10 noise & vibration - cornwall

Aerohub Business Park Newquay Cornwall Airport

10 NOISE & VIBRATION

10.1 Introduction

10.1.1 This Chapter explains the noise and vibration impacts associated with the construction and operation of the proposed Aerohub Business Park, adjacent to the operational NQY.

10.1.2 The existing noise environment and predicted levels for the proposed operation of the development will be considered to assess the likely impact upon sensitive receptors, and the suitability of the proposed site for use as business units.

10.1.3 A noise assessment report, detailing the methodology, monitoring conducted, assessment of data and the relevant results and calibration records is within Appendix 10.1. This chapter reviews the data to assess the impacts where deemed significant and possible remediation measures where appropriate, in conjunction with noise modelling for the proposed development.

10.2 Methodology

10.2.1 The assessment will be undertaken through a combination of desktop studies, a field assessment of the existing ambient noise climate and a prediction of the likely noise from construction and operation of the proposed Business Park. This will include:

� A desk study will identify likely sources of existing noise in the environment.

� A field assessment will quantify the existing acoustic environment on and around the proposed development site through a combination of short term sampling and 24-hour continuous measurements. This will take into account likely sources identified from the desk study.

� Predictions of the change in noise across the site will be made using the traffic flows for the opening year and a future year from the data in the Transport Assessment.

� Suitable noise limits for the new industrial units will be assessed, taking into account the existing noise climate.

10.2.2 Likely future impacts from the proposed development will be predicted from the data gathered and predicted changes to the acoustic environment from the development.

Legislation and Policy

10.2.3 The acoustic assessment for the proposed development considered the following legislation, policy and good practice.

� National Planning Policy Framework (DCLG, 2012).

� Noise Policy Statement for England (DEFRA, 2010)

� BS 4142:1997 ‘Method of rating industrial noise affecting mixed residential and industrial areas’ (BS,1997)

� BS 7445: Part 1: 2003. Description and measurement of environmental noise – Guide to Quantities and Procedures (BS, 2003)

Environmental Statement Prepared by Parsons Brinckerhoff December 2012 - 204 - for Cornwall Development Company


� BS 7445: 1991 ‘Description and Measurement of Environmental Noise’ Parts 2 to 3, BSI (BS, 1991)

� Design Manual for Roads and Bridges (DMRB) 11.7.3 HD 213/11 - Traffic Noise and Vibration, (DoT, November 2011);

� BS 5228-1&2: 2009. Code of Practice for Noise and Vibration Control on Construction and Open Sites (BS, 2009)

� Calculation of Road Traffic Noise (CRTN). HMSO London, DoT and Welsh Office 1988;

� BS 6472-1:2008 ‘Guide to the evaluation of human exposure to vibration in buildings. Vibration sources other than blasting’ (BS, 2008)

� BS 8233: 1999 ‘Sound Insulation and Noise Reduction for Buildings – Code of Practice’ (BS, 1999)

NPPF

10.2.4 The NPPF (March 2012) states that the ‘planning system should contribute to and enhance the natural and local environment by preventing both new and existing development from contributing to or being put at unacceptable risk from, or being adversely affected by unacceptable levels of noise pollution’.

10.2.5 The NPPF states that planning policies and decisions should aim to:

� Avoid noise from giving rise to significant adverse impacts on health and quality of life as a result of new development;

� Mitigate and reduce to a minimum other adverse impacts on health and quality of life arising from noise from new development, including through the use of conditions;

� Recognise that development will often create some noise and existing businesses wanting to develop in continuance of their business should not have unreasonable restrictions put on them because of changes in nearby land uses since they were established; and

� Identify and protect areas of tranquillity which have remained relatively undisturbed by noise and are prized for their recreational and amenity value for this reason.

10.2.6 In order to deliver sustainable development, NPPF states ‘to help economic growth, local planning authorities should plan proactively to meet the development needs of business and support an economy fit for the 21st century.’

Noise Policy Statement for England

10.2.7 This document sets out the framework and principles for noise assessment. It states that the main aims of noise policy are to minimise noise impacts and improve existing noise climates if possible.

BS4142 - Industrial Noise Affecting Residential Dwellings

10.2.8 British Standard BS4142 can be used for assessing the impact of noise from industrial sources. The standard provides guidance as to the likely community response to new fixed noise sources affecting residential receptors. The rating method detailed within this standard is widely accepted by local authorities as a means of assessing building plant noise. BS4142 requires separate analysis for day



and night time periods. The Standard compares the ‘rating level’ of the new noise with the existing ‘background level’. The greater this difference the greater the likelihood of complaints. The significance of the new noise based on this difference is given in Table 10.1.

Table 10.1: BS4142 Rating Levels and Significance Difference between Rating Level and

Background Level BS4142 Rating

-10 dB(A) or Less Positive indication that complaints are unlikely

+5 dB(A) Marginal significance

+10 dB(A) or more Indicates complaints are likely

Noise Measurements

10.2.9 British Standard 7445 sets out the method for collecting ambient noise data in order to categorise the spread of noise across a site. Daytime and night time short-term measurements to assess general environmental noise will be conducted to indicate existing environmental noise in and around the site. 24-hour monitoring will be conducted to assess the variation in noise throughout the day, evening and night time periods. Short-term noise measurements in accordance with CRTN will be used to quantify the current road traffic noise impacting the site.

Road Traffic Noise

10.2.10 Assessment of road traffic noise is undertaken using the guidance in the ‘Design Manual for Roads and Bridges (DMRB) 11.7.3 HD 213/11 - Traffic Noise and Vibration, (DoT), November 2011’. Calculations and measurements of road traffic noise are undertaken in accordance with ‘Calculation of Road Traffic Noise’ (CRTN), HMSO London, DoT and Welsh Office, 1988.

Road Traffic Noise Significance

10.2.11 Most people are able to distinguish a change of 1 decibel (dB(A)) in a pure continuous tone, but changes in a fluctuating sound, such as traffic noise, are not so easily perceived. A change of about 3 dB(A) represents the threshold when, in the long-term, changes in traffic noise levels (as distinct from steady sounds) would be perceived. A difference of 10 dB(A) corresponds to a 10-fold increase in sound energy which corresponds to an approximate subjective doubling in loudness. Doubling the energy level (for example the volume of traffic) increases the noise level by 3 dB(A).

10.2.12 The threshold criteria used for traffic noise assessment during the day is a permanent change in magnitude of 3 dB LA10,18h change in the long-term (in this instance, 16 years after the development).

10.2.13 The overall magnitude operational impacts have been reported using the classifications in Table 10.2.



Table 10.2: Classification of Magnitude of Operational Noise Impacts in the Long Term

Noise Change, LA10,18h Magnitude of Impact 0 No Change

0.1 - 2.9 Negligible 3 - 4.9 Minor 5 – 9.9 Moderate

10+ Major

Construction Noise

10.2.14 Construction activity inevitably leads to some degree of noise disturbance at locations in close proximity to the construction activities. However, construction activities are a temporary source of noise.

10.2.15 Construction noise predictions will be made based on the methodology outlined in BS5228-1: 2009 ‘Noise and vibration control on construction and open sites’. Construction noise levels are predicted as a ‘free field’ equivalent continuous noise level averaged over a one-hour period (LAeq,1h), and then subsequently averaged over a 12-hour working day to give the LAeq,12h.

10.2.16 In the absence of specific information regarding the proposed construction plant and activities, potential construction noise effects were assessed using the methodology set out in BS5228-1: 2009 in conjunction with general information regarding the proposed activities.

10.2.17 The significance of constructional noise effects has been assessed based on the Category ‘A’ daytime threshold of 65 dB(A) for the Noise Receptors (NRs) as required in BS5228-1: 2009. The significance of construction noise will relate to the degree of exceedance of the values presented in Table 10.3. Exceedance will be rated as not significant (<1 dB), minor (1<3 dB), medium (3<5 dB), high (5<10 dB) and very high (>10 dB).

Table 10.3: Assessment Category and Threshold Value

Evaluation Period Assessment Category (dB LAeq)

A B C

Night-time (23:00-07:00) 45 50 55

Evening and Weekends* 55 60 65

Daytime (07:00-19:00) 65 70 75

* 19:00-23:00 weekdays, 13:00-23:00 Saturdays and 07:00-23:00 Sundays.

Category A: threshold values to use when ambient noise levels (when rounded to the nearest 5dB) are less than these values.

Category B: threshold values to use when ambient noise levels (when rounded to the nearest 5dB) are the same as Category A values.

Category C: threshold values to use when ambient noise levels (when rounded to the nearest 5dB) are higher than Category A values.

The Category (A, B or C) is to be determined separately for each time period and the lowest noise category is then used throughout the 24-hour cycle, e.g. a site which is category A by day and category B or C in the evening and night will be treated as category A for day, evening and night.



Construction Vibration

10.2.18 Construction vibration is usually only significant from compacting or piling activities in close proximity to adjacent sensitive receptors. The principal concern with piling activities is transient vibration due to impact piling. Cosmetic damage to buildings is most likely to occur within the first 20m of piling activities; damage is less likely to occur at greater distances. Whilst the adjacent residential dwellings are considered to be sensitive receptors, no construction activities are envisaged to be close enough for vibration to be significant. In addition, it is not envisaged that any piling operations will form part of the construction phase.

10.2.19 Surface plant such as cranes, excavators, compressors and generators are not recognised as sources of high levels of vibration. Even at a close distance of 10m, Peak Particle Velocity (PPV) levels significantly less than 5mms-1 would be generated by such plant. For example, a bulldozer would generate a PPV of approximately 0.6mms-1 and a ‘heavy lorry on poor road surface' would generate a PPV of less than 0.1mms-1. These values are well below limits at which cosmetic building damage becomes likely (15mms-1). This conclusion should be corroborated prior to works commencing.

10.2.20 On the basis of this evidence, which is to be confirmed prior to the commencement of the construction phase, the potential for impacts from construction vibration have not been considered further.

Indoor Ambient Noise Levels recommended in BS8233

10.2.21 An assessment of the existing and future noise levels at the proposed Aerohub EZ has been made against the criteria suggested in BS8233: 1999. This includes an assessment to inform the ventilation strategy for the proposed Business Park.

Threshold of Significant Effects for overall permanent changes from the whole development

10.2.22 In addition to the assessment methods for each type of noise source detailed above, the permanent change in noise levels will be assessed using the following criteria. Values of noise change that relate to each category shall be determined at the assessment stage, and will depend on the nature of the sources and receivers under assessment, and are identified below.

� Significant decrease;

� No Significant change;

� Minor Increase;

� Moderate Increase; and

� Major Increase. 10.2.23 This assessment will also advise on the levels of noise that can be produced during

construction at the proposed development without adverse affects on neighbouring receptors.

10.3 Baseline

10.3.1 The development site is located to the south of the NQY and north of the A3059 road. The A3059 links the Newquay Airport to the A39 to the east and Newquay town to the west.



10.3.2 The baseline monitoring locations are displayed in Figure 10.1:

Figure 10.1: Baseline Monitoring Locations, Newquay Aerohub EZ

10.3.3 Traffic noise was assessed from the existing A3059 road. CRTN measurements were conducted adjacent the A3059, utilising the short-term monitoring procedure. This method enables 3 one-hour measurements to be taken over a day, to calculate the 18-hour traffic noise.

10.3.4 The CRTN results reveal a traffic noise level LA10,18hour of 70.3 dB. Along the site boundary with the A3059, road traffic is the primary noise source, although air-traffic was noted as an infrequent peak noise source.

10.3.5 Prediction modelling based upon a ‘Do Minimum’ scenario were conducted to assess the Opening Year and Design Year if the scheme were not to proceed. The results of this modelling can be viewed in Figures 10.2 and 10.4, and in Table 10.4.

Table 10.4: Do Minimum Traffic Impacts

Road of Interest Do Minimum (2014) Opening Year

Do Minimum (2030) Design Year

Traffic Vol. AAWT 18 hr

%Heavy Vehicles


%Heavy Vehicles

A3059 (407-5001) A3059 (5001-5017) A3059 (5003-5017)

5,097 4,719 5,276

2.37 2.49 2.39

7,681 4,713 7,397

1.56 2.08 1.43

Western Access Road 438 1.43 3,066 1.61



Eastern Access Road 567 1.32 3,277 0.99

10.3.7 The Do Minimum scenario shows a general increase in traffic flows along the A3059 and the new connector road to the airport over the 16-year period.

10.3.8 Short-term measurements were conducted at four points around the proposed development site, North, East, Southeast and South. Each location was monitored three times during the day and twice overnight, to establish a robust coverage of each day part during the survey. The averaged results from this monitoring are displayed in Table 10. 5.

Table 10.5: Short term Sample Measurements

Location Day-time LAeq LAmax LA90

dB dB dB

Night-time LAeq LAmax LA90

dB dB dB

North 31.6 50.1 27 33.6 47.7 31 East 70.8 81.4 53 32.3 49.0 27

South East 46.5 66.0 39 31.5 47.6 25 South 57.9 75.4 37 32.0 49.6 27

10.3.9 24-hour monitoring was conducted towards the centre point of the site to assess the variation in the acoustic environment over a typical day and night.

10.3.10 For assessment purposes the 24-hour monitoring was averaged for day (LAeq (day) 07:00-23:00) and night (LAeq(night) 23:00-07:00).

10.3.11 The LAeq(day) was calculated at 67.6 dB, and the LAeq(night) was calculated at 53.4 dB.

10.4 Impact Assessment

Predicted Impacts: Construction Noise

10.4.1 BS 5228 gives recommendations for basic methods of noise control relating to construction sites and other open sites where construction activities are carried out. It details the legislative background to noise control, along with the recommended procedures for effective liaison between developers, site operators and local authorities. Methods on how to minimise the impact of site noise on workers and local residents are also provided.

10.4.2 The noise levels generated by construction activities can have the potential to impact upon nearby noise sensitive receptors. However, these would depend upon a number of variables, the most significant of which include the following:



� The noise generated by plant or equipment used on site, generally expressed as sound power levels;

� Operational hours of plant and machinery,

� The distance between the noise source and the receptor; and

� The level of attenuation attributable to ground absorption, air absorption and barrier effects.

10.4.3 Construction noise levels are predicted as a ‘free field’ equivalent continuous noise levels averaged over a one-hour period (LAeq,1h) and then subsequently averaged over a 12-hour working day to give the LAeq,12h.

10.4.4 Construction noise limits are specific to each scheme and are agreed in consultation with the local authority. These limits take many factors into account, including:

� Nature of the works,

� Times and durations of the activities, and

� Sensitivities of the closest receptors. 10.4.5 Suggested noise limits for the scheme are presented in Table 10.3 and are used as

the basis of significance for this assessment. These should be agreed with the local authority if permission is granted.

Predicted Impacts: Operational Noise

10.4.6 The introduction of a proposed Business Park into the area may result in increased noise from road traffic using the new access road for work and services. Noise from road traffic has the potential to impact existing receptors as well as the proposed business units.

10.4.7 Figures 10.3 and 10.5 illustrate the predicted spread of traffic noise from the Opening Year to the Design Year. The prediction model is based on the values obtained from traffic data for the two years of interest, displayed in table 10.6 below.

Table 10.6: Do Something Traffic Data

Road of Interest Do Something (2014) Opening Year

Do Something (2030) Design Year


%Heavy Vehicles


%Heavy Vehicles

A3059 (407-5001) A3059 (5001-5017) A3059 (5003-5017)

5,518 4,675 5,843

2.25 2.49 2.32

15,335 4,671

16,107

1.55 2.02 1.44

Western Access Road 911 1.61 3,066 0.99 Eastern Access Road 1,188 1.37 11,642 1.42

10.4.9 The proposed development will incorporate two access roads. The western access road is currently in place and the eastern corridor is planned for construction.



10.4.10 Operational noise arising from the use of the buildings cannot be quantified as detailed assessment on the type and use of each constructed unit is not currently known. Likely noise requirements for industrial and office use will be assigned.

10.4.11 Industrial noise sources will include outdoor noise sources including forklifts and reversing alarms. Office units may require external mechanical ventilation units and fans.

10.4.12 Both types of development will have associated traffic impacts on the local road infrastructure, both for employees, customers and services.

Assessment of Effect: Construction Noise

10.4.13 The potential construction noise impacts have been assessed using the methodology set out in BS 5228 in conjunction with general information regarding proposed activities.

10.4.14 The construction activities associated with the development, as well as the key noise receptors that they would impact upon, are presented in Table 10.7.

10.4.15 During construction, the key sources of noise are the items of plant and equipment, generally characterised by relatively high levels of engine noise as well as impact noise.

10.4.16 Noise levels at any one receptor would vary as different combinations of plant and equipment are used. Noise levels would also vary throughout the construction of the proposed Aerohub as the construction activities and locations change.

Table 10.7: Works and Noise Receptors Associated With Each Development Phase

Development Phase Associated Works Key Noise Receptors

Phase 1 Construction of new Aerohub industrial and business units

Dwelling located at Trevithick Downs, located west-southwest of the development

Phase 1 Construction of new Aerohub industrial and business units

St Mawgans RAF facility, northwest of site

Phase 1 Operation of new Aerohub units

Dwellings located within 200m (Trevithick Downs)

10.4.17 In the absence of specific information regarding the proposed construction plant and activities, general information regarding the proposed activities has been assumed.

10.4.18 The significance of constructional noise effects has been assessed based on the Category ‘A’ daytime threshold of 65 dB(A) for the NR’s as suggested in BS5228 for all properties apart from the dwelling at Trevithick Downs, which is Category ‘C’. The significance of construction noise will relate to the degree of exceedance of the values presented in Table 10.8. Exceedance will be rated as not significant (<1 dB), minor (1<3 dB), medium (3<5 dB), high (5<10 dB) and very high (>10 dB).

10.4.19 Table 10.8 shows the noise levels associated with typical construction activities and predicts the likely noise level contributed by each item of plant at 10m, 100m and 250m. This table also displays the total noise should each piece of plant be



operational at the same time, at the same distance relative to a NR. This is a worst case scenario, highly unlikely to happen in practice, and does not take into account typical screening or additional ground absorption or mitigation established on site during construction activities.

