Non-Technical Summary

Transcription

1 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 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 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 Mouchel Parkman i

2 at Carn Brea Lane to along Wilson Way to the Barncoose Industrial Estate and the connecting to the new Barncoose link to the A 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 ). 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 ( ) (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. Mouchel Parkman ii

3 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 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. Mouchel Parkman iii

4 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. Mouchel Parkman iv

5 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. Mouchel Parkman v

6 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. Mouchel Parkman vi

7 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 Mouchel Parkman vii

8 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 Mouchel Parkman viii

9 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. Mouchel Parkman ix

10 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. Mouchel Parkman x

11 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. Mouchel Parkman xi