Key facts on the A38 expansion
What is planned for the A38 Derby Junctions?
This is a National Highways (formerly Highways England) project funded by central Government.
The proposed Kingsway junction would comprise a dumbbell roundabout arrangement and linkages at existing ground level, with the A38 passing beneath the junction in an underpass. The proposed Markeaton junction would comprise an enlarged two-bridge roundabout at existing ground level with the A38 passing beneath in an underpass to the south-east of the existing roundabout with slip roads connecting the A38 to the new roundabout. The proposed Little Eaton junction would comprise an enlarged roundabout at existing ground level with the mainline of the A38 being raised on an embankment and passing above the roundabout on two overbridges to the east and south of the existing roundabout.
It was estimated to cost between £200 - £250 million in 2019.
National Highways estimates the construction work will take 4 years. During that time the A38 will be shut and traffic will likely divert through Derby city centre and smaller roads and residential areas. There is no traffic mitigation plan in place yet.
It will also fell thousands of trees, increase carbon emissions, increase noise and air pollution for some residents and increase traffic.
National Highways visualisation with exaggerated amount of mature trees
National Highways proposed A38 Derby Markeaton Junction Scheme Plan
National Highways proposed A38 Derby Little Eaton Junction Scheme Plan
National Highways proposed A38 Derby Kingsway Junction Scheme Plan
Is it an expansion?
Yes, it's not just flyovers and underpasses. The proposed scheme would widen the A38 to 3 lanes around each of the three junctions and for the entire stretch between Kedleston Road to past Kingsway roundabout. See the planning document maps above.
Why is it happening?
National Highways say the aim of the scheme is to
reduce congestion and improve the reliability of journey times between Birmingham, Derby and the M1.
help facilitate regional development and growth in Derby City and its surrounding.
Problems with the consultations
This consultation was in 2015, before the declaration of a climate emergency and Net Zero legislation. The ongoing climate crisis, biodiversity crisis and cost of living crisis in 2023 further undermine the claimed the benefits of A38 expansion.
The 2015 consultation only received 739 responses.
The planning inspectorate examination between 2019 and 2020 received 31 relevant representations, 13 written representations and 721 questions in the first round. Many were objections from local residents and environmental / conservation groups.
The consultation materials by National Highways were heavily biased in favour of the scheme, exaggerated the benefits and did not fully explain the negative impacts of the scheme such as…
the loss of trees and wildlife habitats
some residents experiencing increases in noise and air pollution
an increase in carbon emissions
how the expansion would facilitate a minimum of 11,000 developments in the surrounding area
the predicted increase in traffic levels
the level of disruption during 4 years of construction
Why stop it?
The negatives of this scheme outweigh the exaggerated benefits.
The scheme will come at great environmental and financial cost and will facilitate an increase in traffic.
Below are the key reasons this scheme should not go ahead.
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The primary purpose of this scheme is to create additional road capacity to enable more developments, especially on greenfield sites to the West of Derby.
Page 5 of the Secretary of State Decision Letter:
“The Secretary of State has had further regard to the DCCS that makes a provision for a minimum of 11,000 new homes and 199ha (gross) of new employment land. Without the additional highway capacity provided to these areas the Secretary of State notes that the planned growth would be adversely affected”.
National Highways planning documents also predict an increase in emissions from additional traffic.
When that additional capacity is created for a minimum of 11,000 developments, the roads will fill up again. The A38 road layout was last updated in the 1980’s for the same reasons of facilitating development and reducing congestion, but within 20 years, there was talk of expanding it further.
Studies have shown throughout the years that new roads don’t ease congestion, but make it worse, because the ‘induced’ traffic fills up all of the new road space and spills over onto the rest of the road network.
Most recently, research on British road schemes from Campaign to Protect Rural England (CPRE) proved that traffic on average grew 47% more than background levels, with one scheme more than doubling traffic within 20 years.
It would be more efficient, less destructive, less disruptive and less wasteful to invest in alternative forms of transport so a percentage of journeys on the A38 are shifted to another mode of transport.
