On the 14 February 2003, AMEC announced that Road Management Services (a consortium which is jointly owned by AMEC, Alfred McAlpine, Dragados, and Kellogg Brown & Root.) had finalised contracts with the Highways Agency to upgrade and operate a 33-mile section of the A1 in Yorkshire to motorway standard. The 3-year project had an investment value of around £245M.

Total funding for the 'Design, Build, Finance and Operate' (DBFO) contract, which covers the A1 between Darrington and Dishforth, was being secured through a £114M index-linked bond and a £110M facility from the European Investment Bank. The remainder was equity investment from the consortium shareholders.

Payment to the consortium on this new contract would be through a pioneering new system developed by the Highways Agency - based on the consortium's ability to deliver a high quality road operating service, minimise congestion and reduce road accidents. Revenue for the consortium would be based on a sliding scale dependent upon the volume and speed of traffic using the road. This would act as an incentive to conduct essential activities, such as maintenance works, at off peak times and to attend incidents on the network quickly, thereby benefiting road users.

The A1 Darrington to Dishforth DBFO project consisted of the operation and maintenance of 33 miles (53 km) of the A1(M)/A1(T) between Darrington, on the A1 just to the south of the existing A1/M62 Interchange, and the existing A1/A168 Interchange at Dishforth, east of Ripon. It also included the design and construction of two Targeted Programme of Improvement (TPI) schemes, which would provide 15 miles (24 km) of new dual three lane motorway. The two TPI schemes were: A1(M) Ferrybridge to Hook Moor (estimated cost £183M) which formally opened in early 2006, and A1(M) Wetherby to Walshford.

The Ferrybridge to Hook Moor section was substantially defined by physical constraints, environmental considerations and the need to achieve a safe alignment. The southern section of the route deviated substantially from the existing A1 corridor, as improvement ‘on-line’ would cause extensive demolition of property in Ferrybridge.

The new motorway followed the line of the A1 before veering off to avoid the Neolithic Ferrybridge Henge, which is a Scheduled Ancient Monument. Further north the route passed through the eastern side of Fryston Park, a former deer park, with the loss of part of the woodland designated as a Site of Special Scientific Interest. Substantial landscaping was necessary in this area to mitigate the effects of the new road.

After crossing the navigable River Aire, the route crossed the Brotherton Ings Ash Lagoons, which contain a depth of almost 20 metres of ash waste from the Ferrybridge Power Stations and required substantial engineering works to stabilise the ash to support the motorway.

Routing the alignment over the ash lagoons and by-passing Fairburn to the east avoided the RSPB Nature Reserve at Fairburn Ings. This reserve is the most important ecological resource in the area and has been designated a Site of Special Scientific Interest.

From Fairburn to Selby Fork the route passes through open agricultural land but in cutting to reduce the impact on the landscape.

North of Selby Fork the route rejoins the existing A1 remaining mainly in cutting as far as the Boot and Shoe Junction. Thereafter the route re-crosses the A1 to pass Micklefield to the east of the existing A1.

A junction links the new motorway to the A63 Trunk Road, and a substantial ‘free-flow’ interchange west of Ferrybridge Power station links the new motorway to the M62.

In addition to benefits to the road user, this scheme benefits the communities of Ferrybridge, Brotherton and Fairburn by taking traffic away from their centres. At Micklefield the road is some 50 metres further away from the village.