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:
10.2.2
x
A desk study will identify likely sources of existing noise in the environment.
x
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.
x
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.
x
Suitable noise limits for the new industrial units will be assessed, taking into
account the existing noise climate.
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.
x
National Planning Policy Framework (DCLG, 2012).
x
Noise Policy Statement for England (DEFRA, 2010)
x
BS 4142:1997 ‘Method of rating industrial noise affecting mixed residential and
industrial areas’ (BS,1997)
x
BS 7445: Part 1: 2003. Description and measurement of environmental noise –
Guide to Quantities and Procedures (BS, 2003)
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
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Aerohub Business Park
Newquay Cornwall Airport
x
BS 7445: 1991 ‘Description and Measurement of Environmental Noise’ Parts 2 to
3, BSI (BS, 1991)
x
Design Manual for Roads and Bridges (DMRB) 11.7.3 HD 213/11 - Traffic Noise
and Vibration, (DoT, November 2011);
x
BS 5228-1&2: 2009. Code of Practice for Noise and Vibration Control on
Construction and Open Sites (BS, 2009)
x
Calculation of Road Traffic Noise (CRTN). HMSO London, DoT and Welsh Office
1988;
x
BS 6472-1:2008 ‘Guide to the evaluation of human exposure to vibration in
buildings. Vibration sources other than blasting’ (BS, 2008)
x
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:
10.2.6
x
Avoid noise from giving rise to significant adverse impacts on health and quality
of life as a result of new development;
x
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;
x
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
x
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.
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
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall Airport
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 longterm, 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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall Airport
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
Assessment Category (dB LAeq)
Evaluation Period
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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall Airport
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,
-1
Peak Particle Velocity (PPV) levels significantly less than 5mms would be generated
by such plant. For example, a bulldozer would generate a PPV of approximately
-1
0.6mms 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
-1).
becomes likely (15mms 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.
x
Significant decrease;
x
No Significant change;
x
Minor Increase;
x
Moderate Increase; and
10.2.23
x Major Increase.
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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
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Aerohub Business Park
Newquay Cornwall Airport
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
A3059 (407-5001)
A3059 (5001-5017)
A3059 (5003-5017)
Western Access Road
Environmental Statement
December 2012
Do Minimum (2014)
Opening Year
Do Minimum (2030)
Design Year
Traffic Vol.
AAWT 18 hr
%Heavy
Vehicles
Traffic Vol.
AAWT 18 hr
%Heavy
Vehicles
5,097
4,719
5,276
438
2.37
2.49
2.39
1.43
7,681
4,713
7,397
3,066
1.56
2.08
1.43
1.61
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Aerohub Business Park
Newquay Cornwall Airport
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
LAeq
dB
North
East
South East
South
31.6
70.8
46.5
57.9
Day-time
LAmax LA90
dB
50.1
81.4
66.0
75.4
dB
27
53
39
37
Night-time
LAeq LAmax LA90
dB
33.6
32.3
31.5
32.0
dB
47.7
49.0
47.6
49.6
dB
31
27
25
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
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
(day)
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:
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December 2012
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Aerohub Business Park
Newquay Cornwall Airport
x
The noise generated by plant or equipment used on site, generally expressed as
sound power levels;
x
Operational hours of plant and machinery,
x
The distance between the noise source and the receptor; and
x
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:
10.4.5
x
Nature of the works,
x
Times and durations of the activities, and
x Sensitivities of the closest receptors.
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
A3059 (407-5001)
A3059 (5001-5017)
A3059 (5003-5017)
Western Access Road
Eastern Access Road
10.4.9
Do Something (2014)
Opening Year
Do Something (2030)
Design Year
Traffic Vol.
AAWT 18 hr
%Heavy
Vehicles
Traffic Vol.
AAWT 18 hr
%Heavy
Vehicles
5,518
4,675
5,843
911
1,188
2.25
2.49
2.32
1.61
1.37
15,335
4,671
16,107
3,066
11,642
1.55
2.02
1.44
0.99
1.42
The proposed development will incorporate two access roads. The western access
road is currently in place and the eastern corridor is planned for construction.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall Airport
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
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Aerohub Business Park
Newquay Cornwall Airport
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
Site Preparation
Dozer
Tracked Excavator
Wheeled Backhoe
Loader
Excavation
Dozer
Tracked Excavator
Loading Lorry
10.4.20
Typical Aweighted
Sound
Pressure Level
(LA) at 10m, dB
Estimated
Sound
Pressure
Level (LA)
at 100m, dB
Estimated
Sound
Pressure
Level (LA)
at 250m, dB
75
78
55.0
58.0
47.0
50.0
68
48.0
40.0
81
79
80
61.0
59.0
60.0
61.0
53.0
51.0
52.0
51.0
Articulated Dump Truck
Rolling and
Compaction
Roller
81
53.0
79
Vibratory Plate
80
59.0
60.0
Piling
Hydraulic Hammer Rig
Large Rotary Bored
Piling Rig
89
69.0
61.0
83
63.0
55.0
Welding/Cutting Steel
Welder (Welding Piles)
Generator for welder
73
57
45.0
29.0
Cutter (Cutting Piles)
68
53.0
37.0
48.0
Other
Large Lorry Concrete
Mixer
Concrete Pump
(Discharging)
77
57.0
49.0
67
39.0
Tower Crane
77
47.0
57.0
Total
93
72.6
65.0
52.0
40.0
49.0
Closest Potential NR’s include the:
x
Trevithick Downs dwelling – east boundary, approximately 110m from
closest construction activity;
x
Unnamed dwellings greater than 300m west of the site;
x
Caravan Park to the northwest, greater than 300m; and
x
RAF base to the north/northwest greater than 300m.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall Airport
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 6570 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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall Airport
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
Reasonable industrial working
conditions
Light engineering
Garages, warehouses
Cafeteria, canteen
Wash-room, toilet
Cellular office, library
Reasonable speech or telephone
communication
Reasonable conditions for study
and work requiring concentration
Reasonable listening conditions
Staff room
Meeting room
Classroom
Lecture theatre
Design range dB LAeq, T
Good
Reasonable
65
75
65
75
50
55
45
55
45
50
35
35
35
30
45
40
40
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall Airport
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
x
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);
x
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;
x
All vehicles and mechanical plant used for construction of the works would be
fitted with effective exhaust silencers, and regularly maintained;
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
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Aerohub Business Park
Newquay Cornwall Airport
x
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;
x
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
x
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:
x
The site layout plan for the proposed scheme is provisional and may be subject to
change;
x
Worst case assumptions on construction plant types, activity durations and
source locations have been used.