Table 10.8: Example Sound Pressure Levels Associated with Construction Activity

Construction Activity / Associated Plant

Typical A-weighted

Sound Pressure Level (LA) at 10m, dB

Estimated Sound

Pressure Level (LA)

at 100m, dB

Estimated Sound

Pressure Level (LA)

at 250m, dB Site Preparation Dozer 75 55.0 47.0 Tracked Excavator 78 58.0 50.0 Wheeled Backhoe Loader 68 48.0 40.0 Excavation Dozer 81 61.0 53.0 Tracked Excavator 79 59.0 51.0 Loading Lorry 80 60.0 52.0 Articulated Dump Truck 81 61.0 53.0 Rolling and Compaction Roller 79 59.0 51.0 Vibratory Plate 80 60.0 52.0 Piling Hydraulic Hammer Rig 89 69.0 61.0 Large Rotary Bored Piling Rig 83 63.0 55.0 Welding/Cutting Steel Welder (Welding Piles) 73 53.0 45.0 Generator for welder 57 37.0 29.0 Cutter (Cutting Piles) 68 48.0 40.0 Other Large Lorry Concrete Mixer 77 57.0 49.0 Concrete Pump (Discharging) 67 47.0 39.0 Tower Crane 77 57.0 49.0 Total 93 72.6 65.0

10.4.20 Closest Potential NR’s include the:

� Trevithick Downs dwelling – east boundary, approximately 110m from closest construction activity;

� Unnamed dwellings greater than 300m west of the site;

� Caravan Park to the northwest, greater than 300m; and

� RAF base to the north/northwest greater than 300m.



10.4.21 Locations more than 250m from construction activities will not exceed the Category ‘A’ noise limits and thus the potential impact at or further than this distance is negligible. The property at Trevithick Down is within the Category “C” limit.

10.4.22 The calculation of construction noise does not take into account typical screening activities. With the use of good screening techniques during noisy construction activities, notification to the occupier of high noise impact activities with an estimation of time required, management of the potential noise impact at this property can be minimised.

10.4.23 All other NR’s are identified at sufficient distance from the proposed development to minimise potential impact from the construction activities.

Assessment of Effect: Operational Noise – Activities within the Hub

10.4.24 The proposed development has the potential to impact upon the residents of the neighbouring dwellings. In order to assess a suitable target design noise level for the proposed Scheme, a BS 4142 Assessment of ‘-10’ would provide sufficient protection of amenity to nearby residents, although a level of zero would most likely provide a suitable design target for each building.

10.4.25 In order to achieve a BS4142 rating level of zero at the nearest residential properties, it is anticipated that noise limits for each unit would be in the region of 55 dBA @ 3m. However, this can be varied depending on the final choice of use, or where ambient noise levels are higher at some parts of the site. At this level, the noise impact at the existing receptors will be minimal.

Assessment of Effect: Operational Noise – Traffic

10.4.26 Prediction modelling of the site for both the Opening Year, 2014, and the Design Year, 2030, were completed for the proposed Business Park. These models are attached as Figures 10.3 and 10.5.

10.4.27 These models account for road traffic influences, based upon projected growth patterns with the development of the Business Park.

10.4.28 It is noted that air traffic has not been incorporated into this model, as it lies outside the scope for this assessment and its influence on the local acoustic environment is irrespective on the development of this project.

10.4.29 Traffic noise levels for the site adjacent to the main road would be in the region of 65-70 dB, falling to 45-50 dB towards the northern section of the site.

10.4.30 It is predicted that dwellings located to the south of the A3059 will not notice any significant impact from the increase in traffic associated with a do-something scenario at the site. These dwellings are located sufficiently from the A3059 to enable normal attenuation of vehicular traffic noise to dissipate.

10.4.31 Measurements taken within the confines of the proposed Business Park recorded LAeq noise levels averaging 67.6 dB between 07:00 and 23:00 and 53.4 dB between 23:00 and 07:00. Traffic noise was identified as the primary noise source evident during the site survey, with take off and landings at the airport to the north an infrequent but noticeable elevation to the local acoustic environment.



10.4.32 The measured values show levels higher than the traffic noise prediction models. This is accounted for by the influence of air traffic on the site measurements. The current high background levels of noise will reduce the perceived impact that future increase in traffic noise is likely to have.

Existing Acoustic Environmental Impacts on proposed Development

10.4.33 Administration, office and industrial units can be designed for use within areas of environmental noise, considering that suitable design methods are instigated to ensure that noise is not present within the structures. The Aerohub Business Park is targeting businesses that intend to benefit by the close proximity of the airport facilities, and it is reasonable to acknowledge that an acceptance for external noise would be inherent in such prospective leaseholders.

10.4.34 Industrial units have a higher tolerance to noise within their work environment, as the open plan nature of the units, and the use of plant and machinery, will create local noise sources, typically higher than experienced by administration or office units.

10.4.35 BS 8233 gives recommendations for the control of noise in, and around buildings, suggesting appropriate criteria and limits for different situations. These are shown in Table10.9.

Table 10.9: Indoor Ambient Noise Levels in Spaces When Unoccupied Criterion Typical Situations Design range dB LAeq, T

Good Reasonable Reasonable industrial working

conditions Light engineering 65 75

Garages, warehouses 65 75 Reasonable speech or telephone

communication Cafeteria, canteen 50 55 Wash-room, toilet 45 55

Reasonable conditions for study and work requiring concentration

Cellular office, library 45 50 Staff room 35 45

Meeting room 35 40 Reasonable listening conditions Classroom 35 40

Lecture theatre 30 35

10.4.36 Table 10.9 shows that noise level requirements vary considerably, based on the intended use of the internal space. The table does, however, provide some useful guidance to provide some suggested internal noise levels. The internal noise level of a building is the result of the combination of external noise levels and the fabric of the building envelope.

10.4.37 Current 24-hour measurements on site show a LAeq(day) of 67.6 dB(A), suitable for industrial use, but requiring facade treatment of approximately 9-30 dB, depending upon the end use of the rooms within the office units. Good design and construction methods will enable these values to be achieved.

Ventilation Strategy

10.4.38 Ventilation can be open, such as windows, doors and simple through-wall ventilation units, or mechanical, such as air-conditioning units or passive units enabling air exchange within a building at a steady rate.



10.4.39 Open ventilation offers typically the fastest change for indoor units, with no requirement for extra noise sources such as fans or air treatment plant, but by-pass or significantly reduce the noise attenuation performance of the building facade.

10.4.40 Mechanical ventilation maintains the noise attenuation of the building, but requires a fan or mechanical system, producing external noise on the outside of the building, and is an additional running cost for the occupier.

10.4.41 Passive systems are typically the most expensive system to install, but have minimal running costs. Slower to alter the interior temperature, they can lead some users to open windows/doors to quickly change inside temperature.

10.4.42 Where ventilation options are restricted, windows that can be opened and closed will be in place. An open window will bypass any acoustic treatment placed into building facades and reduce the noise attenuation of the windows from their design level to approximately 10-15 dB.

10.4.43 Trickle ventilators can provide ventilation without the need for opening windows and sound attenuation types are available for this. Where sound insulation requirements preclude the opening of windows for rapid ventilation and cooling, acoustic ventilation units incorporating fans can be inserted into walls providing similar attenuation to domestic secondary glazing.

10.4.44 Depending upon the proximity of the developed units to each other, options concerning ventilation should be assessed to ensure that they will not cause interference with neighbouring office blocks internal noise levels. Good practice is to place extraction and air exchange units on facades not facing towards other sensitive receptors.

10.5 Mitigation and Monitoring

During Construction Phase

10.5.1 In order to keep noise impacts from the construction phase to a minimum, the following mitigation measures will be adopted during construction � Core site working hours would be Monday to Friday 08:00 to 18:00 hours and

Saturday 08:00 to 13:00 hours. It would be necessary to work outside these core hours for certain activities but this would be with the prior agreement of the Environmental Health Officer (EHO);

� Specific method statements and risk assessments would be required for night working. In order to minimise the likelihood of noise complaints in such eventualities, the contractor would inform and agree the works in advance with the EHO, informing affected residents of the works to be carried out outside normal hours. Furthermore, the residents would be provided with a point of contact for any queries or complaints;

� All vehicles and mechanical plant used for construction of the works would be fitted with effective exhaust silencers, and regularly maintained;



� Inherently quiet plant would be used where appropriate. All major compressors would be sound-reduced models fitted with properly lined and sealed acoustic covers which would be kept closed whenever the machines are in use, and all ancillary pneumatic percussive tools would be fitted with mufflers or silencers of the type recommended by their manufacturers;

� All ancillary plant such as generators, compressors and pumps would be positioned so as to cause minimum noise disturbance. If necessary, acoustic barriers or enclosures would be provided; and

� The contractor would adhere to the codes of practice for construction working and piling given in British Standard BS 5228:2009 and the guidance given therein minimising noise emissions from the site.

Mitigation of Permanent Noise Impacts

10.5.2 As discussed in section 10.6, it is concluded that significant operational noise impacts are unlikely to arise.

10.5.3 No significant noisy activities are to take place at the site beyond vehicles visiting the site and operation of building ventilation plant, where necessary.

10.5.4 As part of detailed building design, an assessment of plant specifications will be made in order to confirm that the assumptions made in the EIA will be adhered to.

10.6 Assumptions and Limitations

10.6.1 In undertaking this assessment for noise and vibration impacts, the following assumptions have been made:

� The site layout plan for the proposed scheme is provisional and may be subject to change;

� Worst case assumptions on construction plant types, activity durations and source locations have been used.

� Existing background noise levels within the proposed environment is based upon the monitoring conducted by PB staff, and that this monitoring represents normal acoustic properties for the site.

� The prediction modelling takes an assumed traffic flow for Opening (2014) and Design (2030) years, based upon a Do Minimum and Do Something scenario.


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10.7 Summary of Residual Impacts

10.7.1 Potential noise and vibration impacts of the proposed scheme have been assessed by a combination of site surveys, desktop studies, consultations and predictions. Measurements of the existing background noise climate have been made and a noise model showing the spread of existing noise sources across the site has been constructed.

10.7.2 It is predicted that the proposed development would have a neutral impact on noise levels on the site, and the surrounding area, at the expense of some short-term adverse impacts due to construction activities. It is considered that potential negative vibration impacts due to the construction of the proposed development would be of negligible significance.

10.7.3 The proposed development is shown to be suitable for development within the existing acoustic environment, and following the guiding policy of the NPPF.


Aerohub Business Park Newquay Cornwall AirportAerohub Enterprise

Zone @ Newquay Cornwall Airport -

SECTION 11

TRAFFIC AND TRANSPORT




11 TRAFFIC AND TRANSPORT

11.1 Introduction

11.1.1 This section sets out the scope, assessment methodology and results that have been used to assess the traffic and transportation impacts of the proposed Business Park.

11.1.2 The proposed Business Park has been the subject of detailed traffic modelling culminating in the production of a Transport Assessment (TA). This has considered the highways and traffic issues associated with the LDO.

11.2 Legislation and Policy

NPPF

11.2.1 Chapter 4 of the NPPF sets out how transport should be considered within the context of planning decisions and sustainable development. Airports are seen as a key part of this. The document states at paragraph 31:

Local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities such as rail freight interchanges, roadside facilities for motorists or transport investment necessary to support strategies for the growth of ports, airports or other major generators of travel demand in their areas. The primary function of roadside facilities for motorists should be to support the safety and welfare of the road user.

11.2.2 The NPPF goes on to state that encouragement should be given to solutions that offer to reduce congestion and serve to facilitate the use of sustainable transport. Paragraph 32 reads:

‘All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

� the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;

� safe and suitable access to the site can be achieved for all people; and

� improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.’

11.2.3 This document shows that these three key aims can be achieved and that the development should therefore be acceptable in relation to transport issues.

Guidance on Transport Assessment (2007)

11.2.4 The DCLG / DfT document ‘Guidance on Transport Assessment’ (2007) reinforces the NPPF which states that new developments should contain either a Transport Statement or a TA as part of the planning application. It goes on to define a TA stating that consideration should be given to encouraging sustainable access, managing the existing network and mitigating residual impacts.




Local Planning Policy

LTP3: Connecting Cornwall: 2030 (2011)

11.2.5 ‘Connecting Cornwall: 2030’ is CC’s third Local Transport Plan (LTP3) and was adopted by CC on the 1st April 2011. The LTP3 sets out the priorities for local transport schemes to 2030.

11.2.6 The Connecting Cornwall document sets the transportation strategy over the next 20 years, and considers improvements to the transport network and services and how these may be delivered. The strategy aligns with the Sustainable Community Strategy and Local Plan to produce an integrated strategy for sustainable travel across Cornwall, as well as planning for future sustainable development

11.3 Description of Development Proposals

11.3.1 The proposed Business Park will consist predominately of two-storey buildings providing a maximum of 115,000sqm of useable business space. This figure is likely to be less but has been assessed in this EIA as a “worst case” scenario. The majority of the development is expected to fall with Use Classes B1 (Business), B2 (General Industrial), and B8 (Storage and Distribution). The development plots will be strategically placed to incorporate specific landscaping features into the design, both existing and new, to help mitigate visual intrusion and to protect the existing ecology on site (see Illustrative Masterplan below). A flexible development area has been allocated offering potential for a larger plot if required, but which can also be separated into smaller units (smaller units shown on Masterplan).

11.3.2 It is also proposed that a small area of the site will be dedicated to uses which will support the operation of the proposed Business Park. The westernmost plot has the potential be a three-storey hotel. The most northerly plot is likely to be a foul sewage treatment pumping station. The site is also expected to include a small area (200sqm) for an A Use Planning Class (Shop, Restaurant, Hot Food Takeaway). Entrance features are proposed at the access points indicating the proposed Business Park’s links with the airport. These are likely to be historic aircraft.

11.3.3 In terms of vehicular access, there will be two routes into the site. Both will be priority junctions with the A3059, which will form the major arm of both junctions. The western junction has already been constructed and is currently in operation serving LDO1. It has a ghost island right turn facility. The eastern access will take a similar form.

11.3.4 Discussions will be undertaken with local bus operators to examine the possibility of routing one or more of the existing services running along the A3059 into the site. This is likely to become more commercially viable as the site becomes more fully occupied.

11.3.5 The site will operate a Framework Travel Plan which individual occupiers will be able to sign up to. A draft version of this document in included as Appendix11.1.

11.4 Methodology

1.1.1 The approach and methodology for the assessment of traffic and transport impact are set out in the TA. The assessment has also been undertaken in line with the Department for Transport’s ‘Guidance on Transport Assessment and the Highways -First Principles Transport Review’.




11.4.1 To assess the impact of the proposed Business Park, the expected operational and construction trip generation has been added to modelling scenarios. An assessment has also been made with respect to whether local junctions can accommodate the expected vehicle movements.

11.4.2 In terms of impacts during construction, it is anticipated that the volume of construction traffic would be small compared to that during the operation phase. Construction would be over a long period of time and a phased approach would be used and thus the construction impact would be minimal. Whilst it is acknowledged that there are likely to be periods where construction traffic is higher than average, these will by their nature be short lived and therefore limited in impact.

11.4.3 Construction vehicle numbers have been estimated based on the TRICS Research Report on Construction Traffic and on a figure of 1,250 HGVs per £1m contract value suggested in ‘Construction Site Transport, The Next Big Thing’ published by the BRE in 2003.

11.4.4 The TA assumes that the proposed Newquay Growth Area (NGA) and Newquay Strategic Route (NSR) to the east of Newquay will be developed. However, the traffic model has also included a scenario without the NGA, with the exception of those developments which have already achieved planning permission. The study area defined in the TA, the location of the proposed NSR, the land identified as the NGA and the NQY EZ are shown in Figure 11.1.

Figure 11.1: Location of the Newquay Growth Area, NSR, NQY EZ and Study Area

NSR Study Area

NSR

Newquay Growth Area

EZ

EZ Study Area

EZ Access

Image from Google Earth Licence Key: JCPMUZR2QCHE23K

11.4.5 The assessment has been undertaken for the year 2014 and 2030, which is assumed to be the opening year and the completion year of the proposed Business Park in the TA. The occupation of the site will depend on commercial demand and would not be specified by the LDO. For the purposes of the modelling, it has been assumed that the site would be fully occupied by 2030, with a linear build out from 2014 (i.e. 7% built out in 2014, 14% in 2015, etc.). For simplicity, it has further been assumed that the 40%/40%/20% B1/B2/B8 split will remain consistent throughout the build out.

11.4.6 2030 has also been assumed in the TA because the assessment considers other committed or proposed developments in the Newquay area, all of which have been modelled for strategic planning purposes on the basis that they are complete by the end of 2030.




Assessment Approach

11.4.7 Potential receptors that may be affected by the traffic and transport impacts include:

� Road Users – includes vehicle occupants and operators;

� Public Transport Users;

� Vulnerable Road Users – includes pedestrians and cyclists;

� Accidents and safety – changed risk to all road users;

11.4.8 The traffic and transportation assessment has concentrated on the operational impacts of the proposed Business Park as outlined above, under ‘Temporal Scope’. The assessment has compared predicted flows for the ‘with’ and ‘without’ proposed Business Park scenarios to identify the impact of the scheme.

11.4.9 This chapter effectively provides a summary of the assessment and mitigation described in the TA and Travel Plan (TP). Unlike other chapters in this ES, the Traffic and Transport chapter does not assign significance of effect on each receptor. However, the impact on each receptor is assessed using qualitative data provided in the TA where possible.

Road Users

11.4.10 Four modelling scenarios for each time period were developed in order to evaluate the future operation highway network with and without the Proposed Business Park:

� 2014 ‘Do Minimum’ (DM) – existing road network + Phase 1 of the NSR + committed development + 10,000sqm of LDO1;

� 2014 ‘Do Something’ (DS) – as above + 11,500sqm of LDO2;

� 2030 ‘Do Minimum (DM) – existing road network + full NSR scheme + committed development + full LDO1 occupation;

� 2030 ‘Do Something’ (DS) – as above + full LDO2 occupation (‘worst case’ scenario of 115,000sqm).

Public Transport Users

11.4.11 The effects on public transport users were determined with reference to the TA and the TP.

Vulnerable Road Users

11.4.12 The effects on vulnerable road users, particularly pedestrians and cyclists have been determined with reference to the TA and TP.

Accidents and Safety

11.4.13 The effects on accidents and safety have been determined with reference to the TA and TP.

11.5 Baseline

11.5.1 This section of the ES discusses the existing transportation infrastructure and access within the study area. Information is provided with respect to the current provision for




pedestrians, cyclists and public transport, in addition to the current highway network surrounding the site.

