CPR Step 3 SDI assessment Analysis screening - Cornwall · 11.6.10 The comparison of noise level...

CPR Regeneration Highway Infrastructure Project – Phase 2

Environmental Statement

noise levels of up to 2.5 dB(A) in both the short and long term compared to the use of HRA.

Construction Phase

11.6.3 Noise levels associated with the two scenarios of the construction phase have been predicted at 5 sensitive receptor locations. These locations are deemed to be representative of the closest residential properties to the construction works. Table 11.8 details the predicted noise levels.

Table 11.8 – Predicted construction noise levels

Predicted Noise Level LAeq dB(A) Sensitive Receptor

Location I.D Demolition of South

Crofty Mine Red River Valley Works

C01 26 Chapel Road 76.1 76.1

C02 45 Chapel Road 73.8 73.7

C03 7 Primitive Row 75.3 74.0

C04 9 Pengelleys Road 75.9 72.9

C05 Chantelle, Bartles Road 72.0 70.6

11.6.4 The existing noise level in the vicinity of these sensitive receptors is representative by noise monitoring undertaken at Bartles Row (M17). This indicates a noise level of 50.4 LAeq dB(A). In accordance with the threshold criteria in BS5228 and Table 11.4, the Category A noise levels for the daytime should be used to determine the significance of effect. The Category A threshold noise level is 65 LAeq dB(A).

11.6.5 The predicted noise levels of both the demolition and Red River Valley Works indicate that the threshold noise level is exceeded at all locations.

Operational Phase (for Phases 1 & 2)

11.6.6 Table 11.9, Table 11.10 and Table 11.11 detail the predicted noise level changes at the 30 receptor locations for the 2013 Do-Minimum, 2013 Do-Something, 2028 Do-Minimum and 2028 Do-Something scenarios. For each scenario, noise contour maps have been produced in the following DMRB (HA213/08) bands: <43.5 dB(A) to >83.5 dB(A) in 3 dB(A) steps. Figure 750244-R-PA004-11.3, Figure 750244-R-PA004-11.4, Figure 750244-R-PA004-11.5 and Figure 750244-R-PA004-11.6 show the noise contour maps.

11.6.7 A comparison of the change in noise level between the Do-Minimum and Do-Something scenarios in 2013 in the form of noise contours is shown in Figure 750244-R-PA004-11.7. This comparison shows the short term impact of the scheme.

11.6.8 A further comparison has been made of the change in noise level between the 2013 Do-Minimum and 2028 Do-Something scenarios in order to assess the long term impact (Figure 750244-R-PA004-11.8). This 15 year difference would also highlight the potential for qualification of sound insulation.

© Mouchel 2009 138



11.6.9 A comparison of the Do-Minimum in 2013 and 2028 has also been undertaken in accordance with DMRB (Figure 750244-R-PA004-11.9).

11.6.10 The comparison of noise level changes is shown in bands corresponding to the DMRB (HA213/08) magnitude of impact classifications detailed in Table 11.7.

Do-Minimum and Do-Something Scenarios 2013

11.6.11 Table 11.9 details the predicted noise levels and changes associated with the proposed scheme at the 30 receptor locations. This relates to the short term impact of the scheme.

11.6.12 The majority of receptors are predicted to experience an increase in noise level of negligible magnitude.

11.6.13 The noise contours (Figure 750244-R-PA004-11.7) indicate that the greatest increase (greater than 5 dB(A)) in noise levels are predicted along the new 2 new roads linking Dudnance Lane to Wilson Way and Dudnance Lane to Dolcoath Road. Increases are also predicted in the Dolcoath Development, south of Dolcoath Avenue. The contours are indicating localised increases of greater than 5 dB(A).

11.6.14 R15 and R14 are predicted to experience the greatest increase of 5.7 and 11.3 dB(A) which represents a major impact. Receptors R27 and R30 are predicted to experience increases of 4.5 and 4 dB(A) respectively which represents a moderate impact.

11.6.15 The noise contours (Figure 750244-R-PA004-11.7) indicate that the greatest decrease (greater than 5 dB(A)) in noise levels are predicted along Dudnance Lane, Carn Brea Lane, Lower Pengegon and Tincroft Road/Dolcoath Road. Receptors R01, R02, R07, R11 and R12 are predicted to experience a major to moderate beneficial impact.

Do-Minimum 2013 and Do-Something 2028

11.6.16 Table 11.10 details the predicted noise levels and changes associated with the proposed scheme at the 30 receptor locations. This is the long term impact of the scheme.

11.6.17 The majority of receptors are predicted to experience an increase in noise level of negligible magnitude.

11.6.18 The noise contours (Figure 750244-R-PA004-11.8) indicate that the greatest increase (greater than 5 dB(A)) in noise levels are predicted along the new 2 new roads linking Dudnance Lane to Wilson Way and Dudnance Lane to Dolcoath Road. Increases are also predicted in the Dolcoath Development, south of Dolcoath Avenue. The contours are indicating localised increases of greater than 5 dB(A).

11.6.19 R15 and R14 are predicted to experience the greatest increase of 7.6 and 13.4 dB(A) which represents a major impact. Receptors R25, R27 and R30 are also predicted to experience an increase of this magnitude.

11.6.20 The noise contours (Figure 750244-R-PA004-11.8) indicate that the greatest decrease (greater than 5 dB(A)) in noise levels are predicted along Dudnance Lane, Carn Brea Lane, Lower Pengegon and Tincroft Road/Dolcoath Road. Receptors

© Mouchel 2009 139



© Mouchel 2009 140

R01, R02, R11 and R12 are predicted to experience a major to moderate beneficial impact.

Do-Minimum 2013 and Do-Minimum 2028

11.6.21 Table 11.11 details the predicted noise levels and changes at the 30 receptor locations.

11.6.22 In accordance with DMRB (HA213/08), a comparison of noise levels in the Do-minimum scenarios in the year of opening (2013) and future assessment year (2028) is shown in Figure 750244-R-PA004-11.9. This indicates that noise levels in the area will decrease by up to 0.9 dB(A) and increase by up to 2 dB(A) without the implementation of the scheme.

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Tabl

e 11

.9 –

Pre

dict

ed n

oise

leve

l and

cha

nges

in 2

013

for d

o-m

inim

um a

nd d

o-so

met

hing

sce

nario

s (s

hort

term

impa

ct)

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiii

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

13 D

o-So

met

hing

R01

G

roun

d 61

.9

53.5

-8

.4

Maj

or B

enef

icia

l 5

Cha

pel H

ill

Firs

t 61

.7

53.7

-8

.0

Maj

or B

enef

icia

l

R02

G

roun

d 64

.5

54.1

-1

0.4

Maj

or B

enef

icia

l Th

e C

otta

ge, H

ighe

r Bre

a

Firs

t 64

.4

54.4

-1

0.0

Maj

or B

enef

icia

l

R03

G

roun

d 75

.6

76.0

0.

4 N

eglig

ible

Adv

erse

3

Eas

t Hill

Fi

rst

75.4

75

.7

0.3

Neg

ligib

le A

dver

se

R04

G

roun

d 74

.3

74.6

0.

3 N

eglig

ible

Adv

erse

11

4 Tr

even

son

Roa

d

Firs

t 73

.9

74.2

0.

3 N

eglig

ible

Adv

erse

R05

G

roun

d 60

.1

61.0

0.

9 N

eglig

ible

Adv

erse

5

Dud

nanc

e La

ne

Fi

rst

60.9

61

.7

0.8

Neg

ligib

le A

dver

se

R06

G

roun

d 62

.5

62.6

0.

1 N

eglig

ible

Adv

erse

K

DC

Offi

ces/

Mus

eum

Firs

t 62

.4

62.6

0.

2 N

eglig

ible

Adv

erse

R07

G

roun

d 66

.1

62.1

-4

.0

Mod

erat

e B

enef

icia

l Tr

eveo

r, S

tatio

n R

oad

Fi

rst

65.9

62

.1

-3.8

M

oder

ate

Ben

efic

ial

R08

G

roun

d 75

.6

76.0

0.

4 N

eglig

ible

Adv

erse

6

Trev

enso

n R

oad

Fi

rst

75.5

75

.8

0.3

Neg

ligib

le A

dver

se

xiii G

roun

d =

heig

ht o

f 1.5

m, F

irst =

4m

hei

ght

© M

ouch

el 2

009

141

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiii

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

13 D

o-So

met

hing

R09

G

roun

d 71

.5

70.1

-1

.4

Min

or B

enef

icia

l 4

Sta

tion

Roa

d

Firs

t 71

.4

69.9

-1

.5

Min

or B

enef

icia

l

R10

G

roun

d 70

.2

68.6

-1

.6

Min

or B

enef

icia

l 37

Sta

tion

Roa

d

Firs

t 69

.9

68.3

-1

.6

Min

or B

enef

icia

l

R11

G

roun

d 59

.7

55.2

-4

.5

Mod

erat

e B

enef

icia

l Ta

rman

, Car

n B

rea

Lane

Firs

t 60

.3

55.5

-4

.8

Mod

erat

e B

enef

icia

l

R12

G

roun

d 64

.9

60.1

-4

.8

Mod

erat

e B

enef

icia

l C

arn

Vie

w, C

arn

Bre

a La

ne

Fi

rst

64.7

60

.2

-4.5

M

oder

ate

Ben

efic

ial

R13

G

roun

d 66

.9

66.4

-0

.5

Neg

ligib

le B

enef

icia

l 78

Car

n B

rea

Lane

Firs

t 66

.8

66.4

-0

.4

Neg

ligib

le B

enef

icia

l

R14

G

roun

d 56

.3

62.0

5.

