emissions:
NO2: +157
N/A
£2.5million, primarily as a result of increased NOx emissions.
NPV: -£116,602
Emissions: NOx (60 year period): + 291 tonnes
Cumulative (3 Scheme) Air Quality Impacts
Total Value of
For the ‘cumulative (3 scheme) core’ case there are no significant adverse air quality effects and no
change in air
mitigation is required for any of the 3 NW SMP schemes.
quality:
NPV: -£221,680
Greenhouse gases
Overall increase in CO2 emissions with 'M56 only' scheme over 60 year appraisal period, due to
increases in vehicle kilometres travelled. Calculated using non-TUBA method. The change in non- Change in non-traded carbon over 60y (CO2e)
361,381
traded carbon dioxide emissions in 2020 = -4,677 tCO2e indicating a slight decrease in CO2
emissions in opening year. Change in emissions in tCO2e for the 60 yr appraisal period = +361,381
N/A
-£16,830,241
Change in traded carbon over 60y (CO2e)
0
Landscape
The Proposed Scheme would be built within the context and limits of the existing highway corridor
and infrastructure. The majority of effects would be limited to the construction period and within the
existing highway boundary. The loss of vegetation along verges would open up occasional views
towards existing and new highway features, including gantries, upgraded lighting and noise barriers,
and this would increase the presence of the highway and traffic on it to adjacent receptors.
Mitigation trees and shrubs would be planted where space is sufficient to reduce the effects on
Neutral
visual receptors and the setting of historic features in the long term. In addition new planting would
help to integrate the highway more robustly into the adjacent landscape pattern. By year 15, the
proposed mitigation planting would be mature and would be effective in contributing to the fabric of
the wider landscape.
Overall, there would be a Neutral effect on landscape.
Townscape
As the Proposed Scheme would be built within the context and limits of the existing highway corridor
and infrastructure there are no anticipated effects on local townscapes.
Historic Environment
One Heritage feature a Grade II listed building would experience a temporary significant adverse
effect during construction only.
Mitigation proposals include replacement planting of a similar or improved nature, together with
enhancement measures along the route to improve the existing motorway corridor. Overall in the
Neutral
long term, the Proposed Scheme is considered to have a residual neutral effect on the setting of
cultural heritage assets.
Biodiversity
• No significant effects are anticipated on any statutory or non-statutory designated sites as a result
of the construction and operation phases of the Proposed Scheme.
• No significant effects on the favourable conservation status of notable and legally protected
species are anticipated as a result of the construction and operation phases of the Proposed
Scheme.
• Construction will involve temporary loss of habitats confined to the soft estate, which will have
temporary effects on resource availability for notable species, but is not considered to have a
Neutral
significant effect on the favourable conservation status of these species.
• Mitigation and compensation measures required in relation to notable species, such as appropriate
timing of site clearance, is detailed in the Proposed Scheme’s OEMP.
• Pollution risks during the construction phase, relating to noise, lighting, water and air will be
managed as part of the Proposed Scheme’s OEMP.
Water Environment
The scale of the proposed works and restriction to within the existing highway boundary result in a
low likelihood of effect during construction.
The Proposed Scheme will include drainage improvements, in accordance with Interim Advice Note
161/15 such that discharges will be at existing established rates (up to the 1:100 year rainfall event).
Neutral
The Proposed Scheme is designed, and will be managed through the appropriate mitigation, to
ensure water volumes or pollutants do not increase at any existing outfalls.
al
Commuting and Other users
Main benefits due to the scheme are derived from travel time savings. Disbenefits are principally
Value of journey time changes(£)
£45.6m
Income quintile 1 (lowest) - Slight
ci
from user impacts during construction due to lower speeds, with additional disbenefits from higher
Net journey time changes (£)
beneficial
o
S
VOC fuel and non-fuel costs during normal operations with the scheme in place.
0 to 2min
2 to 5min
Income quintile 2 - Moderate beneficial
> 5min
Income quintile 3 - Moderate beneficia
Income quintile 3 Moderate beneficia
Journey time savings quoted do not account for user impacts during construction.
Income quintile 4 - Moderate beneficial
Income quintile 5 (highest) - Large
N/A
£24.4m
Beneficial
(External - External trips excluded)
£44.9m
-£2.9m
£3.6m
Reliability impact on
The scheme would produce an overall benefit. The benefits are dominated by a reduction in day to
Commuting and Other users
day travel time variability (DTDV) due to the provision of additional capacity and variable speed
N/A
N/A
£9.4m
limits. Benefits also forecast to result from reduced delays attributal to unforeseen incidents.
Estimated using MyRIAD.
Physical activity
All existing facilities (such as foot bridges) will be retained. The scheme will not directly affect any
pedestrian or cyclist facilities. It will not result in any changes in the journey length or time for
NA
Neutral
NA
pedestrians or cyclists.
Journey quality
Smart Motorways facilitates the dynamic control of traffic for congestion and incident management.
Traveller Views: Some changes to the perceptions of the motorway due to the frequency of
additional infrastructure, however a neutral impact within the context of the motorway. Frustration:
Variable message signs will be erected as part of the Proposed Scheme which will serve to provide
clear and unambiguous information to drivers regarding road conditions, journey time certainty and
NA
Slight Beneficial
NA
reliability and can convey relevant operational information. All of which should contribute beneficially
to the journey ambience.
Accidents
The Scheme would provide an marginal reduction in accidents and severe casualties, with a
Not Assessed
Total Accidents saved by scheme: 1
N/A
£0.4m
marginal increase in fatal and slight casualties.
Security
The scheme is understood to have no impact on security.
NA
Neutral
NA
Not Assessed
Access to services
The proposed scheme does not affect the provision or location of transport facilities and hence
Not Assessed
NA
Neutral
NA
access to transport is unaffected.
Affordability
The proposed scheme results in an increase of Vehicle Operating Costs. This is as result of traffic
Income quintile 1 (lowest) - Slight
reassigning onto the strategic road network following the removal of congestion, and the increase in
Adverse
traffic speeds resulting in higher fuel consumption.
Income quintile 2 - Moderate Adverse
Income quintile 3 - Moderate Adverse
Income quintile 4 - Moderate Adverse
N/A
N/A
N/A
Income quintile 5 (highest) - Moderate
Adverse
(External - External trips excluded)
Severance
No severance effects are expected following implementation of the proposed motorway scheme. All
Not Assessed
NA
Neutral
NA
existing facilities (such as foot bridges) will be retained.
Option and non-use values
The scheme does not involve the loss or introduction of a new mode of transport, as such, option
NA
Neutral
values are unaffected.
NA
Cost to Broad Transport
Represents November 2017 HECSD estimate plus operating and maintenance costs.
Budget
N/A
N/A
£76.1m
ublic
P
ccount Indirect Tax Revenues
Data extracted from TUBA.
A
N/A
N/A
-£14.4m
Operation-related ITR and construction-related ITR