11.5.2 The proposed Business Park site lies to the south of NQY, adjacent to the existing LDO1. The wider Airport site is situated approximately 6km to the northwest of Newquay Town Centre. There are a number of smaller communities surrounding the site, including St Columb Minor, St Columb Major, Quintrell Downs and Indian Queens.

11.5.3 The following map shows the site in relation to the local highway network:

Figure 11.2: Site in Relation to Local Highway Network


11.5.4 The public area of the airport is accessed from an unnamed road which runs to north of NQY and links the B3276 and the A3059. For convenience this is referred to in this ES as ‘the airport road’.

11.5.5 The existing LDO1 site is accessed from a priority junction with the A3059. This has a ghost island right turn facility. The key access routes associated with the site are the A3059 and A392. The A39 and A30 will also be important for those commuting from further afield.

11.5.6 A further important factor in the local area is a new road known as the NSR. This is shown in red in Figure 11.2 above. This new route is intended to serve a strategic function by allowing drivers to transfer between the A3059 and A392. In addition, the road will facilitate the future expansion of Newquay, providing access to the NGA.

Pedestrians and Cyclists

11.5.7 As is common for airport sites, NQY lies some distance from established residential areas. Pedestrian and cycle access to the site are therefore limited.

11.5.8 There are no pedestrian facilities in the area surrounding the site. Given the distance of the site from residential settlements, it is unlikely that any significant level of commuting would be undertaken on foot. The lack of pedestrian facilities is therefore unlikely to influence the choice of transport mode for those working at the site.




11.5.9 There are no dedicated cycle facilities that run close to the site. The A3059 is largely unlit and is a national speed limit road. It is unlikely to be attractive to cyclists.

Public Transport

Rail Services

11.5.10 The rail service to Newquay is along the Par-Newquay branch line, known as The Atlantic Coast Line. Stations situated along this line are located at Par, Luxulyan, Bugle, Roche, St Columb Road, Quintrell Downs and Newquay. Newquay is the terminus of the line.

11.5.11 There are services running approximately 2 hourly from Monday – Friday, with reduced services on a Sunday. Additional services run during the summer months.

Bus Services

11.5.12 Bus routes within the area are service numbers 510, 592, 593 and 597. A map of the bus routes around Newquay is displayed in Error! Reference source not found. of the TA. These routes currently run past the site along the A3059, but do not stop at the site (although many do stop at the nearby Trebarber bus stop). Discussions will be undertaken with the operators to examine the options for creating a new stop serving LDO1 and LDO2.

11.5.13 The timetables and routes for these services are set out in Table 11.1 below:

Table 11.1: Bus Routes Close to Site

Service Route Mon-Sat Peak Frequency

Sunday Frequency

510 Newquay - Camelford - Okehampton - Exeter Every 2 hours No service

591 Newquay - Perranporth St Columb Major - Newquay Hourly Every 2

hours

592 Newquay - Truro - Perranporth -Newquay Hourly No Service

593 Newquay - St Columb Major - Bodmin - Liskeard - Plymouth Hourly Hourly

597 Newquay - Cubert - Perranporth - St Agnes - Truro - Newquay

5 per day (evening service) Hourly

598 Newquay - St Columb Major - Truro - St Agnes - Perranporth - Newquay

4 per day (evening service) Hourly

Traffic Flows

11.5.14 CC has a validated 2010 traffic model for the Newquay area for the AM and PM peak hours of 08:00 to 09:00 and 17:00 to 18:00 for a traffic neutral weekday. The model has been used to predict the impact of future development in the Aerohub on the local highway network. Detail on the methodology for this is contained in the TA.

11.5.15 Figure 11.3 illustrates the existing traffic flows on the highway network around the Aerohub in the AM and PM peak hour on a traffic neutral weekday. The orange routes are the most congested at peak times.




Figure 11.3: 2010 Base Year Traffic Flow around the NGA

AM PEAK HOUR

PM PEAK HOUR

2010 Base Year Traffic Flows

11.5.16 The adjacent roads to the Aerohub serve a strategic purpose, linking Newquay with the A30 trunk road to the east for destinations outside of Cornwall and the A3075 to the southwest to Truro and the far west of Cornwall.

Accident Analysis

11.5.17 Personal Injury Accident (PIA) data was obtained from CC. The data obtained was the most recent data available covering a five year period from 01/04/2007 to 31/03/2012.

11.5.18 The study area for the accident analysis is detailed in Figure 11.4 below. was agreed as part of the scoping process:

The area




Figure 11.4: Accident Analysis Study Area


Accident Study Area

11.5.19 There have been 60 personal injury accidents in the study area in the last 5 years. Of these, 3 have been fatal, 9 serious and 48 slight. As is accepted practice, damage-only incidents have been omitted from this analysis.

11.5.20 Closer examination of the accident records shows that several of them have causation factors that would generally be accepted to be outside the control of the highways designer. In this instance, the following incidents have been identified as having causation factors that are unlikely to be influenced significantly by the highway layout:

Table 11.5: Accidents with Unusual Causation Factors

Accident Reference Date Severity Contributing Factor

10GN2L024 07/12/2010 Serious Black ice on road (temperature -6oC)

08GN2L008 28/06/2008 Slight Stolen car in police pursuit

11GN2L023 11/09/2011 Serious Accident involved a go cart suspected to be stolen

11GN2L021 03/09/2011 Slight Drink driver

11GN2L027 05/12/2011 Slight Temporary traffic lights on road

11GC2M008 20/07/2011 Slight Temporary traffic lights on road

11GC2M001 24/01/2011 Slight Suspected driver blackout (low blood sugar confirmed at scene)

09GC2M006 27/05/2009 Slight Suspected drunk driver

10GC2J018 25/11/2010 Slight Horses in road at night

10GC2J015 25/08/2010 Slight Drunk driver




Accident Reference Date Severity Contributing Factor

08B32A041 04/01/2008 Slight Damp mud on road

11GC2J012 24/08/2011 Slight Loose gravel on road

10GC2H017 07/08/2010 Slight Trailer caused tractor to overturn

11GC2J003 04/02/2011 Slight Vehicle U turning in road

09GC2J006 08/06/2009 Slight Passenger left vehicle whilst in motion due to argument with driver

11.5.21 The majority of the above accidents are unlikely to have been significantly influenced by the highway layout and are similarly unlikely to be influenced by the LDO2 proposals. They therefore do not offer any reliable insight into how the development could impact on highways safety and have been omitted from the remainder of this accident analysis. Further information on accident data is available in the TA.


Construction

11.6.1 Construction plant and materials would be conveyed to the site by existing roads. Access for construction will be via the existing LDO 1 access and A3059. The contract has an estimated value of £88.6M, leading to an overall figure of 83,000 HGVs over the construction phase (. However, the number of vehicle movements set out above is fewer than those predicted once LDO2 is fully developed. The effects during the LDO2 operational phase can therefore be considered a worst case, and thus no further consideration is given to vehicle movements in the construction phase.

11.6.2 In terms of HGV movements, every effort will be made to minimise the import and export of material from the site. Implementation of the CEMP would ensure temporary construction impacts of the proposed scheme are kept to a minimum during the construction period.

Operational

Road Users: Impact on the Strategic Highway Network

11.6.3 The nearby A30 forms part of the strategic highway network and will be a key link to and from LDO 2. The modelling carried out in the TA indicates that the development will result in the number of additional trips to the A30. The total number of trips travelling to LDO 2 from the A30 in the AM peak is 33, with 280 travelling in the opposite direction to the Aerohub. In the PM peak 27 trips travel from the A30 to LDO2, with 229 trips travelling in the opposite direction.

11.6.4 Whilst this is a significant number of vehicles, the Highgate Hill junction on the A30 is built to a very high capacity. It is therefore considered that this additional traffic would not have a severe impact on the operation of this junction.




Road Users: Impact on Highway Safety

11.6.5 As set out in Table 11.5 above, there have been a number of accidents along the A3059 in the past 5 years. A close inspection of the accident records suggests that speed is a significant contributing factor to many these incidents.

11.6.6 The increased traffic associated with LDO2 would result in a corresponding increase in the risk of conflicts occurring. However, it is likely to result in marginal reduction in speeds on the A3059, particularly at peak times.

Road Users: Impact on Highway Capacity

11.6.7 The TA examines the impact on highway capacity in detail, in particular focussing on four scenarios, these are summarised below.

Table 11.6: Highway Capacity

Scenario Capacity Issues

2014 ‘Do Minimum’ (existing The capacity maps show that capacity issues are road network + Phase 1 of predicted to occur at the Church Street/ Henver the Newquay Strategic Road priority junction. During periods of peak traffic Route + committed demand it will be difficult for vehicles to leave development + 10,000sqm Church Street. of LDO1)

2014 ‘Do Something’ Capacity issues are predicted to occur at the Church (existing road network + Street/ Henver Road priority junction in 2014 under Phase 1 of the NSR + the DS scenario. The development does not lead to committed development + capacity issues at any additional junctions. 11,500sqm of LDO2)

‘2030 Minimum’ (existing The capacity plans identify future capacity issues at road network + full NSR the following junctions within the model area in the scheme + committed 2030 DM scenario: development + full LDO1 occupation) � Church Street / Henver Road Priority Junction

(AM and PM Peaks)

� Proposed NSR / Western Arm junction Town Centre Signals (PM Peak only)

� Porth Four Turns double mini-roundabout junction (PM Peak only)

2030 ‘Do Something’ (as The capacity plans identify future capacity issues at above + full LDO2 the following junctions within the model area with occupation.) LDO 2 in place and fully occupied:

� Church Street / Henver Road Priority Junction (AM and PM Peaks)

� Proposed NSR / Western Arm junction Town Centre Signals (AM and PM Peaks)

� Porth Four Turns double mini-roundabout junction (PM Peak only)




Scenario Capacity Issues

� Priory Road / A3059 Priority junction (AM Peak only)

� Proposed NSR / Quintrell Road roundabout (PM Peak only)

� A392 Trevemper Road / A3075 roundabout (PM Peak only)

11.6.8 Further analysis of the performance of these junctions in peak conditions is provided in Chapter 8 of the TA.

Road Users: Impact on Journey Times

11.6.9 In order to assess the effect that the NSR would have upon journey times across Newquay, the 2030 forecast models were used to compare average journey times in the 2030 DM and 2030 DS scenarios for various journeys within the study area.

11.6.10 For the purpose of the assessment, four different routes were identified:

Route 1 - Quintrell Downs to Newquay Town Centre

(Quintrell Downs Roundabout >> Quintrell Road >> Henver Road >> Chester Road/ Henver Road junction)

Route 2 - Quintrell Downs to St Columb Minor

(Quintrell Downs Roundabout >> Quintrell Road >> Church Street >> St Columb Minor).

Route 3 - Porth Four Turnings to the Trevemper Roundabout

(Porth Four Turnings >> Trevenson Road >> Trencreek Road >>West Road >> Trevemper Roundabout)

Route 4 - Rialton Road to the Trevemper Roundabout

(Rialton Road >> Quintrell Road >> West Road >> Trevemper Roundabout)

11.6.11 Table 11.7 compares the average journey times for the AM and PM peak hour periods in the 2030 DM and 2030 DS scenarios.

Table 11.7: Journey time analysis for the 2014 DM and DS peak hour periods

Route 2014 AM Peak Hour 2014 PM Peak Hour

DM DS DM DS

1 4m2s 4m 2s 4m 2s 4m 2s

2 3m 5s 3m 5s 3m 5s 3m 5s

3 5m 23s 5m 25s 5m 29s 5m 30s




4 6m 48s 6m 52s 6m 52s 6m 52s

Table 11.8: Journey time analysis for the 2030 DM and DS peak hour periods

Route 2030 AM Peak Hour 2030 PM Peak Hour

DM DS DM DS

1 4m 8s 4m 10s 4m 15s 5m 17s

2 3m 10s 3m 16s 3m 9s 3m 4s

3 6m 30s 6m 30s 7m 5s 7m 12s

4 5m 41s 5m 42s 5m 46s 6m 11s

11.6.12 There results of the analysis showed that for the majority of the specified routes, there is expected to be very little difference in average journey time for the DM and DS scenarios.

11.6.13 For routes 1, 2 and 4 there is a minimal increase in average journey time in the DS scenario when compared with the DM scenario for 2014. This is likely to be due to the network having sufficient capacity to accommodate the predicted increase in traffic associated with the LDO2 development.

11.6.14 All routes showed no change or a minimal increase in average journey time in the DS scenario when compared to the DM scenario in 2030. The journey time for route 4 is lower in 2030 compared to the journey time in 2014. This is due to the construction of the NSR making the route between Rialton Road and Trevemper shorter and more direct.

11.6.15 The greatest change in journey time caused by the development proposals is 25 seconds to route 4 in the PM peak in 2030. The delay was attributed to queues forming at the Rialton Road / Henver Road junction because of increased traffic flows associated with Newquay Cornwall Airport development. A delay of 25 seconds is deemed to be an acceptable increase of journey time considering the strategic nature of the development and is likely to be within the natural day to day variation of journey time on this route.


11.6.16 Currently only 4% of commuters in the Travel to Work Area (Census, 2001) use the bus as a method of travelling to work. However, buses 510 and 597 run past the entrance to the site and will provide viable method for commuters travelling to the Aerohub. Providing measures set out in further detail the TP are incorporated into the design of proposed Business Park the level of public transport use in the area is expected to increase.


11.6.17 Given the distance of the site from residential settlements, it is very unlikely that any significant level of commuting would be undertaken on foot. The lack of pedestrian




facilities is therefore unlikely to influence the choice of transport mode for those working at the site.

11.6.18 There are no dedicated cycle facilities that run close to the site. The A3059 is largely unlit and is a national speed limit road. It is unlikely to be attractive to cyclists.

Accidents and Safety

11.6.19 As set out in Section 11.7 above, there have been a significant number of accidents along the A3059 in the past 5 years. A close inspection of the accident records suggests that speed is a significant contributing factor to many of these incidents.

11.6.20 At present, except for two significant S-bends, the A3059 has a relatively straight horizontal alignment in the vicinity of the LDO2 site. Until recently, there were no features in terms of junctions or crossing points that would indicate to drivers that they should proceed with a high level of caution.

11.6.21 The recent introduction of the priority access to LDO1 will provide at least one road feature in this area. The proposed secondary access will provide a further feature. It is likely that these will have a minor benefit in terms of reduced speeds and increased driver awareness in this area.

11.6.22 The increased traffic associated with LDO2 would result in a corresponding increase in the risk of conflicts occurring. However, it is also likely to result in marginal reduction in speeds on the A3059, particularly at peak times.


Construction

11.7.1 A number of measures would be put in place to ensure that the construction impact is kept to a minimum. Implementation of the CEMP would ensure temporary construction impacts of the proposed Scheme are kept to a minimum during the construction period.

11.7.2 A series of mitigation measures potential construction traffic impacts. These include inter alia:

� Agreeing construction traffic routing with the local planning authority;

� Ensuring ’just-in-time’ deliveries;

� Providing for sheeting and washing of vehicles to prevent mud on roads;

� Providing a Construction Travel Plan aimed at keeping levels of construction traffic at the site to a minimum.

11.7.3 With respect to worker trips to and from the site, mitigation would concentrate on trying works rather than implementing any physical changes to the local network. This will be done through a Workplace Travel Plan which would include measures such as a car sharing scheme for employees.

11.7.4 A site for the contractor’s compound has not yet been identified but would be located within the proposed Business Park site. It will be chosen to be easily accessible and to minimise internal site traffic and thus any risks to other vehicular or non-motorised road users. The contractor(s) will be responsible for ensuring that all potential




environmental impacts are fully identified, assessed and mitigated with regard to current legislation, plans, policy and guidance.

11.7.5 It is expected that normal working day hours would be from 08.00 to 18.00 Monday to Friday. Working days and hours would be determined in agreement with the highway authority where they impact upon the road network, and the contractor(s) would be required to work within the constraints of any embargo periods set by the local highway authority.

11.7.6 During construction, parking off-site will not be permitted and construction vehicles will only be allowed to park within designated parking areas within the works compounds.

11.7.7 During construction there would be a high proportion of HGV traffic associated with the site. To minimise impact, these would be routed away from sensitive locations such as dense residential areas, schools, etc. In addition, the safety measures such as sheeting and washing down would be observed to minimise the spread of foreign materials onto the highway network. This would be managed through the CEMP for the construction period.

11.7.8 In terms of the suitability of roads for site traffic, construction traffic would be via the A3359. On the site, the internal roads would be constructed first and then construction traffic would use these roads. Construction traffic would therefore have a reduced impact on other road users once on site.

Operation

Road Users

11.7.9 It will not be possible or practical for all employees to travel to work by walking, cycling or public transport. Therefore, in order to reduce the number of single occupancy vehicles it is recommended that vehicle-based initiatives such as car sharing are promoted to help reduce the overall impact of the proposed development upon the surrounding highway network.

11.7.10 Table 11.9 identifies potential vehicle-based measures which would need to be taken into consideration when preparing final TPs.

Table 11.9: Proposed vehicle-based measures

Measure Description Car share database The car sharing website

www.carsharecornwall.com is a county-wide database available for all organisations to use free of charge. There is the ability to create individual employer based groups within the database which should increase the opportunity of participants finding suitablematches.

Priority parking The allocation of car parking spaces situated in prime locations for the sole use of individuals who car share. This will form part of a wider car parking strategy.

Guaranteed transport home

Guaranteed transport home in case of an emergency or if a car share passenger is let down by their driver.




11.7.11 The car sharing website www.carsharecornwall.com is a county-wide database available for all organisations to use free of charge. All new and existing employees will be made aware of the database and its benefits.

11.7.12 A robust car parking strategy for the whole site which provides a fair and equitable method of allocating parking between the occupiers is required and will form part of tenancy agreements


11.7.13 The proposed modal split targets for public transport usage is an increase from 4% to 7%. The measures identified in Table 11.10 should be taken into consideration when preparing individual TPs.

Table 11.10: Proposed public transport measures

Measure Description

Retiming ofpublic transport services

Consideration should be given to the possibility of the retiming ofexisting public transport services to better fit in with shift patterns. The retiming of certain bus and rail services would allow for greater integration between public transport services and shift patterns.

Reduced travel costs

The potential provision of a subsidy for public transport tickets (bus or rail) for employees.

