DCC/A/3
Engineering
A380 South Devon Link Road (Kingskerswell Bypass)
Public Inquiry
Proof of Evidence
Engineering
Volume 3: Appendices
by
Michael Smith BSc CEng MICE
Parsons Brinckerhoff Ltd
June 2009
DCC/A/3
Engineering
Contents of Volume 3: Appendices
Appendix 1: Annexes
Appendix 3: Figures
Annex 1: Effects on Private Means of Access
Figure 1
Location Plan
Annex 2: Water Quality and Drainage
Figure 2.1
Existing A380 Layout and Accesses Sheet 1 of 7
Annex 3: Environment Agency’s Response to WebTAG Appraisal Summary Table
Figure 2.2
Existing A380 Layout and Accesses Sheet 2 of 7
Annex 4: Construction Environmental Management Plan
Figure 2.3
Existing A380 Layout and Accesses Sheet 3 of 7
Appendix 2: Tables
Figure 2.4
Existing A380 Layout and Accesses Sheet 4 of 7
Figure 2.5
Existing A380 Layout and Accesses Sheet 5 of 7
Table 1: Road Markings
Figure 2.6
Existing A380 Layout and Accesses Sheet 6 of 7
Table 2: Design Speeds for the Purpose of Scheme Design
Figure 2.7
Existing A380 Layout and Accesses Sheet 7 of 7
Table 3: A380 South Devon Link Road - Geometric Departures from Standard
Figure 3.1
Carriageway Cross-Sections Sheet 1of 2
Table 4: Landfill Sites
Figure 3.2
Carriageway Cross-Sections Sheet 2 of 2
Table 5: General Quality Assessment Standards
Figure 4.1
Scheme Plan and Profile Sheet 1 of 4
Table 6: General Quality Assessment Results
Figure 4.2
Scheme Plan and Profile Sheet 2 of 4
Table 7: Effect of Scheme Proposals on Peak Flood Levels
Figure 4.3
Scheme Plan and Profile Sheet 3 of 4
Table 8: Summary of 5 Day Cu and Zn Build Up With Resultant Concentrations in the Aller
Brook and Edginswell Stream
Figure 4.4
Scheme Plan and Profile Sheet 4 of 4
Figure 5.1
Scheme Cross-Sections Sheet 1 of 4
Figure 5.2
Scheme Cross-Sections Sheet 2 of 4
Figure 5.3
Scheme Cross-Sections Sheet 3 of 4
Figure 5.4
Scheme Cross-Sections Sheet 4 of 4
Figure 6
Hydrogeological Plan
Figure 7
Catchment Plan
Figure 8.1
Drainage Proposals Sheet 1 of 3
Figure 8.2
Drainage Proposals Sheet 2 of 3
Figure 8.3
Drainage Proposals Sheet 3 of 3
Figure 9
Plan and Cross-Section Kerswell Down
Table 9: Summary of Spill Risk Analysis
Table 10: Importance and Significance of Effects on Water Features
Table 11: WebTAG Worksheet for the Water Environment
Table 12: DMRB Significance of New Severance Impacts
Table 13: DMRB Significance of Relief of Existing Severance
Table 14: Origins and Destinations between Penn Inn and Aller Cottages
Table 15: DMRB Significance of Reduction in Community Severance
Table 16: WebTAG Significance of Severance
Table 17: WebTAG Significance of Change in Severance
Table 18: WebTAG Change in Severance
Table 19: WebTAG Significance of Reduction in Community Severance
Table 20: WebTAG Significance of Reduction in Community Severance – as Reported in
Major Scheme Business Case
Table 21: WebTAG Significance of Reduction in Community Severance – as Reported in
Response to Department for Transport
Figure 10.1 Penn Inn Flyover North Ramp
Figure 10.2 Penn Inn Flyover
Figure 10.3 Penn Inn Flyover South Ramp
Figure 10.4 Addison Road Retaining Wall
Figure 10.5 Aller Park Retaining Wall Structure 5
Continued Overleaf
DCC/A/3
Engineering
Appendix 3 Continued: Figures
Figure 10.6 Sainsbury’s Retaining Wall
Figure 10.7 Aller Park Retaining Wall Structure 8
Figure 10.8 Aller Park Retaining Wall Structure 9
Figure 10.9 Aller Tunnel
Figure 10.10 Aller Road Overline Bridge
Figure 10.11 Aller Cross Underbridge
Figure 10.12 Maddacombe Raod Overbridge
Figure 10.13 Yon Street Overbridge
Figure 10.14 Torbay Ring Road Underbridge
Figure 10.15 Edginswell Lane Bridge
Figure 10.16 Edginswell Cattle Creep
Figure 10.17 Keyberry Mill Culvert
Figure 10.18 Sainsbury’s Culvert
Figure 10.19 Keyberry Mill Culvert – Alternative Location
Figure 10.20 Langford Rail Culvert
Figure 10.21 Aller Main Road Culvert
Figure 10.22 Aller Orchard Culvert
Figure 10.23 Daccabridge Channel
Figure 10.24 Manor Drive Culvert
Figure 11.1 Existing Rights of Way and Community Facilities Sheet 1 of 2
Figure 11.2 Existing Rights of Way and Community Facilities Sheet 2 of 2
Figure 12.1 Rights of Way and Community Facilities with Scheme Sheet 1 of 2
Figure 12.1 Rights of Way and Community Facilities with Scheme Sheet 2 of 2
Figure 13.1 Proposed No. 2 SRO and Supplementary CPO – Proposed alteration to
Keyberry Mill Culvert and Footpath 45
Figure 13.2 Proposed No. 2 SRO – Proposed Additional Private Means of Access
DCC/A/3
Engineering
Appendix 1: Annexes
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
Appendix 1: Annexes
Contents
Page
1
EFFECTS ON PRIVATE MEANS OF ACCESS
1
1.2
Site Plan 1
1
1.3
Site Plan 2
1
1.4
Site Plan 3
2
1.5
Site Plan 4
4
1.6
Site Plan 5
5
2
WATER QUALITY AND DRAINAGE
7
2.1
Existing Water Features
7
2.1.1
2.1.2
2.1.3
2.1.4
2.2
Description of Land Drainage Strategy
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.3
Introduction
Floodplain
Rivers and Streams
Groundwater
River Teign to Keyberry Mill
Keyberry Mill to Langford Brook Confluence
Langford Brook Confluence to Aller Orchard Crossing
Aller Orchard Crossing to Brookeador
Brookeador to Manor Gardens
Scheme Drainage Outfalls
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
Penn Inn
Attenuation Pond 1
Attenuation Pond 2
Attenuation Ponds 3 and 4
Hamelin Way
7
7
9
11
20
20
22
23
24
25
29
29
29
29
30
30
3
ENVIRONMENT AGENCY’S RESPONSE TO WEBTAG APPRAISAL
SUMMARY TABLE
31
4
32
CONSTRUCTION ENVIRONMENTAL MANAGEMENT PLAN (CEMP)
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
2
DCC/A/3
Engineering
A380 South Devon Link Road
(Kingskerswell Bypass)
DCC/A/3
Engineering
Public Inquiry
Michael Smith
1
EFFECTS ON PRIVATE MEANS OF ACCESS
1.1.1
I have set out below the proposed arrangements for each of the Site
Plans included in the Side Roads Order (CD 1.2).
1.2
Site Plan 1
1.2.1
No private means of access would be affected.
1.3
Site Plan 2
1.3.1
The arrangements for closed private means of access shown on Site
Plan 2 are set out below:
Private Means of Access to be Stopped
Up
Reason and Reasonably Convenient
Alternative Route
1s
Access to Wywurree from Addison
Road.
Consequent on stopping up of highway.
Access closed to vehicles. Access for
pedestrians created (1)
2s
Access to Penn House from
Addison Road.
Consequent on works to Addison Road.
Stopped up and re-created (2)
3s
Access (pedestrian only) to railway
lines from the A380 Torquay Road.
Affected by improvement to classified
road. Alternative access (5) (on Site
Plan 3) provided. In addition a
pedestrian access would be provided
from the classified road at the
maintenance lay-by 230m north
4s
Access (pedestrian only)to the rear
of No. 15 St Luke’s Road from the
A380 Torquay Road.
Affected by provision of cycle track with
a right of way on foot (C).
5s
Access (pedestrian only) to the rear
of No. 13 St Luke’s Road from the
A380 Torquay Road.
Affected by provision of cycle track with
a right of way on foot (C).
6s
Access from the western boundary
of the A380 Torquay Road opposite
No. 16 Aller Park Road northwards
for a distance of 50 metres then
westwards for a distance of 35
metres then northwards for a
distance of 80 metres
Demolition of railway overbridge.
Access is not used.
7s
Access to railway lines from the
A380 Torquay Road opposite No.
42 Aller Park Road.
Affected by improvement to classified
road. Alternative access (5) (on Site
Plan 3) provided.
8s
Access to Royal Aller Vale Quarry
from the A380 Torquay Road.
Affected by new highway (D).
Alternative access (3) provided.
1
A380 South Devon Link Road
(Kingskerswell Bypass)
9s
Public Inquiry
Michael Smith
Access to Aller Cottages and to the
drainage outfall to the former Royal
Aller Vale Quarry from the A380
Torquay Road.
DCC/A/3
Engineering
Affected by improvement to classified
road. Properties will be demolished,
therefore no alternative is necessary.
Access to the drainage outfall provided
via alternative access (5) (on Site Plan
3) and (4) on Site Plan 2 Inset
1.4
Site Plan 3
1.4.1
The arrangements for closed private means of access shown on Site
Plan 3 are set out below:
Private Means of Access to be Stopped
Up
Reason and Reasonably Convenient
Alternative Route
1s
Access to field from the western
boundary of the C431 Aller Road
30 metres north of the entrance to
the Barn Owl Inn.
Consequent on stopping up of highway.
No alternative necessary as the plot
would be lost to the Scheme.
2s
Access to field from the western
boundary of the C431 Aller Road
opposite the entrance to the Barn
Owl Inn.
Consequent on improvement to
highway. No alternative necessary as
the plot would be lost to the Scheme.
3s
Access to field from the western
boundary of the C431 Aller Road
15 metres south-west of the
entrance to the Barn Owl Inn.
Consequent on improvement to
highway. No alternative necessary as
the plot would be lost to the Scheme.
4s
Access to field from the western
boundary of the C431 Aller Road
36 metres south-west of the
entrance to the Barn Owl Inn.
Consequent on improvement to
highway. Alternative access (1)
provided.
5s
Access to field from the northern
boundary of the C431 Aller Road
90 metres north-east of the junction
of the C431 Aller Road with the
C162 Kingskerswell Road.
Consequent on stopping up of highway.
Alternative access (2) provided.
6s
Access to farm buildings from the
southern boundary of the C162 Old
Newton Road at the junction of the
C162 Old Newton Road with the
C162 Kingskerswell Road.
Consequent on stopping up of highway.
Alternative access (3) provided. The
effect or the proposed No 2 Side Road
Order would be to create a new access.
7s
Access to Hazelbank from the
northern boundary of the C162 Old
Newton Road.
Consequent on stopping up of highway.
No alternative necessary as the plot
would be lost to the Scheme.
8s
Access to Hazelbank from the
western boundary of the C162
Kingskerswell Road 45 metres
north-west of the junction of the
C162 Kingskerswell Road with the
C162 Old Newton Road.
Consequent on stopping up of highway.
No alternative necessary as the plot
would be lost to the Scheme.