x
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.
x
The prediction modelling takes an assumed traffic flow for Opening (2014) and
Design (2030) years, based upon a Do Minimum and Do Something scenario.
Environmental Statement
December 2012
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High
Houses outside
250m buffer of
site
High
Moderate
Low
Houses outside
250m buffer of
site
Office units within
the Aerohub
Business Park
Industrial units
within the
Aerohub Business
Park
Environmental Statement
December 2012
High
Houses within
250m of site
Operation
High
Sensitivity
of
receptor
Houses within
250m of site
Construction
Receptor/
Resource
- 218 -
Distance from the
development will
minimise potential
impact
Good design, build
and layout at the
later stages will
minimise potential for
conflict
Good design, build
and layout at the
later stages will
minimise potential for
Moderate
Low
Operational hours in
line with the main
local airport,
restrictions on
overnight delivery
and use of alarms
Compliance with the
BS5228
Compliance with the
BS5228
Mitigation
Low
Moderate
Low
Moderate
Magnitude of
impact
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Noise arising from plant and equipment on
site, including ventilation units, forklifts and
reversing alarms, delivery vehicles, and
staff/customer access/egress from the
Noise arising from plant and equipment on
site, including ventilation units, forklifts and
reversing alarms, delivery vehicles, and
staff/customer access/egress from the
Aerohub
Noise arising from the existing environment –
road traffic, air traffic
Noise arising from plant and equipment on site,
including ventilation units, forklifts and reversing
alarms, delivery vehicles, and staff/customer
access/egress from the Aerohub
Noise arising from plant and equipment on site,
including ventilation units, forklifts and reversing
alarms, delivery vehicles, and staff/customer
access/egress from the Aerohub
Noise and vibration arising from mobile plant and
machinery on site during site clearance and
construction works
Noise and vibration arising from mobile plant and
machinery on site during site clearance and
construction works
Description of impact - include whether this is
indirect, short, medium or long term, temporary or
permanent,
Table 10.12: Noise and Vibration Impact Assessment
Aerohub Business Park
Newquay Cornwall Airport
No significant
Significant decrease
where good design is
followed
No significant change
otherwise
No significant change
No significant change
No significant change
Short term moderate
increase
Significance of
effect
Environmental Statement
December 2012
Road traffic users
travelling on the
A3059
Low
- 219 -
Low
Prepared by Parsons Brinckerhoff
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Noise arising from plant and equipment on
site, including ventilation units, forklifts and
reversing alarms, delivery vehicles, and
staff/customer access/egress from the
Aerohub
Aerohub
Noise arising from the existing environment –
road traffic, air traffic
No likely significant
impact as design
shows only light
industrial units /
office units on site
conflict
Aerohub Business Park
Newquay Cornwall Airport
No significant change
Aerohub Business Park
Newquay Cornwall Airport
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
SECTION 11
TRAFFIC AND TRANSPORT
Environmental Statement
December 2012
- 222 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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:
x 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;
x safe and suitable access to the site can be achieved for all people; and
x 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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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’.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
Image from Google Earth
Licence Key: JCPMUZR2QCHE23K
NSR
Newquay Growth Area
EZ
EZ Study Area
EZ Access
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport Assessment Approach
11.4.7
Potential receptors that may be affected by the traffic and transport impacts include:
x
Road Users – includes vehicle occupants and operators;
x
Public Transport Users;
x
Vulnerable Road Users – includes pedestrians and cyclists;
x
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:
x
2014 ‘Do Minimum’ (DM) – existing road network + Phase 1 of the NSR +
committed development + 10,000sqm of LDO1;
x
2014 ‘Do Something’ (DS) – as above + 11,500sqm of LDO2;
x
2030 ‘Do Minimum (DM) – existing road network + full NSR scheme +
committed development + full LDO1 occupation;
x
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
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
Image from Google Earth
Licence Key: JCPMUZR2QCHE23K
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
510
591
592
593
597
598
Route
Newquay - Camelford - Okehampton
- Exeter
Newquay - Perranporth St Columb
Major - Newquay
Newquay - Truro - Perranporth Newquay
Newquay - St Columb Major Bodmin - Liskeard - Plymouth
Newquay - Cubert - Perranporth - St
Agnes - Truro - Newquay
Newquay - St Columb Major - Truro St Agnes - Perranporth - Newquay
Mon-Sat Peak
Frequency
Sunday
Frequency
Every 2 hours
No service
Hourly
Every 2
hours
Hourly
No Service
Hourly
Hourly
5 per day
(evening service)
4 per day
(evening service)
Hourly
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
Figure 11.3: 2010 Base Year Traffic Flow around the NGA
2010 Base Year
Traffic Flows
AM PEAK HOUR
PM PEAK HOUR
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. The area
was agreed as part of the scoping process:
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport Figure 11.4: Accident Analysis Study Area
Image from Google Earth
Licence Key: JCPMUZR2QCHE23K
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, damageonly 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 -6 C)
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
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Zone @ Newquay Cornwall Airport Accident
Reference
Date
Severity
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
Contributing Factor
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.