7 M

ajor

Adv

erse

R

ear o

f 78

Car

n B

rea

Lane

Firs

t 56

.4

62.0

5.

6 M

ajor

Adv

erse

R15

G

roun

d 54

.6

65.9

11

.3

Maj

or A

dver

se

Foot

path

205

/4/1

Firs

t 54

.9

65.5

10

.6

Maj

or A

dver

se

R16

G

roun

d 69

.6

69.7

0.

1 N

eglig

ible

Adv

erse

M

etho

dist

Chu

rch,

Wils

on W

ay

Fi

rst

69.5

69

.7

0.2

Neg

ligib

le A

dver

se

R17

G

roun

d 68

.4

70.0

1.

6 M

inor

Adv

erse

N

HS

Cen

tre

Fi

rst

68.2

69

.7

1.5

Min

or A

dver

se

R18

G

roun

d 74

.8

74.6

-0

.2

Neg

ligib

le B

enef

icia

l 12

2 A

gar W

ay

Fi

rst

74.6

74

.4

-0.2

N

eglig

ible

Ben

efic

ial

© M

ouch

el 2

009

142

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiii

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

13 D

o-So

met

hing

R19

G

roun

d 66

.4

66.7

0.

3 N

eglig

ible

Adv

erse

27

Dru

ids

Lane

Firs

t 66

.2

66.5

0.

3 N

eglig

ible

Adv

erse

R20

G

roun

d 56

.4

57.0

0.

6 N

eglig

ible

Adv

erse

2

Dol

coat

h C

lose

Firs

t 57

.0

57.6

0.

6 N

eglig

ible

Adv

erse

R21

G

roun

d 61

.3

63.7

2.

4 M

inor

Adv

erse

M

atki

c La

ne

Fi

rst

61.5

63

.8

2.3

Min

or A

dver

se

R22

G

roun

d 64

.2

64.8

0.

6 N

eglig

ible

Adv

erse

1

Bar

ncoo

se T

erra

ce

Fi

rst

64.5

65

.1

0.6

Neg

ligib

le A

dver

se

R23

G

roun

d 72

.0

71.9

-0

.1

Neg

ligib

le B

enef

icia

l 81

Wes

ley

Stre

et

Fi

rst

71.8

71

.6

-0.2

N

eglig

ible

Ben

efic

ial

R24

G

roun

d 54

.0

56.0

2.

0 M

inor

Adv

erse

55

Dol

coat

h A

venu

e

Firs

t 54

.0

56.1

2.

1 M

inor

Adv

erse

R25

G

roun

d 53

.6

56.5

2.

9 M

inor

Adv

erse

1

Talv

enet

h

Firs

t 55

.9

58.1

2.

2 M

inor

Adv

erse

R26

G

roun

d 51

.6

53.6

2.

0 M

inor

Adv

erse

La

guna

Firs

t 52

.3

53.9

1.

6 M

inor

Adv

erse

R27

G

roun

d 53

.7

58.2

4.

5 M

oder

ate

Adv

erse

P

endl

e

Firs

t 54

.2

58.4

4.

2 M

oder

ate

Adv

erse

R28

G

roun

d 56

.2

56.4

0.

2 N

eglig

ible

Adv

erse

B

urns

hot

Fi

rst

56.8

57

.5

0.7

Neg

ligib

le A

dver

se

© M

ouch

el 2

009

143

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiii

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

13 D

o-So

met

hing

R29

G

roun

d 47

.0

46.2

-0

.8

Neg

ligib

le B

enef

icia

l 30

Chu

rch

Vie

w R

d

Firs

t 47

.2

46.6

-0

.6

Neg

ligib

le B

enef

icia

l

R30

G

roun

d 47

.7

51.3

3.

6 M

oder

ate

Adv

erse

7

Prim

itive

Row

Firs

t 48

.5

52.5

4.

0 M

oder

ate

Adv

erse

© M

ouch

el 2

009

144

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Tabl

e 11

.10

– P

redi

cted

noi

se le

vels

and

cha

nges

in 2

013

do-m

inim

um a

nd 2

028

do s

omet

hing

sce

nario

s (lo

ng te

rm im

pact

)

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiv

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

28 D

o-So

met

hing

R01

G

roun

d 61

.9

55.6

-6

.3

Maj

or B

enef

icia

l 5

Cha

pel H

ill

Firs

t 61

.7

55.6

-6

.1

Maj

or B

enef

icia

l

R02

G

roun

d 64

.5

56.7

-7

.8

Maj

or B

enef

icia

l Th

e C

otta

ge, H

ighe

r Bre

a

Firs

t 64

.4

56.9

-7

.5

Maj

or B

enef

icia

l

R03

G

roun

d 75

.6

76.2

0.

6 N

eglig

ible

Adv

erse

3

Eas

t Hill

Fi

rst

75.4

75

.9

0.5

Neg

ligib

le A

dver

se

R04

G

roun

d 74

.3

74.9

0.

6 N

eglig

ible

Adv

erse

11

4 Tr

even

son

Roa

d

Firs

t 73

.9

74.5

0.

6 N

eglig

ible

Adv

erse

R05

G

roun

d 60

.1

63.1

3.

0 M

ajor

Adv

erse

5

Dud

nanc

e La

ne

Fi

rst

60.9

63

.8

2.9

Min

or A

dver

se

R06

G

roun

d 62

.5

64.9

2.

4 M

inor

Adv

erse

K

DC

Offi

ces/

Mus

eum

Firs

t 62

.4

64.8

2.

4 M

inor

Adv

erse

R07

G

roun

d 66

.1

63.6

-2

.5

Min

or B

enef

icia

l Tr

eveo

r, S

tatio

n R

oad

Fi

rst

65.9

63

.5

-2.4

M

inor

Ben

efic

ial

R08

G

roun

d 75

.6

76.3

0.

7 N

eglig

ible

Adv

erse

6

Trev

enso

n R

oad

Fi

rst

75.5

76

.1

0.6

Neg

ligib

le A

dver

se

xiv G

roun

d =

heig

ht o

f 1.5

m, F

irst =

4m

hei

ght

© M

ouch

el 2

009

145

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Pred

icte

d A

mbi

ent F

açad

e N

oise

Lev

el L

10, 1

8h

dB(A

) I.D

Se

nsiti

ve R

ecep

tor L

ocat

ion

Cal

cula

tion

Floo

r xiv

2013

Do-

Min

imum

Pred

icte

d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

20

28 D

o-So

met

hing

R09

G

roun

d 71

.5

71.0

-0

.5

Neg

ligib

le B

enef

icia

l 4

Sta

tion

Roa

d

Firs

t 71

.4

70.8

-0

.6

Neg

ligib

le B

enef

icia

l

R10

G

roun

d 70

.2

69.5

-0

.7

Neg

ligib

le B

enef

icia

l 37

Sta

tion

Roa

d

Firs

t 69

.9

69.3

-0

.6

Neg

ligib

le B

enef

icia

l

R11

G

roun

d 59

.7

56.5

-3

.2

Mod

erat

e B

enef

icia

l Ta

rman

, Car

n B

rea

Lane

Firs

t 60

.3

56.8

-3

.5

Mod

erat

e B

enef

icia

l

R12

G

roun

d 64

.9

61.2

-3

.7

Mod

erat

e B

enef

icia

l C

arn

Vie

w, C

arn

Bre

a La

ne

Fi

rst

64.7

61

.3

-3.4

M

oder

ate

Ben

efic

ial

R13

G

roun

d 66

.9

67.6

0.

7 N

eglig

ible

Adv

erse

78

Car

n B

rea

Lane

Firs

t 66

.8

67.5

0.

7 N

eglig

ible

Adv

erse

R14

G

roun

d 56

.3

63.9

7.

6 M

ajor

Adv

erse

R

ear o

f 78

Car

n B

rea

Lane

Firs

t 56

.4

63.9

7.

5 M

ajor

Adv

erse

R15

G

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.4

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path

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/4/1

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.9

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.7

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.0

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R17

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HS

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.1

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.8

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.6

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No

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ids

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Firs

t 66

.2

67.8

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Adv

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G

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Adv

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t 57

.0

58.8

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Adv

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Adv

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M

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65

.3

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Mod

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R22

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.8

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.0

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ley

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et

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.3

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.0

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Adv

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G

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.6

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ajor

Adv

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1

Talv

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h

Firs

t 55

.9

60.2

4.

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Adv

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G

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.6

56.2

4.

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Adv

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La

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Firs

t 52

.3

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Adv

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.7

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7.

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Adv

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P

endl

e

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t 54

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6.

9 M

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Adv

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G

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CPR

Reg

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Pred

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d A

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) I.D

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R29

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roun

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1.

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inor

Adv

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30

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w R

d

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t 47

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48.7

1.

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inor

Adv

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G

roun

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.7

53.8

6.