2
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
9s
Access to field from the western
boundary of the C162
Kingskerswell Road 88 metres
north-west of the junction of the
C162 Kingskerswell Road with the
C162 Old Newton Road.
Consequent on stopping up of highway.
Alternative access (4) provided.
10s
Access to field from the eastern
boundary of the C162
Kingskerswell Road 174 metres
north-west of the junction of the
C162 Kingskerswell Road with the
C162 Old Newton Road.
Consequent on improvement to
highway. Alternative access (5)
provided.
11s
Access to field from the western
boundary of the C162
Kingskerswell Road 195 metres
north-west of the junction of the
C162 Kingskerswell Road with the
C162 Old Newton Road.
Consequent on improvement to
highway. Alternative access (6)
provided.
12s
Access to field from the eastern
boundary of the C162 Old Newton
Road 45 metres north-west of the
access to Elmcroft Nursery.
Consequent on stopping up of highway.
Alternative access (3) provided. The
effect or the proposed No 2 Side Road
Order would be to create a new access.
13s
Access to field from the western
boundary of the C162 Old Newton
Road 26 metres north-west of the
access to Elmcroft Nursery.
Consequent on stopping up of highway.
Alternative access (4) provided.
14s
Access to Elmsleigh House.
Consequent on stopping up of highway.
No alternative necessary as the
property would be demolished for the
Scheme.
15s
Access to field from the eastern
boundary of the C162 Old Newton
Road opposite the access to
Elmcroft Nursery.
Consequent on stopping up of highway.
Alternative access (3) provided. The
effect or the proposed No 2 Side Road
Order would be to create a new access.
16s
Access to Elmcroft Nursery.
Consequent on stopping up of highway.
Alternative accesses (4) and (7)
provided.
17s
Access to field from the western
boundary of the C162 Old Newton
Road 20 metres south-east of the
access to Elmcroft Nursery.
Consequent on stopping up of highway.
Alternative accesses (4), (7) and (8)
provided.
18s
Access to Yannon Lane Landfill
Site from a point 110 metres from
the western boundary of the C162
Old Newton Road south-westwards
for a distance of 254 metres.
Access severed by new classified road.
Alternative accesses (4), (7) and (8)
provided.
3
Public Inquiry
Michael Smith
DCC/A/3
Engineering
19s
Access to Yannon Lane Landfill
Site from a point 364 metres from
the western boundary of the C162
Old Newton Road south-westwards
for a distance of 10 metres then
south-eastwards for a distance of
100 metres then south-westwards
for a distance of 114 metres.
Access severed by new classified road.
Alternative accesses (4), (7), (8) and (9)
provided.
20s
Access known as Yannon Lane, for
a distance of 310 metres northwestwards from its junction with
Foredown Lane.
Access severed by new classified road.
Alternative accesses (4), (7), (8), (9),
(10) and (11) provided.
21s
Access to field from a point 152
metres north-west then 40 metres
south-west of the western boundary
of Foredown Lane at its junction
with the C162 Old Newton Road for
a distance of 48 metres.
Access severed by new classified road.
No alternative necessary as the plot
would be lost to the Scheme.
22s
Access to field and the properties
known as Kynance, High View,
Woodfield and Three Corners from
the western boundary of Foredown
Lane at its junction with the C162
Old Newton Road for a distance of
152 metres.
To create new rights over existing
access. New access (12) provided.
A380 South Devon Link Road
(Kingskerswell Bypass)
1.5
Site Plan 4
1.5.1
The arrangements for closed private means of access shown on Site
Plan 4 are set out below:
Private Means of Access to be Stopped
Up
Reason and Reasonably Convenient
Alternative Route
1s
Access to Foredown House from
Maddacombe Road 65 metres west
of the junction of Maddacombe
Road with Foredown Lane.
Consequent on improvement to
highway. Alternative access (1)
provided.
2s
Access to Kerswell Down car park
from Maddacombe Road 90 metres
west of the junction of
Maddacombe Road with Foredown
Lane.
Access severed by new classified road.
Alternative provided by new footpath (C)
and new access (2).
3s
Access to field, from the southern
boundary of Churchway Lane 118
metres south-west of the junction of
Churchway Lane with Greenhill
Road.
Access severed by new classified road.
Alternative access (3) provided.
4s
Access to United Reformed Church
car park from Yon Street.
Consequent on improvement to
highway. Alternative access (4)
provided.
4
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
5s
Access to No. 8 Yon Street
Access severed by new classified road.
No alternative necessary (property
demolished)
6s
Access to field, from the western
boundary of Huxnor Road at the
junction of Huxnor Road with
Edginswell Lane.
Consequent on improvement to
highway. Alternative access (5)
provided.
7s
Access to field, from the eastern
boundary of Yon Street 30 metres
north of the junction of Yon Street
with Edginswell Lane.
Access severed by new classified road.
Alternative access (6) provided.
8s
Access to field, from the eastern
boundary of Edginswell Lane 22
metres south-east of the junction of
Edginswell Lane with Yon Street.
Access severed by new classified road.
Alternative accesses (6) and (7)
provided.
9s
Access to field, from the eastern
boundary of Edginswell Lane 42
metres south-east of the junction of
Edginswell Lane with Yon Street.
Access severed by new classified road.
Alternative accesses (6) and (7)
provided.
10s
Access to Kingskerswell playing
fields, for 30 metres northwards
from its junction with Manor Drive.
To create new rights over existing
access. New access (8) provided.
11s
Access to 53 Daccabridge Road
and Kingskerswell playground and
playing fields, for 100 metres
southwards from Daccabridge
Road.
Access severed by drainage works for
new classified road. Alternative
accesses (9), (17) and (18) provided.
12s
Access to 47 and 49 Daccabridge
Road and Overbridge House from
Daccabridge Road.
Access affected by drainage works for
new classified road. Alternative
accesses (9) and (10) provided.
1.6
Site Plan 5
1.6.1
The arrangements for closed private means of access shown on Site
Plan 5 are set out below:
Private Means of Access to be Stopped
Up
1s
Access track to fields on northwestern boundary of Hamelin Way
from a point 95 metres from the
western boundary of Edginswell
Lane south-westwards for a
distance of 38 metres.
5
Reason and Reasonably Convenient
Alternative Route
Access severed by new classified road.
Alternative access (1) provided.
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
Private Means of Access to be Stopped
Up
DCC/A/3
Engineering
Reason and Reasonably Convenient
Alternative Route
2s
Access track to fields on northwestern boundary of Hamelin Way
from a point 133 metres from the
western boundary of Edginswell
Lane south-westwards for a
distance of 292 metres.
Access severed by new classified road.
Alternative accesses (1) and (2)
provided.
3s
Access track to fields on northwestern boundary of Hamelin Way
from a point 425 metres from the
western boundary of Edginswell
Lane south-westwards for a
distance of 122 metres.
Access severed by new classified road.
Alternative accesses (1), (2) and (3)
provided.
4s
Access track coincident with
Footpath No. 36 from its junction
with the C162 Edginswell Lane
northwards for a distance of 105
metres.
Access severed by new classified road.
Replacement access not required as the
plot would be lost to the Scheme.
5s
Access track coincident with
Footpath No. 36 from a point 105
metres from its junction with the
C162 Edginswell Lane northwards
for a distance of 105 metres.
Access severed by new classified road.
Replacement access not required as the
plot would be lost to the Scheme.
6s
Access track on north-western
boundary of Hamelin Way from the
eastern boundary of Edginswell
Lane north-eastwards for a
distance of 18 metres.
Access severed by new classified road.
Alternative access (4) provided.
7s
Access track on north-western
boundary of Hamelin Way from a
point 18 metres from the eastern
boundary of Edginswell lane northeastwards for a distance of 174
metres.
Access severed by new classified road.
Alternative accesses (5 and 6) provided.
8s
Access track under Hamelin Way
on south-western boundary of the
Exeter to Torquay railway line from
a point 192 metres north-east of
Edginswell Lane south-eastwards
for a distance of 112 metres.
Access severed by new classified road.
Alternative accesses (5) and (6)
provided.
6
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
2
WATER QUALITY AND DRAINAGE
2.1
Existing Water Features
2.1.1
Introduction
2.1.1.1
A description of the existing water features (and their attributes) that
have been considered as part of the Scheme design, together with an
assessment of their importance, is given in below. The water features
considered are: floodplain; rivers and streams; and groundwater.
2.1.2
Floodplain
2.1.2.1
Under the terms of the Land Drainage Act 1991, the EA is required to
produce Flood Maps, which are reproduced on Figures 8.1 to 8.3.
These plans show extensive areas at risk of fluvial flooding along the
line of the Scheme.
2.1.2.2
In progressing the Scheme design, detailed survey and hydraulic
modelling has been undertaken, which shows that under present
conditions flooding in some areas is less extensive than shown on the
indicative floodplain maps, for example at Manor Drive, Boundary
Close and Weavers Way. However, as shown on Figure 8.1 the fields
to the west of the railway, opposite Milber and Aller Park, form the
largest floodplain storage area.
2.1.2.3
Further upstream at Aller, between the London to Penzance main line
railway and the Exeter to Torquay branch line railway, is a further flood
storage area.
The degree of flooding is predominantly due to
inadequate flow capacity under the main line railway.
7
There is
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
additional floodplain storage in the fields to the south of Aller Road
between Moor Park Road, Primrose Way, Meadow Close, Boundary
Close and the railway as far as the confluence with the Edginswell
Stream at Brookeador.
2.1.2.4
To the west and south of Kingskerswell, towards Kerswell Gardens, the
main watercourse is the Edginswell Stream.
The stream has been
much modified by railway works from Brookeador to Manor Drive and
there is little recognisable floodplain as a result. Local constrictions in
the Daccabridge area give rise to frequent localised flooding which
causes ponding on the playing fields adjacent to the railway branch line
to the west of Weavers Way.
2.1.2.5
Further south the stream runs tortuously through gardens of properties
on the east side of Manor Drive. On this section the stream becomes a
constrained urban watercourse and at times of high flow it takes the
easier lower route through the rear gardens to the west of Manor Drive
adjacent to the railway. Upstream the watercourse is found to the west
of the railway where there is localised flooding adjacent to the line. The
reach southwards towards the Torbay Ring Road forms an area of
wetland habitat, which is fully described in Andrew McCarthy’s Proof of
Evidence (DCC/P/8).
2.1.2.6
The primary attributes of this feature, to be used in the assessment of
importance, is conveyance of flow. No other potential attributes apply to
this feature.
8
A380 South Devon Link Road
(Kingskerswell Bypass)
2.1.2.7
Public Inquiry
Michael Smith
DCC/A/3
Engineering
By inspection of Figures 8.1 to 8.3, the number of properties that lie
close to the existing floodplain boundary falls between 10 and 100. In
accordance with DMRB, Volume 11, Part 10, Table 5.3 (CD 4.33S), this
results in an overall Importance rating for the floodplain as High.
2.1.3
Rivers and Streams
2.1.3.1
The Scheme would pass through the catchments of two watercourses:
the Aller Brook and the Edginswell Stream, shown on Figure 7. Aller
Brook, which is the principal watercourse, rises in the Coffinswell area,
flows westwards towards the centre of Kingskerswell before flowing
northwards to discharge into the River Teign. North of Penn Inn the
brook is influenced by tidal variations. Edginswell Stream rises in the
northern outskirts of Torquay and flows north from Scott’s Bridge to join
the Aller Brook at Brookeador.
2.1.3.2
Three tributaries flow into the Aller Brook catchment: Beer’s Brook,
Ford Leat and Langford Brook. The Langford Brook sub catchment
area, which lies to the west of the Scheme corridor, has a further two
tributaries, the Dainton and Bickley streams.