Dedicated bus for employees

Providing a dedicated bus service for employees may not be an economically viable option for individual employers. However, there may be scope for this initiative to be developed as a joint, ‘cross-company’ measure.

11.7.14 The possibility of altering the existing public transport services to better fit in with shift patters should be examined by the developer and service providers as a possible initiative to help encourage bus and rail patronage.

11.7.15 Travel costs are often a major factor influencing people’s travel choices and so reduced costs through the use of subsidised public transport tickets may also be an important initiative which should be considered.


11.7.16 Given the location, walking and cycling to the Aerohub is unsuitable and unlikely, as a result the travel plan does not incorporate any measures to encourage walking or cycling.

11.8 Summary and Conclusions

11.8.1 This chapter and the TA provide a detailed assessment of potential traffic effects occurring due to the proposed Business Park. The TA provides a model which incorporates the general increases in road use that will occur over time and nearby committed development, such as the NSR. A summary of the main impacts is set out below.

11.8.2 Construction activities are expected to generate around 83,000 movements over the construction period (potentially up to 2030). However, this will be fewer than those created by the fully operational Business Park. A range of mitigation will be


www.carsharecornwall.com



incorporated into a Construction Travel Plan and will limit the impact of construction traffic, particularly on other road users.

11.8.3 During the operational phase there will be an ongoing, long-term impact on traffic and transport. This impact is anticipated to increase as the occupancy at the park rises and the anticipated completion date, in 2030, draws near. The proposed Business Park is located some distance outside of Newquay. There is no footpath or cycle way access to the Park. It is therefore expected that the majority of visitors and employees will arrive by car.

11.8.4 A trip assessment and model has been prepared and is based on traffic survey data. The impact on the Strategic Highway Network, in particular the impact on the A30, has been considered. In the AM peak, the proposed Business Park is expected to contribute 33 outgoing and 280 incoming trips. In the PM peak, 27 trips travel from the A30 to the proposed Business Park, with 229 trips travelling in the opposite direction.

11.8.5 A detailed road safety analysis has been undertaken for the surrounding highway network, particularly the A3059. There have been no fatal accidents on the local or strategic networks under consideration. No accident patterns have been identified that would give rise to concerns over road safety relating to the proposals. The majority of accidents are unlikely to have been significantly influenced by the highway layout, and are similarly unlikely to be influenced by the proposal.

11.8.6 An assessment of highway capacity has been undertaken on the junctions and roads around the proposed Business Park. The increase in vehicle trips, which is expected as a result of the proposed Business Park, is predicted to result in some additional delay at junctions in and around Newquay. These impacts are expected to be most significant at peak times on the Church Street/ Henver Road Priority Junction in Newquay.

11.8.7 As the proposal nears completion, the impact on junction capacity will become increasingly pronounced and other junctions will be adversely affected. These junctions include the proposed NSR / Western Arm junction, the Porth Four Turns double mini-roundabout, the Priority Road/ A3059 junction, the proposed NSR/ Quintrell Road roundabout and the A392 Trevemper Road/ A3075 roundabout.

11.8.8 In order to assess the effect that the NSR would have upon journey times across Newquay, the 2030 forecast models were used to compare average journey times in the 2014 & 2030 ‘Do Minimum’ and 2030 ‘Do Something’ scenarios for key routes across the study area. The 2030 model, which projects the cumulative impact of the proposed Business Park, the completed NSR and other committed development in Newquay, is considered a ‘worst case’ scenario.

11.8.9 All routes showed no change or a minimal increase in average journey time in the DS scenario when compared to the DM scenario in 2030. The journey time for route 4 is lower in 2030 compared to the journey time in 2014. This is due to the construction of the NSR making the route between Rialton Road and Trevemper shorter and more direct. The greatest change in journey time caused by the development proposals is 25 seconds to route 4 (Railton Road to Trevemper Road) in the PM peak in 2030. The delay was attributed to queues forming at the Rialton Road / Henver Road junction because of increased traffic flows associated with Newquay Cornwall Airport development. A delay of 25 seconds is deemed to be an acceptable increase of journey time considering the strategic nature of the development and is likely to be within the natural day to day variation of journey time on this route.




11.8.10 The CEMP and the TP provide a range of measures which should minimise journeys to and from the site during construction and operation. The main aim of the Travel Plan is to increase the usage of bus travel, above the current 4% of commuters in the Travel to Work Area (Census, 2001). Further mitigation is outlined in detail above and in the TP.




SECTION 12

SOCIO-ECONOMIC EFFECTS




12 SOCIO-ECONOMIC EFFECTS

12.1 Introduction

12.1.1 This chapter assesses the expected socio-economic effects of the proposed development. The Business Park is expected to have primarily economic effects; consequently these impacts have been examined in detail. To begin, the assessment identifies relevant policy considerations and baseline conditions. The main receptors considered for this assessment are as follows:

� Economic and Business Activity; � Hotels, Tourism and the Leisure Industry; � Employment; � Education and Skills; � Population and Demographics; and � Community.

12.2 Legislation and Policy

12.2.1 A summary of relevant national and local planning and land use policies is provided below.

National

12.2.2 The NPPF provides the overarching guidance and procedures for planning in England. A number of sections of the Framework pertain to the subjects considered within this chapter. Section 1: ‘Building a strong competitive economy’ encourages planning policies and decisions which will enable economic growth. In order to secure this growth, Local Authorities should:

� set out a clear economic vision and strategy for their area which positively and proactively encourages sustainable economic growth;

� set criteria, or identify strategic sites, for local and inward investment to match the strategy and to meet anticipated needs over the plan period;

� support existing business sectors, taking account of whether they are expanding or contracting and, where possible, identify and plan for new or emerging sectors likely to locate in their area. Policies should be flexible enough to accommodate needs not anticipated in the plan and to allow a rapid response to changes in economic circumstances;

� plan positively for the location, promotion and expansion of clusters or networks of knowledge driven, creative or high technology industries.

Local

Restormel Local Plan (RLP, 2001) (Saved Policies, 2007)

12.2.3 The Restormel Local Plan was adopted in 2001 and remains the adopted local planning policy framework for the former Restormel District of Cornwall, until such time as its policies are replaced by adopted planning policies within CC’s emerging LDF. The plan does not contain any policies which are geographically specific to the area around Newquay Cornwall Airport however, the plan identifies the need for diversification of the area’s industrial base, particularly engineering and manufacturing sectors, which are less influential than at a national level.




Cornwall Local Enterprise Partnership (LEP)

12.2.3.1 As part of its priority for business growth, the LEP has been working with partners to deliver an EZ at Newquay Cornwall Airport. Aerospace is seen as one of the key priority sectors for Cornwall.

12.3 Methodology

12.3.1 The EIA Directive 2011/92/EU states that an EIA shall identify, describe and assess in an appropriate manner, the direct and indirect effects of a project on human beings, and the interaction between human beings and other environmental aspects of the project.

12.3.2 Although there is no prescribed methodology for community or socio-economic impact assessment, the approach aims to address the requirements of EIA Directive 2011/92/EU.

12.3.3 This assessment uses the following guidance:

� Department of the Environment (1995) Preparation of Environmental Statements for Planning Projects that Require Environmental Assessment: A Good Practice Guide;

� International Association for Impact Assessment (2003) Why have Principles for Social Impact Assessment. International Principles. Special Publications Series No. 2;

� Highways Agency (2008) Design Manual for Roads and Bridges (DMRB), Volume 11, Section 2, Part 5 (HA205/08).

� Department for Business, Innovation & Skills (2009) Research to Improve the Assessment of Additionality;

� Department for Business, Innovation & Skills (2009) Guidance for Using Additionality Benchmarks in Appraisal;

� English Partnerships (2008) Additionality Guide: Method Statement. Third Edition

12.3.4 The socio-economic assessment will identify the impact of the development on baseline conditions and its relevance to policy considerations, at a local, regional and national level, this will involve:

� A consideration of the social and economic policy context at the local regional and national level;

� A review of local baseline conditions at the site and in the surrounding area, including demographics;

� An assessment of likely scale, scope, permanence and significance of identified impacts; and

� The preparation of mitigation measures, where appropriate.

Spatial Scope

12.3.5 Local government reorganisation in Cornwall has replaced the previous two-tier system with a single unitary authority – CC. As an economic geography unit, Cornwall is very large for collecting meaningful data about conditions around the proposed development. NOMIS presents some socio-economic data based on the former district of Restormel, which is a more precise and meaningful geographical unit




consequently, where it is available, socio economic data from the former Restormel district has been used. In determining the baseline conditions the Restormel position has been considered against Cornwall, GB or UK for purposes of comparison against local and national positions.

12.3.6 When describing the hierarchy of socio-economic impacts, the Restormel District is used for describing impacts which are local. When describing regional impacts, the Region is taken to be the South West Region, which includes Cornwall, Devon, Somerset, the West of England, Gloucestershire, Wiltshire, Dorset and the Isles of Scilly. When describing national conditions or impacts this refers to the United Kingdom.

Technical Scope

12.3.7 A range of design information and forecasts have been considered to determine the technical scope for measuring change to socio-economic receptors. Defining the impact which is specific to the development is complicated, as the proposed Business Park will enhance existing activity that is taking place at NQY in the EZ, and LDO1. As part of the EZ, and NQY, the proposed development is a component of a larger catalyst for socio-economic change in Cornwall.

12.3.8 This study will consider the expected socio-economic impacts of the proposed development on the following aspects of the study area:

� Economic & Business Activity;

� Hotels Tourism and the Leisure Industry;

� Employment;

� Education and Skills;

� Population and Demographics;

� Community.

12.3.9 To support the assessment the expected impacts have been quantified where possible, for example:

� number of jobs for employment impacts;

� Gross Value Added (GVA); and

� monetary values for other economic impacts where these are monetisable;

12.3.10 Due to the uncertainties associated with development following an LDO it is difficult to be precise about the quantity of development. The development scenario which is assessed elsewhere in this ES is considered to be the ‘worst case’ for environmental impacts. In this ‘worst case’ scenario the proposed Business Park would create 115,000sqm of floorspace. However, for the proposed Business Park to generate this scenario the maximum internal floorspace within each proposed unit would be developed using all available building height (for example, the larger industrial units would be developed with 3 floors, maximising on the available internal area). For modelling economic impacts, which are assessed in this chapter, developing every unit to its maximum internal floorspace was not considered to be a realistic scenario.

12.3.11 As an alternative, for modelling the economic impacts, a distinct development scenario has been assessed. In this scenario, the proposed Business Park would generate 71,200sqm floorspace, as many of the proposed units would not be




developed to generate their maximum internal area (for example, industrial units are likely to be largely 1 storey, with a small area of 3 storey office). Within this scenario, development will be apportioned in a similar ratio as described elsewhere in the ES: B1 (40%), B2 (40%), B8 (20%). However, additional to this, the economic modelling also includes the proposed 200sqm of retail space and 100 bed hotel.

12.3.12 The magnitude of impacts have, however, been assessed in a qualitative manner based on the predicted nature (beneficial / adverse) of the change, the magnitude of the change (negligible, low, medium or high) and the sensitivity or value of the resource or receptor (low, medium, high or very high). The duration (temporary / permanent) of the impact has also been considered.

12.3.13 Both gross direct impacts and local net additional impacts have been considered in this assessment. Gross direct impact is an assessment of the jobs and GVA that are created by the businesses on the site. However, this is a crude measure of the impact in the local economy, and best-practice guidance (listed above) sets out an approach for assessing the local net additional impact. This takes account of:

� Deadweight which measures the proportion of the final outcome of the project which would have occurred without the development.

� Displacement which is a measure of the extent to which the investment in one area reduces economic activity in another. Because of the EZ status, in which local displacement is discouraged, we have assumed that this will be relatively low for this type of development.

� Leakage is identified as benefits which accrue to areas outside the target area of the intervention. In this case we have considered leakage outside of Restormel and leakage outside of Cornwall.

� Multipliers measure the degree to which the intervention ‘ripples’ out into the economy, through the spending of employees associated with the project and the increase in orders received by suppliers to businesses benefiting from the project.

12.3.14 DMRB Guidance (Volume 11 Section 2 Part 5 HA205/08) has provided definitions and a methodology for assigning the sensitivity or value of the resource or receptor, as well as for assigning magnitude of impact. These definitions are set out in Tables 12.1 and 12.2 below.

Table 12.1: Environmental Value (or Sensitivity) and Typical Descriptors

Value (Sensitivity) Typical Descriptors

Very High Very high importance and rarity, international scale and very limited potential for substitution.

High High importance and rarity, national scale, and limited potential for substitution.

Medium High or medium importance and rarity, regional scale, limited potential for substitution.

Low (or Lower) Low or medium importance and rarity, local scale.

Negligible Very low importance and rarity, local scale. Source: Adapted from Highways Agency, 2008. DMRB, Volume 11, Section 2, Part 5 (HA205/08).




Table 12.2: Magnitude of Impact and Typical Descriptors for Socio-Economic Assessment Magnitude of Impact

Nature of Impact

Typical Critical Descriptors

High Beneficial Large scale or major improvement of resource quality; extensive restoration or enhancement; major improvement of attribute quality.

Adverse Loss of resource and/or quality and integrity of resource; severe damage to key characteristics, features or elements.

Medium Beneficial Benefit to, or addition of, key characteristics, features or elements; improvement of attribute quality.

Adverse Some measurable change in attributes, quality or vulnerability; minor loss of, or alteration to, one (maybe more) key characteristics, features or elements.

Low Beneficial Minor benefit to, or addition of, one (maybe more) key characteristics, features or elements; some beneficial impact on attribute or a reduced risk of negative impact occurring.

Adverse Some measurable change in attributes, quality or vulnerability; minor loss of, or alteration to, one (maybe more) key characteristics, features or elements.

Very Low Beneficial Very minor benefit to or positive addition of one or more characteristics, features or elements.

Adverse Very minor loss or detrimental alteration to one or more characteristics, features or elements.

No Change N/A No loss or alteration of characteristics, features or elements; no observable impact in either direction.

Source: Adapted from Highways Agency, 2008. DMRB, Volume 11, Section 2, Part 5 (HA205/08).

12.3.15 Once assigned, the significance of effects has been established through the application of Table 12.3 below.




Table 12.3: Significance of Effect Matrix

Sensitivity of Receptor

Magnitude of Impact

High Medium Low Very Low No Change

High Major Major Moderate Minor Neutral

Medium Major Moderate Moderate/ Minor

Minor/ Negligible Neutral

Low Moderate Moderate/ Minor

Minor Negligible Neutral

Very Low Moderate/ Minor

Minor Negligible Negligible/ Neutral

Neutral

Source: Adapted from Highways Agency, 2008. DMRB, Volume 11, Section 2, Part 5 (HA205/08).

Temporal Scope

12.3.16 The temporal scope of impacts is expected to be phased:

a) during construction, which will be phased and is estimated to be completed in 2030;

b) during the operational lifetime of the proposed development, which is considered permanent for the purposes of this assessment.

Sources of information

12.3.17 To establish the existing conditions in the study area, the below schedule of sources has been reviewed. The evaluation of the baseline conditions provides the evidence which has been used to establish the sensitivity and value of the various receptors which are identified below in section 12.4:

� Capita Consulting (September 2011) Newquay Cornwall Airport Economic Impact Assessment for Cornwall Council;

� Roger Tym and Partners (May 2012) Aerohub Enterprise Zone at Newquay Cornwall Airport – Market Assessment for the Aerohub Business Park for Cornwall Development Company;

� Various websites, referenced where used;

� Data from ONS, referenced where used.

12.4 Baseline

Economy & Business Activity

12.4.1 Latest data on Gross Value Added (GVA), a measure of productivity, is only available for 2008. GVA per head in Cornwall was £13,300, which is significantly lower than the figure for England of £21,000 i.e. Cornwall GVA is at 63% of the England level.

12.4.2 Over the period 2001 to 2008, total GVA in Cornwall grew by 54%, which is a higher rate of growth than in the UK where total GVA grew by 43% over the same period. This is a very crude measure of the growth of the economy, but shows that there was strong growth in the Cornwall economy before the current recession.




12.4.3 In 2010 there were 3,490 active enterprises in Restormel, a decrease of 165 or 4.5% on the previous year. This compares to a one year decrease of 3.2% in Cornwall and 1.8% at the UK level, so although this is a high level of loss, it fits with wider trends and reflects that national and global economic recession during that period.

12.4.4 Over the preceding four year period from 2004 to 2008 (i.e. before the national and global recession), the number of active enterprises in Restormel had grown by 185 or 5.3%. This compares to growth in Cornwall of 3.1% and in the UK of 7.8%, so is broadly in line with the over-arching trends.

Hotels, Tourism and the Leisure Industry

12.4.5 Tourism, hotels and the leisure industry are critically important to the Restormel economy, employing a significant proportion of the workforce, as set out in Table 12.11 below. Visit England (2011) estimate that Newquay is the 11th most visited holiday destination for GB residents, attracting 545,000 holidaying visits in 2011 and £208 million of spending by visitors, the 5th highest spend of all UK holiday destinations.

12.4.6 The development of a business park could have an impact on the local tourism, pubs and hotel sector. The scale of development proposed for LDO1 and LDO2 will inevitably generate a significant amount of business visitors, increasing demand for pubs, restaurants, hotels and other business leisure facilities. The May 2012 RTP report on the Aerohub Business Park suggests that LDO2 would benefit from the inclusion of hotels restaurants and cafes.

12.4.7 The hotel and leisure businesses which are located in closest proximity to the proposed development are primarily designed to serve Newquay’s function as a holiday destination. For example, there are approximately 10 camping and caravan parks within 2km of the proposed Business Park.

12.4.8 The area is particularly reliant for employment on Distribution, Hotels, Restaurants and the Tourism sector in general. Attracting high value manufacturing and other new business will act as a catalyst for further growth in this sector, and provide support to existing businesses. This is likely to be particularly beneficial, as many of these businesses are subject to seasonal fluctuations in trade concurrent with the tourist season. Establishing a reliable source of custom outside these times would be particularly beneficial to the tourism sector, and to the local economy.

Employment

12.4.9 The economic activity rate in Restormel is higher than for Cornwall and the national average (77.1% in Restormel compared to 76.5% in GB). The proportion of the working age population that is in employment is also higher in Restormel than in either Cornwall or GB, which confirms the picture of relatively high levels of economic activity and employment. Although levels of economic activity are high, the quality of employment is relatively low, this is considered later in this chapter.