1 M

ajor

Adv

erse

7

Prim

itive

Row

Firs

t 48

.5

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6.

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Reg

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e 11

.11

– P

redi

cted

noi

se le

vels

and

cha

nges

in 2

013

do-m

inim

um a

nd 2

028

do-m

inim

um s

cena

rios

Pred

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.9

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pel H

ill

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t 61

.7

63.6

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.8

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4 Tr

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66

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4

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72.0

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6 N

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Adv

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t 69

.9

70.7

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8 N

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Adv

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R11

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.7

60.0

0.

3 N

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Adv

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Ta

rman

, Car

n B

rea

Lane

Firs

t 60

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60.7

0.

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Adv

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0.

5 N

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65

.3

0.6

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R13

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.9

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Car

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Firs

t 66

.8

68.2

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Adv

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1.

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Adv

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ear o

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Car

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rea

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Firs

t 56

.4

57.5

1.

1 M

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Adv

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R15

G

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55.7

1.

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Adv

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05/4

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56

.0

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R16

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7 N

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ay

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69.5

70

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0.7

Neg

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R17

G

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69.5

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69

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3 N

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Reg

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Pred

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10, 1

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Se

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-0

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l 27

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ids

Lane

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t 66

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65.5

-0

.7

Neg

ligib

le B

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icia

l

R20

G

roun

d 56

.4

57.5

1.

1 M

inor

Adv

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2

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coat

h C

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Firs

t 57

.0

58.1

1.

1 M

inor

Adv

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R21

G

roun

d 61

.3

63.3

2.

0 M

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Adv

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M

atki

c La

ne

Fi

rst

61.5

63

.4

1.9

Min

or A

dver

se

R22

G

roun

d 64

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64.9

0.

7 N

eglig

ible

Adv

erse

1

Bar

ncoo

se T

erra

ce

Fi

rst

64.5

65

.2

0.7

Neg

ligib

le A

dver

se

R23

G

roun

d 72

.0

72.3

0.

3 N

eglig

ible

Adv

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81

Wes

ley

Stre

et

Fi

rst

71.8

72

.1

0.3

Neg

ligib

le A

dver

se

R24

G

roun

d 54

.0

54.4

0.

4 N

eglig

ible

Adv

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55

Dol

coat

h A

venu

e

Firs

t 54

.0

54.4

0.

4 N

eglig

ible

Adv

erse

R25

G

roun

d 53

.6

54.2

0.

6 N

eglig

ible

Adv

erse

1

Talv

enet

h

Firs

t 55

.9

57.3

1.

4 M

inor

Adv

erse

R26

G

roun

d 51

.6

52.5

0.

9 N

eglig

ible

Adv

erse

La

guna

Firs

t 52

.3

53.2

0.

9 N

eglig

ible

Adv

erse

R27

G

roun

d 53

.7

55.1

1.

4 M

inor

Adv

erse

P

endl

e

Firs

t 54

.2

55.5

1.

3 M

inor

Adv

erse

R28

G

roun

d 56

.2

57.2

1.

0 M

inor

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urns

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Fi

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56.8

57

.9

1.1

Min

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se

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151

CPR

Reg

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Hig

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Infr

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nviro

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© M

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152

Pred

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d A

mbi

ent F

açad

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Lev

el L

10, 1

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) I.D

Se

nsiti

ve R

ecep

tor L

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Cal

cula

tion

Floo

r xv

2013

Do-

Min

imum

20

28 D

o-M

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um

Pred

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d C

hang

e dB

(A)

Mag

nitu

de o

f Im

pact

R29

G

roun

d 47

.0

47.7

0.

7 N

eglig

ible

Adv

erse

30

Chu

rch

Vie

w R

d Fi

rst

47.2

47

.8

0.6

Neg

ligib

le A

dver

se

R30

G

roun

d 47

.7

48.2

0.

5 N

eglig

ible

Adv

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7

Prim

itive

Row

Fi

rst

48.5

49

.3

0.8

Neg

ligib

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dver

se



11.7 Mitigation

Construction Phase

11.7.1 Carillion will incorporate specific noise abatement measures as part of the CEMP following the principals of ‘best practicable means’ during construction:

� Undertaking of a letter drop to local residents detailing the duration and type of works to be undertaken. A contact telephone number should also be provided in the event of complaints:

� Maintenance of plant to minimise the noise produced by operations on site and acoustic enclosure of static plant where appropriate;

� All vehicles and mechanical plant to be fitted with effective exhaust silencers and maintained in good working order;

� Machinery that is used intermittently would be shut down or throttled back to a minimum during periods when not in use;

� Static plant known to generate significant vibration levels to be fitted with acoustic dampening;

� In accordance with CC guidance, working hours of works which are audible outside the site boundary limited to 07:00 – 19:00 weekdays, 07:00 – 16:00 on weekends and Bank Holidays.

� Plant, such as generators or pumps that are required to operate before 08:00, after 18:00 or at the weekend are surrounded by an acoustic enclosure or portable screen where appropriate.

11.7.2 During the course of the construction programme, supervision of the works would include ensuring compliance with the limits detailed above or those set down by CC.

Operational Phase Barriers

11.7.3 The DMRB (HA213/08) suggests that mitigation measures to reduce noise levels associated with a scheme should be considered when the predicted long term impact is greater than 3 dB(A), equivalent to a moderate increase. 3 receptors are predicted to experience an increase greater than this; R14 (78 Carn Brea Lane), R15 (footpath) and R27 (Pendle).

11.7.4 The assessment has demonstrated that there are some receptors that will experience a noise level greater than 68 dB(A) and an increase of 1 dB(A) in the long term. Therefore there is the potential that receptors will require works under the Noise Insulation Regulations (NIR).

© Mouchel 2009 153



11.7.5 The results of the DMRB assessment have indicated the need for further mitigation at 78 Carn Brea and footpath the adjacent footpath which can be seen on scheme Figure 750244-R-PA004-11.16. However R15 represents a transient receptor as users of the footpath are only temporarily exposed to noise from the new road. For this reason, further noise mitigation at R15 has not been proposed.

11.7.6 A 1.5m high noise barrier has been proposed along the new link road between Dudnance Lane and Wilson Way adjacent to 78 Carn Brea Lane and the footpath. A 2m high noise barrier has also been proposed to the western end of the scheme at the junction of the new link road with Dolcoath Road as shown on 750244-7-.331 F.

11.7.7 The modelled barriers are assumed to be constructed of close-battened, non-perforated timber panels with no gaps and a weather-proof finish, with a minimum mass per unit area of 20 kg/m².

Table 11.12 – Predicted noise levels and changes in 2013 for do-minimum and 2028 do-something scenarios with the noise barriers

Predicted Ambient

Façade Noise Level L10, 18h

dB(A) I.D

Sensitive Receptor Location

Calculation Floorxvi

2013 DM

Predicted Change dB(A)

Magnitude of Impact

2028 DS

Minor Beneficial Ground 66.9 65.9 -1.0 78 Carn Brea

Lane R13 First 66.8 66.9 -0.1 Negligible

Minor Beneficial Ground 56.3 54.8 -1.5 Rear of 78

Carn Brea Lane

R14 Moderate Adverse First 56.4 60.9 4.5

Minor Adverse Ground 53.7 55.5 1.8

R27 Pendle Major

Adverse First 54.2 59.6 5.4

Ground 56.2 56.2 0.0 No Change R28 Burnshot

First 56.8 57.4 0.6 Negligible

Ground 47.0 47.8 0.8 Negligible 30 Church View Road R29 Minor

Adverse First 47.2 48.2 1.0

xvi Ground = height of 1.5m, First = 4m height

© Mouchel 2009 154



11.7.8 With the proposed barrier implemented at Carn Brea Lane, Table 11.12 shows this receptor is expected to experience a minor decrease in noise level at ground floorheight and a moderate increase at first floor height.

11.7.9 With the proposed barrier implemented at the Dolcoath Road junction, all receptors at ground floor are predicted to experience an increase in noise level no greater than minor in magnitude.

11.7.10 The installation of the noise barrier will be subject to landowner agreement.

11.7.11 R27 (Pendle) is predicted to experience a major adverse impact at first floor height (4m). Engineering constraints in this area dictate that the location of the noise barrier is close to the receptor rather than the new road. Also, at this location the new road is elevated on an embankment. Therefore it is not feasible to place a noise barrier of sufficient height to reduce the noise level at first floor height.

11.8 Residual Impact Construction Phase

11.8.1 Based on the information available at the time of assessment and assumptions made in the noise model, it is likely that construction activities will exceed the noise level threshold values in Table 11.5. However, noise and vibration from construction activities is relatively temporary in nature and likely to be limited to the areas immediately surrounding the works.

11.8.2 The significance of this exceedence will depend on the specific mitigation measures and working methods used by the Contractor.

11.8.3 The potential of construction to cause vibration that is either significantly intrusive or capable of giving rise to structural damage is considered to be unlikely if appropriate working methods and best practice are followed.

Operational Phase

11.8.4 With the use of LNS and two barriers at Carn Brea Lane and Dolcoath Road junctions with the new road, it is predicted that a significant number of properties would experience a minor decrease in noise level as a result of the scheme.