2.1.3.3
The primary attributes of this feature, to be used in the assessment of
importance, are water quality and biodiversity, and. Other potential
attributes: dilution and removal of waste, water supply, recreation and
value to economy, are not applicable to the rivers and streams in this
area. Conveyance of flow is addressed in the Floodplain feature.
9
A380 South Devon Link Road
(Kingskerswell Bypass)
2.1.3.4
Public Inquiry
Michael Smith
DCC/A/3
Engineering
The surface water quality is monitored routinely by the Environment
Agency along three reaches: Penn Inn to Aller Orchard, Aller Orchard
to Manor Drive and at Edginswell pumping station on the Edginswell
Stream. The current (2007) Environment Agency data is given in
Appendix 2, Table 6.
2.1.3.5
The Environment Agency data has been augmented with a specific
programme of surface water quality monitoring during the Scheme
design. The data indicated that hardness was relatively consistent both
over time and between locations, with relatively high values associated
with the calcareous nature of the underlying geology which supplies the
local watercourses via springs.
2.1.3.6
The waters were also analysed for a number of key water quality
determinands commonly contained in slightly elevated concentrations
in runoff water from operational roads, including dissolved copper and
total zinc.
These were consistently recorded close to or below the
laboratory limits of detection of 5g/l for dissolved copper and 50g/l for
total zinc.
2.1.3.7
The data showed that the water quality was compliant with the
Environment Agency River Quality Objective (RQO) Class (RE2) for the
Aller Brook.
The General Quality Assessment (GQA), records the
water quality as Very Good and for Biodiversity as Good. In
accordance with DMRB, Volume 11, Part 10, Table 5.3 (CD 4.33S), this
results in an overall Importance rating for rivers and streams as High.
10
A380 South Devon Link Road
(Kingskerswell Bypass)
2.1.4
Public Inquiry
Michael Smith
DCC/A/3
Engineering
Groundwater
Introduction
2.1.4.1
The geological formations along the route of the Scheme are shown on
Figure 6. They may be sub-divided into four principal units each with its
own hydrogeological characteristics:
1.
Unit1: Alluvium and Bovey Formation. Mainly silt and clay of low
permeability which underlie the poorly drained valley floor.
Classified as a minor aquifer by the Environment Agency.
2.
Unit 2: Aller Gravel and Upper Greensand Formation. Mainly
sands and gravels of moderate to high intergranular permeability
underlie the eastern side of the Aller valley. Classified as a major
aquifer by the Environment Agency.
3.
Unit 3: Permian Breccia. Mainly weak to moderately strong silty
sandy breccia with subordinate beds of siltstone and mudstone
underlie the western side of the Aller valley. Moderate secondary
(fracture) permeability and reasonably well drained on the higher
valley slopes. Moderate to low fracture permeability on the
lower slopes, where mudstone and siltstone are more prevalent.
Some seepages and springs rise on the lower slopes, as shown
on Figure 6. Classified as a minor aquifer by the Environment
Agency.
4.
Unit 4: Devonian Limestone. Strong, crystalline limestone with
thin cover of gravelly soil. High secondary (fracture) permeability
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A380 South Devon Link Road
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DCC/A/3
Engineering
caused by solution weathering along joints and bedding planes,
resulting in rapid infiltration of surface water on Kerswell Down
and deep groundwater flux under a gentle hydraulic gradient.
Springs emerge at or close to the contact with the Permian
Breccia in the tributary valleys on the western side of the Aller
Brook/Edginswell Stream catchment, as shown on Figure 6.
Classified as a major aquifer by the Environment Agency.
2.1.4.2
The attributes of this feature, to be used in the assessment of
importance, are conveyance of flow and water supply (in terms of
quality and abstraction). Other potential attributes: soakaway and
economic value, are not applicable to the groundwater resource in this
area.
Conveyance of Flow
2.1.4.3
Monitoring of groundwater levels in standpipes within the valley floor
indicates levels close to ground level throughout the year. Seasonal
fluctuations of approximately 2m were recorded in monitoring
boreholes.
2.1.4.4
The hydraulic gradient beneath the valley floor falls very gently
downstream (towards the north) and the rate of groundwater flux in
Hydrogeological Unit 1 is very slow.
2.1.4.5
Unit 1 is regarded by EA as a minor aquifer. No springs or seepages
were recorded in the vicinity of the Scheme.
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2.1.4.6
DCC/A/3
Engineering
Public Inquiry
Michael Smith
The Scheme crosses Hydrogeological Unit 2 in the lower slopes of the
eastern side of the Aller Valley.
During the summer, groundwater
levels in monitoring boreholes located on the lower slopes were
generally close to the level of the nearby valley floor. Groundwater
levels were found to rise by between 0.2m and 3.2m in the winter.
2.1.4.7
The water table probably rises at a gentle gradient beneath the valley
side, and groundwater flux is probably relatively rapid through the
sands and gravels in a down-slope direction towards the Aller Brook.
2.1.4.8
Unit 2 is regarded by EA as a major aquifer. No springs or seepages
were recorded in the vicinity of the Scheme.
2.1.4.9
The Scheme crosses Hydrogeological Unit 3 at three locations: Ch
2900 – Ch 3700, Ch 3250 – Ch 4000 and Ch 4200 – Ch 5000. From
Aller Cross south to Yannon Lane (Ch 2900 – Ch 3700) the Scheme
ascends the western valley side and is underlain by silty and sandy
breccia of moderate to low permeability. Winter water levels recorded
in monitoring boreholes were close to ground level, indicating a
relatively steep hydraulic gradient towards the valley.
During the
summer the groundwater levels fall by between 2m and 7m, and the
hydraulic gradient slackens.
2.1.4.10
Calcareous breccia underlies the steep hill between Yannon Lane and
Maddacombe Road (Ch 3250 – Ch 4000), near the contact with the
underlying Devonian limestone (Hydrogeological Unit 4). Groundwater
levels monitored in site investigation boreholes were over 23m below
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Michael Smith
DCC/A/3
Engineering
ground level, even in the winter months, indicating a deep water table
with a slack hydraulic gradient and relatively rapid groundwater flux
through fractures and fissures in the rock.
2.1.4.11
South of Churchway Lane (Ch 4200 – Ch 5000) the Scheme crosses
the lower slopes of the Edginswell Valley and associated small tributary
valleys, which are underlain by silty breccia inter-bedded with siltstone
and mudstone of relatively low permeability. Winter and summer
groundwater levels are close to ground surface in the tributary valleys
and in the lower slopes of the Edginswell Valley. On the spur of higher
ground at Yon Street (Ch 4400 – Ch 4600) winter water levels varied
between 1m and 5m below surface, falling to about 8 to 10m below
surface in the late summer.
2.1.4.12
A number of springs were identified in the lower slopes of the Aller
Brook/Edginswell Stream Valley and in minor tributary valleys, probably
indicating the presence of beds of fine grained siltstone and mudstone
of low permeability beneath more permeable breccia. Three small
springs were recorded close to the Scheme (Ref S17, S11 and S12).
Wells are shown on old editions of the Ordnance Survey maps at
Whitpot Mill and Yon Street.
2.1.4.13
Unit 3 is regarded by EA as a minor aquifer. Some springs or seepages
were recorded in the vicinity of the Scheme.
2.1.4.14
The Scheme crosses Hydrogeological Unit 4 at Kerswell Down. The
limestone beneath Kerswell Down has a high fracture permeability due
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Michael Smith
to the effects of solution weathering along joints.
DCC/A/3
Engineering
Consequently
groundwater flux is rapid under slack hydraulic gradients, and the water
table is deep beneath the uplands of Kerswell Down. No evidence of
large caverns or cave systems was identified in the limestone beneath
the Scheme. Water strikes were not recorded in the boreholes above
the standing water level or water table, indicating the absence of
perched water.
2.1.4.15
Several springs rise along the north-eastern margin of the limestone
outcrop. Near St. Mary’s Church in Kingskerswell eight separate spring
flows were identified (S3 – S10, extract plan on Figure 6) which flow
into the Church Leat.
The Leat is aligned northwards, along the
eastern edge of the valley floor to Whitpot Mill where it discharges into
the Edginswell Stream. It also receives water from Spring S11, which
rises in the small tributary valley to the south of Kingskerswell (south of
the limestone outcrop). Other small springs emerge from the northeast
margin of the limestone at the foot of Rose Hill (S1 and S2) and at the
northwest margin at the railway bridge over Maddacombe Road (S19).
2.1.4.16
The Bickley Stream valley bounds the western side of Kerswell Down.
There are no surface watercourses on the Kerswell Down limestone
outcrop to the east of the Bickley Stream, and rainfall infiltrates the
ground.
2.1.4.17
Dye tracer investigations by P. L. Smart (Bristol University, 1976) and
by the Devon Karst Research Society (1997) indicate that water “leaks”
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Michael Smith
DCC/A/3
Engineering
into the limestone from the Bickley Stream and re-emerges in the
Church Springs in Kingskerswell, approximately 1.5km to the northeast.
2.1.4.18
The Devon Karst Research Society demonstrated that water flushed
into a fissure at the top of Kerswell Down Hill emerged in the Church
Springs (S3 – S10) and also Spring S19 on the north west side of the
Down, in Bickley Stream near Maddacombe Cross and in the Church
Leat near Whitpot Mill.
2.1.4.19
A conceptual model of the hydrogeological regime beneath Kerswell
Down is shown in Figure 9, and may be described as follows:
x
Water “leaks” from the Bickley Stream and percolates down to
the water table through joints and fissures in the limestone.
x
It then flows mainly north-eastwards through fissure and fracture
systems deep in the limestone beneath Kerswell Down to the
springs near St. Mary’s Church.
x
Groundwater recharge is augmented by rainwater infiltration on
the Down.
x
During prolonged dry periods (such as the summer of 2003) the
leakage from Bickley Stream reduces and the level of the water
table beneath Kerswell Down falls, the hydraulic gradient
slackens and flow in the Church Springs is substantially reduced.
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2.1.4.20
DCC/A/3
Engineering
Public Inquiry
Michael Smith
An approximate water balance for the Kerswell Down Limestone, based
on flow monitoring data obtained by Aggregate Industries Ltd in the
Bickley Stream and the Church Springs (including Spring S11) and
effective rainfall for the period 1 December 2001 to 30 November 2002
has been considered.
The calculations indicate that the Church
Springs are the principal discharge from the Kerswell Down Limestone,
accounting for >98% of the total measured out flows. The discharge
from the Church Springs equates with measured and calculated
groundwater recharge (inputs) from Bickley Stream, plus infiltration of
effective rainfall on the outcrop and groundwater inflow from the
Permian aquifer to the north.
2.1.4.21
A maximum winter water level of 28.2m AOD was recorded in
monitoring boreholes in the limestone outcrop along the Scheme,
approximately 8.8m below the base of the cutting.
A monitoring
borehole located in the disused quarry at Foredown Kennels (ST
230896), approximately 200m west of the Scheme, indicated a
maximum winter water level of 30.0m AOD during the exceptionally wet
winter of 2000/01. During the summer of 2003 water levels dropped to
approximately 20m AOD in all of the boreholes. Continuous monitoring
of the Foredown Kennels borehole revealed daily oscillations in the
water level of about 1m amplitude.
It is understood that these
oscillations do not appear to be related to pumping in Stoneycombe
Quarry, and their causation is not known.