Table 12.4: Economic activity

Restormel Cornwall GB Economically active population - number 53,500 255,100

Proportion of total 77.1 74.2 76.5 Source: ONS Annual Population Survey, April 2011-March 2012




Table 12.5: People in employment

Restormel Cornwall GB Number of people in employment 51,800 242,300

Proportion of total 74.8 70.4 70.2 Source: ONS Annual Population Survey, April 2011-March 2012

12.4.10 The proportion of the working age population of Restormel that is unemployed is slightly higher than the Cornwall level, but significantly below the GB level. In combination, the lower claimant count and the higher economic activity rates in the local population suggest that there is less spare workforce capacity than in other areas. However, the levels of qualifications and the occupational profile of the local workforce (below) suggest that the workforce is less skilled and qualified than the national average and data in the next section show that the quality of these jobs is relatively low.

Table 12.6: Job Seekers Allowance (JSA) claimants

Restormel Cornwall GB JSA claimants (%) as percentage of working age population

2.9 2.6 3.8

Source: ONS Claimant Count, August 2012

12.4.11 The population of Restormel was 104,200 in 2010. Of this, 61.6% is aged 16 to 64 (i.e. of working age). This is marginally higher than the figure for Cornwall, but significantly lower than the GB figure (64.8%). Therefore due to this age structure, the potential workforce of the local area is lower than other places.

Table 12.7: Population aged 16 to 64

Restormel Cornwall GB Number 64,200 329,600 Proportion of total 61.6 61.3 64.8

Source: ONS Mid Year Population Estimate, 2010

12.4.12 Employment growth in Cornwall and the Isles of Scilly has been strong between 2001 and 2009. By 2009, 192,000 people were employed in this area. However within this, employment in tourism was significantly higher than the regional and national averages; and employment in finance, IT and business services was lower than the regional and national averages. Therefore, there is a higher level of employment in lower-value sectors, and a lower level of employment in higher-value industrial sectors than regional or national averages.

12.4.13 The ratio of jobs to population aged 16 to 64 shows that there is a higher density of jobs in the local area than in Cornwall or nationally. This reinforces the conclusion drawn earlier in this report that there is less spare capacity in the local labour force than in comparator areas, although the quality of employment is lower.

Table 12.8: Job density: ratio of jobs to population aged 16 to 64

Restormel Cornwall GB Jobs per head of population aged 16 to 64 0.82 0.78 0.77

Source: ONS, 2010




12.4.14 Restormel has a significantly lower proportion of its working population in full-time employment than the national average, and consequently more workers in part-time employment. This reinforces the view that the quality of employment in Restormel is lower than in comparator areas.

Table 12.9: Full-time and part-time employment

Restormel Cornwall GB Proportion of employees in full-time jobs 62.0 59.8 68.8

Proportion of employees in part-time jobs 38.0 40.2 31.2

Source: ONS Annual Business Inquiry Employee Analysis, 2008

12.4.15 A review of employment by occupation in Restormel shows that there is a significantly lower proportion of employment in Occupation Classes 1-3 (Managers, Professional and Associate Professional) than in Cornwall and GB, and a significantly higher level of employment in Occupation Classes 8-9 (Process, Plant & Machinery Operatives and Elementary). This shows that overall, the quality of jobs in Restormel is lower than in Cornwall and the UK.

Table 12.10: Employment by occupation: proportion of total employment (%)

Restormel Cornwall GB Occupation Classes 1-3 (Managers, Professionals, Associate Professionals)

34.9 37.2 43.4

Occupation Classes 4-5 (Administrative, Secretarial and Skilled Trades)

23.3 27.5 22.0

Occupation Classes 6-7 (Caring, Leisure, Sales and Customer Service Activities)

15.1 15.3 17.2

Occupation Classes 8-9 (Process, Plant & Machinery Operatives and Elementary)

26.6 19.9 17.4

Source: ONS Annual Population Survey, April 2011-March 2012

12.4.16 A review of employment by sector shows that there are lower levels of employment in service sectors in Restormel than in comparator areas, but higher levels of employment in Distribution, Hotels & Restaurants and Tourism, which shows the importance of this relatively low productivity sector in the local area.

Table 12.11: Employment by sector: proportion of total employment (%)

Restormel Cornwall GB Manufacturing 10.1 9.4 10.2 Construction 5.7 4.9 4.8 Services 80.1 84.0 83.5 Distribution, Hotels & Restaurants

34.2 31.7 23.4

Tourism 19.7 14.4 8.2 Source: ONS Annual Business Inquiry Employee Analysis, 2008

12.4.17 Lower levels of earnings in the local economy in part reflect the lower quality of employment. Earnings by both residence and workplace are significantly lower in




Restormel than in GB. However, Restormel earnings are closer to Cornwall earnings which are also significantly below GB levels.

Table 12.12: Earnings by residence: gross weekly pay for full-time workers

Restormel Cornwall GB Gross weekly pay (£) 405.5 424.5 503.1

Source: Annual Survey of Hours and Earnings, 2011

Table 12.13: Earnings by workplace: gross weekly pay for full-time workers

Restormel Cornwall GB Gross weekly pay (£) 403.8 409.1 502.6

Source: Annual Survey of Hours and Earnings, 2011

Skills & Education

12.4.18 Qualification levels in the local population are lower in Restormel than in Cornwall or GB, with a lower proportion of working age residents qualified to NVQ 4+ and NVQ 3+ levels.

Table 12.14: Qualifications: percentages of total population

Restormel Cornwall GB NVQ 4+ 25.1 30.5 32.9 NVQ 3+ 50.6 52.7 52.7 NVQ 2+ 71.4 69.8 69.7 NVQ 1+ 86.5 84.6 82.7 Other 4.8 5.9 6.7 No qualifications 8.8 9.4 10.6

Source: ONS Annual Population Survey, April 2011-March 2012

12.4.19 The proposed Business Park will host a range of businesses, however many of these are expected to be from the aerospace and engineering sectors. Construction of the proposed Business Park will also required skilled construction workers. There are a number of higher education and training facilities in the area which provide courses of the type which might be required to support growing requirements for the types of skills required at the proposed Business Park.

12.4.20 Cornwall College is an FE college with sites across Cornwall, including in St. Austell. The college has courses in the following:

� Electrotechnical Apprenticeships & NVQ;

� Engineering Maintenance Apprenticeships and NVQ;

� Fabrication and Welding Apprenticeships and NVQ;

� Marine Engineering Apprenticeships and NVQ;

� Mechanical Manufacturing Apprenticeships and NVQ;

� Carpentry and Joinery Apprenticeships and NVQ;

� Understanding the Fundamental Principles and Requirements of Environmental Technology Systems EMTA Award; and

� Wood Machining Apprenticeship.




12.4.21 Falmouth University is predominantly an arts and design focused institute, and many of the courses provided are literature or arts related. However, the University does offer a BA Hons Degree course in 3D Design.

12.4.22 Plymouth University is the closest regional University, and has a wide range of Undergraduate and Post Graduate courses. These courses include a number of engineering related subjects, such as: engineering, mechanical engineering, robotics, marine engineering, mechanical design and manufacturing, electrical engineering.

It is envisaged that, once complete, LDO1 will include an industry led training academy. The Statement of Reasons for LDO1 states that the training academy should address the skills gap which exists in the industry, both nationally and locally.

Population

12.4.23 In general, the population of Cornwall has been growing slightly above the regional and national rates since 2001 (Table 12.15). However, much of the population is of retirement age i.e. not of working age (Figure 12.1). Projections of population growth indicate that between 2010 and 2030, the proportion of population of pension age will increase (Table 12.16).

Table 12.15: Population of Cornwall

2001 2010 Change % Change

England 49,449,700 52,234,000 2,784,300 5.6

South West 4,943,400 52,273,700 330,300 6.7

Devon 705,600 749,900 44,300 6.3

Cornwall 499,900 535,300 35,400 7.1

Source: Cornwall Council and ONS, 2010




Figure 12.1: Age Structure of Cornwall, Mid Year Estimates 2010


Table 12.16: Cornwall - Population Growth by Age

Year 2010 2030

Age Group

0-15 Working Age

Pension Age

0-15 Working Age

Pension Age

,000 91 306.8 137.6 95.5 357.1 180.4 (%) (17%) (57.3%) (25.7%) (15.1%) (57.4%) (28.5%)


Community

12.4.24 The proposed Business Park is located in the open countryside, but is in proximity to a number of settlements. The largest is Newquay, 3km to the southwest. Newquay is a town with a population of 20,600 (ONS, 2010), however the town’s population expands in the summer months to a reported 100,000, including visitors. This expansion puts significant pressure on the town’s services and facilities. A number of settlements are also nearby:

� Trebarber, a hamlet, 1km south west;

� St Mawgan, a small village, 2km north; and

� St Column Minor, a larger village, 3km east.

12.4.25 Nearby beaches are Newquay’s main tourist attractions, and are a recreational asset to the nearby settlements, which benefit from their use. Watergate Bay is 2.5km to the west of the proposed Business Park, and the beaches of Newquay Bay and Fistral Beach (the UK’s premier surfing venue) are located to the southwest of this.




12.4.26 There are no existing community services or facilities which are directly located in, or adjacent to the proposed Business Park site.

Sensitivity/ value of resources and receptors

12.4.27 The Baseline Conditions set out above have been used alongside the local and strategic priorities identified in section 12.2 to establish the sensitivity or value of the identified receptors. The methodology for assigning sensitivity follows the approach set out in Table 12.1.


12.4.28 Cornwall’s GVA is significantly lower than the GB average. The economy of Cornwall and the regional economy will be sensitive to new high value business activity which contributes to GVA. The scale of development proposed is significant at a regional level, and any business growth is likely to have a multiplier effect on suppliers and other businesses operating elsewhere in Cornwall and the South West region. The receptor is therefore considered to be medium sensitivity.


12.4.29 The Cornwall and Restormel economy is highly reliant on income from the tourism, including hotels and holiday accommodation. However, the tourism developments which exist around the proposed development are less likely to be sensitive to commercial customers. The receptor is therefore considered to be low sensitivity.

Employment

12.4.30 The evidence set out above identifies the relatively high unemployment in the Cornwall and Restormel when compared to the rest of Great Britain. The local employment market is likely to be sensitive to any new jobs being provided. However, the scheme is regionally significant to Cornwall and in the context of regional unemployment problems is not likely to eliminate the disparity between Cornwall’s economy and the rest of Great Britain. The receptor is therefore considered to be medium sensitivity.

Education & Skills

12.4.31 The arrival of higher skilled jobs will encourage local people into education and training, and will attract more highly educated people from outside Cornwall. The receptor is expected to be medium sensitivity.

Population and Demographics

12.4.32 Cornwall has an ageing demographic, which can partly be attributed to lack of local employment opportunities for younger people. However, employment is not the only factor which influences local demographic trends, others influences include, for example: availability and access to housing. The receptor is expected to be low sensitivity.

Community

12.4.33 No settlements or community facilities were located in immediate proximity to the proposed development. The receptor is expected to be low sensitivity.





Construction Impacts

12.5.1 It is assumed that construction will take place in several short term phases up until 2030. Whilst construction impacts are temporary in nature, they are expected to have a medium term effect on the local Employment and on Education and Training receptors. This also means that the magnitude of construction impacts will be reduced, as each phase will have a lesser effect that the entire construction activities would have when considered together. The impacts on other socio-economic receptors are not considered here.

Employment

12.5.2 Based on the typical construction costs for development of this type it has been estimated that the full construction of all proposed buildings on the site will create 510 person-years of construction employment. However, this is likely to take place over a number of years, as the site will be developed in response to market demand.

12.5.3 Baseline employment in construction in Restormel is around 3,000 people and 12,000 people in Cornwall

9. If all buildings on the site are developed in a single year, this could have a Medium to High impact on employment in this sector. This would in-part be beneficial because of the employment and spend generated, but could cause displacement of labour from other construction projects and so lead to some adverse effects. However, if the total build takes place over ten years or more for the Business Park, there will be a low beneficial impact to construction employment.

Education & Training

12.5.4 Construction activities are expected to take place until 2030, creating an ongoing employment opportunity for local construction workers, as specified above. An increase in the availability of construction jobs is expected to encourage young people and adults to pursue training and education courses in this sector. A range of construction related courses are available at local education institutions, as identified in section 12.4.

12.5.5 While the increase in availability of skilled work will be beneficial, as is the nature of construction work, individual construction phases will be short term. An individual project is unlikely to improve the Education and Training profile of Cornwall in the long term. The proposed Business Park is expected to have a low beneficial impact on Education and Training during the construction phase.

Operational Impacts


12.5.6 Work undertaken for Cornwall Council on the economic impact of NQY considered some future scenarios. The economic impact report looked at other similar scale airports, to try and identify whether business parks adjacent to the airports are successful. The report also concluded that a business park adjacent to NQY could be successful, if there is growth in the aerospace industry associated with the Airport.

12.5.7 The review of other airports found examples of successful property development around airports handling under 1 million passengers. The type of activity which is

9 Restormel has total employment of 51,800 (Table 12.5) of which 5.7% are employed in construction (Table 12.8), equivalent to 2,950 people. Cornwall has total employment of 242,300 (Table 12.5) of which 4.9% are employed in construction (Table 12.11), equivalent to 11,870 people.




being targeted for the proposed Business Park is “spin-off” activity related to the development of the aerospace sector at the Airport and therefore there is a higher probability of success if NQY is able to expand as anticipated in the aerospace sector. (Capita Consulting, 2011)

12.5.8 The RTP report also looked at some case studies of business parks adjacent to airports. The findings of this research were positive about the potential opportunities and benefits associated with NQY. Evidence from the case studies in the UK, Europe and North America shows that there is demand for airside and business park space at locations similar to NQY (Roger Tym and Partners, 2012).

12.5.9 The EZ, including the LDO1 and the proposed Business Park sites, will create a significant impact on the local economy which could have a catalytic impact on stimulating further business growth. It is proposed that these new sites will stimulate growth in aerospace, aviation, other advanced manufacturing and associated sectors. Given that these are currently relatively small sectors which are not well established in the local economy, there is potential that they will attract further supply chain businesses into the local area to serve them. If the core businesses and their suppliers can be accommodated within the proposed scale of development on LDO1 and LDO2, then the catalytic impact on the delivery of further employment space in the local area will be limited. However, if the Enterprises Zone and sector development aspirations are exceeded and LDO1 and the Proposed Business Park are filled quickly, then there could be demand for further employment space in the wider local area, leading to new development and regeneration impacts.

12.5.10 Based on the current estimates of 40% B1 uses, 40% B2 uses and 20% B8 uses, a 100 bedroom mid-market hotel, and a small retail unit the workspace could accommodate employment which generates £141 million of gross GVA p.a. from the on-site activities. This estimate is for 2030, when all of the workspace on the business park has been developed, and the units will be 90% occupied (of 71,200sqm of floorspace). This is a reasonable estimate of steady-state occupation based on a healthy local property market.

12.5.11 As described above, additionality calculation have been undertaken to give a better estimate of the net additional impact on the local area

10. At the Restormel level, the development could generate £124 million of net additional GVA p.a.; and at the Cornwall level the development could generate £144 million of net additional GVA p.a.

12.5.12 The impact has been modelled at two geographical levels – Restormel and Cornwall. Given a 2009 estimate of the total GVA of Cornwall and the Isles of Scilly of £7 billion, the development could generate an additional 2% of GVA in the county. This is a medium beneficial impact.


12.5.13 The scale of development proposed for LDO1 and LDO2 will inevitably generate business visitors, increasing demand for pubs, restaurants, hotels and other business leisure facilities. The RTP report on the Aerohub Business Park suggests that LDO2 would benefit from inclusion of on-site hotels restaurants and cafes.

12.5.14 The area is particularly reliant for employment on Distribution, Hotels, Restaurants and the Tourism sector in general. Attracting high value manufacturing and other new businesses will act as a catalyst for further growth in the Hotels industry, and provide

10 Taking account of deadweight, displacement, leakage and multiplier effects




support to existing businesses, which are reliant on this trade. This is likely to be particularly beneficial, as many of hotels will subject to seasonal fluctuations in trade concurrent with the tourist season. Establishing a reliable source of custom outside these times would be particularly beneficial to the tourism sector, and to the local economy.

12.5.15 The on-site hotel may serve some airport travellers but is primarily intended to serve visitors to the Business Park, which is a new development in the local economy. Therefore, there may be some displacement of airport travellers away from existing local hotels. However it is expected that the majority of visitors will be people who are visiting the business park, but who would not otherwise have come to the local area. Whilst there is a low risk of some displacement from existing hotels this will not affect the total number of visitors in the local area.

12.5.16 In the absence of a detailed design, it was assumed that the hotel will be a mid-market hotel with 100 bedrooms. Based on HCA guidance on employment densities, this will generate 50 jobs and £830,000 of GVA p.a.

12.5.17 Given that 10,200 people are employed in the Tourism sector in Restormel

11, the size of this proposal is likely to generate a very low beneficial impact for this receptor.

Employment

12.5.18 The proposed Business Park will attract new additional jobs to the local area. It is expected that these jobs will be high quality, and so it can be assumed that wage levels will be relatively high.

12.5.19 Whilst there appears to be little spare capacity in the local labour supply, there is a higher level of part-time employment locally. It may be the case that many of these part-time employees are under-employed and would welcome the opportunity of good quality full-time employment at the Business Park site.

12.5.20 Based on the latest proposed schedule of development and apportionment between different use classes (40% B1, 40% B2 and 20% B8), we have modelled direct on-site gross employment of 2,730 jobs when the whole proposed development is 90% occupied (including the 50 jobs in the hotel). In addition, 510 person-years of employment are generated in construction (as discussed above).

12.5.21 An additionality calculation has been undertaken to determine the employment impact in the wider economy. This calculation includes the beneficial effect on employment for supplier businesses located outside the proposed Business Park. The net additional impact on employment in Restormel is 2,400 jobs; and at the Cornwall level the impact is 2,800 jobs (ie an additional 400 jobs outside Restormel).

12.5.22 Compared to the 51,800 people employed in Restormel, this accounts for a 4.6% net increase in employment; and at the Cornwall level it accounts for a 1.2% net increase in Cornwall. This is a medium to high beneficial impact at the Restormel level and a medium beneficial impact at the Cornwall level.