11.8.5 Some properties to the north of the Red River Valley bridge are likely to experience an increase in noise level of moderate magnitude (between 3-5 dB(A)) in the long term. The use of a noise barrier along this section of the road is not feasible.

Potential Qualification of Sound Insulation

11.8.6 The assessment has demonstrated that there are some receptors that are likely to experience an increase of noise level of more than 1 dB(A) in the long-term and the noise level is greater than 68 dB(A). Therefore it is recommended that a NIR assessment is undertaken to determine potential qualification of sound insulation by CC as the highways authority.

© Mouchel 2009 155

Camborne Pool Redruth Major Scheme

Best and Final Funding Bid

Appendix 3

Environmental Impact Appraisals

EXTRACTS FROM PLANNING APPLICATION ENVIRONMENTAL STATEMENTS

PHASE 1 2008

PHASE 2 2009

3.3 COMMUNITY EFFECTS (NMUs)

CPR Regeneration

Highway Infrastructure Project – Phase 1


© Mouchel 2008 137

13 Pedestrians, Cyclists, Equestrians andCommunity Effects

13.1 Introduction

13.1.1 This chapter reports the findings of the assessment of potential impacts onpedestrians and cyclists associated with the proposed road corridor, and whererelevant, the wider non-motorised user (NMU) network of routes.

13.2 Statutory and Planning Context

13.2.1 There are no statutes directly addressing NMU interests. Planning policy statements(PPS) and Government white papers relating to sustainable development andreducing dependency on vehicle-based modes of transport are, however, reflected indevelopment planning policies.

13.2.2 Consideration of the impact of the proposed scheme in relation to the relevantpolicies and plans contained in these documents is provided in Chapter 17.

13.3 Scope of the Assessment

13.3.1 DMRB Volume 11 indicates issues which should be considered in relation to NMUsand which are frequently associated with the planning and implementation of majorroad projects. The guidance focuses on the need to establish current NMU activitywhich could potentially be disrupted, severed or subject to changes in amenity valueas a result of the introduction of a proposed road scheme. The guidance drawsattention to three key issues; travel patterns for pedestrians, cyclists equestrians andlocal vehicular traffic, journey length and amenity value (this takes account of safetyand ambience) and accessibility to community facilities by such users.

13.3.2 In their scoping opinion (Appendix B.1) Cornwall County Council, as the competentauthority for the planning application, indicated that the EIA for the proposed schemeshould consider identified recreational uses, rights of way and permissive footpathsas being aspects of interest in relation to the assessment.

13.3.3 A review of earlier work undertaken during the preliminary planning stages for theproposed scheme indicated that there could be potentially significant impacts forpedestrians and cyclists, but that there would not be similar potential in relation toequestrians. It also recognised that whilst local journeys by car would benefit byvirtue of the relief of traffic on the existing A31047, the scheme would not sever ordisrupt local journeys between the local communities and established communityfacilities. It was accordingly concluded the assessment should, in this instance befocused on:

� A detailed assessment of existing pedestrian and cyclist use within the

proposed scheme corridor and wider area and the implications for such use

with the proposed scheme in place; and

� An assessment of potential severance between the community and community

facilities with the proposed scheme in place.

13.3.4 The study area adopted for the assessment is defined as the network of rights ofway and permissive routes shown in Figure 13.1 which can be found in Volume 2 of

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this ES. This includes such facilities contained within the by the relevant study areafor the assessment was identified as being the confines of the proposed roadcorridor (the proposed highway boundary) and any other parts of the local networkthat would be linked by the footpaths/cycleways proposed as part of the scheme(Figure 13.1).

13.3.5 The timescale for the assessments recognises that such impacts can occur duringconstruction and once the proposed scheme and any design measures intended toaddress potential impacts or enhance opportunities for NMUs and local drivers havebeen established following construction (Opening Year). The assessment of impactsduring construction is reported in Chapter 8, Disruption due to Construction. Thefindings of the Opening Year assessment are reported in this chapter.

13.4 Method of Assessment

13.4.1 The assessment has been undertaken in accordance with the guidance detailed inVolume 11, Section 3, Part 8 of the DMRB (1993).

13.4.2 It has involved the following key tasks:

� Investigation of changes to journey length and travel patterns for pedestrians

and cyclists;

� an evaluation of changes in user amenity; investigation of potential changes in

severance for users of community facilities;

� identification of appropriate mitigation measures: and

� an evaluation of the residual impacts and their effects.

Changes in Journey Length and Travel Patterns

13.4.3 This has involved:

� identification and mapping of the existing provision for pedestrians and cyclists

within the study area. Information has been received from CCC relating to

designated rights of way and from the Council and local interest groups

(including Disability Cornwall and Sustrans) in relation to non designated

facilities.

� review of available data relating to existing levels of use by pedestrians and

cyclists along the A3407. The information has been based on pedestrian and

cyclist surveys undertaken by Cornwall County Council located in appendix J1

and J2 in Volume 2 of the ES.

� analysis of existing patterns and levels of use based on the mapping and data;

� measurement in changes in journey length and estimates of changes in

journey times, taking into account proposed modifications to existing routes

and any proposed additional provision for such relevant users included as part

of the proposed scheme;

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� evaluation of the adverse and beneficial impacts of the identified changes;

� identification of any further appropriate measures to mitigate any significant

adverse impacts; and

� evaluation of the residual impacts and their effects.

Changes in Amenity

13.4.4 This has involved evaluation of the existing amenity value of the routes includedwithin the study area. Factors influencing the evaluation have included function ofthe route/ purpose of journey, safety, proximity and exposure to traffic-related noiseand pollutants and the visual context of the route.

13.4.5 Comparison has then be made with the existing or modified route, taking intoaccount the proposed modifications to the existing provision and the implications oflandscape and environmental measures included as part of the proposed scheme ascontributors to potential changes in amenity value. In instances where mitigationbeyond the measures included in the original design proposals has been identifiedand included as part of the proposed scheme, a further evaluation of the amenityvalue of such routes has been undertaken. This takes account of the amenity valuein the Opening Year and the Design Year, thus allowing the effectiveness andinfluence of measures such as planting to be taken into account.

Community Severance

13.4.6 This has involved:

� identification and mapping of existing community facilities such as local

shopping areas, post offices, leisure facilities and recreational areas, schools,

health centres, libraries et al, within the study area;

� analysis of existing links between communities and the identified facilities in

terms of the key routes currently providing for access between the community

and facilities;

� evaluation of severance using guidance provided in the DMRB.

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Evaluation of Severance

13.4.7 The guidance in the DMRB stipulates specific criteria which are taken as an indicatorof the order of impact (minor, moderate or substantial) where the proposed schemewould result in increased severance. It also provides indicators for relief ofseverance in the form of overall reductions in traffic volumes using an existing urbanor rural road as a result of the implementation of a scheme. The proposed schemeand existing roads which have been assessed have been classed as urban roads.

13.4.8 The traffic data for the analysis of changes in flows on existing roads has beenbased on the forecast flows derived from the traffic modelling for the proposedscheme and adjusted to vehicle units per day.

Evaluation of Impacts

13.4.9 The resultant impacts prior to and post proposed mitigation are described in terms ofthe order of increased severance or relief of severance, the numbers of userspotentially affected and the predicted change in amenity value.

13.5 Baseline Conditions

Public Rights of Way and Existing Paths and Cycleways

13.5.1 The rights of way, permissive paths and other routes identified as being relevant tothe assessment are shown in Figure 13.1.

13.5.2 The wider CPR region has a broad PROW network particularly in the area to thesouth of the scheme leading up to the peak of Carn Brea. There are also severalstrategic pedestrian and cyclist routes that have been developed in the wider area,specifically the Cornish Way which includes the Mineral Tramways Trails (some ofwhich is currently in development) and the Engine House Trail.

13.5.3 Apart from the Cornish Way network, the local provision for cyclists is very limited.There is a cycle route (on-road) that runs along Tincroft Road, parallel and to thesouth of the railway line. There are no cycle lanes on any of the roads within thestudy area to the north of the railway line. The A3047 has on-road cycle provisionfor sections of its route but it is broken in several places. Cycling on all of the publichighways without provision for cyclists is not preferable and potentially dangerous.

13.5.4 There is one bridleway (which can be seen on Figure 13.1) in the vicinity of thescheme which is located to the north west of East Hill junction. Due to the urbanisednature and distance of the proposed scheme to the bridleway it is unlikely that anyimpact will occur.

13.5.5 There are two PROW that intersect the scheme; footpath No.4 and footpath no.33.Footpath No.4 runs from Carn Brea Lane southwards to the east of the Duchy SportsStadium. From here it passes on a footbridge over the railway and provides accessto Carn Brea and the area south of the railway line. Pedestrian counts on thisfootpath were not undertaken but it is considered important as it provides a linkacross the railway line of which there are only 5 (including this one) betweenDudnance Lane and the Barncoose Link Road. Footpath No.33 also acts as one ofthese pedestrian connections across the railway line. It starts and finishes on therailway bridge pedestrian crossing leading to Station Road. Again, no pedestriancount information is available for this route however its strategic importance as aconnection across the railway leading to Carn Brea Leisure Centre is high.