11.6
Impact Assessment
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.
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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
road network + Phase 1 of
the Newquay Strategic
Route + committed
development + 10,000sqm
of LDO1)
The capacity maps show that capacity issues are
predicted to occur at the Church Street/ Henver
Road priority junction. During periods of peak traffic
demand it will be difficult for vehicles to leave
Church Street.
2014 ‘Do Something’
(existing road network +
Phase 1 of the NSR +
committed development +
11,500sqm of LDO2)
Capacity issues are predicted to occur at the Church
Street/ Henver Road priority junction in 2014 under
the DS scenario. The development does not lead to
capacity issues at any additional junctions.
‘2030 Minimum’ (existing
road network + full NSR
scheme + committed
development + full LDO1
occupation)
The capacity plans identify future capacity issues at
the following junctions within the model area in the
2030 DM scenario:
2030 ‘Do Something’ (as
above + full LDO2
occupation.)
Environmental Statement
December 2012
x
Church Street / Henver Road Priority Junction
(AM and PM Peaks)
x
Proposed NSR / Western Arm junction Town
Centre Signals (PM Peak only)
x
Porth Four Turns double mini-roundabout
junction (PM Peak only)
The capacity plans identify future capacity issues at
the following junctions within the model area with
LDO 2 in place and fully occupied:
x
Church Street / Henver Road Priority Junction
(AM and PM Peaks)
x
Proposed NSR / Western Arm junction Town
Centre Signals (AM and PM Peaks)
x
Porth Four Turns double mini-roundabout
junction (PM Peak only)
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11.6.8
Capacity Issues
x
Priory Road / A3059 Priority junction (AM Peak
only)
x
Proposed NSR / Quintrell Road roundabout
(PM Peak only)
x
A392 Trevemper Road / A3075 roundabout (PM
Peak only)
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
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
Route
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6m 48s
6m 52s
6m 52s
6m 52s
Table 11.8: Journey time analysis for the 2030 DM and DS peak hour periods
2030 AM Peak Hour
2030 PM Peak Hour
DM
DM
Route
DS
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.
Public Transport Users
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.
Vulnerable Road Users
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
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Zone @ Newquay Cornwall Airport 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.
11.7
Mitigation and Monitoring
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:
x Agreeing construction traffic routing with the local planning authority;
x Ensuring ’just-in-time’ deliveries;
x Providing for sheeting and washing of vehicles to prevent mud on roads;
x 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 Statement
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Zone @ Newquay Cornwall Airport 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 suitable
matches.
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.
Environmental Statement
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Zone @ Newquay Cornwall Airport 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
Public Transport Users
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 of
public transport
services
Consideration should be given to the possibility of the retiming of
existing 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, ‘crosscompany’ 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.
Vulnerable Road Users
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
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Zone @ Newquay Cornwall Airport 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.
Environmental Statement
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Zone @ Newquay Cornwall Airport 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.
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SECTION 12
SOCIO-ECONOMIC EFFECTS
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Zone @ Newquay Cornwall Airport 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:
x
x
x
x
x
x
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:
x
set out a clear economic vision and strategy for their area which positively and
proactively encourages sustainable economic growth;
x
set criteria, or identify strategic sites, for local and inward investment to match the
strategy and to meet anticipated needs over the plan period;
x
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;
x
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.
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Zone @ Newquay Cornwall Airport 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:
12.3.4
x
Department of the Environment (1995) Preparation of Environmental Statements
for Planning Projects that Require Environmental Assessment: A Good Practice
Guide;
x
International Association for Impact Assessment (2003) Why have Principles for
Social Impact Assessment. International Principles. Special Publications Series
No. 2;
x
Highways Agency (2008) Design Manual for Roads and Bridges (DMRB), Volume
11, Section 2, Part 5 (HA205/08).
x
Department for Business, Innovation & Skills (2009) Research to Improve the
Assessment of Additionality;
x
Department for Business, Innovation & Skills (2009) Guidance for Using
Additionality Benchmarks in Appraisal;
x
English Partnerships (2008) Additionality Guide: Method Statement. Third Edition
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:
x
A consideration of the social and economic policy context at the local regional
and national level;
x
A review of local baseline conditions at the site and in the surrounding area,
including demographics;
x
An assessment of likely scale, scope, permanence and significance of identified
impacts; and
x
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
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Zone @ Newquay Cornwall Airport 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:
12.3.9
x
Economic & Business Activity;
x
Hotels Tourism and the Leisure Industry;
x
Employment;
x
Education and Skills;
x
Population and Demographics;
x
Community.
To support the assessment the expected impacts have been quantified where
possible, for example:
x
number of jobs for employment impacts;
x
Gross Value Added (GVA); and
x
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
Environmental Statement
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Zone @ Newquay Cornwall Airport 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:
12.3.14
x
Deadweight which measures the proportion of the final outcome of the project
which would have occurred without the development.
x
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.
x
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.
x
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.
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).
