CPR ES Non-Technical Summary FINAL...CPR Highway Infrastructure Project – Phase 1 Environmental Statement Volume 1 ... throughout the day, with a relatively flat daily traffic profile

CPR Highway Infrastructure Project – Phase 1 Environmental Statement Volume 1 Non-Technical Summary

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Non-Technical Summary

Introduction

Cornwall County Council (CCC) is seeking to deliver

infrastructure improvements as part of an overarching

transport strategy to facilitate the regeneration of the

Camborne-Pool-Redruth (CPR) conurbation. The overall

CPR Regeneration strategy consists of the following

principle elements:

1. A North-South corridor in Pool: a gateway dual carriageway to provide quick

access from the existing A30 trunk road junction at Tolvaddon to the main

regeneration area in Pool involving reconstruction and widening of the existing

A3047. The Northern half of the corridor will be constructed as an advanced

works package under the powers given to the Highway Authority in the Town and

Country (General Permitted Development) Order 1995 – Part 13. The southern

half of the corridor will be pursued in the Phase 1 Planning Application;

2. A new East-West link between Redruth and Camborne: a single carriageway

road to act as a distributor for the new developments and existing industrial

estates in the Pool regeneration area and as an alternative link road to relieve

the congested A3047. This element will comprise both on and off line highway

improvements. These works will be split between Phases 1 and 2;

3. Conversion of the A3047 between Camborne bus station and Redruth railway

station into a sustainable transport corridor. These works will be carried using

the powers given to the Highway Authority in the Town and Country (General

Permitted Development) Order 1995 - Part 13, once Phases 1 and 2 have been

constructed and monitored for effects on the local highway network.

4. Improvements to cycling and walking infrastructure. These works will also be

carried out using the powers given to the Highway Authority in the Town and

Country (General Permitted Development) Order 1995 - Part 13, once Phases 1

and 2 have been constructed and monitored for effects on the local highway

network. Public consultations on these improvements will be held as soon as the

proposals have been developed.

The overall scheme has been sub-divided into two phases:

� Phase 1 – Dudnance Lane - Southern section of the North-South corridor

between East Hill junction and the proposed Dudnance Roundabout; East –

West link from Dudnance Lane to Station Road and a new section of road to

Wilson Way; continuing East West link from a new roundabout on Wilson Way


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at Carn Brea Lane to along Wilson Way to the Barncoose Industrial Estate and

the connecting to the new Barncoose link to the A3047..

� Phase 2 – Remaining sections of the East-West Link: a new road westwards

from Dudnance Lane, across the Red River valley to Dolcoath.

The current planning application is for Phase 1 of the overall scheme (Drawing Ref. 750105-7-124). See diagram below.

Background

The CPR transport scheme comprises a first and

essential step in the wider regeneration process for

the area. It will provide a suitable infrastructure for

the region on which future development can be

based.

Cornwall’s Second Local Transport Plan (2001-

1006) (LTP2) supports the overall project and states

that the implementation of a long term transport

strategy for the CPR area is pivotal to successful

regeneration by creating additional capacity to

facilitate new investment in the area.

The A3047 is above capacity for a single carriageway urban road; it carries between

15,000 and 24,000vpd (vehicles per day). It is constrained by frequent junctions and

direct residential and business frontages. Consequently, there is traffic congestion

throughout the day, with a relatively flat daily traffic profile between the morning and

afternoon peaks.

The forecast traffic flows show that, without the proposed scheme, the existing road

network would be unable to accommodate the volumes of traffic anticipated in the

CPR area without severe delays and congestion. This is considered to be prejudicial

to the realisation of the CPR regeneration objectives.

The scheme will facilitate new development in support of the core regeneration

strategy and alleviate existing and anticipated traffic congestion problems in the

future. It will improve accessibility to the area, improve highway safety for all users

and provide for free flow of traffic along Dudnance Lane/Station Road/Wilson Way

without creating undue adverse effects on accesses to adjacent businesses.

Environmental Impact Assessment

The proposed scheme has been subject to a process of Environmental Impact

Assessment (EIA) in accordance with European and national directives and statutes.

The objective has been to ensure that potentially significant environmental impacts

and appropriate mitigation measures are identified and consequent residual effects

described. It is these effects that the planning authority is required to take into

account when deciding if the proposed scheme should be approved for

implementation.