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2.1.4.22
Public Inquiry
Michael Smith
DCC/A/3
Engineering
Beneath the proposed Scheme the highest recorded winter water table
is over 8m below the base of the proposed road cutting, as indicated in
the cross-section shown on Figure 9. Recent monitoring (January to
March 2009) confirms this.
2.1.4.23
The groundwater within the Devonian Limestone is classified as a
major aquifer by the EA. Unit 4 supports a series of springs, which in
turn feed the Church Leat.
Groundwater Quality
2.1.4.24
Groundwater quality has been assessed through the sampling of a
number of boreholes and springs throughout 2002 and 2003, which
were analysed for a range of determinands including major ions and
metals. The results obtained show that the groundwater beneath the
Scheme corridor is generally of good quality, with most determinands
below drinking water standards at all locations. The exception to this is
the high nitrate and elevated chloride concentrations detected at two
locations, possibly related to agricultural inputs (such as fertilizer and
manure respectively), in the vicinity of the affected boreholes.
2.1.4.25
Groundwater quality has also been assessed in detail around the
Yannon Lane Landfill site to identify any potential impacts associated
with the migration of leachate. The Yannon Lane landfill site is located
to the west of the Scheme, as shown on Figure 6. The landfill was
constructed on a valley side up to the top of the existing watershed. It is
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DCC/A/3
Engineering
understood that no basal or side slope lining system was installed
beneath the landfill prior to tipping.
2.1.4.26
The site is operational and is licensed to accept inert fill, although in
2008 the operator was prosecuted by the Environment Agency for
accepting non-inert waste in breach of the site’s permit.
2.1.4.27
Monitoring of boreholes in and around the periphery of the site has
continued, with the latest set of results recorded in February 2009. The
analysis shows evidence of leachate in the boreholes located within the
tip with elevated levels of chloride, conductivity and ammonia well
above the UK Drinking Water Standards.
2.1.4.28
To the east of the tip, closest to the Scheme, the groundwater quality
generally complies with the minimum requirements for UK Drinking
Water Standards, although higher levels of aluminium, iron and
manganese have been recorded.
2.1.4.29
Interpretation of the groundwater level monitoring indicates that
groundwater flows westwards beneath the landfill site towards Langford
Brook. The existing groundwater divide lies just east of the landfill site.
Abstractions and Supplies
2.1.4.30
There are no groundwater abstractions for public water supply within
1km of the Scheme, and there are no groundwater source protection
zones within 2km of the Scheme. Abstractions in the vicinity of the
Scheme include:
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x
Public Inquiry
Michael Smith
DCC/A/3
Engineering
Hanson Aggregates Ltd holds a license to abstract 54,545m3 of
groundwater per year for industrial purposes from a borehole and
well at Royal Aller Vale Quarry. The borehole and well
abstractions are located upslope (“upstream”) from the Scheme.
x
J. Sainsbury's plc holds a license to abstract not more than
28,000m3 of groundwater per year from a “seepage catchpit” near
Penn Inn Roundabout at the northern end of the scheme.
2.1.4.31
Remote from the Scheme, Aggregate Industries Ltd is licensed to
abstract groundwater from two boreholes in the limestone formation at
Stoneycombe Quarry just over 1km west of the Scheme. Aggregate
Industries Ltd is also licensed to abstract water from the Bickley and
Dainton Streams.
Groundwater Importance
2.1.4.32
Taking into account the groundwater in Unit 4 in supporting local
watercourses, the quality of the groundwater and the extent of use for
abstractions, DMRB, Volume 11, Part 10, Table 5.3 (CD 4.33S),
indicates an overall Importance rating for groundwater as Medium.
2.2
Description of Land Drainage Strategy
2.2.1
River Teign to Keyberry Mill
2.2.1.1
The channel, adjacent to Forde House, constructed as part of the
Newton Abbot Bypass together with the large box culverts under
Torquay Road have sufficient capacity to pass the enhanced 100 year
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Michael Smith
DCC/A/3
Engineering
return period design flood, the indicative standard of protection against
flooding in urban areas.
2.2.1.2
The culverts constructed through the former park when it was
redeveloped as a supermarket were designed and constructed to safely
pass the FSR 100 year flood without overtopping. They would also
safely pass without flooding the slightly increased flows resulting from
the Scheme. However, they would not pass the same return period flow
enhanced by climate change.
2.2.1.3
Changes in rainfall, which will arise as a result of climate change, will
increase the 100 year water levels leading to increased risk of flooding
to the supermarket and surrounding areas. An additional 4.25m wide
by 1.75m deep box culvert laid parallel to the existing culvert through
the supermarket car park will increase flood protection to the future 100
year standard.
2.2.1.4
Water levels upstream of the railway immediately south of the
supermarket will be raised in future, predominantly due to climate
change. The relatively recent residential development at Keyberry Mill
is currently at risk of flooding on average once every 15 to 20 years
when water flows past the houses into Keyberry Road. If nothing is
done this period is likely to reduce to approximately once in 6 years by
2050.
2.2.1.5
It is proposed to construct a new three cell flood relief culvert,
approximately 11m span and 2m internal depth, under the main line
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DCC/A/3
Engineering
railway at a point about 30m north of the existing railway bridge.
However, with these works alone the 2050 100 year water level would
still be relatively high and would continue to cause flooding of the
houses at Keyberry Mill, albeit at a reduced frequency of approximately
once in 35 to 40 years.
2.2.1.6
In order to achieve protection against flooding under future 100 year
conditions, filling of an area between the new culvert and Keyberry Mill
to a level of 5.2m above Ordnance Datum (AOD) is required. Surface
water runoff generated within the housing area would be able to follow
its existing route through the existing small railway culvert which issues
into Aller Brook just upstream of the existing bridge giving access to the
rear of the supermarket. The 100 year water level here is low enough to
permit free discharge without the installation of a non-return flap at the
outfall.
2.2.1.7
Though the existing culvert capacity through the supermarket meets
current 100 year standards, flooding would occur by outflanking via
Keyberry long before this condition is achieved. The filling and culvert
would further raise flood protection to Keyberry Mill and adjacent areas
to the indicative 100 year standard.
2.2.2
Keyberry Mill to Langford Brook Confluence
2.2.2.1
No works are proposed in this reach. Frequent flooding occurs at
present and would continue when the Scheme is complete. The
northern area of the reach, including Keyberry Mill, would benefit from
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Michael Smith
the lower water levels achieved by provision of the new culvert under
the railway and associated filling.
2.2.3
Langford Brook Confluence to Aller Orchard Crossing
2.2.3.1
The existing culvert through the mainline railway was originally a
circular arch of 3.75m span. It has since been lined with a corrugated
metal arch, and the annulus filled with concrete thereby reducing the
span to 3.39m.
2.2.3.2
The existing railway culvert causes significant “backing up“ such that
backwater extends some 210m and 310m upstream under present 100
and 1000 year return conditions. The effects of climate change would
increase the depth and extent of backwater in all future floods caused
by the existing inadequate railway structure.
Future 100 year
conditions would be approximately the same as the present 1000 year,
and the future 1000 year level would hydraulically submerge the Aller
Orchard rail bridge outlet with severe consequences on upstream
flooding at this location.
2.2.3.3
The Scheme includes a twin 2.5m span by 2.0m deep concrete box
culvert under the railway at Langford, approximately 25m west of the
existing structure where ground levels both upstream and downstream
are lower and provide the best approach and exit flow opportunity.
Sediment transport and scour / deposition is a significant problem on
Aller Brook requiring smaller waterways to generate higher velocities
capable of sustaining sediment transport through them, thus preserving
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DCC/A/3
Engineering
hydraulic capacity without the need of frequent maintenance.
Therefore one box would have a low level invert to maintain velocities
at low flows with the other just below adjacent ground surface. The
existing ground would be remodelled to form a dished inlet and a short
length of new channel would be constructed at the outlet to return flows
to the Aller Brook - Langford Brook confluence.
2.2.3.4
Under the main carriageway and southbound slip road the Scheme
includes twin 3.5m span by 2.0m deep box culverts. At natural bed
slopes they would constitute a barrier to migrating fish due to the
development of relatively high velocities over long distances. It is
therefore proposed to construct them as pool and traverse fishways by
including vertical transverse walls and lower beds at appropriate
locations together with a weir and notches at inlet to facilitate exit into
the upstream watercourse. Tailwater levels maintained by the new
railway culverts at Langford are high enough to prevent erosion at
outlet. However it is proposed to line the first 15m of new channel with
blockstone to ensure channel and water level stability. Some limited
regrading of both banks is required downstream of the culvert to
maintain floodplain capacity and drainage.
2.2.4
Aller Orchard Crossing to Brookeador
2.2.4.1
Flooding of the Aller Orchard garden is a frequent occurrence but the
house, which has a raised floor, is not known to have been flooded.
Existing flows downstream of the branch line railway are supercritical at
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DCC/A/3
Engineering
larger discharges but have no effect on flooding. The principal cause of
flooding is the relatively small three arch rail bridge.
2.2.4.2
The 100 year flood level at Aller Orchard in present conditions would be
attained about once in 30 years or so if the Scheme was built without
compensating works. This would increase to about once in 10 years
due to climate change. Water levels west of the main line railway
would be increased following the construction of the twin 3.5m x 2.0m
fishway culverts which would, as a direct consequence, also increase
flooding of Aller Orchard. The Scheme therefore includes a 3.3m clear
span by 1.2m box culvert under the branch railway. This would
maintain flooding frequency as at present for the larger flows following
Scheme and the greater flows due to climate change. Flooding
frequency would reduce with these works, and would remain so, until
the effects of climate change fully develop.
2.2.4.3
No additional culvert is needed under Aller Road since the Environment
Agency, which is the approving authority, requires that the floodplain
west of Boundary Close and Primrose Way is maintained as at present.
2.2.4.4
House floor levels in Moor Park Road, Primrose Way, Meadow Close,
and Boundary Close are well above the future 1000 year profile and
would not be at risk of flooding from the Aller Brook.
2.2.5
Brookeador to Manor Gardens
2.2.5.1
Flows in the Aller Brook above its confluence with Edginswell Stream
would not be affected by the highway drainage from the Scheme. No
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DCC/A/3
Engineering
improvements are proposed through Brookeador where the flood risk
would increase only as the effects of climate change develop.
2.2.5.2
Edginswell Stream runs mostly within Network Rail land under two
bridge structures over the railway, Dobbin Arch and Rosehill, both
Grade II Listed Buildings. It then leaves Network Rail land to pass
under Daccabridge, also a Grade II Listed Building, before skirting the
Parish playing fields as far as Manor Drive. It then loops eastwards to
run through gardens of properties as far as the culvert under the branch
railway line to the rear of Manor Gardens.
2.2.5.3
At Daccabridge the area is relatively heavily developed with several
older properties liable to flood. Flooding occurs, on average, about
once in 10 years or so. The resulting constriction on the watercourse
due to the existing structures and development results in backwater
regularly flooding the Parish Council playing fields.
2.2.5.4
Flooding is frequently experienced in the Manor Drive and Manor
Gardens areas south of the playing fields. The channel is wholly
artificial and perched above the lowest parts of the valley floor. Flows in
excess of the 5 year discharge exceed channel capacity and the
stream overspills into the gardens. Once this occurs water cannot
return to the channel, until it reaches a point close to the southern
boundary of the playing field.
