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A57 Link Roads (previously known as Trans Pennine Upgrade Programme)
Representation by Lisa Hopkinson
- Date submitted
- 1 September 2021
- Submitted by
- Members of the public/businesses
- The scheme would increase traffic. Although there are reduction in traffic through Mottram (but not those on Market Street or near the new underpass) there are increases in other areas including many residential areas, on the A628 trunk route through Tintwistle, and across the National Park including the A57 Snake Pass. Recent government reports on transport decarbonisation suggests that we need to reduce traffic to meet our climate goals. 2. The scheme would increase road accidents with 102 more collisions over 60 years. However, on the A57 Snake Pass, a high risk road for a fatal or serious injury crash, there would be 160 extra collisions over 60 years. 3. Over 60 years the scheme would add an extra 399,867tonnes carbon dioxide, but more importantly it will add an additional 123,454 tonnes up to the end of the fifth carbon budget in 2032. This would form a significant part of the Paris-aligned carbon budgets for the two local councils developed by the Tyndall Centre for Climate Change Research. The UK Government has committed to a Nationally Determined Contribution of a 68% reduction in carbon emissions by 2030 on 1990 levels. Any scheme which increases carbon emissions over this period must be reviewed in the light of this and our international agreements. 4. Although the scheme improves air pollution for some households, the concentrations of deadly nitrogen dioxide (NO2) remains above the legal limit in other areas such as on Market Street in Hollingworth. For one property on Dinting Vale air pollution gets worse. The Air Quality Management Areas in Tintwistle and Glossop would remain. The Greater Manchester Clean Air Zone has been excluded from the air quality modelling but could lead to diversions to avoid paying the toll, creating congestion and pollution outside the Zone. 5. The scheme involves serious impacts on wildlife habitats such as wet grazing meadows and of protected species, such as bats and barn owls. The impacts on the rich and diverse wildlife are minimised because species are considered only of ‘local value’. Local countryside, highly valued for its natural undeveloped character and open views, would be urbanised and the Green Belt would be bisected. 6. There are viable alternatives to achieving the aims of the project that would be less damaging and bring more benefits. For example a lorry ban coupled with improved bus services, better walking and cycling infrastructure, reduced speed limits could be achievable in a relatively short time frame. Road pricing could also be an option. The option of a lorry ban was rejected in 2015. However since then the government has adopted a net zero carbon target, parliament and local councils have declared a climate emergency; there has been a Covid-19 pandemic which has impacted travel patterns; and the Treasury’s new Green Book has emphasised the importance of the contribution to government’s strategic goals (including net zero) when assessing road projects, rather than just a narrow emphasis on the Benefit Cost Ratio.