Environmental Statement
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Zone @ Newquay Cornwall Airport Table 12.2: Magnitude of Impact and Typical Descriptors for Socio-Economic
Assessment
Magnitude
Nature of
Typical Critical Descriptors
of Impact
Impact
High
Medium
Low
Very Low
No Change
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.
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.
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.
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.
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.
Environmental Statement
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Zone @ Newquay Cornwall Airport Table 12.3: Significance of Effect Matrix
Magnitude of Impact
Sensitivity
of
Receptor
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
12.4
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:
x
Capita Consulting (September 2011) Newquay Cornwall Airport Economic Impact
Assessment for Cornwall Council;
x
Roger Tym and Partners (May 2012) Aerohub Enterprise Zone at Newquay
Cornwall Airport – Market Assessment for the Aerohub Business Park for
Cornwall Development Company;
x
Various websites, referenced where used;
x
Data from ONS, referenced where used.
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.
Environmental Statement
December 2012
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Zone @ Newquay Cornwall Airport 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
Economically active population
53,500
255,100
- number
Proportion of total
77.1
74.2
Source: ONS Annual Population Survey, April 2011-March 2012
Environmental Statement
December 2012
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GB
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Zone @ Newquay Cornwall Airport Table 12.5: People in employment
Restormel
Cornwall
Number
of
people
in
51,800
242,300
employment
Proportion of total
74.8
70.4
Source: ONS Annual Population Survey, April 2011-March 2012
12.4.10
GB
70.2
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
JSA claimants (%) as
percentage of working age
2.9
population
Source: ONS Claimant Count, August 2012
12.4.11
Cornwall
GB
2.6
3.8
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
Number
64,200
329,600
Proportion of total
61.6
61.3
Source: ONS Mid Year Population Estimate, 2010
GB
64.8
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
Jobs per head of population
aged 16 to 64
Source: ONS, 2010
Environmental Statement
December 2012
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Restormel
Cornwall
GB
0.82
0.78
0.77
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Zone @ Newquay Cornwall Airport 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
Proportion of employees in full62.0
59.8
time jobs
Proportion of employees in part38.0
40.2
time jobs
Source: ONS Annual Business Inquiry Employee Analysis, 2008
12.4.15
GB
68.8
31.2
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
Occupation Classes 1-3 (Managers,
Professionals, Associate
34.9
37.2
Professionals)
Occupation Classes 4-5
(Administrative, Secretarial and
23.3
27.5
Skilled Trades)
Occupation Classes 6-7 (Caring,
Leisure, Sales and Customer Service 15.1
15.3
Activities)
Occupation Classes 8-9 (Process,
Plant & Machinery Operatives and
26.6
19.9
Elementary)
Source: ONS Annual Population Survey, April 2011-March 2012
12.4.16
GB
43.4
22.0
17.2
17.4
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
Manufacturing
10.1
9.4
Construction
5.7
4.9
Services
80.1
84.0
Distribution, Hotels &
34.2
31.7
Restaurants
Tourism
19.7
14.4
Source: ONS Annual Business Inquiry Employee Analysis, 2008
12.4.17
GB
10.2
4.8
83.5
23.4
8.2
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
Environmental Statement
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Zone @ Newquay Cornwall Airport 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
Gross weekly pay (£)
405.5
424.5
Source: Annual Survey of Hours and Earnings, 2011
GB
503.1
Table 12.13: Earnings by workplace: gross weekly pay for full-time workers
Restormel
Cornwall
Gross weekly pay (£)
403.8
409.1
Source: Annual Survey of Hours and Earnings, 2011
GB
502.6
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
NVQ 4+
25.1
30.5
NVQ 3+
50.6
52.7
NVQ 2+
71.4
69.8
NVQ 1+
86.5
84.6
Other
4.8
5.9
No qualifications
8.8
9.4
Source: ONS Annual Population Survey, April 2011-March 2012
GB
32.9
52.7
69.7
82.7
6.7
10.6
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:
x
Electrotechnical Apprenticeships & NVQ;
x
Engineering Maintenance Apprenticeships and NVQ;
x
Fabrication and Welding Apprenticeships and NVQ;
x
Marine Engineering Apprenticeships and NVQ;
x
Mechanical Manufacturing Apprenticeships and NVQ;
x
Carpentry and Joinery Apprenticeships and NVQ;
x
Understanding the Fundamental Principles and
Environmental Technology Systems EMTA Award; and
x
Wood Machining Apprenticeship.
Environmental Statement
December 2012
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Requirements
of
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Zone @ Newquay Cornwall Airport 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
Environmental Statement
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Zone @ Newquay Cornwall Airport Figure 12.1: Age Structure of Cornwall, Mid Year Estimates 2010
Source: Cornwall Council and ONS, 2010
Table 12.16: Cornwall - Population Growth by Age
Year
2010
Age
0-15
Working Pension
Age
Age
Group
,000
91
306.8
137.6
(%)
(17%)
(57.3%)
(25.7%)
Source: Cornwall Council and ONS, 2010
2030
0-15
Working
Age
Pension
Age
95.5
(15.1%)
357.1
(57.4%)
180.4
(28.5%)
Community
12.4.24
12.4.25
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:
x
Trebarber, a hamlet, 1km south west;
x
St Mawgan, a small village, 2km north; and
x
St Column Minor, a larger village, 3km east.
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.
Environmental Statement
December 2012
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Aerohub Business Park
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Zone @ Newquay Cornwall Airport 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.
Economy & Business Activity
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.
Hotels, Tourism and the Leisure Industry
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.