2.2.5.5
In order to increase capacity on this reach three sections require
improvement:
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2.2.5.6
DCC/A/3
Engineering
Public Inquiry
Michael Smith
At Daccabridge, the extent of the listed structure, narrowness of the
existing
channel
and
property
congestion
above
ground,
is
compounded by congestion underground from services, in particular
the Aller Valley main trunk sewer. To achieve an increase in capacity,
without resorting to difficult, tortuous and intrusive excavations adjacent
to property foundations, as well as increased formal use of frequent
flooding of the playing fields to provide a ‘head’ to drive flows through
an additional culvert, a new channel is proposed which would provide
improved flood protection to the remaining properties.
2.2.5.7
Both No.47 and 49 Daccabridge Road are currently liable to flood, on
average, once in 10 years or so. Construction of the Scheme without
compensating works would increase this frequency to about once in 7
to 8 years. The combined effects of both Scheme and climate change
would increase flooding to about once in 3 years without compensation.
The scale of the problem is such that the solution to this first element
involves the demolition of No 53 Daccabridge Road, including its
garage adjacent to No 49, and the construction of a bypass channel
adjacent to the former railway station retaining wall. Construction of the
channel would reduce flooding levels such that following Scheme
construction and full development of the effects of climate change
flooding would be reduced, on average, to about once in 20 to 25 years
or so.
This would therefore provide more than twice the present
protection but for the much larger predicted flows. The new channel
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Engineering
would be passable to fish in most flow conditions and the existing
channel would be passable at all times.
2.2.5.8
Improvement of the existing channel through Manor Drive and Manor
Gardens is neither desirable nor practicable. The second element or
compensation measure proposed is therefore the construction of a new
channel along the western railway boundary to convey excess flows
through a new culvert under the branch line.
The channel would
facilitate fish movement and be provided with resting pools at
appropriate locations. A new 2.1m span by 1.2m deep box culvert
would be constructed under the existing railway embankment
immediately south of the former sidings to return flow to the existing
channel in the playing field.
2.2.5.9
The third element or the works would be to restrict flow through the
existing double arch structure under the railway at Manor Drive so that
the 100 year post Scheme and climate change conditions flow would
be contained, without overspill, in the existing elevated channel through
the gardens to the properties.
2.2.5.10
No stream works are proposed between Manor Drive and Hamelin
Way. However one field near Parsons Bridge has been filled during
construction of the Torbay Ring Road. It is proposed that this fill be
removed and ground levels lowered to increase the available areas of
wetland. Additional excavation in the fields between Parsons Bridge
and the rail crossing at Manor Drive would further increase this
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Engineering
provision. This work is in mitigation for the loss of floodplain between
the railway lines at Langford and Aller.
2.3
Scheme Drainage Outfalls
2.3.1
Penn Inn
2.3.1.1
At Penn Inn, the roundabout drainage layout would be unaltered with
only the northern part of the flyover connecting into the existing system.
Immediately south of the junction the new carriageway would drain to a
new outfall just to the south of Sainsbury’s. This outfall would also
cater for flows from the main carriageway as far as Aller. As there is
limited space in the vicinity of the outfall for an attenuation pond,
potential contamination would be controlled through a full bypass
interceptor.
The existing highway surface water network from Aller
Brake Road would continue to outfall just south of the existing arch
culvert behind Sainsbury’s, albeit with some lengths of pipe being
diverted away from the position of the new retaining walls.
2.3.2
Attenuation Pond 1
2.3.2.1
The proposed highway drainage system for the Scheme between
Ch 2400 and Ch 3700 would outfall through Attenuation Pond 1 at
Aller. This pond would have a controlled discharge into the new Aller
Brook channel downstream of the main embankment.
2.3.3
Attenuation Pond 2
2.3.3.1
The next outfall would ideally be in the valley between Churchway Lane
and Yon Street. However, because of downstream flooding problems it
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Engineering
is not possible to increase flows in the existing watercourse. It is
therefore proposed to carry both highway and other surface runoff
under Yon Street to outfall through Attenuation Pond 2 to the south
west of the railway branch line opposite Manor Drive. The Scheme
drainage between Ch 3700 and 4800 would outfall through Attenuation
Pond 2.
2.3.4
Attenuation Ponds 3 and 4
2.3.4.1
Two further attenuation ponds, one to the south west of the railway
opposite Manor Gardens (Attenuation Pond 3 – Ch 4800 to Ch 5600)
and the other to the south west of the main carriageway opposite
Coventry Farm Industrial Estate (Attenuation Pond 4), would cater for
flows originating from the Scheme as far as Hamelin Way.
2.3.5
Hamelin Way
2.3.5.1
At the time of construction of Hamelin Way, the surface water system
was designed and built to cater for the dualling of the ring road as far
as Kerswell Gardens. Therefore there is sufficient residual capacity
available to cater for the completion of the dual carriageway to Kerswell
Gardens which would continue to discharge through the existing outfall.
The additional new carriageway forming the new junction would drain
northwards through Attenuation Pond 4.
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Engineering
3
ENVIRONMENT AGENCY’S RESPONSE TO
WEBTAG APPRAISAL SUMMARY TABLE
3.1.1
I have shown below the Environment Agency’s response to the
WebTAG Appraisal Summary Table, which was submitted with the
Major Scheme Business Case in 2007.
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DCC/A/3
Engineering
4
CONSTRUCTION ENVIRONMENTAL
MANAGEMENT PLAN (CEMP)
4.1.1
I have set out below a framework of requirements for a CEMP. These
would be included in the Contract Documents for the Scheme.
1. The Contractor is required to submit detailed statements for the methods and
controls he proposes to employ to satisfy the general requirement to
safeguard the environment and mitigate the effects of the Scheme and its
construction. These statements shall be submitted in the form of a
Construction Environmental Management Plan (CEMP). The CEMP shall
meet the requirements of ISO 14001: 1996 Environmental Management
Systems - specification with guidance for use, and, ISO 14004: 1996
Environmental Management Systems - general guidelines on principles,
systems and supporting techniques.
2. The CEMP shall:
x
demonstrate the Contractor’s ability to properly integrate the
construction activities with the requirements of environmental
legislation and environmental regulatory authorities and third
parties;
x
detail how sensitive areas of the Site are to be protected during
the design, construction, maintenance and monitoring of the
works;
x
describe the Contractor’s proposals for ensuring that the
Environmental Functions and the corresponding Landscape and
Environmental Elements attributed to each Environmental Area
are achieved, or are in the process of being achieved, during the
Contract Period;
x
achieve the environmental objectives as stated in DMRB Volume
10 SECTION 0, Part 3 and 4.
3. The CEMP shall include:
x
arrangements for consultation with statutory authorities; nonstatutory authorities; interest groups and the public, and for coordination of these activities with the Project Manager/ Supervisor
as appropriate.
x
method statements, procedures or plans for undertaking the
Construction and 5 year Maintenance period of the works based
on the information provided by the Employer and any subsequent
survey work carried out by the Employer or by the Contractor.
These shall include measures agreed with Statutory
Environmental Bodies and other statutory/non-statutory
32
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
organisations. A sample list of method statements, for illustration
only, is given below:
- Excavation and soil storage (including soil handling and
reinstatement)
- Reinstatement of habitats crossed
- Waste management plan
- Noise prevention and abatement
- Special fencing and crossings for fauna
- Measures for the protection of Existing Vegetation and
wildlife
- Implementation of new planting and seeding areas
- Landscape and ecology management plan
- Measures for the protection of sensitive sites
- Public rights of way
- Use of herbicides
- Pollution control and contingency plan, including testing of
water from water courses as determined by the Contractor in
consultation with the Environment Agency
- Public consultation and communication, including complaints
procedure
- Construction compounds, borrow pits, haul routes, lay down
areas and batching plants
- Site housekeeping
- Mud on highway
- Discharge, land drainage and abstraction licences to comply
with EA requirements
- Demarcation of sites of environmental sensitivity (i.e., Sites
of Special Scientific Interest SSSI, Groundwater Protection
Zone) and posting notices of Rights of Way and restricted
access
- Archaeological protocols
(Note: In instances where this information, or part thereof, is contained
within other documentation prepared by the Contractor, i.e.
drawings/specifications prepared in accordance with these Employer’s
Requirements. The CEMP will include reference to the respective source
of this information and the relevant protocol for access to it).
x
The Contractor’s Environmental Policy Statement.
x
Curriculum Vitae of all key environmental personnel.
33
A380 South Devon Link Road
(Kingskerswell Bypass)
DCC/A/3
Engineering
Public Inquiry
Michael Smith
x
Identification and provision of training.
x
Arrangements for assessing and monitoring the environmental
competence of Subcontractors.
4. The
specific
requirements
of
some
of
Statements/Procedures are described as follows:
the
above
Method
Waste Management Plan
5. The Contractor shall prepare a Waste Management Plan based on the
requirements imposed under the Environmental Protection Act 1990 and in
accordance with the ‘Waste Management - A Duty of Care - A Code of
Practice’ (HMSO 1991). The Waste Management Plan shall identify types of
waste arising from the works together with appropriate handling including
treatment, and reuse or disposal procedures. It shall include appropriate
procedures for documentation and record keeping in relation to the
identification and transfer of wastes from the works, and shall include a record
of the sources of disposed materials.
Pollution Control and Contingency Plan
6. The Contractor shall prepare a Pollution Control and Contingency Plan. The
plan shall include, without limitation, the following:
x
identification and categorisation of surface waters vulnerable to
Site works and an assessment of the earthworks that are likely to
give rise to silty run-off, the routes this is likely to take and the
methods to prevent damage from silt.
x
fuel handling (including oil) precautions during the works, in
particular, near rivers, streams and watercourses
x
incident notification procedures involving both the Project
Manager/ Supervisor and relevant third parties
x
procedures for notifying local residents of works which may cause
a nuisance
x
procedures for investigating environmental incidents and devising
ideas to improve environmental performance
x
requirements for pollution control Equipment
x
how mud and dust will be controlled and the frequency for road
cleaning and dust suppression required at different times of the
year.
x
how water supply boreholes and wells will be protected.
x
the measures to be taken to protect watercourses and associated
wildlife from, for example, chemical spillages or the introduction of
sediment-laden run-off.
34
A380 South Devon Link Road
(Kingskerswell Bypass)
x
Public Inquiry
Michael Smith
DCC/A/3
Engineering
performance standards for Site run-off.
Airborne Pollutant Management Plan.
7. The Contractors Management plans for Control and Monitoring of Dust,
Smoke and Any Other Airborne Pollutants to be submitted in accordance with
Employer’s requirements section 12 shall include but without limitation
particulars of:
- The method by which the construction works are to be
undertaken;
- The type of Equipment to be used, its indicative location on
Site, location of haul roads, details of proposed materials
storage sites, proposed material borrow sources and surplus
material disposal tips;
- Details of proposals to control emissions of dust, smoke and
other airborne pollutants including odour arising from the
construction of the works, and from the use of any temporary
haul roads;
- details of any proposed mitigation measures for the potential
impact of dust, smoke and other airborne pollutants,
including odour;
Landscape and Ecology Management Plan
8. The Contractor shall prepare a Landscape and Ecology Management Plan.
The plan shall include, without limitation, the following:
x
Tree surgery;
x
protection, management and maintenance of Existing Retained
Vegetation;
x
protection, management and maintenance of new planting,
seeding and habitat creation areas;
x
Areas of scrub removal.
Archaeology Management Plan
9. The Contractor shall prepare an Archaeology Management Plan. The plan
shall include, without limitation, the following:
x
arrangements for advance works;
x
arrangements for watching brief;
x
protection of archaeological features;
x
phasing of archaeological activities on Site.;
x
production of archaeological reports
35
A380 South Devon Link Road
(Kingskerswell Bypass)
Public Inquiry
Michael Smith
DCC/A/3
Engineering
10. The CEMP shall be updated every 3 months throughout the duration of the
Contract Period.