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13.5.6 The pavements along the existing Dudnance Lane and Wilson Way have variousuncontrolled crossing points at junctions. The area of open space owned by theDuchy Sports Stadium and running adjacent to footpath No.4 appears to befrequently used (there is a well worn path) as a cut through between the railwaybridge and the residential units on Carn Brea Lane.

Community Facilities

13.5.7 Important community facilities associated with the study area are shown in Figure13.1 and are scheduled in table 13.1. The table also gives an indication of theirproximity to the scheme and their sensitivity to the proposals. There are no primaryor secondary schools or doctors surgeries within 500 m of the construction orhighways boundary.

Table 13.1 – List of community facilities located in the environs of the proposed scheme

Name Location Distance fromScheme (m)

Description

Pool Industrial Estate Pool, to the north ofWilson Way

<100 An important, long establishedbusiness centre for the area.High community value asprovides a large number ofjobs to the community.

Barncoose IndustrialEstate

On Wilson Way to theeast, near theBarncoose Link Road

<100 The estate is an importantbusiness centre in the area.High community value asprovides a large number ofjobs to the community.

Trevenson Road RetailPark

On Trevenson Road(A3047) next to EastHill junction.

<100 Comprises a small collection ofretail units including a largeB&Q store.

Dudnance Lane RetailPark

On Dudnance Laneopposite South Crofty.

<100 Large retail unit containing alarge Tesco and Homebasestore.

Pool Market Off Station Road,opposite to the Stadiumand Leisure Centre.

<100 Large indoor market, open atthe weekend.

Carn Brea Stadium andLeisure Centre

Where Dudnance Lanemeets Wilson Way.Bordered to the southby the railway line.

<100 Stadium and incorporatedleisure centre. The only one inCPR.

Cornwall College Closest campus islocated to the north ofthe A3047.

250 College with over 3,500students. Campus in CPR hasover 150 full time courses.

Camborne RedruthCommunity Hospital

Barncoose, to the eastof the proposedscheme.

250 Mid sized with three inpatientwards and a range of outpatient wards.

South Crofty On Dudnance Lane onthe western kerb.

<100 South Crofty is one of thegreat mines of Cornwall thatworked continuously for over300 years. Further informationis provided in Chapter 7 of thisreport. South Crofty iscurrently closed put there areseveral plans to reopen it formining in the future.

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13.5.8 Accessing all of these community facilities has the potential to involve NMU travelusing routes that will potentially be affected by the proposed scheme.

13.5.9 The current provision of access to the community facilities is via on street footways,and PROW. There is currently very poor provision for cyclists to access thesefacilities.

Existing Amenity Value and Severance

13.5.10 Currently the A3047 is above capacity for a single carriageway urban road carryingbetween 15,000 and 24,000vpd (vehicles per day, taken from the MSBC). Moreoverit is constrained by frequent junctions and direct residential and business frontages.

13.5.11 Consequently there is traffic build up throughout the day creating a degree of lowamenity value by impeding pedestrian and cycle movements and affecting the qualityof life of residents. The high traffic volumes on the A3047 currently cause severanceto the existing communities and affect quality of life of the residents especially thenumerous residential developments fronting the A3047 for much of its length as wellas Roskrow School on Pendarves Street and Camborne College on TrevensonRoad.

Levels of Existing Use

13.5.12 Pedestrian counts have been undertaken by CCC along the A3047 (see appendixJ1). Pedestrians crossing East Hill Junction were surveyed from 2004 to 2006. Thedaily number of pedestrians walking between Redruth and Camborne over thisperiod can be seen in Table 13.2

Table 13.2 – Average daily pedestrian counts along the A3047 between 2004-2006

Pedestrian Group Redruth to Camborne* Camborne to Redruth*

Able bodied 213 180

Vulnerable (children & elderly) 91 61

* av. per day between 2004-2006

13.5.13 The information in Table 13.2 is based on a one day count each year over the threeyear period and therefore does not provide an accurate measure of change overtime. It does however provide an indication of NMU movements between Camborneand Redruth and therefore a qualitative assessment can be completed.

13.5.14 Cyclist counts along the A3047 have also been undertaken by CCC (see appendixJ2). The number of cyclists taken as an average over the 2004-2006 movingbetween Camborne and Redruth exiting East Hill junction can be seen in Table 13.3.

Table 13.3 – Average daily cyclist counts exiting East Hill junction between 2004-2006

Redruth to Camborneexiting East Hill*

Camborne to Redruthexiting East Hill*

Entering DudnanceLane from East HillJunction*

Number of cyclists 83 59 11

* av. per day between 2004-2006

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13.5.15 The information in Table 13.3 is based on a one day count each year over the threeyear period. Additional data taken from the wider A3047 (on Pendarves Street to thewest of East Hill and on Agar Road to the east of East Hill)) between 1993-2005shows a general decrease in cyclists, particularly on Pendarves Street. Figure 13.2shows this trend.

13.5.16 Accident data was provided by CCC for the A3047, Dudnance Lane and TolvaddonRoad. This information represents all of the accidents involving pedestrians andcyclists from 1997 to 2007. There has been 1 fatality, 9 serious injuries and 49 slightinjuries over this period. In total there were 73 recorded accidents (including thosewhere no injury was sustained to either pedestrian or cyclist) in the study area. Ofthe accidents, 2 occurred on Dudnance Lane; one caused minor injury and the othercaused damage but no injury to human life.

13.5.17 Based on data derived from the traffic model for the proposed scheme, currentvolumes of traffic using Dudnance Lane and Wilson Way are 5583 and 3039 AADTrespectively.

13.6 Impact Assessment

PROW and Cycle Routes

13.6.1 The proposed new section of road between Wilson Road and Dudnance Lane wouldsever Footpath No. 4. The footpath would be locally diverted via the proposedroadside footpath for approximately 100m. Provision has then been made for a non-signalised crossing of the new road which would include a central pedestrian refuge,prior to returning to the line of the existing PROW as it runs south towards therailway. This would constitute new severance for an unknown number of users byvirtue of the need to cross a road with a predicted 8,500 vehicles per day and anincreased journey length of some 100 m. The resultant impact would be moderateand adverse.

13.6.2 The merging of the new section of road with Dudnance Lane would not impactfootpath No. 33 as it finishes before it reaches the curve of Station Road andDudnance Lane. There will however be severance of the continuing pedestrianroute that passes up Station Road into Pool. This route will need to be diverted westto the controlled junction of Dudnance Lane and Tincroft Road then back to thebeginning of Station Road. The overall diversion of this pedestrian route is over 250m therefore it is assessed as a minor adverse impact.

13.6.3 The provision of new dedicated access for cyclists along the full length of theproposed scheme would constitute a significant benefit and will serve to Cycle routesare proposed along all sections of the road improvements. Currently there are noprovisions for cyclists so a beneficial impact will be felt. The impact of this designmeasure on the cycle network will be substantial beneficial.

13.6.4 Access to most of the industrial units along Wilson Way will be amended by theproposed scheme. A drop kerb entrance with priority for pedestrians and users ofthe cycleway will be employed reducing the conflict between vehicles and NMUs.The footways and cycleways will also be landscaped, improving the amenity of thearea. An uncluttered approach has been taken to the streetscape design, ensuringthe views of Carn Brea and surrounding area are maintained. A detailed descriptionof the landscaping arrangements proposed for the scheme is described in chapter10. These measures are likely to improve the safety and amenity for pedestriansand cyclists and will cause a moderate beneficial impact.

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13.6.5 During the construction phase a temporary diversion will be put in place. It isexpected that pedestrians will be diverted in accordance with best practice. Moredetailed information is available in the CEMP which is located in appendix E1 inVolume 3 of this ES. Due to the temporary nature of the construction period theimpact will be minor adverse.

Severance

13.6.6 The levels of traffic on Dudnance Lane, Dudnance Lane to Wilson Way and WilsonWay will increase due to the change in traffic distribution. Table 13.4 shows theopening year (2012) ‘do minimum’ and opening year ‘do something’ mean AADT forthe three sections of road.

Table 13.4 – Opening year AADT for three road sections

Road Section AADT 2012 do minimum AADT 2012 do something

Dudnance Lane 6,954 7,818

Dudnance Lane to Wilson Way n/a (not constructed) 8,528

Wilson Way 5,028 7,553

13.6.7 The traffic model for the proposed scheme has identified changes in flows alongDudnance Lane and Wilson Way lower than the 8,000 vehicles per day threshold forconsidering increased flow as an indicator of severance. The section of new road willcause new severance between the Carn Brea and the industrial area of Pool. At thislocation there will be an increase of 8,528 vehicles per day therefore causing amoderate adverse impact (using DMRB criteria).

13.6.8 The crossing facilities will be improved with both controlled and uncontrolledcrossings. These improved crossing facilities will reduce the severance tovulnerable people including children and the elderly. The increased facilities willresult in a moderate beneficial impact.

13.6.9 Amenity will be temporarily affected during construction phase by the nature of theintrusive works. Any route diversions around demarcated working areas will result ina reduction in the experience of users as construction activities become a dominantfeature in views across the study area. These impacts would be temporary and notsignificant.

13.6.10 The impacts are summarised in Table 13.5.

13.7 Mitigation

13.7.1 Mitigation will be required during the construction phase to minimise the impact onNMUs whilst construction is underway. Pedestrians will be re-routed in accordancewith best practice and temporary crossing points will be put in place if necessary. Adetailed account of the mitigation measures proposed will be available in the CEMPprior to the construction commencing.