Environmental Statement
December 2012
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Zone @ Newquay Cornwall Airport 12.5
Impact Assessment
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
9
people in Cornwall . 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
Economy & Business Activity
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.
Environmental Statement
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Zone @ Newquay Cornwall Airport 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
10
estimate of the net additional impact on the local area . 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.
Hotels, Tourism and the Leisure Industry
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
Environmental Statement
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Zone @ Newquay Cornwall Airport 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 midmarket 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
11
Given that 10,200 people are employed in the Tourism sector in Restormel , 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
Environmental Statement
December 2012
- 259 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
Mitigation and Monitoring
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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 12.7
Assumptions and Limitations
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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Medium
Education &
Training
Low
Medium
Medium
Low
Low
Hotels, Tourism
and Leisure
Industry
Employment
Education and
Skills
Population and
Demographics
Community
Environmental Statement
December 2012
Medium
Economy &
Business
Activity
Operation
Medium
Sensitivity
of receptor
Employment
Construction
Receptor/
Resource
-
- 262
The Proposed Business Park will not have a direct impact on the
Community.
The Proposed Business Park will attract young people and families to
Cornwall for work, this will have a permanent beneficial impact on
Cornwall’s Population and Demographics.
Young people and adults will be encouraged to seek education and
training having a direct permanent beneficial impact on Cornwall’s
performance in education and skills relative to the rest of the UK.
Creation of 2,700 gross direct jobs on-site. Creation of 2,400 net
additional permanent jobs in Restormel and a further 400 net additional
permanent jobs in Cornwall.
Creation of 50 jobs and £830,000 of GVA p.a. This is a direct permanent
beneficial impact.
Creation of £141 million of gross GVA p.a. on-site; with net additional
GVA of £124 million p.a. in Restormel and £144 million p.a. in Cornwall.
Assuming steady occupancy levels, this is a direct permanent beneficial
impact.
Creation of construction jobs will encourage people into education and
training in this sector. This is a direct but temporary impact.
Creation of 510 person-years of construction employment throughout the
entire build programme. This is a direct but temporary impact
Description of impact - include whether this is indirect, short, medium
or long term, temporary or permanent,
Table 12.16: Impact Assessment Table
No Change
Low
Beneficial
Medium
Beneficial
Medium/
High
Beneficial
(Restormel)
Very Low
Beneficial
Medium
Beneficial
(Cornwall)
Low
Beneficial
Low
Beneficial
Magnitude
of impact
Neutral
Minor
Moderate
Moderate/ Major
Negligible
Moderate
Moderate/ Minor
Moderate/ Minor
Significance of
effect
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
None
proposed
None
proposed
None
proposed
None
proposed,
although
investment in
training will
help local
people to
access these
job
opportunities
None
proposed
None
proposed
None
proposed
None
proposed
Mitigation
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise Zone @
Newquay Cornwall Airport -
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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.
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
SECTION 13
CUMULATIVE & INTERACTIONS BETWEEN
EFFECTS
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
12
Commission, May 1999, cited in DMRB 11.2.5; HD 205/08) . 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
13
Assessment of Indirect and Cumulative Impacts as well as Impact Interactions .
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)
cumulative effects of the proposed Business Park.
13.3
Assessment Methodology
14
were followed to assess the
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:
x
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
x
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).
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).
13
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
Severe
Effect
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
13.3.4
The assessment considers other developments which may add cumulative impacts to
those caused by the Business Park alone. Relevant developments are those that:
x
Are located in the same locality or region of the scheme (within 5km); and / or
x
Are considered likely to result in environmental effects that could act in synergy
with effects arising from the scheme.
Two categories of development were considered:
x
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
x
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
Assumptions and Limitations
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
Environmental Statement
December 2012
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Prepared by Parsons Brinckerhoff
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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:
x
CC Online Planning Register to search for Major Planning Applications within the
study area within the last 5 years;
x
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.
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
Table 13.2: Residential Committed Development in Newquay
Newquay
Development Growth
Area
1 Trebarwith
Crescent
61 Crantock
Street
Yes
Breakaway
Lodge, 12
Edgecumbe
Gardens
Land adj Chy Yes
an Gover,
Trevenson
Land at
Yes
Trencreek
Philema
Hotel, Pentire
Crescent
Tregard Hotel
Land east of
Treloggan
Road
Yes
Newquay
Growth Area
(land
opposite
Hendra site)
Quintrell
Road
West Road
Land at
Trevithick
Manor
14 Edcumbe
Gardens
22-28 Island
Crescent
23 St Thomas
Road
31 Mountwise
42-44
Lewarne
Road
60 Pentire
Avenue
Former John
Nance
Hotel Riviera
La Felicia
Environmental Statement
December 2012
Planning
Application
No.
08/00475
Number
of units
Planning
Status
28
Full
Projected
completion
2011-14
28
08/00023
12
Full
12
10/05716
14
Full
14
10/00070
131
Full
131
09/01460
22
Full
22
05/01993
14
Full
14
10/00405
08/01604
64
52
Full
-
64
52
-
186
Allocated
186
08/00848
200
Outline
120
80
08/01301
09/00095
117
120
Outline
Outline
60
80
57
40
08/00947
11
Full
11
07/01746
12
Full
12
04/01336
12
Full
12
10/00458
08/00430
14
12
Full
Full
14
12
08/01026
14
Full
14
08/00296
35
Full
35
06/00012
10/05714
12
14
Full
Full
12
14
- 271 -
Projected
completion
2014- 2030
Prepared by Parsons Brinckerhoff
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Zone @ Newquay Cornwall Airport Newquay
Development Growth
Area
Hotel, 72
Henver Road
Yes
Land Adj
Trevenson
Road
Land at
Tregunnel Hill
Newquay
Fruit Sales
Quintrell
Yes
Road
Safi Bunk
House
St. Brannocks
The
Woodlands
Remainder of
NGA
13.5.3
Planning
Application
No.