Education and Skills

12.5.23 Firms located at the proposed Business Park are expected to create a range of employment opportunities, as discussed above. Whilst many businesses are expected to attract employees from outside of Cornwall, the Business Park is

11 Restormel has total employment of 51,800 (Table 12.5) of which 19.7% are employed in tourism (Table 12.11), equivalent to 10,200 people




anticipated to create long term opportunities for local people. These opportunities should result in a corresponding increase in young people and adults pursuing training and education courses. However, unlike the construction phase, the benefits to education and skills in Cornwall are, for the purposes of this assessment, considered permanent.

12.5.24 Due to its proximity to NQY, the proposed Business Park is particularly keen to attract aerospace and engineering businesses. There are a variety of engineering related courses available at local education institutions including Cornwall College and Plymouth University (See section 12.4). These institutions will enable young people and adults in Cornwall to benefit from the employment opportunities which will be created.

12.5.25 An increase in the workforce undertaking higher education and training could help to narrow the disparity between Cornwall and the rest of the UK in terms of educational achievement. As is specified above (section 12.4), the number of jobs created is significant in a regional context. . A medium beneficial impact is therefore expected.

Population and Demographics

12.5.26 The businesses which locate at the business park will attract new and retain existing young residents and families. Attracting a younger demographic is key to maintaining the long term vitality of Cornwall, which has an ageing demographic. However, despite the beneficial demographic effect, the factors influencing long term trends in Cornwall’s population will not be altered by one development, even of the size proposed.

12.5.27 The proposed Business Park is expected to have a low beneficial effect on Population and Demography.

Community

12.5.28 The proximity of the proposed development to Newquay’s beaches, which are significant community asset, could have a small impact on enhancing the viability of the proposed Business Park. Businesses considering investing in or relocating to the Park will be attracted by the lifestyle benefits for their workers. The area’s community assets are therefore expected to act as a catalyst for development at the proposed Business Park and will be a key facet in enhancing the area’s economic prosperity.

12.5.29 The proposed Business Park has the potential to have a number of impacts on humans, including noise, air quality and increased traffic. These impacts are considered elsewhere in the ES.

12.5.30 No community services or facilities are located in close proximity to the proposed Business Park, so the proposed development is therefore expected to result in no change to the Community receptor.


12.6.1 The socio-economic impacts and effects will be beneficial in overall terms therefore no mitigation is proposed. However, investment in the provision of training at local FE and HE institutions, and the establishment of relationships between Business Park tenants and HE and FE institutions to ensure the provision of appropriate training could help to ensure that existing local residents are suitably trained and qualified in order to access the employment opportunities that are created.





12.7.1 All of the values modelled above are based on a set of assumptions about the scope of the development and the build programme that are high-level at present. As the design of the business park and the build programme are refined, then the assessment of the socio-economic impacts can be refined.

12.7.2 As will be apparent from the discussion, socio-economic impacts (unlike many environmental impacts) may only be estimated at a wider spatial level. For example, employees will be attracted will be drawn from, and travel over a wide area. The wider scale at which impacts had been examined the more detail of the impact is captured, but this is relative to a decline in the scale of change or effect.

12.7.3 An issue for the examination of socio economic impacts has be the disaggregation of the socio-economic impact of the LDO1 development and the proposed Business Park (LDO2). Together these developments will play a catalytic role for promoting further economic development and for encouraging social change.


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12.8 Summary of Residual Impacts

12.8.1 The significance of the socio-economic impacts are summarised and concluded above in Table 12.16. This summary brings together the qualitative assessments of the various impacts and presents them in a single table, as per the methodology set out in section 12.3.

12.8.2 The key socio-economic impacts which have been identified as producing beneficial effect are:

1. the creation of 2,800 jobs arising from the Business Park in Cornwall, an area that suffers from higher than average unemployment;

2. the creation of a £144 million additional GVA per annum for the Cornwall economy;

3. the expected increase in Cornwall’s performance relative to the rest of the UK in skills and education.

12.8.3 No adverse socio-economic effects were identified.

12.8.4 In conclusion, therefore, the proposed Business Park will provide a net benefit to socio-economic receptors in the Cornwall and the Restormel areas.




SECTION 13

CUMULATIVE & INTERACTIONS BETWEEN EFFECTS




13 CUMULATIVE & INTERACTION BETWEEN EFFECTS

13.1 Introduction

13.1.1 Cumulative effects can be defined as impacts that “result from multiple actions on receptors and resources and over time and are generally additive or interactive (synergistic) in nature. Cumulative impacts can also be considered as impacts resulting from incremental changes caused by other past, present or reasonably foreseeable actions together with the project” (Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interaction, European Commission, May 1999, cited in DMRB 11.2.5; HD 205/08)

12. Cumulative effects are broadly effects that result from the accumulation of a number of individual effects that may also have synergistic aspects.

13.2 Legislation and Guidance

13.2.1 European Community Directive 85/337/EEC, as amended by Council Directive 97/11/EC and 2003/35/EC, requires the assessment of cumulative effects at a project level within an EIA. This legislation has been transposed in the UK through Schedule 4, Part 1 of the EIA Regulations. Applicable guidance used for this assessment included the European Union (EU) (1999) European Directorate XI: Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interactions13.

13.2.2 The EIA Regulations seek that, as part of the environmental assessment process, projects should identify the potential for, and assess where present, the beneficial or adverse impact of cumulative effects in the wider environmental context.

13.2.3 DMRB 11.2.5 (HD 205/08) and Part 6 (HD 48/08)14 were followed to assess the cumulative effects of the proposed Business Park.

13.3 Assessment Methodology

Scope of Assessment

13.3.1 The assessment of cumulative effects considered both types of cumulative impacts, as defined in the DMRB (HD 205/08). These comprise:

� Cumulative impacts from a single project – the impact arises from the combined action of a number of different impacts upon a single resource / receptor; and

� Cumulative impacts from different projects cumulative with the project being assessed – the impact arises from the combined action of a number of different projects, cumulative with the project being assessed, on a single resource / receptor. This can include multiple impacts of the same of similar type from a number of projects upon the same resource / receptor.

12 Department for Transport, 2008. Design Manual for Roads and Bridges, Volume 11, Section 2, Part 5 (HA205/08) and Part 6 (HD48/08).13 European Commission, 1999. Directorate-General XI (Environment, Nuclear Safety and Civil Protection): Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interactions, prepared by Hyder, May 1999. 14 Department for Transport, 2008. Design Manual for Roads and Bridges, Volume 11, Section 2, Part 6 (HD 48/08).




Cumulative impacts arising from a single project

13.3.2 This assessment identifies the specific receptors that would experience a number of different impacts from the operational stage of the scheme. The significance of potential impact for each environmental topic on the receptor was first determined using the final impact assessment scores from each discipline (sections 4 to 12). Then, based on the number and magnitude of impacts, the significance of potential cumulative impacts was identified using DMRB definitions (Table 13.1). Whether the potential cumulative impact was adverse or beneficial was also noted.

Table 13.1: Determining Significance of Cumulative Effects

Significance Effect Severe Effects that the decision-maker must take into account as the

receptor/resource is irretrievably compromised. Major Effects that may become key decision-making issues. Moderate Effects that are unlikely to become issues on whether the

project design should be selected, but where future work may be needed to improve on current performance.

Minor Effects that are locally significant. Not Significant Effects that are beyond the current forecasting ability or are

within the ability of the resource to absorb such change. Source: DMRB, HA205/08

Cumulative impacts arising from different projects

13.3.3 The assessment considers other developments which may add cumulative impacts to those caused by the Business Park alone. Relevant developments are those that:

� Are located in the same locality or region of the scheme (within 5km); and / or

� Are considered likely to result in environmental effects that could act in synergy with effects arising from the scheme.

13.3.4 Two categories of development were considered:

� Major planning applications (i.e. key major development projects with planning permission granted by CC as the local planning authority within the last 5 years); and

� Areas allocated for development, as stated in Restormel Local Plan (RLP) and emerging Cornwall Local Plan, including the Newquay Growth Area (Nansledan) and NQY Masterplan.

13.3.5 A study area of 5km from the proposed scheme has been used for data searches for these developments.

13.3.6 These are shown in Table 13.2 below and are collectively referred to from this point onwards as the ‘identified developments’.

13.3.7 Environmental assessments and studies provided as part of the planning application for these developments will inform the EIA of cumulative effects.


13.4.1 The prediction and evaluation of cumulative effects is potentially complex and subject to change if developments are delayed or postponed. For this reason, the




assessment is based on the identified developments as of November 2012. Those developments which had already been built have been discounted, as they are considered to be part of the existing baseline situation which would already be considered in the assessment.

13.4.2 The assessment is also often complicated by lack of detailed information on identified developments. The approach taken to identify the likely cumulative effects of the proposed Business Park in conjunction with the identified developments has therefore been based on professional judgement which has been applied to make broad qualitative assumptions based on the available information.

13.4.3 In addition, some disciplines may have conflicting impacts on different resources or receptors within their specialism. Where this is the case, best efforts have been made to take both into account for the evaluation of cumulative effects.

Study Area

13.4.4 The spatial scope of the cumulative effects study is taken to be the entire area within the proposed Business Park, as well as any other major planning applications within 5 km of the outer extent of the scheme. Cumulative effects may be noticeable over a relatively wide area, particularly when considering traffic movements (e.g. during construction), thus the 5km boundary was used. As the proposed Business Park forms part of a wider development the cumulative effects of the proposed Business Park when considered in combination with the NQY Masterplan have been considered separately.

Baseline Data Collection

13.4.5 This assessment was qualitative and based on data collected from two sources:

� CC Online Planning Register to search for Major Planning Applications within the study area within the last 5 years;

� RLP and emerging Cornwall Local Plan.

13.4.6 Information was collected to identify relevant identified developments, including the nature of the development, its status and any potential environmental impacts.

13.5 Baseline Conditions

Major Planning Applications & Allocated Development

13.5.1 Table 13.1 and 13.2 present a schedule of committed developments (developments which have achieved planning permission) around Newquay. These developments are ordered by projected completion periods (2011-14 and 2014-30); this provides further detail on the likely timing of the developments relative to the construction and operation of the proposed Business Park.

13.5.2 Unlike the TA, this section does not consider development which is uncommitted. This would include potential site allocations in the Development Plan, or windfall sites, without planning consent. Therefore there may be some differences in sites listed in the TA and those listed here for cumulative effects assessment.




Table 13.2: Residential Committed Development in Newquay

Development

Newquay Growth Area

Planning Application No.

Number of units

Planning Status

Projected completion 2011-14

Projected completion 2014- 2030

1 Trebarwith Crescent

08/00475 28 Full 28

61 Crantock Street

08/00023 12 Full 12

Breakaway Lodge, 12 Edgecumbe Gardens

Yes 10/05716 14 Full 14

Land adj Chy an Gover, Trevenson

Yes 10/00070 131 Full 131

Land at Trencreek

Yes 09/01460 22 Full 22

Philema Hotel, Pentire Crescent

05/01993 14 Full 14

Tregard Hotel 10/00405 64 Full 64 Land east of Treloggan Road

08/01604 52 - 52

Newquay Growth Area (land opposite Hendra site)

Yes - 186 Allocated 186

Quintrell Road

08/00848 200 Outline 120 80

West Road 08/01301 117 Outline 60 57 Land at Trevithick Manor

09/00095 120 Outline 80 40

14 Edcumbe Gardens

08/00947 11 Full 11

22-28 Island Crescent

07/01746 12 Full 12

23 St Thomas Road

04/01336 12 Full 12

31 Mountwise 10/00458 14 Full 14 42-44 Lewarne Road

08/00430 12 Full 12

60 Pentire Avenue

08/01026 14 Full 14

Former John Nance

08/00296 35 Full 35

Hotel Riviera 06/00012 12 Full 12 La Felicia 10/05714 14 Full 14




Development Newquay Growth Area


Number of units

Planning Status

Projected completion 2011-14

Projected completion 2014- 2030

Hotel, 72 Henver Road Land Adj Trevenson Road

Yes PA11/00710 105 Reserve Matters

105

Land at Tregunnel Hill

07/01804 200 Outline 200

Newquay Fruit Sales

08/00839 14 Outline 14

Quintrell Road

Yes 07/01830 300 Outline 300

Safi Bunk House

07/01807 12 Full 12

St. Brannocks 10/00494 14 Full 14 The Woodlands

06/01925 14 Full 14

Remainder of NGA

- 2179 2179

13.5.3 Table 13.3 presents a schedule of committed commercial developments for Newquay. Where possible, a projected completion time has been provided.

Table 13.2: Commercial committed development in Newquay

Development Newquay Growth Area


Type Size (m2)

Planning Status Projected

completion

Quintrell Road (Phase 1)

Yes 07/01310 Retail 500 Full 2011-14


Yes 07/01830 Care Home 90 Beds

Full 2011-14


Yes 07/01830 Employment 7450 Full 2011-14


Yes 08/00848 Employment 4645 Full 2011-14


Yes 08/00848 Retail 800 Full 2011-14

Land adj Trevenson Road

11/00710 Employment 270 RM 2011-14

Land adj Trevenson Road

11/00710 Retail 405 RM 2011-14

West Road 08/01301 Employment 9,900 Outline 2011-14 West Road 08/01301 Retail 100 Outline 2011-14 Household Waste Recycling Centre

Yes - Civic Amenity 4900 Allocated 2011-14

Land at Trevithick Manor

09/00095 Employment 15700 Outline 2014-30

Food Retailer Yes - Food Retail 11000 Allocated 2014-30 Newquay Enterprise Zone,

- Employment 210865 (Incl.

Allocated\ Enterprise

2014-30




CNewquay Airport u(including LDO2)

LDO2) Zone

Land at Tregunnel Hill M

07/01804 Employment 830 Outline 2014-30 13.6

agnitude of Impacts and Insignificance of Effects

Cumulative impacts arising from the development of Proposed Business Park

Community

13.6.1 There is no residential development immediately adjacent to the proposed Business Park. However, residents and communities close to the proposed scheme, including those at the surrounding settlement which include Carloggas, Tregurian, Trevarrian, St Column Major and Newquay, are likely to experience disturbance from a number of aspects. The cumulative impacts arising from the development are expected to be associated with dust, noise, traffic and change of views during construction, and traffic during operation of the scheme.

13.6.2 Disturbance from construction traffic and noise potentially extends to communities along major transport routes, for example in Newquay and St. Columb Major. However, as these effects have been assessed as ‘Negligible’, the cumulative effect is predicted to be minor adverse and of local significance.

Ecology

13.6.3 Some protected species will also be subject to similar effects as local residents in that they may be disturbed by dust, noise, lighting and traffic during construction leading to their displacement.

13.6.4 Similar to the community impacts identified above, the cumulative impact on protected species are predicted to be minor adverse and of local significance.

Cumulative impacts arising from the proposed Aerohub Masterplan

Air Quality

13.6.5 The TA (which accompanies this ES) includes traffic generated from committed developments in Newquay, in addition to other proposed development within the NQY EZ and Trevithick Manor. Therefore the air quality chapter will have taken this traffic into account within the assessment and no further cumulative effects have been identified.

Economic

13.6.6 The proposed Business Park is part of wider development which is planned for the EZ at NQY. When considered cumulatively with the EZ the beneficial socio-economic impacts, described in Chapter 12, will be enhanced. Capita Consulting’s ‘Report on Newquay Cornwall Airport’ (2011) projects the economic impact of the EZ at NQY. In 2030, when development is expected to be complete, the most significant beneficial effects will include:




� The EZ will directly create approximately 4000 jobs, and additional indirect employment growth at firms operating elsewhere;

� The EZ will contribute approximately £320m Gross Value Added to Cornwall’s economy;

� The tourism industry, which contributes significantly to Cornwall’s economy, will be supported by the 187,000 trips moving through NQY and £61m of expenditure;

� Increased inward investment in Cornwall due to increased accessibility, and attractive premises to operate in.

13.6.7 When considered as a whole, the economic effects are predicted to be moderate beneficial, and of local significance.

Community

13.6.8 There would be cumulative effects on the community (residents and dwellings) from the wider construction activity associated with the development associated with the Aerohub. When considered cumulatively, there will be greater nuisance created. The effects are likely to be intermittent over a number of years as the Aerohub is developed. However, there are no dwellings located in the immediate vicinity of the proposed Business Park, so most air quality and noise impacts will associate primarily with development associated with the construction and operation of the wider Aerohub. The most significant adverse impact on neighbouring residents is expected to be associated with the increase in both construction and operational traffic.

13.6.9 The assessment of the construction impact is likely to increase to moderate adverse, where construction performance across the Aerohub is monitored in relation to local residences.

Cultural Heritage

13.6.10 Cumulative cultural heritage effects are likely to arise when development associated with the NQY Aerohub impacts upon the same heritage resources as the proposed Business Park. Cornish Hedges are the only heritage assets which have been identified as being present at both developments.

13.6.11 Whilst some sections of hedgerow will need to be removed to accommodate the development of the proposed Business Park, the 200m section of hedgerow to the north west of the proposed Business Park (which is adjacent to the NQY runway) will be retained. For any sections of historic hedges which are removed, it is proposed that there will be excavation of sections, with appropriate analysis and recording to take place. This will ensure that, although this would result in a permanent change, the significance of the effect is minor adverse.

Landscape and Visual

13.6.12 Further development at the Airport would contribute to the change from a rural agricultural landscape character to urban landscape character. This is assessed as moderate adverse as the landscape is only of local significance.

13.6.13 Chapter 6 (Landscape and Visual) establishes the primary view into the site as being from the south, on the A3059. NQY Airport and associated buildings are an existing feature in the landscape, so the principle of large buildings has already been established. However, from the south and south east, when viewed from close proximity to the frontage of new development there will be a permanent moderate adverse and very apparent change in the character and composition of the baseline views to road and footpath users.




Ecology

13.6.14 Cumulative effects are likely to arise where proposed development at the NQY Aerohub would have an impact on the same types of species or habitats as the proposed Business Park.

13.6.15 The potential for adverse effect arises from loss or severance of habitats and degradation of habitats during construction and operation. The potential species receptors that have been identified are local populations of bats, birds and Common Dormouse (all of which are European Protected Species),

13.6.16 The potential for cumulative effects with the Business Park arises principally in relation to the combined direct effects on St Columb Minor March CWS, with potential to adversely affect the habitat due to run off of effluent during the construction phase.