36
DCC/A/3
Engineering
Appendix 2: Tables
DCC/A/3
Engineering
Table 1: Road Markings
Table 3: A380 South Devon Link Road - Geometric Departures from Standard
No.
Marking
Application
Provision
Centre
lines
Division between
opposing flows of traffic
Where warning lines and double white line
systems are not appropriate
Warning
lines
Traffic should not cross or
straddle the line unless it
is safe to do so (Hazard
warning line)
Warning lines are used in place of centre
lines where the forward visibility is less than:
For 85%ile speed of 41 to 50mph: 195m
1
2
For 85%ile speed of 51 to 60mph: 240m
Double
white lines
Double white lines are
Double white lines are used in place of
used to prohibit
centre lines where the forward visibility is
overtaking where visibility less than:
is restricted. Drivers may
For 85%ile speed of 41 to 50mph: 120m
cross the line nearer to
them when it is broken,
For 85%ile speed of 51 to 60mph: 150m
but not when it is
continuous.
Note: 85%ile speeds are equivalent to Design Speeds, where 41mph is approximately
70kph, 50mph is approximately 85kph and 60mph is approximately 100kph
3
Northbound
carriageway
Ch3520 to
Ch4210 (Design
speed 120kph)
4
Southbound
carriageway Ch
4520 to Ch 4840
(Design speed
120kph)
5
Northbound
carriageway Ch
4830 to Ch 5140
(Design speed
120kph)
SSD is two
Southbound offslip road at Penn
Inn (Design
speed 85kph)
Table 2: Design Speeds for the Purpose of Scheme Design
Road
Design Speed and
Category
Speed limit (mph)
The proposed A380 Penn Inn to
(1)
Aller Junction
85 (A) kph
50
The proposed A380 Aller
Junction to Edginswell Junction
120 (B) kph
70
A380 Hamelyn Way
120 (B) kph
70
A3022 Edginswell Junction,
Kerswell Gardens Junction and
Riviera Way
70 (A) kph
40
6
Note 1: 50 mph applies between Chainages 340 and 2380 Southbound and Chainages
340 and 2560 Northbound
Nature of
Departure
Northbound
carriageway Ch
1360 to Ch 1450
(Design speed
85kph)
Southbound
carriageway Ch
3190 to Ch 4320
(Design speed
120kph)
Key:
Location/ Extent of Departure
The SSD in the outer lane is one step below DMSSD
through the diverge to Penn Inn Roundabout.
SSD is one step below DMSSD: Ch 3190 to Ch 3280
SSD is two steps below DMSSD: Ch 3280 to Ch 3850:
SSD is one step below DMSSD: Ch 3850 to Ch 4320
This is due to SSD being restricted by a vertical crest
curve of K=58 (two steps below DM in association with a
horizontal radius of 850m (one step below DM).
SSD is two steps below DMSSD: Ch 3520 to Ch 4100
SSD is one step below DMSSD: Ch 4100 to Ch 4210
This is due to SSD being restricted by a vertical crest
curve of K=58 (two steps below DM in association with a
horizontal radius of 850m (one step below DM) and also
within the approach to the diverge for Aller Cross
junction.
SSD is one step below DMSSD: Ch 4520 to Ch 4600
SSD is two steps below DMSSD: Ch 4600 to Ch 4840
This is due to SSD being restricted by a vertical crest
curve of K=60 (two steps below DM
steps below DMSSD: Ch 4830 to Ch 5070
SSD is one step below DMSSD: Ch 5070 to Ch 5140
This is due to SSD being restricted by a vertical crest
curve of K=60 (two steps below DM)
SSD is one step below DMSSD: Ch 680 to Ch 720
SSD is two steps below DMSSD: Ch 720 to Ch 800
Note that this is existing carriageway of existing Design
Speed 120kph)
SSD: Stopping Sight Distance
DM: Desirable Minimum
DCC/A/3
Engineering
Table 6: General Quality Assessment Results
Table 4: Landfill Sites
Reference
No
Licence
No
Location
Figure 6
L1
Yannon Lane
L2
Kingskerswell
Road
L3
L/5/53/83
01.05.1983
Royal Aller
Vale Quarry
L4
Aller Marshes
L/22/80
01.10.1979
L5
Kingskerswell
Road
No details
L6
Parson’s
Bridge
N/a
Aller Orchard to Penn Inn
Type of
Waste
Comments
Inert Fill
and
putrescible
Active
Inert
(including
asbestos)
Licence
lapsed/cancelled/surrendered
Inert Fill
Completion Certificate 15
March 1991
Inert
(including
asbestos)
Licence
lapsed/cancelled/surrendered
Domestic
Landfill site recorded by
Local Authority. Date of
closure not recorded.
Inert
Material tipped during the
construction of the Torbay
Ring Road
Chemistry
Biology
Nutrient Status phosphate
Nutrient Status nitrate
A: Very Good
b: Good
4: High
3: Moderately low
Chemistry
Biology
Nutrient Status phosphate
Nutrient Status nitrate
A: Very Good
b: Good
4: High
3: Moderately low
Chemistry
Biology
Nutrient Status phosphate
Nutrient Status nitrate
A: Very Good
b: Good
4: High
3: Moderately low
Manor Drive to Aller Orchard
Edginswell Pumping Station
Table 7: Effect of Scheme Proposals on Peak Flood Levels
Section
Current Flood
Level and No of
properties
flooded
1
Table 5: General Quality Assessment Standards
Biology
Nutrient Status phosphate
Nutrient Status nitrate
A: Very Good
a: Very Good
1: Very low
1: Very low
B: Good
b: Good
2: Low
2: Low
C: Fairly Good
c: Fairly Good
3: Moderate
3: Moderately low
D: Fair
d: Fair
4: High
4: Moderate
E: Poor
e: Poor
5: Very high
5: High
F: Bad
f: Bad
6: Excessively high
6: Very high
With Scheme and
Climate Change
Net benefit
No affects on property
2
5.000 (14 houses,
several roads and
Sainsbury’s car
park)
5.000 (14 houses,
several roads and
Sainsbury’s car park)
increased frequency
4.984 (no houses
or other features)
16mm reduction in
level (14 properties,
several roads and
Sainsbury’s car
park benefit)
3
9.168 (0 houses
but railway at risk)
9.502 (0 houses but
railway at greater
risk)
8.638 (0 houses
but railway at
significantly
reduced risk
Significant reduced
risk to railway
4
18.301 in channel –
no houses affected
18.416 in channel –
no houses affected
18.390 in channel –
no houses affected
N/A
5
20.15 (2 houses)
20.26 (2 houses
increased frequency)
20.22 (2 houses at
less risk than
climate change
condition)
Flood risk reduced
(2 houses benefit)
6
Overspill problem
(2 houses)
Overspill problem
would increase (2
houses)
Overspill eliminated
(2 houses)
Flood risk
eliminated (2
houses benefit)
Categorisations of Indicators
Chemistry
Existing situation
with Climate
Change
7
Conclusion
No affects on property
18 houses would benefit including 14 properties that would benefit by a reduction in flood
levels of 16mm. There would be a significant reduction in risk at the London-Penzance
railway and flooding would be eliminated at Sainsbury’s and adjacent roads.
DCC/A/3
Engineering
Table 8: Summary of 5 day Cu and Zn build up with resultant concentrations in the Aller Brook and Edginswell Stream
(Assumes No Mitigation)
Outfall
BA
CA
GA
DA
JA
FA
Water Course
Aller Brook Rear of
Sainsbury’s
Aller Brook Adjacent to Aller
Cross
Edginswell Stream by Manor
Drive
Edginswell Stream by Manor
Gardens
Ditch line feeding Edginswell
Stream
Edginswell Stream Adjacent
to Hamelin Way
Stream
Discharge
3
(m /sec)*
Runoff
VolumeB
(m3)
0.1
52.99
0.005
A
0.012
54.46
0.005
0.0099
28.12
0.0058
Cu in River
BEFORE (mg/l)
Copper Concentration
5 Day Cu Buildup
(kg)
Zinc Concentrations
5 Day Zn Buildup
Zn in River AFTER (mg/l)
(kg)
Cu in River
AFTER (mg/l)
Zn in River BEFORE
(mg/l)
0.05
0.008
0.05 A
0.207
0.066
A
0.017
0.02
0.05 A
0.213
0.243
0.005
A
0.009
0.015
0.05
A
0.11
0.173
20.44
0.005
A
0.006
0.017
0.05 A
0.08
0.201
0.0058
19.35
0.005
A
0.006
0.016
0.05 A
0.076
0.194
0.0058
19.35
0.005
A
0.006
0.016
0.05 A
0.076
0.194
*
Q95 values for the receiving water courses have been estimated by using an average of the low summer discharges from available stream gauging data.
Concentrations of Copper and Zinc were found to be almost exclusively below the laboratory limits of detection of 0.005 mg/l and 0.05 mg/l respectively. A conservative assumption has been applied to the assessment
by using these limits as the receiving water quality.
B
Runoff coefficient assumed as 0.5, Rainfall 3.5mm/day Preston weather station (1274 mm/yr)
Two Way AADT inputs as follows, based on 2028 data:
Outfall BA – All Purpose road = 75547, Slip roads and roundabout = 10807
Outfall CA – All Purpose Road = 64566, Slip Roads = 10298, Roundabouts = 21906, Side Roads = 26804.
Outfalls GA, DA, JA and FA – All Purpose Road = 66230
DMRB specified typical pollutant build-up rates (kg/ha/yr) Cu=0.4, Zn=2.
DMRB specified criteria for Class RE2 rivers (hardness >100 mg/l) Cu – 0.112 mg/l, Zn = 0.5 mg/l
A
Table 9: Summary of Spill Risk Analysis
Outfall
Water Course
BA
Aller Brook Rear of Sainsbury’s
CA
Aller Brook Adjacent to Aller
Cross
GA
DA
JA
FA
Edginswell Stream by Manor
Drive
Edginswell Stream by Manor
Gardens
Ditch line feeding Edginswell
Stream
Edginswell Stream Adjacent to
Hamelin Way
%HGV’s
6
Spillage Rates (per 10 HGV km/year)
0.00029 (>100 from slip road)
4.8
0.00083 (<100m from slip road)
(4.3 on Slip
0.00309 (<100m from Roundabout)
Roads)
4.8
0.00029 (>100 from slip road)
(2.5 on slip
0.00083 (<100m from slip road)
roads and side
0.00309 (<100m from Roundabout)
0.00093 (side road >100m from roundabout)
roads)
Probability of Accident
Risk of Serious Pollution
Return Period
(years)
0.0011
0.0005
2012
0.0002
0.0013
1739
Return Period per
Watercourse (years)
1709
8.4
0.00029
0.0006
0.0003
3797
3.5
0.00029
0.0002
0.0001
11321
3.5
0.00029
0.00005
0.00002
45284
3.5
0.00029
0.00004
0.00002
60379
2496
DCC/A/3
Engineering
Table 10: Importance and Significance of Effects of Water Features
Feature
Attribute
Quality
Importance
Magnitude of
Impact
Significance
Rivers and Streams –
The Aller Brook and
Edginswell Steam
Water Supply
Chemical Water Quality
GQA = Very Good
High
Minor during
construction and
Negilgible during
operation
Slight adverse
during construction
and Neutral during
operation
Dilution and removal of
waste
Not relevant
N/A
Recreation
Not relevant
N/A
Value to Economy
Not relevant
N/A
Conveyance of flow
Included in floodplain
N/A
Biodiversity
Biological Water Quality
GQA = Good
High
Minor during
construction and
Negilgible during
operation
Slight adverse
during construction
and Neutral during
operation
Floodplain
Conveyance of flow
Protection of between 10
and 100 properties
High
Minor Beneficial
Moderate
Beneficial
Groundwater
Water Supply
The Scheme crosses four
hydrogeological units: two
are regarded by the EA as
major aquifers and support
some commercial use.