Number
of units
Planning
Status
Projected
completion
2011-14
Projected
completion
2014- 2030
PA11/00710
105
Reserve
Matters
105
07/01804
200
Outline
200
08/00839
14
Outline
14
07/01830
300
Outline
300
07/01807
12
Full
12
10/00494
06/01925
14
14
Full
Full
14
14
-
2179
2179
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
Quintrell Road
(Phase 1)
Quintrell Road
(Phase 1)
Quintrell Road
(Phase 1)
Quintrell Road
(Phase 2)
Quintrell Road
(Phase 2)
Land adj
Trevenson Road
Land adj
Trevenson Road
West Road
West Road
Household
Waste Recycling
Centre
Land at
Trevithick Manor
Food Retailer
Newquay
Enterprise Zone,
Environmental Statement
December 2012
Newquay
Growth
Area
Yes
Planning
Application
No.
07/01310
Type
Size
(m2)
Retail
500
Full
2011-14
Yes
07/01830
Care Home
Full
2011-14
Yes
07/01830
Employment
90
Beds
7450
Full
2011-14
Yes
08/00848
Employment
4645
Full
2011-14
Yes
08/00848
Retail
800
Full
2011-14
11/00710
Employment
270
RM
2011-14
11/00710
Retail
405
RM
2011-14
08/01301
08/01301
-
Employment
Retail
Civic Amenity
9,900
100
4900
Outline
Outline
Allocated
2011-14
2011-14
2011-14
09/00095
Employment
15700
Outline
2014-30
-
Food Retail
Employment
11000
210865
(Incl.
Allocated
Allocated\
Enterprise
2014-30
2014-30
Yes
Yes
- 272 -
Planning
Status
Projected
completion
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Aerohub Business Park
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Zone @ Newquay Cornwall Airport -
13.6
Newquay
C Airport
(including
u LDO2)
Land at
Tregunnel
M Hill
07/01804
Employment
LDO2)
Zone
830
Outline
2014-30
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:
Environmental Statement
December 2012
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Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport x
x
x
x
13.6.7
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.
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.
Environmental Statement
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Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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.
Environmental Statement
December 2012
- 275 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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
13.6.25
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:
x
archaeological investigations south-west of the proposed Business Park have
recorded a Romano-British settlement;
x
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;
x
a number of Cornish Hedges, some of which mark the historic boundaries
between parishes, intersect the proposal site.
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.
Water and Flood Risk
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
Environmental Statement
December 2012
- 276 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport greenfield rates through SuDS and other suitable drainage methods. No cumulative
effects have therefore been identified.
Soils, Geology and Agricultural Land
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.
Environmental Statement
December 2012
- 277 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
SECTION 14
ENVIRONMENTAL MANAGEMENT PLAN
Environmental Statement
December 2012
- 278 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport 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.
Environmental Statement
December 2012
- 279 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Potential damage to underground archaeology.
Potential for future developments on site to
affect the historical setting of listed buildings on
the airport site.
Habitat loss.
Habitat fragmentation.
Disturbance from visual, noise, dust and lighting
impacts.
Increased mortality for the species present
during site clearance and construction.
Pollution, principally in the form of increased
dust and lighting, or possibly by the incidental
release of chemicals, fuels or waste.
x
x
Construction
Operation
Construction
Environmental Statement
December 2012
Ecology and
Biodiversity
Cultural
Heritage
Exhaust emissions from vehicles moving on
and off the site.
x
Operation
x
x
x
x
x
x
Exhaust emissions from construction vehicles.
Dust from construction vehicles and the
construction methods.
Emissions for tarmac laying, bitumen surfacing
and coating.
Construction
Air Quality
Potential Impacts
x
x
Stage
Environmental
Topic
Table 14.1: Environmental Management Plan
x
x
x
x
x
x
x
x
x
x
x
- 280 -
Good construction site management would minimise generation of excessive litter, dust,
noise and vibration.
Implement measures to minimise spillages of harmful substances and no storage of these
substances onsite.
All new landscape planting are to be locally typical and/or species native to the south west
region, to complement the semi-natural habitats of the local area in line with the proposed
scheme design.
Provision of landscaping and green corridors will be included for wildlife movement and
habitat use.
Cover all trenches and footings overnight to prevent wildlife from falling in, and becoming
trapped resulting in injury or death.
Work compounds and access tracks would not be located in, or adjacent to, areas that
maintain habitat value.
Site fencing would be erected to prevent access to areas outside working areas, particularly
in areas adjacent to features of interest / value.
Procedures would be implemented to address site safety issues, including storage of
potentially dangerous materials (COSSH).
The workforce would be restricted to working areas through the erection of fencing, to
prevent additional damage or encroachment into retained habitat areas.
Briefings and instruction (Toolbox Talks) would be given to contractors regarding the
biodiversity issues associated with the site.
Best practice methods would be followed throughout.
Development control at the site to ensure no development takes place which could affect the
historical setting of any listed buildings within the area.
A Watching Brief would mitigate against the discovery of any previously unidentified
underground features.
x
x
Ensure there is no traffic congestion on site and that access routes remain clear.