13.6.17 Chapter 7 Ecology sets out a range of measures designed to mitigate the impact of the proposed Business Park on protected species during construction and operation. These features and best practices will also be incorporated into the development taking place on across the Aerohub. This will ensure that any habitat loss or species displacement is not significant.

Water and Flood Risk

13.6.18 Other than the Aerohub, there is no further proposed development along the northern boundary stream of the proposed Business Park and no cumulative effects have therefore been predicted on the channel and surface water quality. An increase in hardstanding from other development would have potential to increase the flood risk in the stream catchment. However, it is assumed that all developments will be required to control run-off to greenfield rates through SuDS and other suitable drainage methods. No cumulative effects have therefore been identified.

Soils, Geology and Agricultural Land

13.6.19 No cumulative effects on soils or geology arising from other developments have been identified.

13.6.20 There will be some cumulative loss of agricultural land associated with greenfield development of the Newquay Growth Area (Nasladen) and other developments, particularly at Trevithick Manor and Quintrell Downs. This is assessed as not significant as the agricultural land has been assessed as being predominantly low value (see Chapter 9). Farming and agricultural systems will be able to absorb this change.

Noise

13.6.21 The TA includes traffic generated from committed developments proposed at NQY and Trevithick Manor. Therefore the noise section will have taken this traffic into account within the assessment and no further cumulative effects have been identified.

Cumulative impacts arising from other projects within 5km

Air Quality

13.6.22 Predicted air quality impacts from the proposed Business Park development are very low. The significant distance between nearest sensitive receptors and the proposed scheme site virtually eliminates the existence of direct pathway through which the Business Park development may impact on the air quality of sensitive receptors.




13.6.23 Significant development of an area of land to the east of Newquay has been programmed to occur between 2017 and 2025. This scheme involves the gradual transformation of a currently undeveloped area into a wider urban area. As a consequence there will be a slight increase in local vehicle emissions due to increased road use resulting from the residential development and subsequently a minor detrimental impact upon local air quality increased. However, due to uncertainty surrounding the exact composition and phasing of the development of land to the east of Newquay, these cumulative effects have not been included within this assessment.

Cultural Heritage

13.6.24 Cumulative effects are likely to arise where a number of proposed developments in the area would have an impact on the same heritage resource as the proposed Business Park. In general, there would be an erosion of the historic environment across the area. Archaeological or heritage features which are spatially or temporally related may be affected. A number of features of archaeological or historical value have been identified in the vicinity:

� archaeological investigations south-west of the proposed Business Park have recorded a Romano-British settlement;

� Geophysical surveys have revealed prehistoric or Romano-British field boundaries within the proposed Business Park site area, these are a feature which are known to be dispersed across the nearby vicinity;

� a number of Cornish Hedges, some of which mark the historic boundaries between parishes, intersect the proposal site.

13.6.25 The archaeological features which are present at the proposed Business Park are spatially separate from the features identified elsewhere, so no further cumulative effects have been identified.

Landscape & Visual

13.6.26 When considered in combination with other nearby development, particularly the Newquay Growth Area, there will be a cumulative impact the rural agricultural landscape character. This is assessed as minor adverse as the landscape assets are likely to be local significance.

13.6.27 Due to the topography, cumulative visual effects of the proposed Business Park are largely confined to the site, the immediate vicinity, and to views into the site from the A3059 from the south. No cumulative effects with other areas of development have been identified.

Ecology

13.6.28 Cumulative effects are likely to arise where a number of proposed developments in the Newquay area would have an impact on the same types of VERs as the proposed Business Park. However, the impacts are likely to be largely confined to loss of habitats and species displacement within the proposed Business Park and no further cumulative effects are identified.


13.6.29 Other than the Aerohub, there is no further proposed development along the northern boundary stream, and no cumulative effects have therefore been predicted on the channel and surface water quality. An increase in hardstanding from other development would have potential to increase the flood risk in the stream catchment. However, it is assumed that all developments will be required to control run-off to




greenfield rates through SuDS and other suitable drainage methods. No cumulative effects have therefore been identified.


13.6.30 No cumulative effects on soils or geology arising from other developments have been identified.

13.6.31 There will be some cumulative loss of agricultural land associated with greenfield development of the Newquay Growth Area and other developments, particularly at Trevithick Manor and Quintrell Downs. This is assessed as not significant as the agricultural land has been assessed as being predominantly low value (Chapter 9). Farming and agricultural systems will be able to absorb this change.

Noise & Vibration

13.6.32 The TA includes traffic generated from committed developments in Newquay, in addition to large-scale proposed development at the Newquay Growth Area. The noise section will have taken this traffic into account within the assessment and no further cumulative effects have been identified.

Traffic and Transport

13.6.33 The TA includes traffic generated from committed developments in Newquay, and therefore this will have been taken into account in the assessment of journey and no further cumulative effects have been identified.

Community

13.6.34 There would be cumulative effects on residents of these villages from wider construction of the Newquay Aerohub, which means that there will be greater nuisance from these sources. The effects are likely to intermittent over a number of years as the Aerohub is developed. The assessment of the effect is likely to increase to moderate adverse, where construction performance across the Aerohub is monitored in relation to local residences.




SECTION 14

ENVIRONMENTAL MANAGEMENT PLAN




14 ENVIRONMENTAL MANAGEMENT PLAN

14.1.1 This section summarises the mitigation measures proposed for each environmental topic, which need to be included in the detailed design, construction and operation of the Business Park. The measures are summarised here so that they can be easily extracted and incorporated into project management processes.

14.1.2 The mitigation measures proposed for each environmental topic during the design, construction and operational (post construction) stages are summarised below in Table 14.1.

14.1.3 With regard to mitigation during construction, the Principal Contractor(s) of the scheme will be required to prepare a CEMP which will need to be agreed prior to commencement of the scheme’s construction phase and any pre-construction requirements. A Draft CEMP accompanies this ES.

14.1.4 The mitigation measures during construction do not include all the measures to be included in a generic CEMP but rather highlights those that have been identified as specific to the development of the Business Park.


Aero

hub

Busi

ness

Par

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ay C

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Tabl

e 14

.1: E

nviro

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tal M

anag

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n

Envi

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l To

pic

Stag

e Po

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Miti

gatio

n Ti

mef

ram

e an

d R

espo

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Air Q

ualit

y C

onst

ruct

ion

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haus

t em

issi

ons

from

con

stru

ctio

n ve

hicl

es.

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ust f

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con

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ctio

n ve

hicl

es a

nd th

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etho

ds.

� Em

issi

ons

for t

arm

ac la

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, bitu

men

sur

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and

coat

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out

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ity in

spr

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and

autu

mn

whe

reve

r pos

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e an

d w

ith d

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rd fo

r pre

vaili

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etro

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. �

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site

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that

: •

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ntia

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usty

act

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re lo

cate

d aw

ay fr

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ensi

tive

rece

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nd

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vic

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of r

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and

dry

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all u

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peci

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bene

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sho

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ite a

s so

on a

s po

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ads

ente

ring

and

leav

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the

site

with

dus

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pote

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idlin

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veh

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with

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(15m

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su

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to b

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if m

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all h

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at th

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full

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perio

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n �

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m v

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on

and

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� En

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ther

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no

traffi

c co

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on s

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nd th

at a

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rem

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clea

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lim

its.

Occ

upan

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oper

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Cul

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erita

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to u

nder

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nd a

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miti

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aga

inst

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unde

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and

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perio

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Ope

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to

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of li

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he s

ite to

ens

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akes

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ld a

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the

hist

oric

al s

ettin

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any

list

ed b

uild

ings

with

in th

e ar

ea.

CC

– o

pera

tion

perio

d.

Ecol

ogy

and

Bio

dive

rsity

C

onst

ruct

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� H

abita

t los

s.

� H

abita

t fra

gmen

tatio

n.

� D

istu

rban

ce fr

om v

isua

l, no

ise,

dus

t and

ligh

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impa

cts.

�

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d m

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for t

he s

peci

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nt

durin

g si

te c

lear

ance

and

con

stru

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n.

� Po

llutio

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rinci

pally

in th

e fo

rm o

f inc

reas

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dust

and

ligh

ting,

or p

ossi

bly

by th

e in

cide

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re

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e of

che

mic

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fuel

s or

was

te.

� G

ood

cons

truct

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site

man

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ould

min

imis

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of e

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brat

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�

Impl

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t mea

sure

s to

min

imis

e sp

illag

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mfu

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and

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se

subs

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nsite

. �

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ew la

ndsc

ape

plan

ting

are

to b

e lo

cally

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cal a

nd/o

r spe

cies

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to th

e so

uth

wes

t re

gion

, to

com

plem

ent t

he s

emi-n

atur

al h

abita

ts o

f the

loca

l are

a in

line

with

the

prop

osed

sc

hem

e de

sign

. �

Prov

isio

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land

scap

ing

and

gree

n co

rrido

rs w

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clud

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r wild

life

mov

emen

t and

ha

bita

t use

. �

Cov

er a

ll tre

nche

s an

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ight

to p

reve

nt w

ildlif

e fro

m fa

lling

in, a

nd b

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trapp

ed re

sulti

ng in

inju

ry o

r dea

th.

� W

ork

com

poun

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nd a

cces

s tra

cks

wou

ld n

ot b

e lo

cate

d in

, or a

djac

ent t

o, a

reas

that

m

aint

ain

habi

tat v

alue

. �

Site

fenc

ing

wou

ld b

e er

ecte

d to

pre

vent

acc

ess

to a

reas

out

side

wor

king

are

as, p

artic

ular

ly

in a

reas

adj

acen

t to

feat

ures

of i

nter

est /

val

ue.

� Pr

oced

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wou

ld b

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plem

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add

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site

saf

ety

issu

es, i

nclu

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sto

rage

of

pote

ntia

lly d

ange

rous

mat

eria

ls (C

OSS

H).

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The

wor

kfor

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ould

be

rest

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are

as th

roug

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fenc

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to

prev

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dditi

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or e

ncro

achm

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nto

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hab

itat a

reas

. �

Brie

fings

and

inst

ruct

ion

(Too

lbox

Tal

ks) w

ould

be

give

n to

con

tract

ors

rega

rdin

g th

e bi

odiv

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ty is

sues

ass

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ted

with

the

site

. �

Best

pra

ctic

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etho

ds w

ould

be

follo

wed

thro

ugho

ut.

Prin

cipa

l con

tract

or –

cons

truct

ion

perio

d.

Envi

ronm

enta

l Sta

tem

ent

Prep

ared

by

Par

sons

Brin

cker

hoff

Dec

embe

r 201

2

- 2

80 -

fo

r Cor

nwal

l Dev

elop

men

t Com

pany

Aero

hub

Busi

ness

Par

k N

ewqu

ay C

ornw

all A

irpor

tAer

ohub

Ent

erpr

ise

Zone

@ N

ewqu

ay C

ornw

all A

irpor

t -

Stag

e Po

tent

ial I

mpa

cts

Miti

gatio

n Ti

mef

ram

e an

d R

espo

nsib

ility

To

pic

Envi

ronm

enta

l

� N

itrog

en d

epos

ition

and

dis

turb

ance

from

an

Ope

ratio

n O

ccup

ants

and

CC

– o

pera

tion

incr

ease

in v

ehic

les

and

hum

an a

ctiv

ity w

ithin

�

Noi

se le

vels

wou

ld b

e ke

pt to

a m

inim

um b

y re

stric

ting

wor

king

hou

rs to

bet

wee

n 08

:00h

rs

perio

d.

the

area

. an

d 17

:00h

rs.

� M

aint

aini

ng a

nd m

onito

ring

of h

abita

t are

as.

� D

istu

rban

ce e

ffect

s re

sulti

ng fr

om in

crea

sed

nois

e an

d lig

ht.

� W

ater

pol

lutio

n fro

m s

urfa

ce w

ater

dra

inag

e fro

m ro

ads,

bui

ldin

gs a

nd h

ard

stan

ding

are

as.

� H

ealth

and

Saf

ety

plan

s fo

r con

stru

ctio

n w

orks

sho

uld

incl

ude

deta

ils o

f the

spe

cific

La

nd

Con

stru

ctio

n Pr

inci

pal c

ontra

ctor

–co

nstru

ctio

n �

Rel

ocat

ion

of s

oil m

ater

ials

, whi

ch m

ay d

egra

de

cont

amin

ant p

roce

dure

s.

Con

tam

inat

ion

perio

d.

soil

qual

ity, o

r int

rodu

ce p

ollu

tant

pat

hway

s an

d �

Impl

emen

tatio

n of

Hea

lth a

nd S

afet

y m

easu

res

– su

ch a

s su

itabl

e w

orki

ng m

etho

ds a

nd

and

Gro

und

pote

ntia

lly b

e ha

rmfu

l to

cons

truct

ion

wor

kers

(if

corre

ct u

se o

f per

sona

l pro

tect

ive

equi

pmen

t. �

Land

con

tam

inat

ion

with

in th

e co

nstru

ctio

n of

C

ondi

tions

co

ntam

inat

ed).

� In

the

even

t of p

oten

tially

con

tam

inat

ed m

ater

ial b

eing

enc

ount

ered

on

site

; han

dlin

g,

the

site

from

the

pres

ence

of s

ubst

ance

s.

stor

age

and

rem

oval

sho

uld

be s

ubje

ct to

wat

er m

anag

emen

t gui

danc

e le

gisl

atio

n an

d a

Site

W

aste

Man

agem

ent P

lan

(SW

MP

) wou

ld b

e im

plem

ente

d.

� En

sure

top

and

sub-

soils

are

sto

red

sepa

rate

ly fo

r re-

use

on s

ite w

here

pos

sibl

e.

� En

sure

spi

ll ki

ts a

re im

plem

ente

d on

all

cons

truct

ion

plan

t bei

ng u

sed.

�

Dur

ing

the

cons

truct

ion

phas

e, it

is li

kely

that

was

te a

risin

gs w

ould

resu

lt fro

m th

e w

orks

. In

th

e un

likel

y ev

ent o

f pot

entia

lly c

onta

min

ated

mat

eria

l bei

ng e

ncou

nter

ed o

n-si

te, t

heir

hand

ling,

sto

rage

and

rem

oval

sha

ll be

sub

ject

to c

urre

nt w

aste

man

agem

ent l

egis

latio

n an

d gu

idan

ce (a

SW

MP

) sha

ll be

impl

emen

ted

by th

e co

ntra

ctor

to th

is e

ffect

. �

Ensu

re th

at th

e co

rrect

pre

caut

ions

are

impl

emen

ted

on s

ite to

miti

gate

aga

inst

any

pos

sibl

e O

pera

tion

Occ

upan

ts –

oper

atio

n pe

riod.

la

nd c

onta

min

atio

n m

ay a

rise

from

spi

llage

s or

�

Dep

endi

ng o

n th

e te

nure

of t

he b

usin

ess

units

, co

ntam

inat

ion

aris

ing

from

ope

ratio

nal a

ctiv

ities

. su

bjec

t to

harm

ful s

ubst

ance

s.

� Pr

epar

atio

n an

d im

plem

enta

tion

of S

WM

P.

Haz

ardo

us

Con

stru

ctio

n Pr

inci

pal c

ontra

ctor

–co

nstru

ctio

n �

Spill

ages

and

sub

ject

ive

trans

porta

tion

and

use

� C

OSH

H a

sses

smen

ts s

houl

d be

hel

d fo

r all

haza

rdou

s m

ater

ials

. M

ater

ial a

nd

perio

d.

of h

azar

dous

mat

eria

ls/w

aste

. �

Min

imis

ing

pote

ntia

l con

tact

with

con

tam

inan

ts b

y op

erat

ing

good

hyg

iene

met

hods

and

use

as

: gen

erat

ors,

hyd

raul

ic fl

uid

with

mac

hine

ry,

Was

te

� Th

e us

e of

haz

ardo

us s

ubst

ance

s of

site

suc

h of

pla

nt ra

ther

than

han

d ex

cava

tion.

oi

ls, l

ubric

ants

or o

ther

che

mic

als.

�

Use

of P

erso

nal P

rote

ctiv

e Eq

uipm

ent (

PPE

). �

Dus

t mon

itorin

g.

� Im

plem

enta

tion

of s

peci

fic B

usin

ess

Park

SW

MP.

O

pera

tion

Occ

upan

ts –

ope

ratio

n pe

riod.

�

Gen

eral

bus

ines

s-us

e w

aste

.

Land

scap

e C

onst

ruct

ion

Prin

cipa

l con

tract

or –

cons

truct

ion

� M

ovem

ent o

f con

stru

ctio

n m

achi

nery

and

larg

e �

Use

of h

oard

ings

sho

uld

be c

onsi

dere

d to

pro

vide

scr

eeni

ng a

long

A30

59 a

nd fr

om a

nyan

d Vi

sual

pe

riod.

�

Larg

e sc

ale

soil

exca

vatio

n an

d m

ovem

ent o

f sc

ale

cons

truct

ion

equi

pmen

t inc

ludi

ng c

rane

s.

resi

denc

es in

clo

se p

roxi

mity

. �

Mat

eria

ls a

nd p

lant

sho

uld

be s

tore

d in

less

vis

ually

intru

sive

are

as o

f the

site

. so

ils a

cros

s th

e si

te.

� An

y te

mpo

rary

ligh

ting

used

sho

uld

be ta

rget

ed a

way

from

sen

sitiv

e re

cept

ors.

�

Pres

ence

of c

onst

ruct

ion

wor

kers

site

�

Publ

ic ro

ads

shou

ld b

e ke

pt c

lean

. co

mpo

unds

and

par

king

on

site

. �

Batc

hing

pla

nts

and

mat

eria

l sto

ckpi

les.

�

Activ

ities

rela

ted

to p

rovi

sion

of i

nfra

stru

ctur

e an

d er

ectio

n of

bui

ldin

gs.

� Pr

esen

ce o

f tem

pora

ry li

ghtin

g.

� Ve

hicl

es m

ovin

g m

ater

ials

to/fr

om s

ite.

� Th

e de

sign

(with

miti

gatio

n) o

f the

pro

pose

d sc

hem

e w

ould

com

ply

with

the

obje

ctiv

es o

fO

pera

tion

Occ

upan

ts a

nd C

C –

ope

ratio

n �

Land

scap

e an

d vi

sual

cha

nges

from

bui

lt po

licie

s co

ntai

ned

in th

e (In

sert

rele

vant

LPA

pla

ns) a

nd s

uppl

emen

tary

pla

nnin

g gu

idan

ce

perio

d.

deve

lopm

ent i

mpa

ctin

g on

the

com

posi

tion

of

that

see

k to

con

trol d

evel

opm

ent a

nd m

inim

ise

adve

rse

envi

ronm

enta

l effe

cts.

vi

ews

and

land

scap

e ch

arac

ter.