13.8 Residual Effects

13.8.1 The residual benefits for cyclists and pedestrians include better crossing provisionand increased safety due to the design changes in the access to industrial units.The increase in severance caused by the new section of road will cause an adverse

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impact but, suitable measures in the design have been put in place to ensure thisimpact is reduced to acceptable levels.

13.8.2 It is considered that the overall impacts of the proposed scheme will be moderateadverse (for users of footpaths 4 and 33) and moderate beneficial for users ofDudnance Lane and Wilson Way.

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13 Community and Private Assets

13.1 Introduction 13.1.1 This chapter reports the findings of the assessment of potential impacts on

community and private assets.

13.2 Scope of Assessment 13.2.1 The DMRB is currently undergoing several changes including the merging of Land

Use and Community aspects into a Community and Private Assets section. For the purpose of this chapter the assessment topics from the Land Use and Community section of the Pedestrians, Cyclists, Equestrians and Community Effects chapter have been reported and assessed.

13.2.2 The five areas of interest in this section which are frequently impacted upon by major road schemes include:

� demolition of private property and associated land take;

� effects on development land;

� effects on agricultural land;

� loss of land used by the community; and

� community severance.

13.2.3 The proposed scheme will involve the demolition of 4 buildings and will require the acquisition of privately owned, Council owned and agricultural land.

13.2.4 Due to the nature of the development and the potential associated impacts, all of the above categories have been scoped into the assessment. The study area has been defined by identifying the potentially affected existing or planned use developments within the footprint of the proposed scheme. The wider community centres of Camborne, Pool and Redruth have been included in the study area for the community assessment as existing networks between these centres will be impacted by the proposed scheme.

13.2.5 The assessment considers permanent loss, where land would be taken into the highway boundary upon completion of construction, and temporary loss, where areas required solely for construction would be returned to former use.

13.3 Statutory and Planning Context 13.3.1 Several documents including national, regional and local guidance, policies and

plans have informed the assessment of impacts. These documents are outlined in Table 13.1 with a brief description of the nature of their consideration and relevance to the community and private assets assessment.

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Table 13.1 – Policy documents considered in the assessment

Guidance, policy and/or plan

Comment

PPS1: Delivering Sustainable Development, ODPM, 2005

Sustainable development is the core principle underpinning planning. This policy promotes community cohesion, seeks to reduce social inequalities, addresses accessibility to community assets and delivers safe healthy and attractive places to live.

The proposed scheme will allow future development and regeneration to occur in the CPR region through the proposed Tuckingmill, Dolcoath, Heartlands and Dudnance Lane developments. These strategic projects are in varying stages of development and will all make use of the proposed highway. The proposed highway development complies with the themes within this policy.

Regional Planning Guidance 10, Government Office for the South West, 2001

RPG10 provides a regional spatial strategy (RSS) within local authority development plans and sets a broad development strategy for the period to 2016.

The document identifies the Camborne, Pool and Redruth area of Cornwall as an important area for promoting economic and employment growth and regeneration. This is iterated in policies SS3 and SS6.

The proposed scheme will provide improved infrastructure which will enable the regeneration of the CPR region. The proposed highway development complies with the themes within this policy.

Draft Regional Spatial Strategy for the South West, South West EiP, 2007

The Draft RSS for the South West is currently under consultation and has not yet been formally adopted. The Assembly approved the draft RSS in March 2006 prior to its public consultation during the summer of 2006. Following this a number of changes were proposed which are currently being included prior to the final publication.

CPR is identified as a regional regeneration priority with substantial scope for regeneration, notwithstanding the parts of the World Heritage Site.

The proposed scheme will provide improved infrastructure which will allow for the regeneration of the CPR region. The proposed highway development is fundamental to meeting the strategic objectives of growth for the CPR area.

Cornwall Structure Plan, Cornwall County Council, 2004.

This Plan forms a framework, setting out the long term strategy for development in Cornwall, considering priorities for the economy, transport and the environment.

Policy 17 outlines the local vision for the CPR Region and identifies it as a strategic priority for regeneration and growth. It identified Pool and Tuckingmill as specific areas for business growth and housing. According to this policy the number of new homes for CPR up to 2016 is anticipated to be about 3,400 dwellings, although the more recent Area Action Plan predicts between 9,400 and 11,100 new dwellings.

The proposed scheme will provide improved infrastructure which will facilitate for the regeneration of the CPR region.

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Guidance, policy and/or plan

Comment

Area Action Plan for Camborne, Pool, Illogan and Redruth Preferred Strategy Consultation Document, Kerrier District Council, 2009.

This strategy outlines the most appropriate locations and scale of new housing, employment, retail development etc. The strategy is currently under consultation and has not yet been adopted by Cornwall Council.

The development of an east / west link road starting from Dolcoath in Camborne to Barncoose Hospital on the edge of Redruth, is identified as essential to accommodate additional traffic to ensure the area can cope with the planned growth.

The proposed scheme will deliver this east / west link road and will allow for the future generation of the area with forecast additional capacity.

13.4 Method of Assessment 13.4.1 The Highways Agency is currently in the process of updating the guidance relating to

Community and Private Assets and has not yet produced a guidance document. This assessment has been completed in accordance with the guidelines detailed in Volume 11, Section 3, Part 6 of the DMRB (2001) and the Community Effects section of Volume 11, Section 3, Part 8 of the DMRB (1993).

13.4.2 The assessment has been based on a comprehensive investigation of the location, nature and extent of the existing and planned uses within the vicinity of the scheme. It includes areas where the proposed scheme alignment would require land, impact on existing access, change amenity value or impact on community severance by virtue of proximity to the road and its associated traffic. This has involved:

� Site visits;

� Responses to consultations;

� Liaison with landowners;

� Liaison with the Land Registry;

� A review of aerial photographs of the area;

� Reference to OS mapping for the local area;

� A review of the Phase 1 Planning application;

� A review of the MSBC report for the project; and

� A review of development plan documents and the local planning register.

13.4.3 Land types were assigned to each plot according to the nature of the business use. These were informed by site visits and through consultation with relevant business/land owners and discussions with the Land Registry.

13.4.4 Additional details of the consultation with landowners can be found in the two consultation reports 750244-R-PA007 and 750244-R-PA008 located in this planning application.

Impact Significance

13.4.5 The evaluation of impacts has involved consideration of the nature of the existing or planned use, the sensitivity in relation to the proximity to the road development, the extent of land that will be taken by the proposed scheme (in relation to the land

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holding), severance and accessibility, implications of continued viability, and finally, changes in amenity and community impacts.

13.4.6 The area and percentage of land take in relation to each plot has been identified and is discussed below.

Impact criteria

13.4.7 Adverse impacts have been rated in accordance with the importance of existing or intended use and the severity of impact as detailed in Table 13.2. These have been inferred from the guidance outlined in the DMRB Land Use and Community sections.

13.4.8 In instances where there may be beneficial impacts the significance of impact has been used in accordance with Table 13.2 below.

Table 13.2 – Impact criteria

Impact Rating Criteria

Substantial Beneficial Development which will allow for a strategically important use of new land to meet objectives in national policy. Development which will provide substantial relief from severance.

Moderate Beneficial Development which will allow for an important use of new land to meet objectives in regional policy. Development which will provide relief from existing severance.

Minor Beneficial Development which will allow for the use of new land to meet objectives in local policy. Development which will provide some relief from existing severance.

Negligible Where there would be a barely discernable impact on use or associated amenity value.

Minor Adverse Where there is land take peripheral to use; activity to the extent that it temporarily precludes use; and / or loss of amenity that does not compromise use.

Moderate Adverse Development which will result in land take to the extent that it compromises but does not invalidate use; activity to the extent that it precludes use for a protracted period; and/or loss of amenity to an extent that it compromises but does not deter use.

Major Adverse Where there is land take to the extent that it precludes existing or intended use; activity to the extent that it permanently precludes use; and

loss of amenity to an extent that deters use.

© Mouchel 2009 169



13.5 Baseline Environment 13.5.1 The land use associated with the wider CPR area reflects a history of mining, which

no longer supports the local economy, however mining is still ongoing albeit on a small scale at present. Whilst the area has suffered more than many as a result in the demise of its traditional industries, it has maintained its status as one of Cornwall’s main employment centres. It is one of Cornwall’s main centres for housing growth due to the opportunity for employment and the connecting infrastructure which is superior to other areas in Cornwall.

13.5.2 Camborne, Pool and Redruth have a mix of industrial, commercial and residential areas and the area has become known as Cornwall’s economic hub, providing a range of job opportunities for a range of skill levels. The populations of Camborne, Pool and Redruth have grown significantly but remain distinctive. There are numerous housing opportunities in the area which is reflected in the Local Plan and Area Action Plan (see section 13.3).

13.5.3 Phase 2 of the proposed highway runs from Dudnance Lane, Pool, north of South Crofty mine, through disused and derelict land and farmland to a residential area (Dolcoath) in Camborne. Camborne contains a mix of housing and employment uses and has a town centre, providing retail for local residents and neighbouring villages. In comparison, Pool contains much of the old industrial remains of the copper and tin mining heritage. It is heavily industrialised with major focus on employment. The area between Pool and Camborne is open and disused with an area currently used for agriculture. The Red River Valley separates the two areas. There are aspirations for a mixed use development here which will include a school, residential and commercial uses.

Land Use

13.5.4 The CPR Region has a mix of residential, commercial and industrial centres spread throughout. The land use surrounding Phase 2 of the proposed scheme is predominantly disused/agricultural land either side of the Red River Valley with a residential area (surrounding Dolcoath Road and Dolcoath Avenue) to the western end and an industrial facility (South Crofty Mine) to the eastern end. The proposed alignment crosses the Red River Valley which runs adjacent to Chapel Road which has a number of residential buildings to the north.

13.5.5 There are plans for the wider development of large areas of land surrounding the proposed Phase 2 development including plans for a mixed use development in Tuckingmill, adjacent to the South Crofty Mine, a residential development at Dolcoath and a mixed use development at Dudnance Lane. These developments are in various stages of planning and form an integral part of the future regeneration of the area as detailed in the policies outlined in section 13.3.

Community Assets

13.5.6 There are a number of community facilities spread throughout Camborne, Pool and Redruth. These can be seen on Table 13.3.

© Mouchel 2009 170



Table 13.3 – List of community facilities in Camborne, Pool and Redruthxviii

Facility Camborne Pool Redruth

�� Leisure Centres, Skate Parks and Sports Pitches

� � Council Buildings

�� Schools

� �� Libraries

� Registry Office

� � Approved Marriage Venues

� Job Centres

� � Fire Station

� � Railway Stations

� = One facility

13.5.7 Camborne, Pool and Redruth all have a number of key community facilities. Each one of these towns is considered to be a separate community although their connectivity as a unit is fundamental to the successful regeneration proposals for the growth of the region which is iterated in several of the key policy documents outlined in this chapter.

13.5.8 The connectivity between Camborne, Pool and Redruth is, in the majority, limited to the A3047. This road is above capacity, particularly where it crosses East Hill which connects travellers exiting/entering the A30. There are currently works underway which will increase the capacity at East Hill.

13.6 Impact Assessment Land take

13.6.1 The proposed scheme will involve a significant loss of land from four privately owned plots and one plot owned by Cornwall Council (CC). The following section outlines the impacts on each of the landowners within the footprint of the scheme.

Western United Mines Ltd

13.6.2 The largest area of land take of the proposed scheme will occur at the eastern edge where it will sever the South Crofty Mine, currently owned by Western United Mines Ltd (WUM). WUM manage the entire plot (which can be seen on drawing 750244-9-014 B in the scheme drawings folder) although this is split up into a number of holdings by subsidiary companies including Baseresult Holdings Ltd, Crofty

xviii Information taken from Cornwall Council Interactive Mapping on 02/09/09 http://mapping.cornwall.gov.uk/website/ccmap/

© Mouchel 2009 171



Developments Ltd (both labelled as plot 5120), CPR Urban Regeneration Company (labelled as 5125) and Study Homes (labelled as 5115).

13.6.3 The proposed highway will run through the middle of the land owned by WUM and would potentially sever it to the north and south. The scheme has been designed to mitigate this to retain access links between both plots of land. This alignment has been selected in consultation with the landowner who has aspirations to move the mining operations from the northern section of their plot. All mining activities and infrastructure are currently proposed to be relocated to the south of the scheme proposal leaving the northern area available for future development. The access provision provided by the scheme will allow for temporary access to be maintained although the area is largely disused and appears derelict at present.

13.6.4 The proposed highway will involve the demolition of a building, namely a large disused grinding plant with associated infrastructure. The building is in a state of disrepair and potential impacts relating to the demolition of the building are discussed later in this section.

13.6.5 The total area required to be purchased from WUM is 33924.5m².

13.6.6 It is considered that the proposed highway will have a minor adverse impact on the WUM land plot due to the land take and severance caused. The land which will be severed is peripheral to use as the mining activities are being relocated to the south of their land and the importance of the mine is considered to be regional.

Tuckingmill Investments Ltd

13.6.7 Land owned by Tuckingmill Investments Ltd will be severed by the proposed highway, as can be seen labelled as plot 5100 on drawing 750244-9-013 B in the scheme drawings folder. This land, combined with additional adjacent land, has been identified for future development known as the Tuckingmill Urban Village. At the time of submission of this ES no formal planning application has been submitted. A consultation exercise has been undertaken by Tuckingmill Investments Ltd which identified a number of options for the proposed mixed use development, all of them have been developed taking the current scheme alignment into consideration, but only some of which have been tailored to the exact proposed scheme junction layout. Consultation on the potential options for the Tuckingmill development is currently underway and four options are being considered.

13.6.8 The total area required to be purchased from Tuckingmill Investments Ltd is 15180.2m² although this, amongst other, land is already identified as highway in the current Area Action Plan for the regeneration of the area.

13.6.9 It is considered that the proposed highway scheme will have a moderate beneficial impact on this land plot as it will have the potential to allow the development of currently disused land potentially creating community assets and residential areas for the local area.

Privately Owned Agricultural Holding

13.6.10 A privately owned agricultural holding, currently pasture with cattle, will be severed by the proposed highway scheme leaving two land plots to the north and south. The scheme has been designed to retain access between the two severed parcels of land which will reduce the impact of severence of the farm. This can be seen

© Mouchel 2009 172



labelled as 5095 on drawing 750244-9-012 B in the scheme drawings folder labelled under D L Arthurs ownership.

13.6.11 The total area required to be purchased from the privately owned agricultural holding will be 13863.8m².

13.6.12 The proposed highway will involve the demolition of one farm building which is disused. This is discussed later in this section.

13.6.13 It is considered that the proposed highway will have a minor adverse impact on the agricultural holding due to its minor importance in the local area and its potential to compromise the farm.

13.6.14 A section of the farm’s land is also included in the plans for the Tuckingmill Urban Village.

Brownfields Investments Ltd

13.6.15 Sections of two plots of land owned by Brownfields Investments Ltd will be purchased for the development of the proposed highway scheme. These plots, which can be seen on drawing 750244-9-011 B in the scheme drawings folder, are currently disused land which were purchased for the intention of development. A formal planning application (reference No. PA08/01911/O) for the construction of 18 residential units was submitted to Kerrier District Council on 19th November 2008. This application was refused on the basis that it would prejudice the delivery of an East West link road and other accommodation required in association with it.

13.6.16 An area which is 3367.3m² in size will be required for the proposed highway.

13.6.17 It is considered that the proposed highway will have a negligible impact on the plot as it is currently disused land.

Cornwall Council

13.6.18 The proposed highways scheme will intersect two plots of land owned by Cornwall Council located in the Red River Valley (16074.9m², labelled as plot 5110 on drawing 750244-9-013 B in the scheme drawings folder) and to the west of the scheme near Dolcoath Road (5979.1m², labelled as plot number 5045 on drawing 750244-9-011 B in the scheme drawings folder). The land in the Red River Valley is currently disused although there are current proposals for the development of a mixed use ‘mineral tramway’ which will run adjacent to the Red River. This is discussed in the assessment on all travellers in Section 12 of this ES.

13.6.19 The second area of land owned by Cornwall Council is located to the west of the scheme and comprises mowed grassland currently used for recreation and a non designated area of open space known as Wheal Harriet. This area is a triangle of open space with park benches and a mine shaft. The proposed scheme will completely remove a section of this open space although this will be compensated for within the scheme design. The replacement area of open space will include park benches and a pedestrianised walkway between Dolcoath Avenue and Dolcoath Road. A number of existing highways also fall within the footprint of the proposed scheme which are owned by Cornwall Council

13.6.20 It is considered that the proposed highway will have a negligible overall impact on land owned by Cornwall Council. The allocation of a new area of open space will act

© Mouchel 2009 173



as a replacement for the Wheal Harriet site therefore making the overall impact negligible.

Other Land Holdings

13.6.21 Six residential buildings located along Church View Road are located within the red line boundary. These are only slightly within the redline boundary and have therefore been scoped out of the assessment.

Demolition of Buildings

13.6.22 The proposed highway scheme will require the demolition of four buildings, two within the land ownership boundary of WUM and one within the boundary of the Privately Owned Agricultural Holding and one within the boundary of Cornwall Council owned land. All four buildings can be seen on drawings 750244-9-011 B to 014 B in the scheme drawings folder.

13.6.23 The two buildings within the WUM land include redundant infrastructure adjacent to Winder House and a large grinding plant and connecting conveyer. Both of these buildings are derelict and are not currently used as part of the current mining operations. The grinding plant has historic importance which is described in Section 7 of this report.

13.6.24 The third building is a small blockwork structure located in the Red River Valley currently in a state of ruin.

13.6.25 The remaining building is a small farm building which is integrated within a Cornish hedge. The building is associated with the farm and thought to be currently disused.

13.6.26 The demolition of all four buildings is considered to have a negligible impact due to the condition of the buildings and the fact that they are currently disused. There is a heritage value associated with them and this is discussed in Section 7 of this report.

Community Severance

13.6.27 The proposed highway was designed to provide additional connectivity to the residents of Camborne, Pool and Redruth as it will provide an alternative to the A3047. The key community facilities are focussed in both Camborne and Redruth and the development of the proposed highway will add to the existing infrastructure connections.

13.6.28 The proposed highway will facilitate the regeneration of the CPR Region which will make provision for more facilities, further enhancing and connecting the local communities of CPR.

13.6.29 It is considered that the proposed highway would have a moderate beneficial impact as it will provide a new connection between existing communities and make provision for future community facilities to be developed within the region.

Impacts during construction

13.6.30 There are six areas which are proposed to be used for the temporary storage of materials and welfare facilities. These can be seen on drawings 750244-7-361 D to 364 D. A haul road (crossing the Red River Valley) will also connect the site during the construction of the proposed highway.

© Mouchel 2009 174



© Mouchel 2009 175

13.6.31 An area of approximately 3000m² in size, labelled CP3, would be required for welfare facilities, material storage and car parking to the east of the existing plot owned by WUM. This area is currently disused. Another area of 720m² will be used for topsoil storage located to the west of the WUM site, adjacent to the proposed attenuation pond, on an area of land which is also currently disused. Both of the sites will be temporarily affected therefore the impacts would be minor adverse.

13.6.32 The bridge compound (which is 707m² in size and labelled at CP2) would be located to the west of the Red River within a plot of land owned by Tuckingmill Investments Ltd. The land is currently disused. Due to the temporary nature of the use it is considered that there will be a negligible impact.

13.6.33 One construction compound (1716m² in size) located to the north of the proposed Dolcoath Roundabout (labelled as CP1) and two topsoil storage sites (828m² and 397m² ha in size), one to the south west of the compound and one to the north east will be located towards the west of the proposed scheme. The topsoil storage to the north east of the compound is located on the privately owned agricultural holding and due to the temporary nature of the impact it is considered to be negligible.

13.6.34 The compound (CP1) and topsoil storage located to the south west of the proposed scheme are both on land owned by Cornwall Council. Both sites will be on land which is currently used for recreation (although are not designated as ‘open space’) and would therefore have a negligible impact on the site.

13.7 Mitigation 13.7.1 All of the mitigation proposed to reduce the impacts to an acceptable level has been

incorporated within the scheme design. Temporary access has been provided for the WUM and permanent access for the Tuckingmill Investments Ltd plots.

13.7.2 The loss of Wheal Harriet will be compensated by a new area of open space approximately 50 m north east of the existing site which will include recreational benches and a pedestrianised thoroughfare between Dolcoath Avenue and Dolcoath Road.

13.8 Residual Impact 13.8.1 In total there is one moderate adverse impact, one minor adverse impact, twelve

negligible impacts and one substantial beneficial impact. All of the impacts are summarised in Table 13.4.

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

Tabl

e 13

.4 –

Com

mun

ity a

nd p

rivat

e as

sets

impa

ct s

umm

ary

tabl

e

Env

ironm

enta

l Fea

ture

/ R

ecep

tor

Pre

dict

ed Im

pact

S

igni

fican

ce P

rior

to M

itiga

tion

Miti

gatio

n S

igni

fican

ce o

f R

esid

ual I

mpa

ct

LAN

D T

AK

E

Wes

tern

Uni

ted

Min

es

Ltd

Sev

eran

ce a

nd la

nd ta

ke o

f 339

24.5

m² o

f the

Wes

tern

Uni

ted

Min

es p

lot a

lthou

gh th

e la

nd to

the

north

is p

erip

hera

l to

curre

nt o

r fu

ture

use

. The

des

ign

will

prov

ide

tem

pora

ry a

cces

s to

con

nect

the

north

and

sou

th p

lots

to re

tain

the

site

s co

nnec

tivity

. A

cces

s pr

ovis

ion

can

be s

een

on th

e ge

nera

l lay

out d

raw

ing

7502

44-7

-333

F.

Min

or A

dver

se

Non

e re

quire

d M

inor

Adv

erse

Tuck

ingm

ill In

vest

men

ts L

td

Sev

eran

ce a

nd la

nd ta

ke o

f 151

80.2

m² o

f the

Tuc

king

mill

Inve

stm

ents

Ltd

plo

t will

allo

w fo

r the

pro

pose

d Tu

ckin

gmill

Urb

an

Villa

ge d

evel

opm

ent.

Mod

erat

e B

enef

icia

l N

one

requ

ired.

M

oder

ate

Ben

efic

ial

Priv

atel

y O

wne

d A

gric

ultu

ral H

oldi

ng

Sev

eran

ce a

nd la

nd ta

ke o

f 138

63.8

m² o

f the

agr

icul

tura

l hol

ding

cu

rrent

ly u

sed

for c

attle

pas

ture

and

com

prom

isin

g it’

s vi

abilit

y as

a

farm

. Th

e S

chem

e pr

ovid

es a

cces

s to

con

nect

the

north

and

sou

th

plot

s to

ena

ble

vehi

cle

acce

ss.

Min

or A

dver

se

Non

e re

quire

d M

inor

Adv

erse

Bro

wnf

ield

Inve

stm

ents

Lt

d.

Loss

of 3

367m

² of d

isus

ed la

nd.

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

Cor

nwal

l Cou

ncil

Land

(R

ed R

iver

) La

nd ta

ke o

f 160

74.9

m² o

f the

nor

ther

n se

ctio

n of

land

whi

ch is

cu

rrent

ly d

isus

ed g

reen

field

land

. N

eglig

ible

N

one

requ

ired

Neg

ligib

le

Cor

nwal

l Cou

ncil

Land

(D

olco

ath

Roa

d)

Loss

of 5

9791

m² o

f non

des

igna

ted

recr

eatio

nal g

reen

field

land

. N

eglig

ible

N

one

requ

ired

Neg

ligib

le

Whe

al H

arrie

t non

de

sign

ated

ope

n sp

ace

The

prop

osed

sch

eme

will

take

som

e of

the

exis

ting

Whe

al H

arrie

t no

n de

sign

ated

are

a of

ope

n sp

ace.

An

area

of c

ompe

nsat

ion

land

ha

s be

en in

corp

orat

ed in

to th

e de

sign

to c

ompe

nsat

e th

is lo

ss.

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

DE

MO

LITI

ON

OF

BU

ILD

ING

S

© M

ouch

el 2

009

176

CPR

Reg

ener

atio

n

Hig

hway

Infr

astr

uctu

re P

roje

ct –

Pha

se 2

E

nviro

nmen

tal S

tate

men

t

© M

ouch

el 2

009

177

Env

ironm

enta

l Fea

ture

/ R

ecep

tor

Pre

dict

ed Im

pact

S

igni

fican

ce P

rior

to M

itiga

tion

Miti

gatio

n S

igni

fican

ce o

f R

esid

ual I

mpa

ct

Grin

ding

Pla

nt,

conv

eyer

and

as

soci

ated

in

frast

ruct

ure

Dem

oliti

on o

f a g

rindi

ng p

lant

and

ass

ocia

ted

infra

stru

ctur

e.

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

Sm

all b

lock

wor

k st

ruct

ure

Dem

oliti

on o

f a s

mal

l blo

ckw

ork

stru

ctur

e.

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

Sm

all F

arm

Bui

ldin

g D

emol

ition

of a

sm

all f

arm

bui

ldin

g th

ough

t to

be d

isus

ed.

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

CO

MM

UN

ITY

SE

VE

RA

NC

E

Cam

born

e P

ool

Red

ruth

Key

C

omm

unity

faci

litie

s

Add

ition

al c

onne

ctiv

ity b

etw

een

the

com

mun

ities

of C

ambo

rne,

P

ool a

nd R

edru

th a

llow

ing

for t

he c

onne

ctiv

ity o

f fac

ilitie

s an

d po

tent

ial f

utur

e de

velo

pmen

t of a

dditi

onal

com

mun

ity fa

cilit

ies.

Mod

erat

e B

enef

icia

l N

one

requ

ired

Mod

erat

e B

enef

icia

l

IMP

AC

TS D

UR

ING

CO

NS

TRU

CTI

ON

Two

cons

truct

ion

area

s on

WU

M la

nd

Tem

pora

ry im

pact

on

curre

ntly

dis

used

land

. M

inor

Adv

erse

N

one

requ

ired

Min

or A

dver

se

Brid

ge c

ompo

und

on

Tuck

ingm

ill In

vest

men

ts L

td la

nd

Tem

pora

ry im

pact

on

curr

ently

dis

used

land

N

eglig

ible

N

one

requ

ired

Neg

ligib

le

One

con

stru

ctio

n co

mpo

und

on p

rivat

e ag

ricul

tura

l hol

ding

Tem

pora

ry im

pact

on

land

cur

rent

ly u

sed

for l

ives

tock

. Te

mpo

rary

re

mov

al o

f lan

d is

not

thou

ght t

o co

mpr

omis

e th

e vi

abilit

y of

the

cattl

e st

ock

Neg

ligib

le

Non

e re

quire

d N

eglig

ible

Two

cons

truct

ion

com

poun

ds o

n la

nd

owne

d by

Cor

nwal

l C

ounc

il

Tem

pora

ry im

pact

on

curr

ently

dis

used

land

. N

eglig

ible

N

one

requ

ired

Neg

ligib

le

CPR Step 3 SDI assessment Analysis screening - Cornwall · 11.6.10 The comparison of noise level...

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