There are no source
protection areas.
Medium
Negligible
Neutral
Soakaway
Not used for discharge
N/A
Economic Value
Not relevant
N/A
Conveyance of flow
Numerous springs feed
surface watercourses
Medium
Minor adverse
Slight adverse
DCC/A/3
Engineering
Table 11: WebTAG Worksheet for the Water Environment
A380 South Devon Link Road (Kingskerswell Bypass)
Worksheet for Environment: Water Environment
Feature and Potential Impacts
Attribute/ service
Quality
Scale
Rarity
Substitutability
Importance
Aller Brook and Edginswell Stream
Water supply
Quality
N/A
GQA A:
(Medium-High based on
BMWP/ASPT)
RQ02
Private and trade discharges
N/A
Regional (tributary of River
Teign)
N/A
Common
N/A
Limited
Local
Common
Important for Otter; Kingfisher.
Regional (Otter; Kingfisher)
Important for spawning salmonids,
Bullhead;
Brook lamprey
N/A
N/A
N/A
N/A
Indicative floodplain restricted at
Kingskerswell
Indicative floodplain restricted at
Kingskerswell
Assessed above
Assessed above
Assessed above
Current licensed abstractions
Regional (salmonid spawning,
including Atlantic salmon;
European protected species
N/A
N/A
N/A
N/A
Local
Deterioration of surface water quality from runoff and
accidental spillage
Transport and dilution of waste
products
Biodiversity (non-fisheries)
Fisheries
Reduction of flood storage in the floodplain
Floodplain
Loss of floodplain storage
Groundwater
Possible Operation Phase impacts from changes in
local surface permeability
Aesthetics
Cultural Heritage
Recreation
Value to economy
Conveyance of flow and
material
Available floodplain storage
Conveyance of flood flow
Biodiversity
Aesthetics
Water supply
Transportation and dilution of
waste products
Value to economy
Biodiversity
Conveyance of flood flows
N/A
High
Magnitude
(B=Beneficial)
N/A
Minor
Significance
(B=Beneficial)
N/A
Low
significance
Limited
Low
Negligible
Insignificant
Common
Limited
High
Minor
Common
Not
substitutable
High
Minor
Low
significance
Low
significance
N/A
N/A
N/A
N/A
Medium
N/A
N/A
N/A
N/A
Limited
N/A
N/A
N/A
N/A
High
N/A
N/A
N/A
N/A
Moderate (B)
N/A
N/A
N/A
N/A
Significant (B)
Local
Medium
Limited
High
Moderate (B)
Significant (B)
Local
Common
Medium
Negligible
Insignificant
N/A
N/A
N/A
Not
substitutable
N/A
N/A
N/A
N/A
N/A
High groundwater quality, unlikely to
be affected due to no local
abstractions and no proposed
discharge to ground
Numerous springs feed surface
watercourses
N/A
Local
N/A
Common
N/A
Not
substitutable
N/A
Medium
N/A
Negligible
N/A
Insignificant
Local
Common
Not
substitutable
Medium
Minor
Insignificant
Reference source:
A380 Kingskerswell Bypass Flood Growth Report October 2002
A380 Kingskerswell Bypass Fisheries Report July 2004
A380 Kingskerswell Bypass Environmental Statement November 2004
A380 Kingskerswell Bypass Flood Risk Assessment Report February 2005
TAG Unit 3.3.10 The Biodiversity Sub-Objective
Summary assessment score:
Slight Beneficial
Qualitative comments:
The assessment reflects the reduced risk of contamination on water quality due to the introduction of run-off attenuation and the consideration of works to reduce flood risk and replacement habitat.
DCC/A/3
Engineering
Table 14: Origins and Destinations between Penn Inn and Aller Cottages
Table 12: DMRB Significance of New Severance Impacts
Scale of
Location
Description
Significance
Slight
Current journey pattern likely to be maintained but some hindrance to movement
e.g.
- Pedestrians at-grade crossing of new road carrying <8000 vehicles per day
(AADT)
- New bridge will need to be climbed or a subway traversed
- Journeys will be increased by up to 250m
Moderate
Journeys Around Penn Inn
Roundabout
1. Queensway, Shaldon Road, St Marychurch Road and
Bus stop to east of Penn Inn; and 2. Torquay Road,
Sainsbury’s entrance and Bus stop to west of Penn Inn.
Journeys Between Milber and Aller
Park and Sainsbury’s (Footpath 45)
4. Milber Steps; 5. Addison Road (south); 6. Path to St
Lukes Road; 7. Aller Brake Road; 8. Path to Aller Park
Road; 9. A380 toward Kingskerswell and 10. Footpath 45
Journeys Between Torquay Road
and Aller Cottages
2. Torquay Road, Sainsbury’s entrance and Bus stop to
west of Penn Inn; 3. Addison Road (north); 4. Milber
Steps; 5. Addison Road (south); 6. Path to St Lukes Road;
7. Aller Brake Road; 8. Path to Aller Park Road; and 9.
A380 toward Kingskerswell
Journeys Between Milber and Aller
Park and A380 Bus Stops
4. Milber Steps; 5. Addison Road (south); 6. Path to St
Lukes Road; 7. Aller Brake Road; 8. Path to Aller Park
Road; 11 and 12. Bus stops at Milber Steps; and 13 and
14. Bus stops at Aller Brake Road
Journeys Between Aller Cottages and
Aller Park
8. Path to Aller Park Road; and 9. A380 toward
Kingskerswell
Some residents, particularly children and elderly people, likely to be dissuaded
from making trips
Other trips will be made longer or less attractive e.g.
- 2 or more of hindrances set out under ‘Slight’ applying to single trips
- Pedestrian at grade crossing of new road carrying 8000 – 16000 vehicles per
day (AADT) in opening year
- Journeys increased by 250 – 500m
Severe
People likely to be deterred from making trips to an extent sufficient to induce a reorganisation of their habits, which would lead to a change in the location of
centres of activity or in some cases to permanent loss to a particular community
Considerable hindrance will be caused to people trying to make existing journeys,
brought about by e.g.
- Pedestrians at-grade crossing of a new road carrying >16000 vehicles per day
(AADT) in opening year
- Increase in length of journey of >500m
- 3 or more of hindrances set out under ‘Slight’ or 2 or more set out under
‘Moderate’
(Based on DMRB Volume 11 Part 8 June 1993 amended August 1994)
Table 13: DMRB Significance of Relief of Existing Severance
Level of Relief
General Rural Area
Built up area
% Reduction in Traffic
Substantial
Moderate
Slight
>90% (1)
>60%
75 – 90% (2)
30 – 60%
60 – 75% (3)
<30%
1. Where the existing road substantially bisects a village or small town this figure may be
reduced to 60%
2. Where the existing road substantially bisects a village or small town this figure may be
halved.
3. Where the existing road is passing through a village or on the perimeter of a built up
area use c.30%
(Source DMRB Volume 11 Part 8 June 1993 amended August 1994)
Origins and Destinations
Table 15: DMRB Significance of Reduction in Community Severance
Location
Severance
DMRB
Approx. Number Affected per day
Journeys Around Penn Inn
Roundabout
No change
Approx. 1300 pedestrian movements
Journeys Between Milber and Aller
Park and Sainsbury’s (Footpath 45)
Moderate
Approx. 100 pedestrian movements
Journeys Between Torquay Road
and Aller Cottages
Moderate
Approx. 140 pedestrian movements
Journeys Between Milber and Aller
Park and A380 Bus Stops
No change
Between 10 and 50 pedestrian
movements depending on bus stop.
Journeys Between Aller Cottages and
Aller Park
No change
Approx. 5 pedestrian movements per
day
Journeys between Footpaths 39 and
40
No change
Approx. 100 pedestrian movements
Journeys to Kerswell Down
Slight
Approx. 20 pedestrian movements
Journeys along Churchway Lane
Severe
Approx. 50 pedestrian movements
Journeys along Footpaths 262 and
36
Moderate
Approx. 6 pedestrian movements per
day
Journeys across Kerswell Gardens
Roundabout
No change
N/A
The Existing A380 Through
Kingskerswell
Substantial relief
Between 50 and 660, depending upon
location along A380 and approx 590
pedestrian movements across A380
at Jurys Corner.
DCC/A/3
Engineering
Table 16: WebTAG Significance of Severance
Scale of
Table 18: WebTAG Change in Severance
Journeys Around Penn Inn Roundabout
Description
Significance
None
Little or no hindrance to pedestrian movement.
Slight
All people wishing to make pedestrian movements will be able to
do so, but there will probably be some hindrance to movement.
Moderate
Severe
Some people, particularly children and old people, are likely to be
dissuaded from making journeys on foot. For others, pedestrian
journeys will be longer or less attractive.
People are likely to be deterred from making pedestrian journeys
to an extent sufficient to induce reorganisation of their activities. In
some cases this could lead to a change in the location of centres
of activity or to a permanent loss of access to certain facilities for
a particular community. Those who do make journeys on foot will
experience considerable hindrance
Table 17: WebTAG Significance of Change in Severance
Do Nothing Severance
Scoring
Do Minimum Score
At Penn Inn the existing subways allow full traffic free pedestrian
movements but the existing ramps and steps could result in
some hindrance to pedestrian movements – Slight severance.
Do Something Score
The Scheme would have no effect on existing routes – Slight
severance.
Change in Severance
None. Survey showed about 1300 pedestrian movements in a
day.
Journeys Between Milber and Aller Park and Sainsbury’s
Do Minimum Score
The zebra crossing results in little or no hindrance to pedestrian
movements across the A380. No severance.
Do Something Score
The increased journey length via the Penn Inn subways will be
less attractive for some pedestrians – Moderate severance
Change in Severance
Moderate Negative. Surveys indicated approximately 100
pedestrian movements per day.
Journeys Between Torquay Road and Aller Cottages
Do Something Severance Scoring
Do Minimum Score
The zebra crossing and other uncontrolled crossings result in
little or no hindrance to pedestrian movements across the A380.
No severance.
None
Slight
Moderate
Severe
None
None
Slight
Negative
Moderate
Negative
Large
Negative
Do Something Score
The increased journey length via the Penn Inn subways will be
less attractive for some pedestrians – Moderate severance
Slight
Slight
Positive
None
Slight
Negative
Moderate
Negative
Change in Severance
Moderate Negative. Surveys indicated approximately 140
pedestrian movements per day.
Moderate
Moderate
Positive
Slight
Positive
None
Slight
Negative
Journeys between Footpaths 39 and 40
Severe
Large
Positive
Moderate
Positive
Slight
Positive
None
Do Minimum Score
No existing severance
Do Something Score
Approximately 100 vehicles per hour would use Aller Brake
Road, which would represent negligible hindrance to these
journeys. No severance.
Change in Severance
None. Survey showed about 100 pedestrian movements in a
day.
Journeys to Kerswell Down
Do Minimum Score
The steep climb up to the Downs could mean that some
pedestrians are likely to be hindered but not deterred from
walking onto the Downs using this route. Slight severance.
Do Something Score
Although pedestrians would have an easier gradient, they would
experience a longer less attractive journey onto the Downs.