� Ap

plic

atio

n of

hig

h qu

ality

des

ign

and

layo

ut o

f the

site

. �

Cre

atio

n of

sof

t lan

dsca

pe e

lem

ents

. �

Appl

icat

ion

of n

eutra

l and

low

impa

ct c

olou

r sch

emes

. �

Suffi

cien

t lan

dsca

ping

thro

ugho

ut th

e si

te.

� R

eten

tion

and

man

agem

ent o

f exi

stin

g tre

es a

nd p

rovi

sion

of s

cree

ning

. �

Sust

aini

ng a

nd e

nhan

cing

the

dist

inct

ive

qual

ities

and

feat

ures

of C

ornw

all’s

Lan

dsca

pe

Cha

ract

er Z

ones

.

Envi

ronm

enta

l Sta

tem

ent

Prep

ared

by

Par

sons

Brin

cker

hoff

Dec

embe

r 201

2

- 2

81 -

fo

r Cor

nwal

l Dev

elop

men

t Com

pany

Aero

hub

Busi

ness

Par

k N

ewqu

ay C

ornw

all A

irpor

tAer

ohub

Ent

erpr

ise

Zone

@ N

ewqu

ay C

ornw

all A

irpor

t -

Stag

e Po

tent

ial I

mpa

cts

Miti

gatio

n Ti

mef

ram

e an

d R

espo

nsib

ility

To

pic

Envi

ronm

enta

l

� C

onsi

dera

tion

of C

ornw

all’s

his

toric

env

ironm

ent.

� Pr

epar

atio

n of

a N

oise

Man

agem

ent P

lan.

N

oise

and

C

onst

ruct

ion

Prin

cipa

l con

tract

or –

cons

truct

ion

� N

oise

from

mac

hine

ry a

nd g

ener

al c

onst

ruct

ion

� Al

l Veh

icle

s an

d m

achi

nery

use

d fo

r the

pur

pose

d of

the

prop

osed

wor

ks s

houl

d be

fitte

d w

ith

Vibr

atio

n pe

riod.

ef

fect

ive

exha

ust s

ilenc

ers.

�

All p

ile d

rivin

g sh

all b

e ca

rried

out

by

mac

hine

ry w

hich

is w

ell m

aint

aine

d an

d w

ith n

oise

re

duci

ng s

yste

ms.

�

All v

ehic

les

and

mec

hani

cal p

lant

use

d fo

r the

wor

ks s

hall

be fi

tted

with

effe

ctiv

e ex

haus

t si

lenc

ers

and

shal

l be

mai

ntai

ned

in g

ood

and

effic

ient

wor

king

ord

er.

� Lo

rries

sha

ll en

ter a

nd e

xit w

ork

site

s in

a fo

rwar

d di

rect

ion,

exc

ept w

here

spa

ce re

stric

tion

does

not

per

mit

this

. Th

is w

ill a

ssis

t in

the

min

imis

atio

n of

noi

se fr

om re

vers

ing

alar

ms.

In

that

eve

nt, m

ovem

ent s

hall

be p

rope

rly c

ontro

lled

by a

resp

onsi

ble

pers

on(s

) obs

ervi

ng th

e re

ar o

f the

veh

icle

. En

try a

nd e

xit c

ondi

tions

sha

ll be

app

rove

d w

ith L

ocal

Hig

hway

s Au

thor

ity p

rior t

o th

eir i

mpl

emen

tatio

n.

� Al

l com

pres

sors

sha

ll be

“sou

nd re

duce

d” m

odel

s fit

ted

with

pro

perly

line

d an

d se

aled

ac

oust

ic c

over

s w

hich

sha

ll be

kep

t clo

sed

whe

neve

r the

mac

hine

s ar

e in

use

, and

all

pneu

mat

ic p

ercu

ssiv

e to

ols

shal

l be

fitte

d w

ith m

uffle

rs o

r sile

ncer

s of

the

type

reco

mm

ende

d by

the

man

ufac

ture

rs.

� Al

l mac

hine

s in

inte

rmitt

ent u

se s

hall

be s

hut d

own

in th

e in

terv

enin

g pe

riods

bet

wee

n th

e pr

opos

ed w

orks

or t

hrot

tled

dow

n to

a m

inim

um.

� Ite

ms

of p

lant

sha

ll be

mai

ntai

ned

in g

ood

wor

king

con

ditio

n so

that

ext

rane

ous

nois

es fr

om

mec

hani

cal v

ibra

tion,

cre

akin

g an

d sq

ueak

ing

are

redu

ced

to a

min

imum

. �

As fa

r as

prac

ticab

le, d

emol

ition

(if r

equi

red)

sha

ll be

car

ried

out u

sing

equ

ipm

ent t

hat b

reak

s co

ncre

te b

y be

ndin

g in

pre

fere

nce

to p

ercu

ssiv

e m

etho

ds.

wor

k.

� M

onito

ring

of o

pera

tiona

l noi

se w

ith a

Sou

nd L

evel

Met

er (S

LM).

Ope

ratio

n O

ccup

ants

and

CC

– o

pera

tion

� N

oise

from

veh

icle

s en

terin

g/le

avin

g th

e si

te.

� N

oise

from

tena

nts

on th

e si

te.

perio

d.

� Te

mpo

rary

sig

nals

at s

ite e

ntra

nce(

s) a

nd e

xit(s

) sho

uld

be c

onsi

dere

d w

here

con

stru

ctio

n Tr

affic

and

C

onst

ruct

ion

Prin

cipa

l Con

tract

or a

nd C

C –

�

Con

stru

ctio

n Ve

hicl

es.

vehi

cle

mov

emen

ts c

ause

con

gest

ion

and

ther

e is

pot

entia

l for

acc

iden

ts d

ue to

site

Tr

ansp

orta

tion

Con

stru

ctio

n pe

riod.

co

nstra

ints

. �

Agre

e th

e pr

inci

ples

and

rout

es fo

r mat

eria

l hau

lage

to a

nd fr

om th

e pr

opos

ed S

chem

e w

ith

the

Loca

l Hig

hway

s Au

thor

ity.

� C

onst

ruct

ion

vehi

cles

will

be li

mite

d to

non

-pea

k ho

ur p

erio

ds w

here

pra

ctic

able

, to

redu

ce

disr

uptio

n on

the

loca

l hig

hway

net

wor

k.

� Pr

oduc

e fre

ight

man

agem

ent s

trate

gies

that

will

cont

rol t

he m

ovem

ents

of H

GVs

. �

Agre

e a

stra

tegy

of l

ocal

ised

lane

clo

sure

s an

d / o

r div

ersi

on ro

utes

. Th

is m

ay in

clud

e in

stal

latio

n of

tem

pora

ry tr

affic

sig

nals

and

will

requ

ire a

ctiv

e tra

ffic

man

agem

ent p

roce

dure

s.

� H

aula

ge a

nd d

eliv

ery

vehi

cles

– H

GVs

.

� Al

l loa

ding

and

unl

oadi

ng o

f veh

icle

s sh

all t

ake

plac

e of

f the

pub

lic h

ighw

ay w

here

ver t

his

is

Ope

ratio

n O

ccup

ants

and

CC

– O

pera

tion

occu

pant

s.

� R

oad

uses

– in

clud

ing

vehi

cle

oper

ator

s an

d pr

actic

able

. pe

riod.

�

Publ

ic tr

ansp

ort u

sers

. �

Vehi

cles

arri

ving

or l

eavi

ng th

e si

te s

hall

do s

o du

ring

the

norm

al w

orki

ng h

ours

unl

ess

othe

rwis

e ag

reed

with

the

Loca

l Hig

hway

s Au

thor

ity.

� Vu

lner

able

road

use

rs –

incl

udin

g cy

clis

ts

pede

stria

ns a

nd c

yclis

ts.

� Ac

cess

and

egr

ess

poin

ts s

hall

be a

s ag

reed

with

the

Loca

l Hig

hway

s Au

thor

ity a

nd lo

cal

Polic

e.

� Bu

nds

and

inte

rcep

tors

sho

uld

be u

sed

whe

re n

eces

sary

to p

reve

nt a

ny s

urfa

ce ru

n-of

f int

o W

ater

C

onst

ruct

ion

Prin

cipa

l Con

tract

or a

nd C

C –

�

Pollu

tion

of s

urfa

ce w

ater

and

nea

rby

wat

er

exca

vatio

ns.

Envi

ronm

ent

Con

stru

ctio

n pe

riod.

�

Red

uctio

n in

ava

ilabl

e gr

ound

wat

er q

uant

ity.

cour

se.

� St

abili

se s

urfa

ces

and/

or re

-veg

etat

e as

soo

n as

pos

sibl

e.

� C

onta

min

atio

n by

sur

face

wat

er, c

onst

ruct

ion

� C

over

sto

rage

mou

nds

with

a c

orre

ctly

sec

ured

tarp

aulin

. m

ater

ials

, fue

ls/o

ils/b

rake

flui

ds.

� C

onst

ruct

ion

vehi

cles

to b

e m

aint

aine

d to

redu

ce th

e ris

k of

hyd

roca

rbon

con

tam

inat

ion.

�

Incr

ease

d flo

od ri

sk a

nd s

urfa

ce w

ater

runo

ff.

�

Th

e EA

and

oth

er a

ppro

pria

te b

odie

s sh

all b

e co

nsul

ted

by th

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SECTION 15

SUMMARY


Aerohub Business Park Newquay Cornwall AirportAerohub

Enterprise Zone @ Newquay Cornwall Airport -

15 SUMMARY

15.1.1 The EIA reported in this ES identifies, predicts and evaluates the impacts of the proposed Business Park. It has been produced to support the approval of LDO2. The conclusions reached in each chapter of this report have contributed to the proposal, and the need design out adverse environmental impacts. A summary of the conclusions from each chapter is provided below.

Air Quality

15.1.2 As air quality has been predicted to remain well below objective levels for all development scenarios, no mitigation measures have been proposed.

15.1.3 The assessment concludes that air quality impacts associated with the proposed 2014 and 2030 phases of the Business Park development are unlikely to:

� interfere with or prevent the implementation of actions within Cornwall’s air quality action plan;

� require an AQMA to be declared as a consequence of the developments impact;

� adversely affect air quality along Newquay existing road network; or

� have any detrimental impact upon human health as a direct consequence of increased vehicle emissions from the scheme route.

15.1.4 It is, therefore, the conclusion of the assessment that air quality considerations associated with the proposed schemes are of low priority and do not present a constraint to the development.

Cultural Heritage

15.1.5 The baseline survey has not identified any potentially significant archaeological remains within the proposed development site. A probable prehistoric/ Romano-British settlement has been identified approximately 250m south-west of the proposed development site. There is some potential for the below-ground remains of prehistoric or Romano-British field systems. However, these are not considered to be unique or of particular significance.

15.1.6 The proposed development will require the removal of a garden wall associated with 18th Century Parkyn’s Shop and walls associated with an earlier 20th-century building. However, these are not considered to be historically significant.

15.1.7 Archaeological remains disturbed or removed by construction works will be recorded during archaeological mitigation works. However, as archaeology is a finite resource this impact cannot be fully mitigated. The proposed development will alter part of an area of Post-medieval Enclosed Land, including the removal Cornish Hedge associated with historic Parish boundaries. Whilst these features are not considered to be of greater than local historic significance, they are provided statutory protection. Any Cornish Hedgerows removed will be recorded during archaeological mitigation works.

Landscape

15.1.8 The impact on the existing landscape will be significant, particularly the localised impact on the Newquay and Perranporth Landscape Character Area. The




development would introduce urbanising elements into the existing agricultural and valley side landscape character. However, in the context of the existing hangar buildings and development around NQY, the development will not be totally unfamiliar. The overall impact is expected to be seen as being out of scale with the local landscape pattern and landform.

15.1.9 No visual impacts are predicted from the north, north west and north east due to intervening topography and/ or built form associated with the airport. The central and northern parts of proposed development will be substantially screened from the south, south east and west by intervening topography. From the west and south west, it is estimated that the upper parts of buildings and some lighting columns and car parking will be visible above the proposed tree screen belt, but is considered to cause a slight deterioration in the view, in the context of the existing buildings of RAF St Mawgan and Newquay Airport. The significance of the visual impact is expected to decrease as tree planting matures.

15.1.10 Views in close proximity of frontage development, adjacent to the A3059 will comprise car parking and buildings of up to three storeys. Development will be on or close to the ridgeline position and will cause a permanent adverse and very apparent change in the character and composition of the baseline views to road and footpath users. This impact will be particularly pronounced at the north eastern high point of the A3059.

Ecology

15.1.11 During the construction phase of the proposed Business Park the combination of good practice measures according to the draft CEMP and the protection of existing retained hedgerows and wet woodland during the construction phase would avoid significant adverse impacts on the valued receptors of the site.

15.1.12 During the operational phase the provision of mitigation which protects the habitat value of the hedgerows and the wet woodland and creates new habitats, together with a lighting strategy which limits lighting effects, would be near certain to avoid significant adverse impact on the nature conservation value (valued receptors) of the site.


15.1.13 The site lies at the headwaters of a tributary to the Porth Stream, upstream of designated bathing waters. The underlying aquifer is capable of supporting local water supplies only, and infiltration rates are generally good. The flood risk at the existing site is currently low.

15.1.14 SuDS measures, including permeable pavements, ditches and attenuation areas have been incorporated into the site, to prevent surface run-off from the site causing local flood risks. No impact is predicted.

15.1.15 Pollution control measures are incorporated into the SuDS to minimise effects on surface and groundwater quality from polluted run-off from areas of hardstanding, including the highway. Effects on groundwater are predicted to be insignificant. Effects on the Porth Stream tributary are predicted to be minor adverse.

15.1.16 Depending on the preferred method of foul water treatment, there may also be effects on the Porth Stream tributary from the discharge of treated sewage. This would be within limits set by discharge consent and the effect is predicted to be minor adverse.





15.1.17 Desk-based research and the limited intrusive investigation of the study area indicates that in its current condition, there would be limited impact on the Geology and Soils environment. As a result, mitigation measures are only proposed during the construction stages, to minimise potential contamination of groundwater, surface water and potential impacts on the built environment or end users.

15.1.18 There would be no unacceptable risks to any of the identified receptors from contaminated material during the operational stage of the scheme.

15.1.19 The proposed development will cause the permanent loss of approximately 4.3 hectares of agricultural land sub-grade 3a. Provided that soil handling is carried out carefully, according to good practice, there should be no other residual impact on agricultural land quality. There will also be a direct permanent effect on the operation of existing farm holdings during construction. There will be no residual effects on agricultural interests during the operational phase of the proposed Business Park.

Noise and Vibration

15.1.20 Potential noise and vibration impacts of the proposed scheme have been assessed by a combination of site surveys, desktop studies, consultations and predictions. Measurements of the existing background noise climate have been made and a noise model showing the spread of existing noise sources across the site has been constructed.

15.1.21 It is predicted that the proposed development would have a neutral impact on noise levels on the site, and the surrounding area, at the expense of some short-term adverse impacts due to construction activities. It is considered that potential negative vibration impacts due to the construction of the proposed development would be of negligible significance.

15.1.22 The proposed development is shown to be suitable for development within the existing acoustic environment, and following the guiding policy of the NPPF.

Traffic and Transport

15.1.23 This chapter within the ES is based on the TA which is submitted separately to the ES, as part of the LDO application. The TA provides a detailed assessment of potential traffic effects occurring due to the proposed Business Park. The TA incorporates a model which estimates the general increases in road use that will occur over time and nearby committed development, such as the NSR. A summary of the main impacts is set out below.

15.1.24 Construction activities are expected to generate around 267 movements of construction traffic per week over the construction period. However, this will be fewer than those created by the fully operational Business Park. A range of mitigation will be incorporated into a Construction Travel Plan and this will limit the impact of construction traffic, particularly on other road users.

15.1.25 During the operational phase there will be an ongoing, long-term impact on traffic and transport. This impact is anticipated to increase as the occupancy at the park rises, and the anticipated completion date, in 2030 draws near. The proposed Business Park is located some distance outside of Newquay. There is no footpath or cycle way




access to the Business Park. It is therefore expected that the majority of visitors and employees will arrive by car.

15.1.26 A detailed road safety analysis has been undertaken for the surrounding highway network, particularly the A3059. This determined that the majority of accidents are unlikely to have been significantly influenced by the highway layout and are similarly unlikely to be influenced by the proposal.

15.1.27 An assessment of highway capacity has been undertaken on the junctions and roads around the proposed Business Park. The increase in vehicle trips which is expected as a result of the proposed Business Park is predicted to result in some additional delay at junctions in and around Newquay. As the proposal nears completion, the impact on junction capacity will become increasingly pronounced and other junctions will be adversely affected.

15.1.28 In order to assess the effect that the NSR would have upon journey times across Newquay, two forecast models were used to compare average journey times in the 2014 & 2030. The 2030 traffic model shows that all routes would suffer small increases in journey times, however the significance of this effect would be reduced following the completion of the Newquay Strategic Route.

15.1.29 The CEMP and the TP provide a range of measures which should minimise journeys to and from the site during construction and operation. The main aim of the travel plan is to increase the usage of bus travel, above the current 4% of commuters in the Travel to Work Area (Census, 2001). Further mitigation is outlined in the TP.

Socio-economic Effects

15.1.30 The proposed Business Park will be of particular benefit to the local economy. It is estimated that once complete, in 2030, the Business Park will lead to the direct creation of 2,730 jobs and an additional 400 jobs outside the Business Park. These jobs will be particularly beneficial to an area that suffers from higher than average unemployment. Assuming the development meets its potential, it will contribute to the creation of a £141 million GVA for the Cornwall economy just from on site activities.

15.1.31 The businesses attracted to the Business Park are also expected to encourage an increase in Cornwall’s performance in skills and education, as new workers arrive, and existing workers and young people train and re-skill to gain access to the new employment opportunities.

15.1.32 No significant adverse socio-economic effects were identified, it was therefore concluded that the proposed Business Park will benefit nearby communities and the economy.


10 noise & vibration - cornwall

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