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The findings of the EIA have been reported in an Environmental Statement (ES) for

the proposed scheme. This non-technical summary provides a brief summary of the

principal findings reported in the ES. The EIA has been undertaken in accordance

with guidance detailed in Volume 11 of the Design Manual for Roads and Bridges

(DMRB) published by the Highways Agency. Volume 11 comprises a structured

approach to the assessment of major road proposals. It provides guidance related to

the nature of environmental impacts typically associated with such projects and

appropriate levels of assessment during the planning and design of a proposal.

The Existing Environment

The scheme is located within the conurbation of

Camborne-Pool-Redruth in the Kerrier District of

Cornwall. The CPR area reflects a history rooted in

mining and late C20th redevelopment of smaller

scale light industry, commerce and retail

development. Housing, redundant mining sites, more

modern retail and industrial parks and facilities in the

form of supermarkets, local shops, schools, health

and recreational facilities are served by an ageing

road and rail infrastructure.

The scheme is located within an extensive area of

historic industrial and mining activity, the cultural value of which has been recognised

by the inclusion of significant parts of the area within the ‘Cornwall and West Devon

Mining Landscape’ World Heritage Site (WHS) inscribed in 2006. Tuckingmill and

South Roskear Conservation Area (which protects the historic character of an area)

is located approximately 100 m to the west of the northern part of the proposed

scheme. There is an air quality management area (AQMA) which covers the whole

of the CPR area.

The wider CPR region has an extensive public right of way (PROW) network

particularly in the area to the south of the scheme leading up to the peak of Carn

Brea. There are several strategic pedestrian and cyclist routes that have been

developed in the wider area, specifically the Cornish Way which includes the Mineral

Tramways Trails (some of which is currently in development) and the Engine House

Trail. The local provision for cyclists is very limited. There is a cycle route (on-road)

that runs along Tincroft Road, parallel and to the south of the railway line. There are

no cycle lanes on any of the roads within the study area to the north of the railway

line. The A3047 has on-road cycle provision for sections of its route but it is broken

in several places.

The proposed route is located immediately to the south of the CPR area largely

within the Pool and Barncoose Industrial Estates. For the majority of its length it

runs along the existing carriageways of Dudnance Lane and Wilson Way, with the

exception of a new section across open land between Station Road to the rear of

Pool Tesco and the junction of Carn Brea Lane and Wilson Way.


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The Proposals

The scheme will involve upgrading the existing Dudnance Lane and Wilson Lane

and the introduction of a new section of single carriageway road linking Dudnance

Lane and Wilson Lane. This new section will replace existing access to the

Barncoose Industrial Estate via Carn Brea Lane.

The key components of Phase 1 include:

� The upgrading of Dudnance Lane to a dual carriageway corridor from East Hill

to a new roundabout adjacent to Tesco; with a new signal controlled junction at

Heartlands Park / South Crofty accesses, it will have segregated cycleways

and footways facilities each side;

� The upgrading of Dudnance Lane to a wide single carriageway, with central

right turn lanes, from the new roundabout to Station Road with a new traffic

signal controlled junction at Tincroft Road – southwards over the railway;

� A new link road from Station Road to a new roundabout on Wilson Way at

Carn Brea Lane; and

� The upgrading of Wilson Way to a wide single carriageway, with central right

turn lanes, from the new roundabout at Carn Brea Lane to the existing

Barncoose roundabout.


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Scope of the EIA

Potential impacts associated with the following environmental aspects have been

investigated:

� Air Quality � Cultural Heritage � Disruption Due to Construction � Ecology and Nature

Conservation � Landscape & Visual Impact � Land Use � Traffic Noise and Vibration

� Pedestrians, Cyclists, Equestrians & Community Effects

� Road Drainage & the Water Environment

� Geology and Soils

Consideration has also been given to the implications of identified impacts and their

effects in relation to national, regional and local policies and plans. An investigation

into other developments planned in the CPR region was also undertaken and the

potential cumulative impacts were assessed.

Environmental Impacts and Mitigation

Air Quality

The assessment of traffic-related emissions associated with changes in traffic flows

along the proposed road and the wider road network have demonstrated there will

be significant reductions in air quality at 4 properties, these include at 4 properties -

3, 4 and 5 Dudnance Lane, 78 Carn Brea Avenue. At all other properties within the

local Air Quality Management Area there will be no significant increases or

reductions in local air quality when comparing concentrations of pollutants with and

without the proposed scheme. They have further demonstrated that concentrations

of key pollutants would remain within European and national thresholds adopted as

an indicator of risk to human health.