Set vehicle speed limits.
x
x
x Carry out main dust causing activity in spring and autumn wherever possible and with due
regard for prevailing metrological conditions.
x Plan site layout such that:
¾ Potentially dusty activities are located away from sensitive receptors; and
¾ Movement of construction traffic around the site is minimised.
x Erect solid barriers to site boundary or in vicinity of receptors.
x Construction vehicles must comply with relevant Euro emission standards.
x Use covered skips.
x Minimise dust generating activities on windy and dry days.
x Use damping where appropriate.
x Avoid overheating surface and minimise overall use.
x Site specific Dust Management Plan would be beneficial.
x Dusty materials should be removed from site as soon as possible.
x Loads entering and leaving the site with dust generating potential should be covered and
wheel washing facilities made available.
x No idling of vehicles.
x Vehicles to comply with site speed limits (15mph on hard surfaces, 10mph on unconsolidated
surfaces).
x Water assisted sweeping of local roads to be undertaken if material tracked out of site.
x Install hard surfacing as soon as practicable on site and ensure that they are maintained in
good condition.
x Ensure any site machinery is well maintained and in full working order.
Mitigation
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Principal contractor –construction
period.
CC – operation period.
Principal contractor and CC –
construction period.
Occupants –operation period.
Principal contractor –construction
period.
Timeframe and Responsibility
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise Zone @ Newquay Cornwall Airport -
Depending on the tenure of the business units,
land contamination may arise from spillages or
subject to harmful substances.
Spillages and subjective transportation and use
of hazardous materials/waste.
The use of hazardous substances of site such
as: generators, hydraulic fluid with machinery,
oils, lubricants or other chemicals.
General business-use waste.
Movement of construction machinery and large
scale construction equipment including cranes.
Large scale soil excavation and movement of
soils across the site.
Presence of construction workers site
compounds and parking on site.
Batching plants and material stockpiles.
Activities related to provision of infrastructure
and erection of buildings.
Presence of temporary lighting.
Vehicles moving materials to/from site.
x
x
x
x
Operation
Construction
Operation
Construction
Operation
x Landscape and visual changes from built
development impacting on the composition of
views and landscape character.
x Creation of soft landscape elements.
x
x
x
x
x
x
x
x
Relocation of soil materials, which may degrade
soil quality, or introduce pollutant pathways and
potentially be harmful to construction workers (if
contaminated).
Land contamination within the construction of
the site from the presence of substances.
Construction
x
x
x
x
Operation
Nitrogen deposition and disturbance from an
increase in vehicles and human activity within
the area.
Disturbance effects resulting from increased
noise and light.
Water pollution from surface water drainage
from roads, buildings and hard standing areas.
Potential Impacts
Stage
Environmental Statement
December 2012
Landscape
and Visual
Hazardous
Material and
Waste
Land
Contamination
and Ground
Conditions
Environmental
Topic
Preparation and implementation of SWMP.
COSHH assessments should be held for all hazardous materials.
Minimising potential contact with contaminants by operating good hygiene methods and use
of plant rather than hand excavation.
Use of Personal Protective Equipment (PPE).
Dust monitoring.
Implementation of specific Business Park SWMP.
Use of hoardings should be considered to provide screening along A3059 and from any
residences in close proximity.
Materials and plant should be stored in less visually intrusive areas of the site.
Any temporary lighting used should be targeted away from sensitive receptors.
Public roads should be kept clean.
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
- 281 -
The design (with mitigation) of the proposed scheme would comply with the objectives of
policies contained in the (Insert relevant LPA plans) and supplementary planning guidance
that seek to control development and minimise adverse environmental effects.
Application of high quality design and layout of the site.
Application of neutral and low impact colour schemes.
Sufficient landscaping throughout the site.
Retention and management of existing trees and provision of screening.
Sustaining and enhancing the distinctive qualities and features of Cornwall’s Landscape
Character Zones.
Ensure that the correct precautions are implemented on site to mitigate against any possible
contamination arising from operational activities.
x
x
x
x
x
x
Health and Safety plans for construction works should include details of the specific
contaminant procedures.
Implementation of Health and Safety measures – such as suitable working methods and
correct use of personal protective equipment.
In the event of potentially contaminated material being encountered on site; handling,
storage and removal should be subject to water management guidance legislation and a Site
Waste Management Plan (SWMP) would be implemented.
Ensure top and sub-soils are stored separately for re-use on site where possible.
Ensure spill kits are implemented on all construction plant being used.
During the construction phase, it is likely that waste arisings would result from the works. In
the unlikely event of potentially contaminated material being encountered on-site, their
handling, storage and removal shall be subject to current waste management legislation and
guidance (a SWMP) shall be implemented by the contractor to this effect.
Noise levels would be kept to a minimum by restricting working hours to between 08:00hrs
and 17:00hrs.
Maintaining and monitoring of habitat areas.
x
x
x
Mitigation
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Occupants and CC – operation
period.
Principal contractor –construction
period.
Occupants – operation period.
Principal contractor –construction
period.
Occupants –operation period.
Principal contractor –construction
period.
Occupants and CC – operation
period.
Timeframe and Responsibility
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise Zone @ Newquay Cornwall Airport -
Road uses – including vehicle operators and
occupants.
Public transport users.
Vulnerable road users – including cyclists
pedestrians and cyclists.
Pollution of surface water and nearby water
course.
Reduction in available groundwater quantity.
Contamination by surface water, construction
materials, fuels/oils/brake fluids.
Increased flood risk and surface water runoff.
x
x
Operation
Environmental Statement
December 2012
Water
Environment
Construction
Construction Vehicles.