Moderate severance.
Change in Severance
Slight Negative. Surveys indicated approximately 20 pedestrian
movements per day.
DCC/A/3
Engineering
Table 18 Continued: WebTAG Change in Severance
Journeys along Churchway Lane
Do Minimum Score
Do Something Score
Change in Severance
Table 19: WebTAG Significance of Reduction in Community Severance
Location
Severance
WebTAG
Approx. Number
Affected per day
In the 2003 surveys most people surveyed were walking to the
Downs. Although not apparent from interviews, this route may be
more commodious, it having slacker gradients than the route via
the Downs car park. Taking account of the recreational use of
this route there is currently no severance.
Journeys Around
Penn Inn
Roundabout
None
Approx. 1300
pedestrian
movements
Pedestrians accessing the Downs from North Whilborough would
have no change but those accessing the Downs from
Kingskerswell could choose to use the route via Yon Street or via
the new Maddacombe Road car park. The most significant
severance would occur for those pedestrians travelling via Yon
Street; a maximum additional distance of 700m, but this is
unlikely to deter pedestrians from accessing the Downs –
Moderate severance.
Journeys Between
Milber and Aller Park
and Sainsbury’s
Moderate
negative
Approx. 100
pedestrian
movements
Journeys Between
Torquay Road and
Aller Cottages
Moderate
negative
Approx. 140
pedestrian
movements
Journeys between
Footpaths 39 and 40
None
Approx. 100
pedestrian
movements
Journeys to Kerswell
Down
Slight negative
Approx. 20
pedestrian
movements
Journeys along
Churchway Lane
Moderate
negative
Approx. 50
pedestrian
movements
Journeys along
Footpaths 262 and
36
Moderate
negative
Approx. 6
pedestrian
movements per
day
The Existing A380
Through
Kingskerswell
Moderate positive
Approx 1200
pedestrian
movements per
day
Moderate Negative. Surveys indicated approximately 50
pedestrian movements per day.
Journeys along Footpaths 262 and 36
Do Minimum Score
There is little or no hindrance to pedestrians walking along
Footpath No.36.
Do Something Score
With the footpath diversion there might (depending on origin and
destination) be an extra journey length (410m) which may be
considered also to be less attractive – Moderate severance.
Change in Severance
Moderate Negative. Surveys indicated approximately 6
pedestrian movements per day.
The existing A380 through Kingskerswell
Do Minimum Score
The existing volume of traffic on the A380 is such that
pedestrians are likely to be deterred from making journeys to the
school (for residents on the west side of the A380) or to
community halls, churches, library, post office and health centre
(residents on the east side) - Severe severance.
Do Something Score
The reduction in traffic flows through the village would make
pedestrian journeys much easier but there would still be some
traffic that may cause some hindrance to movement - Slight
severance.
Change in Severance
Moderate Positive. There are 270 pupils at Kingskerswell
School (Ofsted report 2008). Also there are more than 550
houses on the east side of A380 with residents potentially
wanting to walk to other community facilities. Similarly, there are
shops and the post office on west side of A380. Approximately
580 pedestrians cross the A380 at Jurys Corner and 660 travel
along the A380.
DCC/A/3
Engineering
Table 20: WebTAG Significance of Reduction in Community Severance – as
Reported in Major Scheme Business Case
Table 21: WebTAG Significance of Reduction in Community Severance – as
Reported in Response to Department for Transport
A380 South Devon Link Road Kingskerswell Bypass – Proposed Scheme
Worksheet for Severance
A380 South Devon Link Road Kingskerswell Bypass – Proposed Scheme
Worksheet for Severance
Population Affected
Change in
Severance
Location A
Location B
Milber & Aller Park,
Newton Abbot
Kingskerswell Village
Location
Total Affected
Reference
No
Journeys Around Penn Inn Roundabout
1
Journeys Between Milber and Aller Park and Sainsbury’s
2
Large Negative
N/A
Journeys Between Torquay Road and Aller Cottages
3
Moderate Negative
N/A
Journeys between Footpaths 39 and 40
4
N/A
Journeys to Kerswell Down
5
Neutral
N/A
Journeys along Churchway Lane
6
Slight Positive
N/A
Journeys along Footpaths 262 and 36
7
Moderate Positive
N/A
The Existing A380 Through Kingskerswell
8
Slight Negative
9
Large Positive
9
N/A
Reference Source(s):
A 380 Kingskerswell Bypass Environmental Statement Volume 1.
Large Negative
Kingskerswell Bypass Reappraisal, Forecasting Report. Report No. TUE43444A/6/2.
Moderate
Negative
DMRB 11.3.8
Population Affected
Change in
Severance
1
2
100
3
4
140
Neutral
Positive
Slight Positive
Qualitative comments:
Moderate
Positive
The construction of the proposed scheme stands to reduce the traffic through Kingskerswell village by approximately
Large Positive
6
50
Slight Negative
Overall assessment of impact on Security sub-objective (slight/moderate/large positive/negative or neutral): Large
5
7
8
6
296
20
1300
Tot
20
100
1400
1200
1200
80% thus reducing severance significantly. However the loss of footway adjacent to the railway between Penn Inn
and Aller could be considered a slight negative. The footway does not cause severance from any existing facilities or
Reference Source(s):
properties in either Milber or Aller Park.
A 380 Kingskerswell Bypass Environmental Statement Volume 1.
DMRB 11.3.8
Assessment score: Moderate positive due to the much greater number of people experiencing a moderate positive effect
and that this includes school children.
DCC/A/3
Engineering
Appendix 3: Figures
0
5Km
10Km
Splatford Split
Dual Carriageway
Penn Inn
Single Carriageway
Kerswell Gardens
Dual Carriageway
Churscombe Cross
Roundabout
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
A380 SOUTH DEVON LINK ROAD
LOCATION PLAN
(KINGSKERSWELL BYPASS)
Proof of Evidence - Engineering
Figure 1
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
SHEET LAYOUT
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Sheet 1
EXISTING A380 LAYOUT AND ACCESSES
SHEET 1 OF 7
Figure 2.1
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Length of A380: 810m
Side Road Junctions: 2
Pedestrian Crossings:
Other Accesses:
0
Controlled:
1
Bus Lay-bys:
2
Uncontrolled:
2
Bus Stops:
4
SHEET LAYOUT
Sheet 2
EXISTING A380 LAYOUT AND ACCESSES
SHEET 2 OF 7
Figure 2.2
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Length of A380: 980m
Side Road Junctions: 1
Pedestrian Crossings:
Other Accesses:
5
Controlled:
0
Bus Lay-bys:
0
Uncontrolled:
0
Bus Stops:
2
SHEET LAYOUT
Sheet 3
EXISTING A380 LAYOUT AND ACCESSES
SHEET 3 OF 7
Figure 2.3
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Length of A380: 940m
Side Road Junctions: 8
Pedestrian Crossings:
Other Accesses:
12
Controlled:
1
Bus Lay-bys:
3
Uncontrolled:
1
Bus Stops:
4
SHEET LAYOUT
SHEET LAYOUT
Sheet 4
EXISTING A380 LAYOUT AND ACCESSES
SHEET 4 OF 7
Figure 2.4
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Length of A380: 900m
Side Road Junctions: 10
Pedestrian Crossings:
Other Accesses:
37
Controlled:
3
Bus Lay-bys:
3
Uncontrolled:
0
Bus Stops:
4
EXISTING A380 LAYOUT AND ACCESSES
SHEET 5 OF 7
SHEET LAYOUT
Sheet 5
Figure 2.5
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Length of A380: 960m
Side Road Junctions: 4
Pedestrian Crossings:
Other Accesses:
22
Controlled:
0
Bus Lay-bys:
2
Uncontrolled:
0
Bus Stops:
4
EXISTING A380 LAYOUT AND ACCESSES
SHEET 6 OF 7
SHEET LAYOUT
Sheet 6
Figure 2.6
SCALE 1: 2500
at A3
This map is reproduced from the Ordnance Survey material with the
permission of Ordnance Survey on behalf of the Controller of Her Majesty's
Stationery Office © Crown Copyright. Unauthorised reproduction infringes
Crown Copyright and may lead to prosecution or civil proceedings.
Devon County Council Licence No. 100019783 2009.
KEY:
Existing Access
EXISTING A380 LAYOUT AND ACCESSES
SHEET 7 OF 7
SHEET LAYOUT
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
Existing Bus Stop
Proof of Evidence - Engineering
Existing Speed Limit
Sheet 7
Figure 2.7
SCALE 1:100 at A3
0
VERGE
1000min
CENTRAL
RESERVE
2400min
CARRIAGEWAY 7000
RELAXATION - SEE TD9/93 PARA 3.14
2m
4m
VERGE
1000min
CARRIAGEWAY 7000
RELAXATION - SEE TD9/93 PARA 3.14
(INCREASED FROM 1800 TO
PROVIDE FOR CONCRETE
STEP BARRIER)
DRAIN
1m
CONCRETE
STEP BARRIER
DRAIN
CARRIAGEWAY CONSTRUCTION
TYPICAL CROSS-SECTION
A380 PENN INN TO ALLER JUNCTION
URBAN ALL PURPOSE DUAL CARRIAGEWAY
VERGE
2500min
HARD
STRIP
1000
CARRIAGEWAY 7300
HARD
STRIP
1000
CENTRAL
RESERVE
2500min
HARD
STRIP
1000
CARRIAGEWAY 7300
HARD
STRIP
1000
VERGE
2500min
CUTTING
SLOPE
TOPSOIL
2.5%
2.5%
EMBANKMENT
SLOPE
TOPSOIL
DRAIN
CARRIAGEWAY CONSTRUCTION
DRAIN
DRAIN
TYPICAL CROSS-SECTION
A380 ALLER JUNCTION TO EDGINSWELL JUNCTION
AND HAMELIN WAY
RURAL ALL PURPOSE DUAL CARRIAGEWAY
NOTE:
1. All Dimensions in milimetres.
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
2. Crossfall varies in accordance with superelevation requirements.
Proof of Evidence - Engineering
3. Lane/Verge/Hardstrip/Central Reserve Widths in accordance with TD27/96.
CARRIAGEWAY CROSS-SECTIONS
SHEET 1 OF 2
Figure 3.1
SCALE 1:100 at A3
0
PAVEMENT EDGE
300
HARD STRIP
1000
VERGE
1000min
MERGE SLIP ROAD CARRIAGEWAY
7300
PAVEMENT EDGE
300
VERGE
600min
VERGE
600min
DIVERGE
SLIP ROAD CARRIAGEWAY
6000
1m
2m
4m
HARDSTRIP
1000
VERGE
1000min
TYPICAL CROSS-SECTION
A380 PENN INN ON/OFF SLIP ROADS
HARD
VERGE SHOULDER
1500min
2300
CENTRAL
RESERVE
2400min
CARRIAGEWAY
3700
CARRIAGEWAY
3700
HARD
SHOULDER VERGE
1500min
2300
CONCRETE
STEP BARRIER
LINEAR DRAINAGE
SYSTEM
TYPICAL CROSS-SECTION
A380 PENN INN FLYOVER
NOTE:
1. All Dimensions in milimetres.
A380 SOUTH DEVON LINK ROAD
(KINGSKERSWELL BYPASS)
2. Crossfall varies in accordance with superelevation requirements.
Proof of Evidence - Engineering
3. Lane/Verge/Hardstrip/Central Reserve Widths in accordance with TD27/96.
CARRIAGEWAY CROSS-SECTIONS
SHEET 2 OF 2
Figure 3.2