There would be impacts associated with dust generated from earthworks and other

construction activities. These would however be controlled as part of a Construction

Environmental Management Plan (CEMP) to ensure that such short-term impacts

are appropriately minimised.

Cultural Heritage

The CPR area has a rich heritage resource. The assessment has demonstrated that

the area and known features of archaeological interest have been subject to

significant impact during periods of previous development within the area, including

the construction of the existing roads. The widening along Dudnance Lane will result

in demolition of Bartles Foundry and impacts on the historic mining character of the

area. The scheme would adversely affect the setting of, and approach to, the World

Heritage Site along the route.

There is, however, no presumption against the construction or improvement of a

road in the vicinity of a World heritage Site provided it is justified and, on balance,

the effects will be tolerable.


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There is the potential for impacts on features and sites of cultural heritage value that

could be exposed as areas are excavated during construction. The assessment has

concluded there would be the potential for further significant impacts on the cultural

heritage of the area.

A programme of further investigation has been agreed with Cornwall County Council

(in the form of a Written Scheme of Investigation) to ensure that any interests that

may be affected are logged and recorded. This includes pre-construction surveys in

the form of strip, map and sampling and adoption of a watching brief as areas are

excavated during construction. Should finds of interest be identified, further

appropriate mitigation would be agreed with the Council.

Disruption Due to Construction

The assessment has demonstrated that there would be disruption within the CPR

area and customers and business interests reliant on access off the road during

construction. It has highlighted the potential for impacts on employees and

customers associated with construction related noise, vibration and dust generation.

The areas most affected by the construction noise are residential properties on Carn

Brea Lane and Druids Lane, and commercial offices on Barncoose Industrial Estate.

There will be disruption to flows on the road network in particular during

reconfiguration of the Dudnance Lane Roundabout and the Dudnance Lane / East

Hill Junction. Lane transfers/diversion systems will be operated to facilitate the

staggered construction of new sections of carriageway and modification of existing

sections. These would involve the imposition of a speed restriction set at 30mph.

The long sections of road (Wilson Way / Dudnance Lane) will be developed one

carriageway at a time and a one way system will be enforced on Wilson Way with

Dudnance Lane utilising a contra-flow system, maintaining access for vehicle

travellers.

A wide range of construction-related mitigation measures have been identified during

the EIA and have been included in the form of environmental commitments,

formalised within the Construction Environmental Management Plan (CEMP). These

measures include statutory obligations, best practices and site-specific measures.

The contractor will be required to integrate these requirements and safeguards into

site working practices and detailed method statements for the principal construction

activities.

The CEMP will continue to be developed during the detailed design phase and will

be subject to agreement with the Council and other statutory bodies responsible for

aspects of the environment.

The assessment has concluded that with these measures in place there would be no

significant residual effects on the environment as a result of the construction of the

proposed scheme.


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Ecology and Nature Conservation

There are no areas of ecological importance within the existing or proposed road

corridor. The ecological assessment has concluded that there are likely to be

impacts on reptiles and bats. Mitigation will follow two main approaches:

� careful working methodologies to avoid killing/ injury to vulnerable protected

species; and

� habitat creation to provide alternative and better habitats.

The assessment has concluded that with these measures in place there would be no

significant residual effects on the environment as a result of the scheme.

Landscape and Visual Impact

With the exception of the section of route proposed as entirely new carriageway to

the rear of Duchy Stadium, landscape and visual effects during the construction

phase are likely to be greater than those experienced once the road is open.

Landscape and visual effects of the proposed route once operational will be:

� the enhanced character of the section of route along Dudnance Lane to one

more akin with an urban streetscape than an industrial estate access road;

� the alteration of the character of the route along Wilson Way where landscape

amenity is relatively high through the removal of existing landscaping and

street trees; and

� alteration to the character and resource along the new section of route to the

rear of Duchy Stadium.

As landscaping for the scheme matures the scale of effects will be reduced though

enhancement of the landscape resource.

Where mitigation measures are to be applied, landscape effects can all be mitigated

to non-significance through the retention of existing vegetation (where possible e.g.

frontages along Wilson Road)) and increased provision of replacement planting, and

reinstatement of PRoW with improved surfacing, lighting, screening etc.