Haulage and delivery vehicles – HGVs.
x
x
Construction
x
x
x
x
x
Noise from tenants on the site.
Noise from vehicles entering/leaving the site.
x
x
Operation
Traffic and
Transportation
Noise from machinery and general construction
work.
x
Construction
Noise and
Vibration
Potential Impacts
Stage
Environmental
Topic
Consideration of Cornwall’s historic environment.
All loading and unloading of vehicles shall take place off the public highway wherever this is
practicable.
Vehicles arriving or leaving the site shall do so during the normal working hours unless
otherwise agreed with the Local Highways Authority.
Access and egress points shall be as agreed with the Local Highways Authority and local
Police.
Bunds and interceptors should be used where necessary to prevent any surface run-off into
excavations.
Stabilise surfaces and/or re-vegetate as soon as possible.
Cover storage mounds with a correctly secured tarpaulin.
Construction vehicles to be maintained to reduce the risk of hydrocarbon contamination.
The EA and other appropriate bodies shall be consulted by the Contractor prior to the
commencement of site activity. All documentation such as discharge consents shall be in
place prior to any site activities.
Nothing shall be permitted to enter the surface water drains which could cause pollution,
including silty water.
No foul drainage or contaminated surface water run-off (including any silty water) shall be
x
x
x
x
x
x
x
x
x
x
x
x
x
- 282 -
Temporary signals at site entrance(s) and exit(s) should be considered where construction
vehicle movements cause congestion and there is potential for accidents due to site
constraints.
Agree the principles and routes for material haulage to and from the proposed Scheme with
the Local Highways Authority.
Construction vehicles will be limited to non-peak hour periods where practicable, to reduce
disruption on the local highway network.
Produce freight management strategies that will control the movements of HGVs.
Agree a strategy of localised lane closures and / or diversion routes. This may include
installation of temporary traffic signals and will require active traffic management procedures.
x
x
Monitoring of operational noise with a Sound Level Meter (SLM).
x
x Preparation of a Noise Management Plan.
x All Vehicles and machinery used for the purposed of the proposed works should be fitted with
effective exhaust silencers.
x All pile driving shall be carried out by machinery which is well maintained and with noise
reducing systems.
x All vehicles and mechanical plant used for the works shall be fitted with effective exhaust
silencers and shall be maintained in good and efficient working order.
x Lorries shall enter and exit work sites in a forward direction, except where space restriction
does not permit this. This will assist in the minimisation of noise from reversing alarms. In
that event, movement shall be properly controlled by a responsible person(s) observing the
rear of the vehicle. Entry and exit conditions shall be approved with Local Highways
Authority prior to their implementation.
x All compressors shall be “sound reduced” models fitted with properly lined and sealed
acoustic covers which shall be kept closed whenever the machines are in use, and all
pneumatic percussive tools shall be fitted with mufflers or silencers of the type recommended
by the manufacturers.
x All machines in intermittent use shall be shut down in the intervening periods between the
proposed works or throttled down to a minimum.
x Items of plant shall be maintained in good working condition so that extraneous noises from
mechanical vibration, creaking and squeaking are reduced to a minimum.
x As far as practicable, demolition (if required) shall be carried out using equipment that breaks
concrete by bending in preference to percussive methods.
x
Mitigation
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Principal Contractor and CC –
Construction period.
Occupants and CC – Operation
period.
Principal Contractor and CC –
Construction period.
Occupants and CC – operation
period.
Principal contractor –construction
period.
Timeframe and Responsibility
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise Zone @ Newquay Cornwall Airport -
x
x
x
x
Operation
Reduction of floodplain
Increased surface water runoff
Contamination due to accidental spillages
Ingress of poor quality Surface water
Potential Impacts
Stage
Environmental Statement
December 2012
Environmental
Topic
x
x
x
- 283 -
Compensatory floodplain storage.
Use of full operational and maintained SuDS.
Use of oil separators where appropriate.
x
x
discharged into any borehole, well, spring, soak away or watercourse (including dry ditches
having a connection with a watercourse).
Where possible, the installation of SuDS at the beginning of the project to assist in dealing
with the construction site run-off.
Providing and maintaining spill cleanup kits on site at all times and training staff in their use.
Mitigation
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Occupants and CC – Operation
period.
Timeframe and Responsibility
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise Zone @ Newquay Cornwall Airport -
Aerohub Business Park
Newquay Cornwall AirportAerohub Enterprise
Zone @ Newquay Cornwall Airport -
SECTION 15
SUMMARY
Environmental Statement
December 2012
- 284 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
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:
15.1.4
x
interfere with or prevent the implementation of actions within Cornwall’s air quality
action plan;
x
require an AQMA to be declared as a consequence of the developments impact;
x
adversely affect air quality along Newquay existing road network; or
x
have any detrimental impact upon human health as a direct consequence of
increased vehicle emissions from the scheme route.
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/ RomanoBritish 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
th
18 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
Environmental Statement
December 2012
- 286 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub
Enterprise Zone @ Newquay Cornwall
Airport 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.
Water and Flood Risk
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.
Environmental Statement
December 2012
- 287 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub
Enterprise Zone @ Newquay Cornwall
Airport Soils, Geology and Agricultural Land
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
Environmental Statement
December 2012
- 288 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company
Aerohub Business Park
Newquay Cornwall AirportAerohub
Enterprise Zone @ Newquay Cornwall
Airport 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.
Environmental Statement
December 2012
- 289 -
Prepared by Parsons Brinckerhoff
for Cornwall Development Company