It is unsustainable for roads to keep expanding to accommodate ever increasing traffic levels when there are other cheaper, less disruptive, less environmental harmful options. -
The construction alone is 131,000 tons of CO2. Then the induced traffic from the extra road capacity will increase CO2 emissions further. The numbers in National Highways own planning documents state this on page 24.
This is also why the first legal challenge was successful, because the scheme will lead to an increase in CO2 emissions.
If the CO2 reductions from traffic flow were to negate the construction and induced traffic, National Highways would be broadcasting this loudly to fight off legal challenges.
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It's a common misconception that improving traffic flow will always lessen CO2 emissions and improve air quality. It may be the case with some city junctions where some road layout and traffic light changes can improve flow and therefore air quality, but not with the A38 scheme.
The construction alone is 131,000 tons of CO2. Then the induced traffic from the extra road capacity will increase CO2 emissions further. The numbers in National Highways own planning documents state this on page 24.
This is also why the first legal challenge was successful, because the scheme will lead to an increase in CO2 emissions.
If the CO2 reductions from traffic flow were to negate the construction and induced traffic, National Highways would be broadcasting this loudly to fight off legal challenges.
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National Highways tree felling plans show the loss of trees including an irreplicable veteran oak tree: https://infrastructure.planninginspectorate.gov.uk/wp-content/ipc/uploads/projects/TR010022/TR010022-001230-6.3%20ES%20Appendix_7.2(a)%20Arboricultural%20Impact%20Assessment%20Report.pdf
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11.38 hectares of woodland will be cut down for the A38 expansion with only 6.40 hectares replanted by National Highways.
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Derbyshire Wildlife Trust raised concerns that the scheme’s ecological assessment did not include the use of a biodiversity metric to quantify the biodiversity losses that will occur and the proposals for habitat creation and enhancement that the applicant proposes.
According to National Highways own Biodiversity statement, the scheme will result in the complete loss of the A38 Kingsway Roundabout Local Wildlife Site.
The scheme construction phase would be the most disruptive period for wildlife. Vegetation clearance would remove habitats This would cause disruption to local habitats and local wildlife populations.
Construction works would also cause disruption and disturbance to some watercourses, with in-channel works and increased risk of pollution incidents. -
Many people say the thousands of trees, including centuries old trees, due to be felled by the A38 expansion can be replaced by saplings. A veteran oak is identified as an irreplaceable habitat in the planning documents.
It will take decades for those saplings to offer the same benefits to wildlife, shade, noise & visual screening and carbon storage.
That may never happen as extreme heat from the climate crisis has caused saplings planted as mitigation in other road schemes to die with replanting costing millions.
New trees will not offset the carbon emissions from scheme either.
A young tree absorbs about 5.9KG CO2 per year, while a 10 year old tree absorbs almost 22KG per year (Source).
Mature trees are better for wildlife than young saplings too. Mature oak trees support more life than any other native tree species in the UK; even fallen oak leaves support biodiversity (Source).
Replacing these mature trees with saplings is inadequate. We need to let the mature trees live, plant saplings in appropriate places and reduce road traffic.
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There are no finalised mitigation plans by National Highways and the local authorities to show how they will ensure biodiversity net-gain.
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National Highways published a report in 2017 that found that congestion was made worse on dozens of major roads in England by a project to tackle bottlenecks.
The pinch-point programme was started in 2011 to relieve congestion, stimulate growth in local economies and improve safety but their own report showed most schemes had failed to do this.
The negative impacts of the A38 expansion on local people and the environment far outweigh any claimed benefits but with National Highways predicting an increase in traffic and a minimum of 11,000 new developments surrounding the A38, can we really believe their claims?
National Highways claims predicted journey time savings will amount to hundreds of millions.A government reports show that benefits arising from journey time savings are only moderately accurate for most schemes. 28% of schemes have journey time benefits within 15% of that forecast and 74% of schemes are within 50%. So the claimed monetary benefits from journey saving times of the A38 could be 50% less than calculated.
More information and sources at: https://www.a38derbychaos.org/news/exaggerated-economic-benefits-of-the-a38-expansion -
On page 38 in these National Highways documents there is a table showing minimal NO2 (nitrous oxide) concentration reductions in some areas (with increases in others) from predicted traffic growth and road realignment.