All visual impacts on non residential receptors (for example footpath users) can be

reduced to insignificance by mitigation measures. Residents receptors however, are

still likely to experience significant impacts given the nature of the scheme, proximity

of receptors to the works and new route and limited capacity to increase screen

planting. Those receptors with views of the Dudnance Lane section of the route are

likely to experience long term beneficial impacts on their views with the proposed

reduction in traffic congestion and enhanced streetscape. Elsewhere (residents of

Trevalgan, Chy Kerensa and Lurley properties on Tincroft Road, Penhallick and

residents of 64-74, 78 and cul-de-sac of south of Carn Brea Lane), the scheme will


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result in a long term significant adverse impact on receptors with increased

prominence of the road in views of existing open land or vegetated banks.

Land Use

It has not proved possible to design the scheme without demolition. Five commercial

properties and one private residence will be demolished by the proposed scheme.

The commercial properties are: Bradford’s Building Supplies on Dudnance Lane; an

office unit belonging to the Duchy Business Centre on Wilson Way (tenanted by ASI

Consultants); Coastline Housing Ltd (owned by Kerrier DC) in the Foundry building

on Dudnance Lane, the business premises of OfficeSmart, with its associated

workshop building and garage and two small buildings in the Old Corporation Yard

on Dudnance Lane next to the bridge over the railway.

The residential property is the house named Sylmar, off Station Road / Dudnance

Lane.

The Network Rail compound will be lost and areas of land owned by Network Rail

will be divided. A small storage unit in Western United Mines land to the northwest of

Dudnance Lane would also be demolished.

The scheme is within the Metalliferous Surface Safeguarding Zone around New

Cooks Shaft. The operational footprint of the road will result in land take of 15% of

the zone which can be regained from elsewhere around the shaft. If required, an

engineering solution will be included in the detailed design to prevent any increased

risks to the structural integrity of the shaft through mitigating additional loading. The

road proposals will not prejudice the future extraction of minerals or the expansion of

mining operations.

The proposed road scheme will facilitate Western United Mining’s plans. The

Dudnance Lane roundabout has a West facing arm which will serve their operations

in this area. It represents a higher standard, and higher capacity, link than now exists

and will safely accommodate their likely traffic flows connecting them directly to the

dual carriageway leading to the A30 Trunk Road. The existing Cook’s shaft and

buildings will be retained and the integrity of the shaft safeguarded.

For the remainder of the scheme the land take required is generally peripheral to

existing use and would not materially affect the viability or functioning of existing

uses.

Traffic Noise and Vibration

The traffic noise and vibration assessment has shown that there will be both

increases and decreases in noise levels as a result of the scheme and the

consequent redistribution of traffic. In 2010, increases in noise levels are predicted

along the new section of road from Wilson Way round to Station Road. Here results

indicate an increase of 19.8 from 50.1 to 69.9 dB(A) alongside Footpath 205/4/1. At

the closest property on this section, 78 Carn Brea Lane (rear), the increase is


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7.9dB(A) from 58.1 to 66.0dB(A). Elsewhere along the route increases are below

3dB(A).

Decreases in noise levels are predicted along Carn Brea Lane. Noise levels at

properties in this area are predicted to decrease by as much as 7.4 dB(A) Carn View

and is a reduction from 68.0 to 60.6 dB(A). Elsewhere on the route reductions are

less than 3dB(A).

In 2027, the greatest increases in noise levels are again predicted along the new

section of road from Wilson Way round to Station Road. Here results indicate an

increase of 19.7 from 51.1 to 70.8 dB(A) alongside Footpath 205/4/1.

At the closest property on this section, 78 Carn Brea Lane (rear), the rise is 7.7dB(A)

from 59.3 to 67.0 dB(A). Elsewhere along the route increases are below 3 dB(A).

The property at 5 Dudnance Lane has an increase of 3.1 dB(A) from 56.9 to 60.0

dB(A).

The greatest decreases in noise levels are predicted along Carn Brea Lane. Noise

levels at properties in this area are predicted to decrease by as much as 7.4 dB(A) at

receptor Carn View, which is a reduction from 68.0 to 60.6 dB(A). Elsewhere on the

route reductions are less than 3 dB(A).

With the use of low noise surfacing and environmental noise barriers, it is anticipated

that there will be no residential receptors experiencing an increase in noise level of

greater than 3 dB(A) in the year of opening (2012) as a result of the Scheme.

The use of an environmental noise barrier will decrease the significance of impact at

the rear of 78 Carn Brea Lane from substantial adverse to slight adverse.

The potential of the proposed scheme to cause vibration that is either significantly

intrusive or capable of giving rise to structural or cosmetic damage is unlikely.

Pedestrians, Cyclists, Equestrians and Community Effects

The introduction of the proposed footpaths and cycle ways would result in significant

improvement in safe access for pedestrians and cyclists.

During construction, temporary diversions will be put in place. Due to the temporary

nature of the construction period the impact will be minor.

The long term benefits for cyclists and pedestrians include improved crossing

provision and increased safety due to the design changes in the access to industrial

units. The increase in severance caused by the new section of road will cause an

adverse impact but, suitable measures in the design have been put in place to

ensure this impact is reduced to acceptable levels.

The new facilities are compatible with, and enhance, the wider plans for regeneration

which will further encourage and provide for pedestrians, cyclists and equestrians.


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Road Drainage and the Water Environment

The scheme has been designed to current highways and drainage standards. The

proposed highway drainage infrastructure will discharge to existing drainage

infrastructure. It will be a new pipe system taking only road water run-off, which will

significantly relieve the existing drainage system.

The impact of the proposed scheme on existing surface waters from accidental

spillage is considered to remain as negligible. Oil interceptors to collect spillages will

be installed where required.

The impact on existing groundwater quantity from routine runoff is considered to be

negligible even though the increase in impermeable area will lead to a small

reduction in potential infiltration of rainwater. The rate of discharge of the road run-off

water will be reduced by the use of storage areas

Geology and Soils

The ground investigation confirmed that elevated concentrations of contaminants,

predominantly arsenic, copper and zinc were present within made ground across the

site, particularly within the Dudnance Lane to Wilson Way section and along

Dudnance Lane. Contaminant concentrations were recorded to be lower within

natural soil samples.

The contaminants within the soils, revealed by the survey, are leachable and

therefore have the potential to enter groundwater. The leachability of contaminants

may be increased during construction as topsoil or areas of hardcover are removed

which are likely to increase rainwater infiltration.

A potential inhalation or ingestion pollution risk exists from the elevated

concentrations of metals, predominantly arsenic, within the shallow soils.

Construction workers are most at risk, but an inhalation risk to the local population

via wind blown material exists when these soils are exposed during construction

works.

Minimal excavation is anticipated during construction, however, given the lack of

proposed structures and the minimal change in elevation between existing and

proposed road level.

The assessment has demonstrated that with the implementation of good practice

mitigation measures, there would be no potentially significant impacts associated

with the soils, geology or hydrogeology of the study area in the vicinity of the

proposed scheme corridor.

Implications for Policies and Plans

The assessment has included a review of current national, regional and local policies

and plans of relevance to the proposals and the local environment. The review has

demonstrated that the proposed scheme would either positively support such

policies and plans or prove neutral in relation to them.


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Cumulative Impacts

The cumulative impact assessment has identified potentially significant impacts

relating to archaeology and heritage, landscape and ecology. These range from

minor to moderate adverse.

To ensure that cumulative impacts are avoided and controlled, each respective

developer responsible for each on-going and proposed future development should,

where appropriate, carry out their own environmental assessment in order to identify

the specific potential environmental impacts (including cumulative) related to each

development. In addition all development will be subject to the existing planning

policies which are designed to provide a long term overall direction towards more

integrated development in the CPR and surrounding wider area.

Conclusions

The EIA has highlighted a number of potentially

significant impacts during construction and the

future use of the proposed dual carriageway.

These primarily relate to heritage and

archaeological interests, air quality and land use.

The predicted impacts may result in significant

effects on the cultural heritage resource. There

would also be a reduction in air quality at 4

properties and an increase in noise along

Footpath No 4 Carn Brea Parish. A number of

properties will also be demolished to make way

for the scheme.

It has been demonstrated that through incorporating the design proposals and

mitigation measures, identified during the EIA process, there would be no other

significant adverse residual effects on the existing environment.

The assessment has concluded that there would be some benefits, most notably in

the form of enhancement of improved access for pedestrians and cyclists.

Documents

CPR ES Non-Technical Summary FINAL...CPR Highway Infrastructure Project – Phase 1 Environmental Statement Volume 1 ... throughout the day, with a relatively flat daily traffic profile