However those NO2 levels are not in line with the latest World Health Organisation recommended safe air quality levels (which the UK Government chose not make legally binding targets).
Derby City Council admits in their Air Quality Action Plan that the A38 road works will make air pollution worse in the city during construction.
That is four years of increased exposure to air pollution that in the councils’ own words
“…is associated with a number of adverse health impacts. It is recognised as a contributing factor in the onset of heart disease and cancer. Additionally, air pollution particularly affects the most vulnerable in society: children and older people, and those with heart and lung conditions. “
“Derby City Council (DCC) is committed to reducing the exposure of people in Derby to poor air quality in order to improve health.” yet the council still supports this scheme.
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This table from National Highways admits there will be noise increases for many residential areas:
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There are currently no traffic mitigation plans in place for the 4 years of roadworks and closures of the A38.
The Secretary of State’s decision letter acknowledges that the construction will cause driver stress and ” there would likely be increased congestion and delays to parts of the local road network during the construction phase and there is a degree of uncertainty about what the precise extent of that would be”
They basically trust National Highways and the Council to deal with traffic problems during construction as they occur.
The same with the closure of local access roads and the risk of gridlock -
Many local residents and businesses are facing “compulsory purchase orders” where the Government forces them to sell their property for the scheme.
There will also be a loss of public space from Mackworth park and Markeaton park.
Tree felling plans by National Highways
Planning documents show 11.38 hectares of woodland will be lost to the A38 expansion with only 6.40 hectares replanted.
The scheme will increase carbon emissions. The construction alone is 131,000 tons of CO2. Then the induced traffic from the extra road capacity will increase CO2 emissions further. The numbers in National Highways own planning documents state this on page 24.
Air pollution: National Highways table on page 38 showing minimal NO2 (nitrous oxide) concentration reductions in some areas (with increases in others) from predicted traffic increase.
Noise and air pollution increases for many households.
Please note…
The planning inspectorate website recently moved so we are in the process of updating all the links to planning documents on this page.
In the meantime, you can find the documents at: https://national-infrastructure-consenting.planninginspectorate.gov.uk/projects/TR010022
Help stop this polluting and destructive road scheme.
Take action.
Alternative Sustainable Solutions
We have written blogs about how transport modal shift (encouraging people to use public transport or active travel instead of cars) is a cheaper, more efficient, less wasteful and fairer solution that also reduces pollution, preserves trees & wildlife habitats and makes road journeys safer and faster who need to drive.
Some people with mobility issues are dependent on cars. While some jobs such as emergency services, carers and deliveries/ logistics require private vehicles. Also people in remote, rural areas may require private vehicles where bus services can’t operate. However the majority of existing road vehicles trips could be made by other forms of transport.
Friends of Earth recommend that road traffic must reduce by 40 - 60% in Derby by 2030 and it’s completely possible. Data shows that the majority of private car trips in Derby could be completed by foot, bike or bus if enough investment was given to cycling infrastructure and improving bus services. Community car clubs and car sharing apps are another way that road traffic can be reduced.
It IS possible to reduce private car use and it's already happening - other places are changing people's transport habits by making public and active travel easier, cheaper and more attractive than driving.
Nearly half of motorists find driving stressful, and more than half would like to reduce their car use, but feel constrained by the lack of alternative ways to meet their transport needs. An RAC survey found the majority of drivers would swap to public transport if the services were better.
There's also car sharing and community car club options for when cars are needed.
Most private vehicles are parked 92% - 96% of the time. That's a huge waste of materials, manufacturing energy and space/ land.
Mass transit and active travel are more efficient, fair, affordable and sustainable forms of transport.
A CPRE study shows the UK could have an affordable bus serving every town and village in the UK, at least every hour for £2.7bn each year. A fraction of the £27bn the Government plans to spend on roads over the next 5 years. This would be a lower cost, more sustainable and more equitable use of public funds. Especially as the poorest households often can’t afford access to car.
Here are some inspiring examples of how local authorities and cities are responding to the climate emergency by changing how people travel: