Cornwall Delivery Plan

Position Statement January 2011

If you have any specific comments on the content of this report please contact:

Sarah Thorneycroft Infrastructure Planner

E-mail: sarah.thorneycroft@.gov.uk Tel: 01872 224650

Infrastructure Delivery Plan Secretariat Circuit House St Clements Street Cornwall TR1 1DT Infrastructure Delivery Plan - Position Statement January 2011 Contents 1 INTRODUCTION 1 2 CONTEXT & BACKGROUND 4 3 PHYSICAL INFRASTRUCTURE – BASELINE EVIDENCE 7 3.1 Transport 8 3.1.1 Roads 10 3.1.2 Bus Transport 22 3.1.3 Rail Transport 27 3.1.4 Air Transport 33 3.1.5 Ports and Harbours 40 3.1.6 Walking & Cycling 48 3.2 Energy 53 3.2.1 Western Power Distribution 54 3.2.2 Wales & West Utilities 57 3.2.3 Energy and Renewable Energy 58 3.3 Water, Waste Water and Flood Prevention & Mitigation 64 3.3.1 South West Water 64 3.3.2 Flood Prevention & Mitigation 70 3.4 Waste 75 3.4.1 Municipal Solid Waste 75 3.4.2 Other Waste 81 3.5 Telecommunications & Broadband 86 4 GREEN – BASELINE EVIDENCE 89 4.1 Open Space 92 4.2 Connections 95 4.3 Networks of ‘Urban Green’ Space 96 Infrastructure Delivery Plan - Position Statement January 2011 Contents 5 SOCIAL & COMMUNITY – BASELINE EVIDENCE 97 5.1 Education 99 5.1.1 Early Education 99 5.1.2 Primary Education 103 5.1.3 Secondary Education 108 5.1.4 Post 16 Education 113 5.2 Health 118 5.2.1 Cornwall & Primary Care Trust 118 5.2.2 Private Health Provision (doctors, dentists, opticians) 122 5.2.3 Royal Cornwall Hospitals Trust 124 5.2.4 Cornwall & Isles of Scilly Community Health Services 129 5.2.5 Cornwall Partnership Trust 132 5.3 Leisure Services 136 5.3.1 Swimming pools 137 5.3.2 Sports halls 141 5.3.3 Synthetic turf pitches 146 5.3.4 Health & fitness facilities 150 5.3.5 Indoor bowling 153 5.3.6 Indoor tennis 156 5.4 Emergency Services 159 5.4.1 Devon & Cornwall Police Service 159 5.4.2 Cornwall Fire and Rescue Service 164 5.4.3 South Western Ambulance Service 168 5.5 Community Services 175 5.5.1 Cornwall Council Library Service 175 5.5.2 HM Courts Service 178 6 NEXT STEPS 182 7. APPENDICES 184 Infrastructure Delivery Plan - Position Statement January 2011 Contents

7.1 Appendix 1: Strategic Infrastructure Board Terms of Reference 184 7.2 Appendix 2 : Infrastructure Providers Group Terms of Reference 187 7.3 Appendix 3: Green Infrastructure Partnership Steering Group Terms of Reference191 7.4 Appendix 4 : Project Plan 193 7.5 Appendix 5: IDP Newsletters Number 1 and 2 197 7.6 Appendix 6: Primary Schools 199 7.7 Appendix 7: Swimming Pools 202 7.8 Appendix 8: Sports Halls 206 7.9 Appendix 9: Synthetic Turf Pitches 210 7.10 Appendix 10: Health & Fitness Facilities 212 Infrastructure Delivery Plan - Position Statement January 2011 1 Introduction 1 1 Introduction

Overview

1.0.1 Work started on this Cornwall Infrastructure Delivery Plan (IDP) Project during March 2010, when the Cornwall Strategic Partnership agreed to lead the process through their Homes & Communities Partnership sub group. There was slow progress until July 2010 when a small team was appointed to take the project forward. The IDP Team are working with the Green Infrastructure Project Co-ordination Group to ensure all aspects of infrastructure are represented, and that IDP reports encompass physical, green and social & community infrastructure.

1.0.2 The approach adopted for this project is very much a partnership approach, and the project is being steered by three main stakeholder groups (the terms of reference for these groups is available as Appendices 1, 2 and 3):

The Strategic Infrastructure Board: will be the body that steers and provides the co-ordination required for strategic infrastructure matters in Cornwall. The SIB will act as a champion for the Infrastructure Delivery Plan project, will advise on the vision for infrastructure in Cornwall, and decide what types of infrastructure are the priorities. The Infrastructure Providers Group: incorporates the key infrastructure providers that deliver services across Cornwall. Partnership working is at the heart of the work of this group, and the Group will consider infrastructure issues and resolve problems collaboratively. This approach will lead to a joined up and programmed approach to the delivery of public infrastructure, and will provide clarity and a framework for the private and the public sector to work within. The Green Infrastructure Partnership Steering Group: will provide a multi agency stakeholder approach to the planning and delivery of Green Infrastructure in Cornwall.

1.0.3 The project aims to provide a baseline of infrastructure provision in Cornwall against which future projections for population, housing and employment growth can be applied to help determine what and where investments in infrastructure will be needed. The partnership approach adopted should help to:

Direct the right level of growth and housing development to the right place, Bid for funding from other infrastructure agencies, Engage with infrastructure funding providers and deliver the right levels of infrastructure for growth, Inform planned investment for infrastructure providers, Give certainty to investors, and Seek more effective ways of service provision and infrastructure. 2 Infrastructure Delivery Plan - Position Statement January 2011 1 Introduction Report 1: Evidence Base & Standards Position Statement.

1.0.4 This is the first report produced as part of the IDP. This document provides an overview of the evidence collected to date about key infrastructure provided in Cornwall, and includes information available on current and future issues, standards (where there are standards), funding sources & requirements, and opportunities for co-location and joint delivery.

1.0.5 It is planned to produce the following documents as part of this process:

Draft Infrastructure Delivery Schedule Infrastructure Delivery Plan Strategy

1.0.6 A Community Infrastructure Levy document will also be produced as a result of this process.

1.0.7 Further detail on the proposed next steps in the process can be found in section 6 of this document.

Consultation and Engagement

1.0.8 This Infrastructure Delivery Plan report was produced in consultation with a wide range of internal and external partners:

BT Open Reach Combined Universities for Cornwall Cornwall & Isles of Scilly Primary Care Trust Cornwall College Cornwall Council:

Education Environment Service Estates & Property services Family Information Services Highways Historic Environment Leisure Services Libraries Service Local Transport Plan Maritime Service Partnerships Team Passenger Transport Unit Infrastructure Delivery Plan - Position Statement January 2011 3 Introduction 1 Planning & Regeneration Transport Waste

Cornwall Development Company Cornwall Fire & Rescue Service Devon & Cornwall Police Devon County Council Digital Cornwall English Heritage Environment Agency First Group Highways Agency Homes & Communities Partnership Isles of Scilly Council Low Carbon Cornwall National Grid Natural England Network Rail Cornwall Airport City Council Royal Cornwall Hospital Trust South West Water South Western Ambulance Service Trust Truro & College Wales & West Utilities Western Greyhound Western Power Distribution 4 Infrastructure Delivery Plan - Position Statement January 2011 2 Context & Background 2 Context & Background

Overview

2.0.1 The document 'Understanding Cornwall'(1) presents the key messages for Cornwall. These findings have been drawn from high level assessments and sources of evidence which have been produced by staff across Cornwall Council and in partner organisations. By identifying issues that cut across services and themed areas the Council will be able to work together more effectively with its partners to understand the cost of issues, such as population change, that require a cross-agency approach.

2.0.2 The headline messages arising from Understanding Cornwall are:

Cornwall's communities are very varied and the delivery of services needs to be flexible to meet different needs. The population of Cornwall is not just increasing, but also changing demographically, with an increasingly ageing population. Prevention and early intervention can make a real difference to people's lives and can save money. Deprivation is a persistent problem in both rural and urban areas. Cornwall's environment is a key asset and contributes to the quality of life of both residents and visitors. We need to make the most of our strengths and opportunities, such as renewable energy technologies. There is a strong sense of identity and a unique culture.

2.0.3 The key issues that the Core Strategy and the Infrastructure Delivery Plan need to address include:

Enabling future prosperity; Providing the right amount and type of housing; Securing better futures for communities which are run down and struggling, and Meeting the challenges of climate change.

Infrastructure

2.0.4 Infrastructure can take many forms – and is usually defined in terms of physical (roads, energy, communications, etc), green (open spaces, rivers, coast, etc), and social & community (schools, health centres, leisure etc).

2.0.5 Infrastructure is provided by a range of organisations, and the preparation of an Infrastructure Delivery Plan (IDP) will help in integrating the delivery of these services, enabling all partners to fulfil their place shaping role in the most efficient and effective way.

1 Cornwall Council (2010) Understanding Cornwall - http://www.cornwall.gov.uk/Default.aspx?page=24160 Infrastructure Delivery Plan - Position Statement January 2011 5 Context & Background 2 What is an Infrastructure Delivery Plan?

2.0.6 An Infrastructure Delivery Plan (IDP) enables the effective use of public sector resources in a combined way to achieve better local outcomes; identification of investment opportunities for the private sector and estimated costs; targeted section 106 and Community Infrastructure Levy contributions which might contribute to a wider investment programme; identification of community and voluntary sector schemes, and access to resources.

2.0.7 The IDP has a dual role:

A planning purpose in that it is a requirement of national planning guidance (PPS12). The report is a supporting document for the Core Strategy and part of the Local Development Framework. It covers the plan period 2010-2030. At this point in time the Core Strategy has reached its first consultation stage(2) in terms of looking at proposals for the level of growth that should be accommodated and how this growth should be distributed. A corporate purpose in that it can help inform service planning and capital investment decisions by providing evidence base that understands the infrastructure requirements of growth objectives. It generally provides a clear indication of infrastructure requirements for at least the first five years of the plan and also provides a longer term perspective for service planning.

2.0.8 Infrastructure delivery plans however, are not intended to be ‘shopping lists’ for planning obligations contributions, nor a way of capturing every project being planned for each service area.

Study Approach

2.0.9 Guidance is available on how to carry out an infrastructure delivery plan, and the project team have decided to follow that provided by the Planning Advisory Service(3).

2.0.10 A project plan has been prepared and the latest version is attached as appendix 4.

2.0.11 An electronically distributed newsletter will be produced to keep stakeholders up to date with progress of the project, any relevant changes in national policy, a regular report on developer contributions, any efficiencies and savings identified through the project/elsewhere, case studies and good practice examples, etc. The first newsletters are attached as appendix 5.

Policy Context

2.0.12 The Infrastructure Delivery Plan operates within a policy context at the national and local level:

2 Cornwall Council (2011) Core Strategy Options Paper - http://www.cornwall.gov.uk/Default.aspx?page=22887 3 Planning Advisory Service (2009) A steps approach to infrastructure planning and delivery - http://www.pas.gov.uk/pas/core/page.do?pageId=109617 6 Infrastructure Delivery Plan - Position Statement January 2011 2 Context & Background At the national level, PPS12 states that adequate infrastructure planning is a key test of soundness for Core Strategies. The Council therefore has a statutory duty to produce an LDF Core Strategy and therefore a statutory duty to establish a programme of infrastructure investment and delivery. PPS12 states that the infrastructure planning process should identify:

Infrastructure needs and costs; The phasing of development; Funding sources; and Responsibilities for delivery.

At the local level a number of strategies and plans exist that will influence the IDP, including:

Future Cornwall (the Cornwall Sustainable Community Strategy); Local Investment Plan.

Delivering infrastructure

2.0.13 The Infrastructure Delivery Plan will identify where extra infrastructure provision is needed to ensure Cornwall and its population are well serviced by community facilities and services over the life of the Local Development Framework. This can in some cases require new infrastructure provision which may have significant capital expenditure implications. There are a number of ways in which infrastructure is provided. The main options for delivering infrastructure are:

Using existing assets better and more efficiently, through investing in current sites and improving their management; Move towards co-located services; Identify opportunities to deliver infrastructure in coordination with external partners; Through the use of mainstream capital funding via the Corporate Plan and related service plans; and Through providing new infrastructure as part of new developments, through the use of planning obligations.

2.0.14 Given the current fragile state of the development market, and the probable limitations on public expenditure, there will be less reliance on the final two pathways on this list, and more emphasis put on the first three pathways, which puts more emphasis on using existing infrastructure more efficiently rather than providing infrastructure through capital projects.

Sustainability Appraisal

2.0.15 A sustainability appraisal will be undertaken of the infrastructure delivery schedule to ensure that the proposals are robust and not open to challenge. Infrastructure Delivery Plan - Position Statement January 2011 7 Physical Infrastructure – Baseline Evidence 3 3 Physical Infrastructure – Baseline Evidence

Overview

3.0.1 Physical infrastructure, often referred to as 'grey' infrastructure can be defined as comprising of constructed assets that occupy land. For the purposes of this report, the following types of physical infrastructure will be considered:

Transport

Roads Bus Transport Rail Transport Air Transport Ports and Harbours Walking and Cycling

Energy

Western Power Distribution Wales and West Utilities Energy and Renewable Energy

Water, Waste Water and Flood Prevention & Mitigation

South West Water Flood Risk and Mitigation

Waste

Municipal Solid Waste Other Waste

Telecommunications and Broadband 8 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1 Transport

Overview

3.1.1 An effective, high quality and reliable transport system is vital to the environmental, social and economic sustainability of Cornwall. Investment in the public transport and highway network is needed to address current issues in terms of capacity, quality and reliability, as well as ensuring that the transport network can support growth. The need for transport investment at both the local and strategic network is partly determined by the distribution of population and employment growth, and how this will affect the number and pattern of journeys.

3.1.2 The dispersed nature of the population in Cornwall brings transport challenges now and these will worsen in the future without a step change in transport provision. This chapter looks at the following sectors:

Roads Bus Transport Rail Transport Air Transport Ports and Harbours Walking and Cycling.

3.1.3 National Transport Planning Context: The Department for Transport has published several documents which will help provide a framework for moving towards a more sustainable transport system. This will help meet the challenges of supporting economic growth and tackling climate change which were set out in the Eddington Study(4)(5)(6)(7) and the Stern Review(8). ‘Towards a sustainable transport system'(9) confirms the Government's commitment to a transport policy which delivers economic growth and lower carbon emissions. 'Delivering a sustainable Transport System' (DaSTS)(10) sets the Government's 5 national transport goals taking into account transports wider impact. The goals are:

To support national economic competitiveness and growth, by delivering reliable and efficient transport networks To reduce transport’s emissions of to reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate change;

4 Eddington, Sir R (2006) The Eddington Transport Study: Understanding the relationship - http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/162259/187604/206711/volume1 - 5 Defining the Challenge - http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/162259/187604/206711/volume2 - 6 Meeting the Challenge - http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/162259/187604/206711/volume3 - 7 Taking Action - http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/162259/187604/206711/volume4 8 Stern (2006) The economics of climate change - http://webarchive.nationalarchives.gov.uk/+/http://www.hm-treasury.gov.uk/stern_review_report.htm 9 Department for Transport (2007) Towards a sustainable transport system - http://webarchive.nationalarchives.gov.uk/+/http://www.dft.gov.uk/about/strategy/transportstrategy/tasts/ 10 Department for Transport (2009) Delivering a Sustainable Transport System - http://www.dft.gov.uk/pgr/regional/ltp/guidance/localtransportsplans/policies/sustainabletransport Infrastructure Delivery Plan - Position Statement January 2011 9 Physical Infrastructure – Baseline Evidence 3 To contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport, and by promoting travel modes that are beneficial to health; To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society; and To improve quality of life for transport users and non-transport users, and to promote a healthy natural environment.

3.1.4 Local Transport Planning Context: ‘Connecting Cornwall’, Cornwall’s Local Transport Plan 3 consultation document states that ‘well planned transport services can contribute to the achievement of strong local economies, healthier adults and children, stronger and safer communities and better social inclusion. Where transport fails, these aims are put at risk. However, the way in which we move and access services has to change in order to adapt to a future that includes a changing climate, the impact of peak oil, changes to the population, new technologies and significant shifts in the global economy. Business as usual is not an option.’ The movement of goods also needs to be considered. Further information is available in the Core Strategy Transport and Accessibility(11) Issues paper.

3.1.5 Transport in Cornwall over the next 20 years will:

Respond to the challenges of climate change by ensuring we have a resilient transport network, we reduce our reliance on fossil fuels in recognition of peak oil and we support communities to live locally. Support economic prosperity and raise income levels by improving transport links for business and access to employment, education and training. Respect and enhance our beautiful natural and built surroundings through the way in which we travel and deliver transport. Encourage healthy active lifestyles by providing people with the opportunity to walk and cycle. Ensure our communities are safer and more enjoyable places to live and improve individual wellbeing by reducing the negative impacts of transport. Provide equal opportunities for everyone regardless of age, postcode, income level or ability, to feel safe and access the services they need.

3.1.6 This vision is supported by the six Connecting Cornwall goals and objectives;

Tackling climate change

Reduce reliance on fossil fuels and support the introduction of low carbon technologies Support communities to live locally and reduce the need to travel Adapt and improve the transport network to ensure resilience to climate change

Supporting economic prosperity

11 Cornwall Council (2010) Transport and Accessibility Issues paper - http://www.cornwall.gov.uk/Default.aspx?page=22887 10 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Improve connectivity of Cornwall to the rest of the world Ensure a resilient and reliable transport system for people, goods and services Support the vitality and integrity of our town centres and rural communities

Respecting and Enhancing the environment

Make the most of opportunities to protect and enhance the environment Minimise the use of natural resources and minimise waste Provide sustainable access to Cornwall's environment

Encouraging healthy active lifestyles

Improve the health of our communities through provision for active travel Increase awareness and an understanding of the health benefits of walking and cycling

Supporting community safety and individual wellbeing

Improve road safety Increase public confidence in a safer transport network Reduce noise and air quality impacts

Supporting equality of opportunity

Improve access to employment, education, healthcare and leisure Improve access to public transport Encourage community participation in shaping and delivering transport services

3.1.1 Roads

Overview

3.1.1.1 Connecting Cornwall(12) sets out the vision, goals, objectives, policies and proposals for transport in Cornwall over the next 20 years; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of roads and roads maintenance, the key policies are:

12 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 Infrastructure Delivery Plan - Position Statement January 2011 11 Physical Infrastructure – Baseline Evidence 3 Policy 1 - We will take the necessary steps at a local level to reduce emissions from road-based transport and contribute towards the 80% reduction in national CO2 emissions by 2050 as required by the 2008 Climate Change Act. Policy 3 - We will work with partners in the public and private sector to support and encourage the use of alternative fuels for transport. Policy 6 - We will seek to adapt Cornwall’s transport network and services and improve their resilience to the impact of climate change. Policy 7 - We will lobby for and support transport network and service improvements outside Cornwall that demonstrate they can improve connectivity with Cornwall and the surrounding areas. Policy 8 - We will work with partners to deliver improved road, rail, sea and air connectivity linking Cornwall to the rest of the UK. Policy 10 - We will seek to maximise public transport connectivity and capacity benefits on routes within Cornwall. Policy 11 - We will seek to improve the efficiency and effectiveness of the operation of the transport network, bring our transport assets into a good state of repair, and then maintain them in that condition. Policy 12 - We will work with partners to increase the amount of freight moved by rail and water. Policy 14 - We will use the local and strategic development control processes to ensure that the transport impacts of development proposals on our transport network and services does not compromise their safety and efficiency. Policy 15 - We will ensure that procedures for construction, surfacing and maintenance works will include measures to minimise and mitigate their environmental impacts. Policy 16 - We will seek to incorporate enhancements into new transport schemes that make the most of opportunities to protect and improve habitats for a wide variety of wildlife and protect and enhance historic features, landscapes and townscapes. Policy 17 - We will give priority to the management of existing infrastructure over building new infrastructure. Policy 23 - We will seek to improve road safety for everyone in Cornwall and reduce the number of road related fatalities and casualties. Policy 24 - We will continue to work with the Devon and Cornwall Road Safety Partnership to ensure that speed limits are reviewed, set and enforced. Policy 25 - We will seek to undertake education, training and awareness initiatives to improve road safety for everyone in Cornwall. Policy 27 - We will seek to address people's fears about the effects of anti-social and inconsiderate behaviour on others when driving or using public transport, and so all transport users can make informed and safer travel choices. Policy 28 - We will seek to reduce both noise and air quality impacts from transport.

3.1.1.2 This chapter is divided into:

Highways Agency 12 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Cornwall Council Transportation Service Electric Vehicle Project

3.1.1.3 The following table identifies some of the priorities(13) for infrastructure in the roads sector:

Table 3.1 Total Funding Proposed

2011/12 2012/13 2013/14

Convergence Schemes £12,563,894 £15,020,000 £7,210,000

Maintenance £15,600,172 £14,425,965 £13,251,759

Highways Maintenance - Revenue £16,225,000 £16,225,000 £16,225,000

Total £35,424,018 £34,259,965 £25,760,759

Highways Agency

3.1.1.4 Engagement: Information has been provided by the Highways Agency - they are an active member of the Infrastructure Providers Group.

3.1.1.5 Service Summary: The Highway Agency, on behalf of the Secretary of State for the Strategic Road Network, maintains, operates and improves the Country’s Strategic Road Network.

3.1.1.6 Existing Provision: The Strategic Road Network (SRN) in Cornwall is the A30 and the A38 as shown in the map below:

13 Cornwall Council (2010) Connecting Cornwall Draft Implementation Plan 2010-2014 - http://www.cornwall.gov.uk/default.aspx?page=24569 Infrastructure Delivery Plan - Position Statement January 2011 13 Physical Infrastructure – Baseline Evidence 3 14 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.1.7 Current Issues: Route Management Strategy(14) (RMS) has been completed on the A38 between and and the A30 from to Exeter. The Highways Agency has identified the issues of:

The safe and efficient operation of SRN junctions at growth areas; The single carriageway sections of the A30 and A38 – these can be very challenging at times, leading to congestion and a negative impact on journey time reliability.

3.1.1.8 Standards: There are no standards currently identified within the Highways Agency that are suitable for IDP purposes – further work is required.

3.1.1.9 The Highways Agency is required to comply with DfT Circular 02/2007 when engaging with all stages of the planning process. This Circular establishes that there will be a general presumption against capacity enhancements on strategic routes purely to accommodate new development. Any additional junctions or increased junction capacity should be identified in the Local Development Framework and will be considered within the context of the Highways Agency’s forward programme of works.

3.1.1.10 Targets: There are three broad objectives for the SRN:

Improving reliability and reducing congestion; Improving safety across all transport modes; and Reducing the impact of transport on the environment.

3.1.1.11 Congestion is monitored in Cornwall on the A30 between Bodmin and Penzance and on the A38 between Bodmin and Exeter. Currently only one section in Cornwall (the A38 across the and through northern Plymouth) is considered to be less transport efficient by the Highways Agency and is also identified as a problem location for commuters and others.

3.1.1.12 Cross Boundary Issues: The SRN links Cornwall to the rest of the South West and the UK. The A30 is the main link to the motorway network.

3.1.1.13 Funding Sources and Requirements: The Government is proposing a radical reform and simplification of local transport funding, by moving from 26 grant streams to 4(15).

Regional Funding Allocation: This process invited regions to give advice to the Government on policy and public spending decisions within defined budgets for the period up to 2018.

14 These reports have been developed in response to the announcement in the Government White Paper 'The Future of Transport, a Network for 2030' in which regional planning bodies were asked to recommend to the government their priorities for transport, housing and economic development. They provide operational Strategic Road Network information to help the planning bodies make their decisions. They also show how alternative investment decisions may have considerably different impacts on the service provided by the network. The aim is to assist policy decisions that will minimise pressures on the road network. 15 HM Treasury/Infrastructure UK (2010) National Infrastructure Plan 2010 - http://www.hm-treasury.gov.uk/d/nationalinfrastructureplan251010.pdf Infrastructure Delivery Plan - Position Statement January 2011 15 Physical Infrastructure – Baseline Evidence 3 3.1.1.14 The following table identifies road projects currently planned by the Highways Agency(16):

Table 3.2 Highways Agency Projects

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Capital Investment A30 - Temple to Higher Carblake Regional Funding Cornwall 2016 - new bid being Allocation Council/Highways submitted in Spring Agency 2011

A30 - to Chiverton Regional Funding Unknown Cross Allocation

A38 - Carkeel Roundabout Unknown footbridge

Maintenance & A30 - Avers to Tolvaddon 2010 Refurbishment

3.1.1.15 Future Issues: By 2016 and 2026, areas of stress(17) on the SRN in Cornwall are identified as:

Table 3.3 2016 and 2026 Stress

2016 Stress Level 2026 Stress Level

A30 to the west of Launceston 110-130% 130-150%

A30 between and 110-130% 130-150%

A38 between the A388 and A374 Carkeel and Trerulefoot 110-130% 110-130%

A30 west of Hayle 90-100% 100-110%

A30 between the Newquay and Truro turnoffs 90-100% 100-110%

16 Highways Agency (2008) Regional Network Report for South West - http://www.highways.gov.uk/business/documents/RNR08_SW.pdf and update - http://www.highways.gov.uk/roads/RPSearch.aspx?REGION=1 17 An alternative view of traffic conditions is the concept of stress. In the simplest terms stress is the daily flow divided by the daily capacity. Some roads are congested for longer than just the morning and evening peak hour – and are described as being more than 100%. 16 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.1.16 The Highways Agency is unable to fund works necessary to mitigate the impact of development.

3.1.1.17 Generally the SRN is less vulnerable than the local road network to the effects of climate change. The Highways Agency did a flood risk study in 2007 and identified approx 40 locations in the South West that could be vulnerable to flooding – information is not available at this stage on whether any of these locations are in Cornwall. The draft shoreline management plan(18) identifies a number of areas of coastal infrastructure at risk of future flooding including sections of the rail network and A30 between Penzance and .

3.1.1.18 Future Trends: None identified.

3.1.1.19 Links to LDF: The efficient movement of people and goods on the SRN has a key part to play in supporting the economy. It is vital that the LDF recognises the importance of the A30 and A38 to the Cornish economy and brings forward proposals which ensure the routes remain available for their strategic roles whilst supporting the local economy.

3.1.1.20 Co-Location and Joint Delivery Opportunities: The Highways Agency is very keen to work with local partners.

Cornwall Council Transportation Service

3.1.1.21 Engagement: Information has been provided by Cornwall Council Transportation Service - they are an active member of the Infrastructure Providers Group.

3.1.1.22 Service Summary: The Transportation Service is the strategic client for all highway infrastructure maintenance and construction including the management of the highway aspects of development management (planning process) and the approval, oversight and adoption of new infrastructure related to new developments both residential and industrial.

3.1.1.23 Existing Provision: There are almost 7,100 km of roads - ranging from major distributor roads such as the A39 to small rural lanes, 4400km of Public Rights of Way, 3072 structures (walls and bridges), and 257 car parks in Cornwall that are the responsibility of the Transportation Service.

3.1.1.24 Current Issues: include

Budget - including timescales, match funding, etc; Congestion, including seasonal traffic impacts; Road and junction improvements related to new development; Adoption of new roads and subsequent maintenance; Climate change

18 Cornwall & Isles of Scilly Coastal Advisory Group (2010) Shoreline Management Plans - http://www.ciscag.org/smpindex.html Infrastructure Delivery Plan - Position Statement January 2011 17 Physical Infrastructure – Baseline Evidence 3 3.1.1.25 Standards: There are no standards currently identified within the Transportation Service that are suitable for IDP purposes – further work is required.

3.1.1.26 Targets: The Highway Maintenance Plan, which has been developed and updated in accordance with the principles of the Code of Practice for Maintenance Management, and adapted for local circumstances, forms the Council's policy for delivery of the highway maintenance service. Importantly, the Plan not only specifies the standards of the service to be expected, but also identifies where future developments of the service are required to meet the full recommendations of the Code. Clearly, there will be additional costs to implement such development but this will have to be matched to future funding levels. This Plan, therefore, will be reviewed on a regular basis to update proposed developments in the service, and to establish the level of delivery within the available budget.

3.1.1.27 Connecting Cornwall(19)identifies a number of targets for each goal.

3.1.1.28 Cross Boundary Issues: None identified

3.1.1.29 Funding Sources and Requirements: The Government is proposing a radical reform and simplification of local transport funding, by moving from 26 grant streams to 4(20). In the past, central Government dictated to local communities how and on what they should spend their transport funding. This will no longer be the case as local communities will now be free to decide what their own priorities are and will be able to set their budgets according to local, not national priorities.

Regional Growth Fund: The Department for Transport is contributing around a third of the funding for the £1.4bn Regional Growth Fund. Bids for local transport schemes that unlock sustainable economic growth will be eligible for submission to this fund Local Sustainable Transport Fund: A £560 million local sustainable transport fund will be established to challenge local authorities outside London to bid for funding to support packages of transport interventions that support economic growth and reduce carbon emissions in their communities as well as delivering cleaner environments and improved air quality, enhanced safety and reduced congestion. Integrated Transport Block: Will provide over £1.3bn over four years for small transport improvements, on top of the capital funding provided through the Local Sustainable Transport Fund and in addition to what is available through the Regional Growth Fund. Integrated transport block funding (£450m in 2010/11) is crucial to help local authorities improve road safety, stimulate local economies by reducing congestion, and deliver social justice to their local communities. Research has shown that investment in such measures can provide very high value for money. Highway maintenance. Cornwall's highway network has a key role in sustaining social and economic prosperity within local areas and is the largest single asset of the public sector. Through the 2010 spending review the Government has committed £3bn nationally over a four year period to the maintenance of the highways. From a national base of £871m in 2010/11,

19 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 20 HM Treasury/Infrastructure UK (2010) National Infrastructure Plan 2010 - http://www.hm-treasury.gov.uk/d/nationalinfrastructureplan251010.pdf 18 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence funding will fall steadily to £707m by 2014/15. The funding is allocated according to a needs based formula taking into account factors such as road length, number of bridges and tunnels, and extent of rurality. Local authorities will be expected to seek significant efficiency savings by using their purchasing powers to drive down costs of maintenance. The range of schemes that are carried out with this funding include surface treatments, highway drainage, footway and structures maintenance. Over the period 2008-09 to 2010-11 the block allocation for highways maintenance was supplemented by approximately £7.2M of prudential borrowing. This funding will significantly reduce during the period of this implementation plan. Major Schemes. Individual transport schemes being promoted by a local authority that cost over £5m are the subject of a major scheme bid for Government funding. A number of projects were submitted for the Government Regional Funding Allocation (RFA) programme inclusion during the period 2006-2010. Four transport schemes in Cornwall were successful at being included in the RFA programme as priority schemes for the south west for implementation in the period 2010-19. These are:

Camborne Pool Redruth (CPR) Transport Package; Truro Transport Package; A30 Temple to Higher Carblake; and Isles of Scilly Sea Link.

3.1.1.30 The following table identifies road projects currently planned by the Transportation Service – not all have funding at this stage:

Table 3.4 Transportation Service Projects

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Capital Pool Redruth £45 million Spring 2014 - waiting Investment Transportation Studies for Government Funding confirmation

Truro Transport Strategy £38 million Unknown - waiting for Government Funding confirmation

St Austell Transport Strategy £26.5 million Unknown

A39 £18.6 million Unknown Infrastructure Delivery Plan - Position Statement January 2011 19 Physical Infrastructure – Baseline Evidence 3

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

A3047 Sustainable transport £1 million Convergence/Connecting Cornwall Council 2011/14 corridor Cornwall

A30 Junctions at CPR £0-9 million Convergence/Connecting Cornwall Council 2011/12 Cornwall

A30 and A38 Strategic Junction £4 million Convergence Cornwall Council 2011/14

Tolvaddon Business Park Spine £3.24 million Convergence/Connecting Cornwall Council 2011/12 Rd Cornwall

Trencreek Relief Road £1.88 million Convergence/Connecting Cornwall Council 2011/14 Cornwall

A39 Falmouth Bid to DfT Unknown

A392 Newquay to A30 Bid to DfT Unknown (Mountjoy to Carnegie)

A39 Truro to Trispen Bid to DfT Unknown

A390 Grampound Bid to DfT Unknown

Bodmin By-pass Bid to DfT Unknown

Maintenance & Structural patching, surface £14.274 million Cornwall Council 2010/11 Refurbishment dressing and resurfacing schemes

Drainage schemes £1.3 million Cornwall Council 2010/11

Footway schemes £1.02 million Cornwall Council 2010/11

3.1.1.31 Future Issues: include:

Fuel price and availability, 20 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Population growth and an ageing population, The predicted impacts of climate change. Budgets not ring fenced paid to local authorities through the Department for Communities and Local Government (DCLG) formula grant system. The draft shoreline management plan identifies a number of areas of coastal infrastructure at risk of future flooding including sections of the rail network and A30 between Penzance and Marazion.

3.1.1.32 Future Trends: None identified

3.1.1.33 Links to LDF: The efficient movement of people and goods on Cornwall’s roads has a key part to play in supporting the economy. It is vital that the LDF recognises the importance of the strategic roads to the Cornish economy and brings forward proposals which ensure the routes remain available for their strategic roles whilst supporting the local economy.

3.1.1.34 Co-Location and Joint Delivery Opportunities: None identified.

Electric Vehicles Project

3.1.1.35 Engagement: Information has been provided by the Natural Resources Policy Team of Cornwall Council – they are an active member of the Infrastructure Providers Group.

3.1.1.36 Summary: The Natural Resources Policy Team is undertaking a study into electric vehicle infrastructure in Cornwall. The Green Cornwall Team working with the Transport Policy Team and the Natural Resources Policy Team have been promoting a project investigating the possible application of electric vehicles. The purpose of the electric vehicles project study is to forecast the likely uptake of electric vehicles to 2031, develop a strategy for electric vehicle infrastructure provision in Cornwall and to recommend where charging points should be located. Cornwall Council is committed to testing this project by having its own pool of electric vehicles for staff use, (and offering these to the wider public under a car pool scheme). Cornwall Council is keen to be seen as an exemplar of how this technology can work in a rural area.

3.1.1.37 Existing Provision: There is no public provision in Cornwall at this time.

3.1.1.38 Current Issues: include:

It is difficult to anticipate the demand for electric vehicles in Cornwall at this time There is some uncertainty over the level, location and types of technology required for a given number of users, due to current unknown factors and lack of worldwide experience with the technology. Investment in the provision of core infrastructure will be required, prior to mass take up. This will give the public the confidence that in buying an electric vehicle they will still be able to move about as they would in a conventional vehicle. Infrastructure Delivery Plan - Position Statement January 2011 21 Physical Infrastructure – Baseline Evidence 3 Therefore, there will be cost implications to the Council as it may be some time before there are enough system users to make the infrastructure financially self supporting. There are not yet any European or national standards relating to electric vehicle charging Infrastructure, The Government has proposed a national strategy(21) to promote the installation of electric vehicle infrastructure, due to be published June 2011.

3.1.1.39 Standards: There are no standards currently proposed that are suitable for IDP purposes – further work is required.

3.1.1.40 There is work currently being undertaken within the UK for the development of national standards and the Government will be asking the EU to adopt infrastructure standards for electric vehicles by March 2012.

3.1.1.41 Targets: None identified

3.1.1.42 Cross Boundary Issues: None identified

3.1.1.43 Funding Sources and Requirements: Cornwall Council's application to the Government for match funding for electric vehicle infrastructure through the 'Plugged in Places' programme was unsuccessful. Cornwall Council is however committed to delivering a pool of electric vehicles and providing a smaller but core network of infrastructure to promote and facilitate electric vehicle use. The investment plans proposed for the delivery of electric vehicle infrastructure in Cornwall is unknown at this stage.

3.1.1.44 Grants will be made available to purchasers of ultra-low emission vehicles(22) by the Government from January 2011.

3.1.1.45 Future Issues: include:

Ongoing decisions on the level and location of required infrastructure as vehicle number increase; Provision of home charging infrastructure for people who park on the street; Possible implications of additional demand on the electricity network, although this is not considered to be significant in the early stages of electric vehicle take up.

3.1.1.46 Future Trends: Rising road transport fuel prices and environmental awareness will cause behavioural change in terms of vehicle transportation, the emphasis will be increasingly be towards more efficient and sustainable forms of transport, such as electric and hybrid cars, trains and buses

21 Department for Transport (2010) Business Plan 2011-2015 - http://www.dft.gov.uk/about/publications/business/plan2011-15/pdf/plan2011-2015.pdf 22 Department for Transport (2010) Business Plan 2011-2015 - http://www.dft.gov.uk/about/publications/business/plan2011-15/pdf/plan2011-2015.pdf 22 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.1.47 Links to LDF: to encourage electric vehicle take up, a charging infrastructure needs to be put in place and this may have implications for the Core Strategy in terms of identifying appropriate infrastructure for strategic sites. There may also be implications in terms of the design of homes and businesses to allow for charging in the future, information on which should be included in building design guides – for example there may be a requirement for so many charging points at public facing developments as there are currently for disabled or family spaces.

3.1.1.48 Co-Location and Joint Delivery Opportunities: There is a great deal of interest in this project and therefore potential for co-location and joint delivery as the project progresses 3.1.2 Bus Transport

Overview

3.1.2.1 Buses are a key form of public transport delivering nearly two thirds of all public transport journeys in England. The bus is a powerful tool in tackling the problems caused by congestion, allowing more people to make the same journey while generating less traffic. They are fairly flexible too, and can be deployed quickly in response to changing demand(23). The provision of bus services in a rural county like Cornwall is extremely challenging. A significant element of the population is dispersed across a large rural area, whilst conversely there is growing congestion in and around the approaches to the main towns such as Truro. The impact of tourism trips into Cornwall also puts additional pressures on parts of the transport network at peak times of the year. This chapter looks at the following services:

Cornwall Council Passenger Transport Unit Private Bus Companies

3.1.2.2 Connecting Cornwall(24) sets out the vision for transport in Cornwall; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of bus travel, the important elements are identified as:

Quality Cornwall network; High quality buses; Real time information on mobile devices/home; Personalised travel information; Smart card ticketing; High quality ; New bus infrastructure to be sympathetic to the environment; Better design of shared space;

23 Operators have to register services 56 days in advance or seek short notice registration to operate within that timeframe 24 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 Infrastructure Delivery Plan - Position Statement January 2011 23 Physical Infrastructure – Baseline Evidence 3 Improved physical access; Better waiting facilities; Good access to bus from new developments; Better customer services; Concessions for those most in need; Better community solutions; School travel plans; Encourage bus trips as part of sustainable tourism.

Cornwall Council Passenger Transport Unit

3.1.2.3 Engagement: Information has been provided by the Local Transport Plan Team - they are an active member of the Infrastructure Providers Group.

3.1.2.4 Service Summary: The Passenger Transport Unit of Cornwall Council procures public transport for public and contractual (schools, special needs, etc). Local Authorities have a duty to maintain a basic level of accessibility in their areas. This takes the form of intervening to provide services that the commercial providers will not provide because they cannot generate demand and revenue to cover the cost of operation and earn the operators' desired margin(25).

3.1.2.5 Existing Provision: There are about 30 bus operators(26) working across Cornwall, operating services across the county on various times, frequencies and days(27), as shown on the map below. The Cornwall Public Transport Information website is designed to provide full timetable information on all bus services operating in Cornwall, as well as information on rail, coach, air and ferry services.

3.1.2.6 National Express(28) is the largest scheduled coach service provider in Europe and the only scheduled coach network in Britain.

25 Cornwall County Council (2006) Local Transport Plan 2 Annex 3 Bus Strategy - http://www.cornwall.gov.uk/default.aspx?page=24538 26 Cornwall Bus Services – Operators (as at 28/10/2010) - http://www.cornwallpublictransport.info/bus_operators.asp 27 Cornwall Bus Services – Bus Timetables/Frequency Guide - http://www.cornwallpublictransport.info/bus_timetables.asp 28 National Express - http://www.nationalexpress.com/home.aspx 24 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 25 Physical Infrastructure – Baseline Evidence 3

3.1.2.7 Current Issues: There are a number of issues(29) arising out of bus provision across Cornwall and these are summarised as:

The general dispersion of the population within the county and the rural settlement patterns combined with an absence of large urban areas make public transport provision extremely challenging. There are relatively few large volume flows that are most suited to being served by commercial public transport services. The dispersion of employment opportunities across Cornwall can cause difficulties in terms of bus service provision, with a large proportion of the workforce employed in small enterprises and relatively few large scale employers. In terms of trip generation, clearly with so many school sites, travel to education has a significant impact on the transport network at a local level. Traffic congestion immediately in and around many schools and colleges is common. Given that at the peak of the season there are over 290,000 visitors in Cornwall in any one day, it is inevitable that this leads to significant pressure on the transport network. Quality and reliability of bus services were highlighted as the most important improvements required.

3.1.2.8 Standards: There are no standards currently for bus based public transports that are suitable for IDP purposes – further work is required.

3.1.2.9 Targets: None identified

3.1.2.10 Cross Boundary Issues: Many of the commercial bus operators have services to destinations in Devon and beyond including Plymouth, Exeter, Holsworthy, Tavistock, etc.

3.1.2.11 Funding Sources and Requirements: Cornwall Council has a duty to maintain a basic level of accessibility, and this means that it subsidises the private sector to operate a comprehensive bus based public transport system across Cornwall. The majority of routes, approximately 70%, are financially secured by Cornwall Council either fully (45%) or in part (25%), leaving some 30% as fully commercial. The proportion of bus miles operated secured under Council contract is nearly 35% of the total, reflecting the fact that the major routes with high bus mileage tend to be the ones that are commercial(30). Costs (total net expenditure) relating to public transport by Cornwall Council(31) is indicated in the table below:

Table 3.5 Public Transport Costs

2009/10 (Actual) 2010/11 (Estimate)

Support for Bus Services (PT100 and PT200) £4,720,000 £4,640,000

29 Cornwall County Council (2006) Local Transport Plan 2 Annex 3 Bus Strategy - http://www.cornwall.gov.uk/default.aspx?page=24538 30 Cornwall County Council (2006) Local Transport Plan 2 Annex 3 Bus Strategy - http://www.cornwall.gov.uk/default.aspx?page=24538 31 Cornwall Council (2010) 2010/11 Budget Book - http://www.cornwall.gov.uk/Default.aspx?page=17751 26 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence

2009/10 (Actual) 2010/11 (Estimate)

Concessionary Fares Reimbursement (including Truro Park & £6,800,000 £7,470,000 Ride) (PT300)

3.1.2.12 Future Issues: Some future issues(32) identified include:

The impact the location of future development – housing and employment - will have on the public transport system in Cornwall. The impact the development and delivery of health care, education and other strategic services will have on the public transport system The impact of tourism. Sustainable tourism initiatives such as enhanced summer services, seasonal traffic management and associated publicity and marketing, need to be targeted at the summer 'hotspots' of Newquay, Penzance, , St Ives and Falmouth in order to ease the impact of seasonal congestion.

3.1.2.13 Future Trends: None identified

3.1.2.14 Links to LDF: The Local Transport Plan (Connecting Cornwall) closely aligns with the two overarching strategy and planning documents for Cornwall that cover the delivery of all public services – the Sustainable Community Strategy and the Local Development Framework.

3.1.2.15 Co-Location and Joint Delivery Opportunities: None identified

Private Bus Operators

3.1.2.16 Engagement: with private bus operators will be facilitated through the ‘Bus Operators’ Group organised by the Local Transport Plan Team. First Group and Western Greyhound are inactive members of the Infrastructure Providers Group.

3.1.2.17 Links to LDF: There is a desire to work with developers with regard to new housing developments. It is better to extend an existing service to the new development, but this may require pump prime revenue funding for the first 3 to 5 years of the development - support will reduce as revenue from the extended service increases.

32 Cornwall County Council (2006) Local Transport Plan 2 Annex 3 Bus Strategy - http://www.cornwall.gov.uk/default.aspx?page=24538 Infrastructure Delivery Plan - Position Statement January 2011 27 Physical Infrastructure – Baseline Evidence 3 3.1.3 Rail Transport

Overview

3.1.3.1 The Government’s strategy is to deliver a sustainable, modern, railway. The ambitions are for a railway that contributes to the economic success of the nation by enabling more people to travel in a way that minimises the environmental impact; a railway that is flexible enough to adapt and respond to social changes, protecting the network and improving its ability to operate for longer in the day and more consistently over the working week; a railway that is easy and accessible to use; and one that is built on stable foundations of safety, reliability and sound finance. Britain now has a railway that carries more people and more freight than it has in over 50 years. The public as a whole wants a railway that contributes to economic growth and helps us meet the environmental challenges ahead. The biggest contribution rail can make to the environment is to expand its capacity to accommodate those who want to make ‘green’ travel choices and to provide the quality of service necessary to retain their customers. This is true for freight as well as passengers. The Government believes that the investments it proposes would enable the railway by 2030 to deliver twice the passengers and freight of today in more comfort than today.

3.1.3.2 The white paper ‘Delivering a sustainable railway’(33) looks at the potential future challenges for the railway over a 30-year horizon. It identifies three long-term agendas for Government and the rail industry working in partnership: increasing the capacity of the railway, delivering a quality service for passengers, and fulfilling rail's environmental potential.

3.1.3.3 Connecting Cornwall(34) sets out the vision for transport in Cornwall; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of rail travel, the priorities are identified as:

Expand rail services; Good access to rail from new developments; Smart card ticketing; Real time information on mobile devices/home; Personalised travel information; Concessions for those most in need; Encourage rail trips as part of sustainable tourism; Invest in rail freight.

Network Rail

3.1.3.4 Engagement: Information has been provided by Network Rail - they are an active member of the Infrastructure Providers Group.

33 Department for Transport (2007) Delivering a sustainable railway - http://www.dft.gov.uk/pgr/rail/whitepapercm7176/ 34 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 28 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.3.5 Service Summary: Network Rail operates, maintains, renews and invests in Britain’s rail infrastructure, encompassing some 20,000 miles of tracks and 40,000 bridges and tunnels.

3.1.3.6 Existing Provision: In Cornwall, the rail network(35) is shown in the following table and map:

Table 3.6 Rail Network in Cornwall

Facility Description

Strategic Route (1) Main line for Penzance to London Paddington

Branch Lines (5) Enable many of the larger coastal resorts in Cornwall to be served by rail

Freight Only Lines (4) Carries freight only

35 Network Rail (2010) Route Plan K West of England – http://www.networkrail.co.uk/aspx/4451.aspx Infrastructure Delivery Plan - Position Statement January 2011 29 Physical Infrastructure – Baseline Evidence 3 30 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.3.7 First Great Western(36) operates the London Paddington to Plymouth and Penzance services. Cross Country(37) has limited presence west of Plymouth, although this is stronger in the summer months. Freight Services are operated by DB Schenker(38), Freightliner Heavy Haul Ltd(39) and DRS(40).

3.1.3.8 The speed limit on the main line between Plymouth and Penzance varies between 60 and 75 miles per hour (mph) and on the branch lines: Newquay (50 mph), (25 mph), Falmouth (50 mph), St Ives (30 mph), and to (55 mph). The majority of the main line part of the route in Cornwall is double track which provides sufficient capacity. The most intensively used branch lines include those of Falmouth and St Ives and enjoy half hour frequencies, while other branch line services have hourly or less frequent interval services. Utilisation of the St Ives branch has been increased to the maximum possible levels as a result of the Community Rail Initiative, while the construction of a new passing loop at Penryn enabling frequencies between Truro and Falmouth to be doubled.

3.1.3.9 Current Issues: Network Rail has identified the single line section linking Devon and Cornwall () and the St Pinnock and East Largin viaducts as current capacity and operational constraints. The draft shoreline management plan(41) identifies a number of areas of coastal infrastructure at risk of future flooding including sections of the rail network and A30 between Penzance and Marazion.

3.1.3.10 The following schemes are current third party proposals:

Cross Cornwall Rail Link proposal: a business case is being worked up by Cornwall Development Company to look into improving rail links in mid Cornwall in light of the Eco town development (including the redevelopment of ), the Newquay growth area, and housing development in Truro and Falmouth. Falmouth Major Ports Plan:

3.1.3.11 Standards: There are no standards currently within Network Rail that are suitable for IDP purposes – further work is required.

3.1.3.12 Targets: Network Rail aims to meet a range of targets and its performance against these targets is published in their annual return(42). The majority of these targets relate to performance in terms of train punctuality, cancellations and delays, safety etc.

36 First Great Western (2010) Train times - http://www.firstgreatwestern.co.uk/Default.aspx 37 Cross Country (2010) Train times - http://www.crosscountrytrains.co.uk/ 38 DB Schenker (2010) http://www.rail.dbschenker.co.uk/ 39 Freightliner Heavy Haul (2010) http://www.freightliner.co.uk/ 40 DRS - Direct Rail Services (2010) http://www.directrailservices.com/ 41 Cornwall & Isles of Scilly Coastal Advisory group (2010) Shoreline management Plans - http://www.ciscag.org/smpindex.html 42 Network Rail (2010) Annual Return - http://www.networkrail.co.uk/browseDirectory.aspx?dir=\Regulatory%20Documents\Regulatory%20Compliance%20and%20Reporting\Annual%20Return&pageid=2893&root= Infrastructure Delivery Plan - Position Statement January 2011 31 Physical Infrastructure – Baseline Evidence 3 3.1.3.13 Cross Boundary Issues: rail lines in Cornwall link to the national rail network. The Devon & Cornwall Rail Partnership works to promote travel on rural branch lines and seek improvements to services and facilities and to promote the places served by the branch lines and help the local economy.

3.1.3.14 Funding Sources and Requirements: the High Level Output Specification (HLOS)(43) sets out the funding available to deliver the proposals in the Delivery Plan for Control Period 4(44) (2009-2014). Work is underway on HLOS2 which will outline funding available for the Delivery Plan for Control Period 5(45) (2014-2019) and is expected to be published in July 2012.

3.1.3.15 A number of other funding sources are available including:

Local Transport Plan National Stations Improvement Programme (NSIP) - a programme for station improvements. Department of Transport’s Access for All programme targets improvements to station access at a number of locations. Department for Transport Sustainable Transport Fund Network Rail Discretionary Fund

3.1.3.16 The following table identifies the stations which form the current NSIP programme of works:

Table 3.7 National Station Improvement Programme in Cornwall

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Station Penzance - new toilets, seating, ticket area NSIP Network Rail/DfT/ TOC 2010 Improvements upgrades, waiting rooms

Truro - waiting rooms, cycle storage, NSIP Network Rail/DfT/ TOC 2012 forecourt works, ticket area, car park

St Erth - lifts and footbridge Access for All Network Rail/DfT/ TOC 2012

3.1.3.17 Network Rail have planned maintenance and renewal works across the region specific examples include track renewal works in 2012/13 at and level crossing renewals at , Camborne and Roskear during 2014/15.

43 Department of Transport (2008) High level Output Specification - http://www.dft.gov.uk/pgr/rail/pi/rollingstock/hlosupdatejuly08?page=2#a1003 44 Network Rail (2009) Control Period 4 - http://www.networkrail.co.uk/aspx/6648.aspx 45 Network Rail (2010) Planning Ahead - http://www.networkrail.co.uk/browse%20documents/planning%20for%20cp5/planning%20ahead%20-%20control%20period%205%20and%20beyond.pdf 32 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.3.18 The Government is proposing a radical reform and simplification of local transport funding, by moving from 26 grant streams to 4(46). It has also tasked Network Rail with delivering 21% efficiency savings over the current regulatory period to 2013/14.

3.1.3.19 Future Issues:

No specific issues were identified in the Great Western Route Utilisation Strategy(47) 2009-2019 (with overview to 2039), or in the Government’s White Paper ‘Delivering a Sustainable Railway’(48) which looks at the potential future challenges for the railway over a 30-year horizon; As part of ‘Delivering a Sustainable Transport System(49)’ (DaSTS) a study is planned for the South West Peninsula area on the reliability and resilience of route corridors that connect the strategically significant towns and cities to Exeter and onwards to wider national markets. Locally within Cornwall continued growth is expected to accompany the greatly improved services between Truro and Falmouth; The proposal for an eco-town development around is expected to proactively stimulate rail demand if substantial new housing is linked to a new station near Burngullow. There are stakeholder aspirations(50) to re-open the following stations in Cornwall: Bodmin Town; , Padstow and and to re-instate/ convert the Newquay to Truro via St Dennis line. The draft shoreline management plan(51) identifies a number of areas of coastal infrastructure at risk of future flooding including sections of the rail network and A30 between Penzance and Marazion. Suspension of the Freight Facilities Grant.

3.1.3.20 Future Trends:

Demand for passenger traffic from the South West to London and to the Midlands is forecast to grow, and in particular, holiday traffic using the rail network to Devon and Cornwall. Bi-mode Super Express Trains will replace the existing diesel units operating between London Paddington and Plymouth and Penzance, running under electric power between London and Newbury and under diesel power west of Newbury. There are currently no plans to electrify any rail routes in Cornwall with the current scope of the Great Western Main Line electrification being between London Paddington and Didcot.

3.1.3.21 Links to LDF: Network Rail promotes the development of a sustainable, more carbon-friendly, integrated transport system. The safeguarding of mineral railway lines can also be considered.

46 HM Treasury/Infrastructure UK (2010) National Infrastructure Plan 2010 - http://www.hm-treasury.gov.uk/d/nationalinfrastructureplan251010.pdf 47 Network Rail (2010) Great Western Route Utilisation Strategy - http://www.networkrail.co.uk/aspx/4449.aspx 48 Department for Transport (2007) Delivering a Sustainable Railway - http://www.dft.gov.uk/pgr/rail/whitepapercm7176/ 49 Department for Transport (2007) Delivering a sustainable transport system - http://www.dft.gov.uk/pgr/regional/ltp/guidance/localtransportsplans/policies/sustainabletransport# 50 Network Rail (2010) Great Western Route utilisation Strategy – http://www.networkrail.co.uk/aspx/4449.aspx 51 Cornwall & Isles of Scilly Coastal Advisory group (2010) Shoreline management Plans - http://www.ciscag.org/smpindex.html Infrastructure Delivery Plan - Position Statement January 2011 33 Physical Infrastructure – Baseline Evidence 3 3.1.3.22 Co-Location and Joint Delivery Opportunities: Network Rail is supportive of opportunities for third party funded and joint delivery of services. They strongly support the co-location of transport services and the notion of an integrated transport system. They are keen to develop transport interchanges wherever possible, at stations, to connect the railway to other forms of transport such as bus, taxi, cycle and walking. Their aim is to make the journey that passengers take from origin to destination as easy as possible.

3.1.3.23 Devon & Cornwall Rail Partnership(52) promotes the use of rail on branch lines in Cornwall and links to walking and cycling trails, etc. Western Greyhound(53) has recently introduced new routes to link rail to key destinations via buses. Bodmin & Wenford Railway(54) links with Western Greyhound buses. Friends of the Atlantic Coast Line (Focal)(55) are also working on the St Austell, St Dennis, Par and Newquay cross country rail plans. 3.1.4 Air Transport

Overview

3.1.4.1 Air travel is essential to the UK economy and to promote continued economic growth and investment in Cornwall. Air travel makes it easier for residents to get away for holidays as well as providing a gateway to Cornwall and improving our region's access to key UK and European business markets. Strategic connectivity to national and international business centres is vital for the to grow and for businesses to remain competitive, grow and prosper. Air services in Cornwall are available from Newquay Cornwall Airport, the Penzance Heliport and the Lands End Skybus(56). Air services to other destinations are available outside of Cornwall from Plymouth and Exeter Airports.

52 Devon & Cornwall Rail Partnership (2010) http://www.carfreedaysout.com/ 53 Western Greyhound (2010) http://www.westerngreyhound.com/ 54 Bodmin & Wenford Railway (2010) http://www.bodminandwenfordrailway.co.uk/ 55 Focal (2010) The Blueprint - http://www.focal.org.uk/blueprint.htm 56 This aerodrome may close if planning permission for its redevelopment is approved 34 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 35 Physical Infrastructure – Baseline Evidence 3 3.1.4.2 This chapter looks at the following:

Newquay Cornwall Airport

3.1.4.3 Connecting Cornwall(57) sets out the vision for transport in Cornwall; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of air travel, the priorities are identified as:

Maintain air links for business Maintain air links for tourism Maintain critical lifeline links to communities such as the Isles of Scilly Improve bus and taxi access to the airport.

3.2.4.2 Newquay Cornwall Airport

3.1.4.4 Engagement: Discussions have taken place with Cornwall Airport Ltd (CAL) and Cornwall Development Company (CDC)(58) - CDC is an active member of the Infrastructure Providers Group.

3.1.4.5 Service Summary: Newquay Cornwall Airport is owned by Cornwall Council and operated by Cornwall Airport Ltd (a wholly owned subsidiary of Cornwall Council). It is the only commercial airport serving Cornwall. CDC’s role at Newquay Cornwall Airport is to provide the professional support and delivery expertise to CAL in assisting the Company with the delivery and growth of an embryonic aeronautical cluster and other related business activity.

3.1.4.6 Existing Provision: Newquay Cornwall Airport has one of the longest runways in the UK, ensuring it can support aircraft operations irrespective of aircraft size and specification. It currently accommodates about 300,000 passengers per year. Cornwall Council and its partners have invested more than £50 million in Newquay Cornwall Airport giving access to:

325 hectares of land available for development; 2744 metres of runway (asphalt); Uncongested air space; Large areas of hard standing for aircraft; and Immediate access to a diverse marine environment for Search & Rescue training.

3.1.4.7 Flights are available to the following locations during summer 2010/winter 2010/11:

57 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 58 Cornwall Development Company (CDC) is the economic delivery vehicle for Cornwall Council (and is a wholly owned subsidiary of Cornwall Council) 36 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Table 3.8 Internal and International Flights

Air South West Flybe Skybus BMI Baby Lufthansa

Bristol Isles of Scilly East Midlands Dusseldorf Cork London Gatwick Dublin Bradford London Gatwick Manchester Newcastle

3.1.4.8 Current Issues: Newquay Cornwall Airport plans to develop as a major aerospace business location to make use of the capacity that exists across the whole aerodrome site. There is the opportunity for delivering significant numbers of quality, high value and highly skilled jobs. It is envisaged that both a fixed and rotary wing aeronautical cluster will be delivered at the airport using both existing and new buildings. To support new business growth at the Airport an Aerospace Academy for fixed and rotary-wing flight and engineering training is planned. The development of the aerospace cluster will be further supported in the medium term through the delivery of an airport business park on land adjacent to the airport together with the delivery of other business infrastructure such as hotels and conference/meeting facilities.

3.1.4.9 The current passenger terminal has the capacity to accommodate about 700,000 passengers. It is constrained within a narrow site and the linear configuration of the terminal building often struggles to accommodate passenger throughput at peak periods. The passenger terminal lacks the space to accommodate sufficient retailing and other ancillary infrastructure to improve both the passenger experience and assist with the airport’s profitability. Public transport links to the Airport are an issue, and further work needs to be undertaken on the ‘Airport Surface Access Strategy'(59)to improve this aspect. In addition, options to assist in linking key communities with the airport are important as a transport link and as a place of employment.

3.1.4.10 A new southern access road is in the process of being procured by Cornwall Council giving road access to the southern side of the airfield. The lack of road access to the south side of the aerodrome is a major constraint and the provision of this access is key to delivering the economic development proposals within the southern aerospace development zone and is a first step in the delivery of this business park.

59 Newquay Cornwall Airport (2008) Draft Airport Surface Access Strategy - http://www.newquaycornwallairport.com/media/pdf/5/9/Annex._ASAS.pdf Infrastructure Delivery Plan - Position Statement January 2011 37 Physical Infrastructure – Baseline Evidence 3 3.1.4.11 The current economic climate is a major challenge for the airport, therefore the priority is to work to sustain current passenger levels and then prepare for modest future passenger growth.

3.1.4.12 Standards: There are no standards currently within air travel that are suitable for IDP purposes – further work is required.

3.1.4.13 Targets: Some analysis has been undertaken on forecasting the potential growth in passenger numbers (not taking into account existing constraints) at Newquay Cornwall Airport, and these have been identified as follows. Please note that the passenger forecast figures quoted are currently being re-forecast in alignment with the new Airport Business Strategy and the update of the Airport Master Plan.

Table 3.9 Potential Growth in Passenger Numbers

2015-16 2020-21 2025-26 2030-31

810,000 - 1210,000 920,000 - 1,380,000 980,000 - 1,640,000 1,070,000 - 1,790,000

3.1.4.14 Cross Boundary Issues: Newquay Cornwall Airport enables national and international connectivity and essential life line links to remote communities.

3.1.4.15 Funding Sources and Requirements: It is provisionally intended that funding is sought from Cornwall Council, Regional Growth Fund and ERDF Convergence funding to deliver the business infrastructure proposed up to 2013/15. Some of the projects (shown below) are identified within Priority 2 of the programme; others need further development before the reach the stage where they could be commissioned by the programme. Future funding sources need to be identified post the Convergence programme and beyond 2013-15. The medium term investment programme (2012-2018) is anticipated to be principally for the new south side developments and is estimated to cost about £30-40 million which excludes a new terminal building and is likely to include significant private sector investment.

3.1.4.16 In terms of the development of Newquay Cornwall Airport, the following table identifies the funding required to improve or maintain facilities:

Table 3.10 Funding Required

Infrastructure Infrastructure Proposed Cost Funding Lead Phasing Required Sources Agencies

Capital Provision of southern access road 2011-2012 Investment Rehabilitation of Charlie South taxiway and 404 apron 38 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence

Infrastructure Infrastructure Proposed Cost Funding Lead Phasing Required Sources Agencies

Refurbishment of 404 hanger Further upgrade of hanger N1

Provision of access and services to Airport Business Park 2012-2017 Provision of new hangers Provision of access and services to Phase 1 Treloy aerospace zone both landside road access and airside taxiways Expand executive aviation aircraft hard standing Stand 17 General Aviation Garages

Provision of access and services to airport business park as demand 2017-2022 requires Provision of new hangars Further access and services to Treloy aerospace zone both landside road access and airside taxiways. Extension of terminal car parking Further services and access roads into business park If sustainable passenger numbers exceed 600,000pa then the provision of a new terminal building will need to be considered. In addition the age and condition of the existing terminal building may well drive the consideration for a new terminal. It is predicted this triggers will be hit in this time period, at the earliest. The new Terminal would have to be accommodated on the southern side of the airfield and would require the relocation of all terminal functions including; aircraft aprons, car parking and car hire facilities etc.

The timing of Terminal development (as in 2017-2022) may slip into 2022-2027 this timeframe Provision of new hangars Further services and access roads into business park Infrastructure Delivery Plan - Position Statement January 2011 39 Physical Infrastructure – Baseline Evidence 3

Infrastructure Infrastructure Proposed Cost Funding Lead Phasing Required Sources Agencies

New southern link (loop) road for terminal site Further access and services to Treloy aerospace zone both landside road access and airside taxiways.

3.1.4.17 Future Issues: Failing to invest further in the Airport to grow wider aerospace activity on the southern side of the aerodrome is vital as is any limits on growing passenger capacity to the current terminal’s 700,000 passengers per annum. It is very difficult to make the Airport commercially sustainable without growth of wider aviation activity. While it would save substantial future capital investment the airport would not become financially viable at the current levels of passenger numbers and economic activity.

3.1.4.18 The Government is proposing to develop a competitive economy through making best use of existing airport capacity to help improve the passenger experience(60).

3.1.4.19 Future Trends: Newquay Cornwall Airport is committed to looking at the potential to become a low carbon energy producer/generator through the introduction of renewable energy technologies, and Cornwall Airport Ltd and CDC are working on a strategy towards this goal.

3.1.4.20 Links to LDF: Newquay Cornwall Airport is looking to develop itself as a major aerospace business location to make use of the capacity of the whole aerodrome site. There is the opportunity for delivering significant numbers of quality, high value and highly skilled jobs. Airports are particularly important in peripheral sub-regions like Cornwall, where transport infrastructure and distances from key markets can be a real business constraint, affecting growth, productivity and competitiveness. Newquay Cornwall Airport has the capacity to bridge that infrastructure gap, opening up Cornwall to wider opportunity and assist it to realise its full economic potential. The links its supports to wider UK, European and International business centres and markets are vital for the wider business community in Cornwall. The airport has space and capacity to grow and offers some Unique Selling Points which include a runway in excess of 2700 metres at the centre of a 325 hectare estate. It has the ability to deliver projects that are transformational in nature. Major opportunities exist to develop and grow the airport in a sustainable manner both in terms of its passenger market but also what will become the focal point of the Airport’s future business development, in associated aviation related activities e.g. aircraft maintenance, engineering and training.

3.1.4.21 Co-Location and Joint Delivery Opportunities: Newquay Cornwall Airport is keen to work with others where relevant to deliver Cornwall Council and other public services projects.

60 HM Treasury/Infrastructure UK (2010) National Infrastructure Plan 2010 - http://www.hm-treasury.gov.uk/d/nationalinfrastructureplan251010.pdf 40 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.1.5 Ports and Harbours

Overview

3.1.5.1 The marine environment is significant in Cornwall and Ports and Harbours provide connections both within and outside the county. They are also of economic importance. The Eddington Report(61) described ports as the 'key gateways for UK trade in goods'. UK ports handled 508m tonnes of cargo in 2009, maintaining the UK’s position as the largest port sector in the EU.

3.1.5.2 Connecting Cornwall(62) sets out the vision for transport in Cornwall; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of passenger and freight services, the priorities are identified as:

Protect and enhance ferry services; Encourage greater community use; Smartcard ticketing; Personalised travel information; Invest in maritime freight.

Cornwall Council Maritime Service

3.1.5.3 Engagement: Information has been provided by the Maritime Service - they are an active member of the Infrastructure Providers Group.

3.1.5.4 Service Summary: Cornwall Council is responsible for:

Management and Regulation of the Ports of Truro Penryn, Penzance, St Ives, Newquay, Portscatho, Prince of Wales Pier, , Portwrinkle and Management and Maintenance of Maritime Assets in Caffa Mill (Fowey), Saltash and Downderry . Regulator of the Port of Truro Oyster Fishery. Responsibility for beach safety throughout Cornwall Speeding Byelaw Enforcement on the Licencing of Boats (up to 12 passengers) and Boatmen Advising other Council Sections regarding Maritime issues

61 Eddington, Sir R (2006) The Eddington Transport Study: Understanding the relationship - http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/162259/187604/206711/ 62 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 Infrastructure Delivery Plan - Position Statement January 2011 41 Physical Infrastructure – Baseline Evidence 3 3.1.5.5 Existing Provision: A Maritime Strategy for Cornwall is currently being prepared. This purpose of this strategy is for the Council to acknowledge the importance of Maritime Issues to Cornwall; align its maritime responsibilities; and consider opportunities arising from an increasing focus on the seas and coast including those emerging from the Marine and Coastal Act 2009.

3.1.5.6 Key ports and harbours are identified on the map below: 42 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 43 Physical Infrastructure – Baseline Evidence 3

3.1.5.7 Current Issues: include:

Passenger Terminal at Penzance Replacement vessel for Scillonian III Port of Falmouth Development Initiative Hayle Harbour Regeneration. Replacement of Lighterage Quay Single Service Level Agreement with the RNLI for the provision of Beach Lifeguard Services New facility at Newquay for fishermen stores Various repairs and maintenance at Penzance (electricity, fresh water, re-pointing, colonnade repairs, ram ang gate repairs etc.) Maintenance of sea walls, harbours, piers, jetties etc. Dredging requirement in Penzance Harbour Seek to increase Harbour Board responsibilities to include Truro, Penryn, Newquay (now done) followed by St Ives and Penzance. Port of Par now closed

3.1.5.8 Standards: There are no standards currently identified within the Maritime Service that are suitable for IDP purposes – further work is required.

3.1.5.9 Targets: None identified

3.1.5.10 Cross Boundary Issues: None identified. The Maritime Service are members of the British Ports Association, the SW Regional Ports Association etc.

3.1.5.11 Funding Sources and Requirements: The Ports of Truro and Penryn are operated as stand alone businesses with all profits being utilised for the management, maintenance and improvement of the ports. In terms of provision by Cornwall Council, the following table identifies the funding required to improve or maintain maritime facilities: 44 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Table 3.11 Marine Funding Schemes

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Phasing Required Agencies

Capital Investment Passenger terminal at Penzance and £62 million DfT/Convergence 2011/13 St Mary's, and replacement of Scillonian 3

Newquay Fisherman stores £130,000 Insurance Unknown

Maintenance & Pontoons at Penryn £150,000 Harbour funds Unknown Refurbishment Flood improvements at Lighterage £700,000 Harbour Unknown Quay funds/Environment Agency

3.1.5.12 Future Issues: include:

Maritime Strategy (underway); Specific issues are identified in the Masterplans for the Ports of Truro & Penryn; Maintenance; Climate change (sea level rise, flooding, extreme weather events); Seeking to make provision for the expansion of exports of secondary aggregates for the Port of Fowey; and Some concern that the Coalition Government’s programme for transport makes no mention of either freight or maritime.

3.1.5.13 Future Trends: The marine leisure market is buoyant and the demand for berths is outstripping supply, also supports the local economy.

3.1.5.14 Links to LDF: Could consider safeguarding appropriate wharves and ports for the transport of minerals.

3.1.5.15 Co-Location and Joint Delivery Opportunities: None identified

Cornwall Council Passenger Transport Unit

3.1.5.16 See Section on bus transport for more detail Infrastructure Delivery Plan - Position Statement January 2011 45 Physical Infrastructure – Baseline Evidence 3 3.1.5.17 Existing Provision: The Cornwall Public Transport Information(63)website is designed to provide full timetable information on all ferry services operating in Cornwall, as well as information on rail, coach, air and bus services.

Table 3.12 Ferry Operators

Ferry Destination

1 - Plymouth

2 Mount Edgcumbe - Plymouth

4 Fowey - Polruan

5 Fowey - Bodinnick

6 Mevagissey - Fowey

7 Padstow - Rock

8 Penzance to Isles of Scilly

10 Feock - Philleigh ()

11 Ponsharden - Custom House Quay (Falmouth Park & Float Service)

12 Falmouth -

14 Falmouth - Flushing

17 Falmouth - Trelissick - Tolverne - Malpas/Truro

19 St Mawes - Place

22 Helford Village - Helford Passage

Calstock - Cothele Quay/ - Ferry Farm (Bere Alston)

Smugglers' Cottage Tolverne - Falmouth

63 Cornwall Council (2010) Ferry Timetables - http://www.cornwall.gov.uk/default.aspx?page=4458 46 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence

Ferry Destination

Truro - Falmouth Infrastructure Delivery Plan - Position Statement January 2011 47 Physical Infrastructure – Baseline Evidence 3 48 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Harbour Commissioners

3.1.5.18 Engagement: No attempts have been made to engage with harbour commissioners at this stage although it is anticipated that work on the Maritime Strategy will identify any infrastructure needs required by this group. There are already quite strong links to Trust and Private ports and harbours through the membership of the BPA and the SWRPA together with historical links through the Maritime Manager and staff

Private Maritime Businesses

3.1.5.19 Engagement: No attempts have been made to engage directly with private maritime businesses at this stage although it is anticipated that work on the Maritime Strategy will identify any infrastructure needs required by this group. Cornwall Council is a member of the Cornwall Marine Network, and as a result all of the ports and harbours deal with private maritime business on a daily basis. 3.1.6 Walking & Cycling

Overview

3.1.6.1 Connecting Cornwall(64) sets out the vision for transport in Cornwall; it presents the strategy for how this will be achieved and how progress towards that vision will be measured. In terms of walking and cycling, the priorities are identified as:

Walking: Prioritise investment into the walking network; better links to public transport; provide an urban network; develop multi-use leisure trails; greater pedestrian priority in urban areas; safe environment for pedestrians; better pedestrian access in new developments; New walking routes to be sympathetic to the environment; lower speed limits; better design of shared space; school travel plans; encourage more walking as part of sustainable tourism; personalised travel information. Cycling: Prioritise investment into the cycling network; better links to public transport; provide an urban network; develop multi-use leisure trails; greater cycling priority in urban areas; Safe environment for cyclists; better cycling access in new developments; new cycling routes to be sympathetic to the environment; lower speed limits; better design of shared space; school travel plans; encourage cycling as part of sustainable tourism; personalised travel information.

Connecting Cornwall

3.1.6.2 Engagement: Information has been provided by the Connecting Cornwall Team - they are an inactive member of the Infrastructure Providers Group.

64 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 Infrastructure Delivery Plan - Position Statement January 2011 49 Physical Infrastructure – Baseline Evidence 3 3.1.6.3 Summary: Cornwall contains many cycle routes and trails, many of which are managed by Cornwall Council. Cornwall boasts a 300 mile (491 km) section, almost 50% of the South West Coast Path which is managed by Cornwall Council and funded by Natural England.

3.1.6.4 Existing Provision: includes (as shown on the map below):

2201 miles (3548 km) of public footpaths(65) 396 miles (634 km) of public bridleways(66) 129 miles (206 km) of public byways(67) This equates to a total of 2728 miles (4388 km) of public rights of way including 300 miles of the South West Coastal Path. Numerous cycle trails and routes(68) including 180 miles of Sustrans(69) National Cycle Route 3 and 32 (The ).

65 Use on foot only 66 Use on foot, horseback and pedal cycle 67 Open to all traffic 68 Cornwall Council (2010) Cycle routes and trails - http://www.cornwall.gov.uk/default.aspx?page=17685 69 Sustrans (2010) Cornwall - http://www.sustrans.org.uk/sustrans-near-you/south-west/cornwall 50 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 51 Physical Infrastructure – Baseline Evidence 3 3.1.6.5 Current Issues: Include:

The need for safe walking and cycling routes, even in rural areas. On-going maintenance relating to revenue pressures Promotion of routes (budget constraints) Opportunities and challenges related to new development

3.1.6.6 Standards: There are no standards currently identified within walking and cycling aspirations that are suitable for IDP purposes – further work is required.

3.1.6.7 Targets: Connecting Cornwall(70) will provide a range of targets for the take up of walking and cycling.

3.1.6.8 Cross Boundary Issues: Funding is being sought to connect Cornwall to Devon at Holsworthy, and other schemes are being discussed.

3.1.6.9 Funding Sources and Requirements: Walking and cycling routes are funded through a variety of means. Cornwall Council manages many cycle routes, the South West Coastal Path and other public rights of way. The following table identifies some of the key projects for Cornwall in terms of walking and cycling routes for the next three years:

Table 3.13 Funding for Walking & Cycling Projects

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Capital Cycle towns - Falmouth/Penryn £2 million Connecting Cornwall Council 2011/14 Investment - and Newquay Cornwall/Other cycling Cycle improvements - Hayle £200,000 Connecting Cornwall Cornwall Council 2012/14

Cycle improvements - rural £300,000 Connecting Cornwall Council 2011/12 Cornwall/Other

Capital Urban walking routes - Saltash, £685,000 Connecting Cornwall Council 2011/13 Investment - Launceston, Truro, Bodmin, Cornwall/Other walking , Wadebridge, Falmouth and Hayle

70 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 52 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Rural walking schemes £399,000 Connecting Cornwall Cornwall Council 2011/14

Pedestrian Crossings £245,000 Connecting Cornwall Cornwall Council 2011/14

3.1.6.10 Future Issues: None identified

3.1.6.11 Future Trends: None identified

3.1.6.12 Links to LDF: The Connecting Cornwall Team is preparing a set of policies that can be reflected in the Core Strategy where appropriate.

3.1.6.13 Co-Location and Joint Delivery Opportunities: Cycling and walking routes are often/can be delivered through green infrastructure routes. One of the main aims of Connecting Cornwall(71) is to support better links between bus transport and walking and cycling routes.

71 Cornwall Council (2010) Connecting Cornwall 2030: moving towards a green peninsula consultation version - http://www.cornwall.gov.uk/default.aspx?page=24537 Infrastructure Delivery Plan - Position Statement January 2011 53 Physical Infrastructure – Baseline Evidence 3 3.2 Energy

3.2.1 A utility is a basic service such as electricity, gas, or water, and an energy (or utility) provider is the company that provides such a service. Utilities are often regulated by the government. For the purposes of the IDP we are concentrating on the providers of the energy networks rather than the companies that provide the retail services to customers. This chapter is divided into the following sections:

National Grid Western Power Distribution Wales and West Utilities Energy and Renewable Energy

3.2.2 Strategic infrastructure priorities identified within this theme is identified as:

Table 3.14 Funding for Strategic Infrastructure Projects

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Phasing Required Agencies

Capital Investment Upgrade to distribution network west £5 million Western Power of Indian Queens Distribution

Wave Hub

3.2.3 A project looking at the potential of electric vehicles in Cornwall is underway, and this will entail a charging network to be designed and delivered across Cornwall – this is covered in the section relating to Roads in the report.

National Grid

3.2.4 Engagement: Information has been provided by Entec on behalf of National Grid.

3.2.5 Service Summary - Electricity: National Grid is the holder of the licence to transmit electricity. It owns and maintains the network in England and Wales, providing electricity supplies from generating stations to local distribution companies, and operates at 400,000 and 275,000 volts. Separate regional companies (such as Western Power Distribution) own and operate the electricity distribution networks that comprise overhead lines and cables at 132,000 volts and below. National Grid has a statutory duty to develop and maintain and efficient, co-ordinated and economical transmission system of electricity, and to facilitate competition in the supply and generation of electricity. 54 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.2.6 Within Cornwall, National Grid's high voltage electricity overhead transmission lines/underground cables include the following:

YE line - 400,000 volt route from Indian Queens substation to Landulph substation; YF line - 400,000 volt route from Landulph substation to Abham substation in South Hams VW line - 400,000 volt route from Indian Queens substation to Taunton substation in Somerset via Alverdiscott substation in Torridge.

3.2.7 Service Summary - Gas: National Grid owns and operates the high pressure gas transmission system in England, Scotland and Wales that consists of approximately 4,300 miles of pipelines and 26 compressor stations connecting to 8 distribution networks (such as Wales & West Utilities). National Grid has a duty to develop and maintain and efficient, co-ordinated and economical transmission system for the conveyance of gas, and respond to new gas supplies in certain circumstances.

3.2.8 National Grid has no gas transmission assets located within Cornwall.

3.2.9 Links to LDF: National Grid would like to be involved in the preparation, alteration and review of Development Plan Documents which may affect their assets, including policies and plans relating to the following issues:

Any policies relating to overhead transmission lines, underground cables or gas pipeline installations Site specific allocations/land use policies affecting sites crossed by overhead lines, underground cables or gas transmission pipelines Land use policies/development proposed adjacent to existing high voltage electricity substation sites and gas above ground installations Any policies relating to the diverting or undergrounding of overhead transmission lines Other policies relating to infrastructure or utility provision Policies relating to development in the countryside Landscape policies Waste and mineral plans 3.2.1 Western Power Distribution

3.2.1.1 Engagement: Information has been provided by Western Power Distribution - they are an active member of the Infrastructure Providers Group. Infrastructure Delivery Plan - Position Statement January 2011 55 Physical Infrastructure – Baseline Evidence 3 3.2.1.2 Service Summary: Electricity is generated via multiple generating stations throughout the UK interconnected through the National Grid(72)Transmission System, owned and operated by National Grid Company. Western Power Distribution (WPD) is a distribution network operator (DNO) and manages the electricity distribution network in the South West and South Wales. WPD’s area of responsibility/ownership terminates at the connected consumer meter point. It is the retail sector that is accountable for the energy supplied, e.g. British Gas, SWALEC, etc. WPD are responsible for:

Maintaining the electricity network on a daily basis; Repairing the electricity network when faults occur; Reinforcing the electricity network to cope with changes in the pattern of demand; Extending the network to connect new customers.

3.2.1.3 Existing Provision: Cornwall currently requires about 450 megawatts of electrical power. Cornwall’s strategic connection to the National Grid is via a 400kV ring circuit from north of the Tamar to Indian Queens – from Indian Queens 132kV circuits deliver electricity to mid and west Cornwall.

3.2.1.4 Mapping is available from http://www.westernpower.co.uk/getdoc/accbbe7d-a54a-4e92-bbd4-1890031cf012/LTDS-SWest_Nov09.Aspx

3.2.1.5 Current Issues: There are no current strategic issues to the network and localised upgrades are undertaken as required

However, a feasibility study has concluded that the current 132kV network west from Indian Queens would be able to satisfy the forecast demand in approximately 6-7 years time, at that time an upgrade may then be required. It is estimated that an upgrade of this type will require about 4-5 years from planning to completion so this is a matter of some urgency Access to the national grid is good in some parts of the County but not all. The demand for grid connections from renewable energy generation, and local and regional capacity to accept supply into the grid is unknown at this time

3.2.1.6 Standards: It is a statutory duty for WPD to provide connections to electricity supply when required subject to any constraints imposed by wayleave and planning consents.

3.2.1.7 There are no standards currently within the WPD that are suitable for IDP purposes – further work is required.

3.2.1.8 Targets: None identified.

72 Electricity is transported across the country through the National Grid at 275,000 or 400,000 volts. It is reduced to 132,000 volts for regional distribution at substations known as Grid Supply Points. From there it is distributed to further substations via overhead lines or underground cables at 132,000 volts. The voltage is reduced again to 33,000 volts and subsequently to 11,000 volts. This distribution network then carries electricity to individual towns and villages throughout the South West of England and South and West Wales where distribution substations transform the voltage to 230 volts 56 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.2.1.9 Cross Boundary Issues: WPD is responsible for the electricity network across the South West.

3.2.1.10 Funding Sources and Requirements: Electricity distribution accounts for approximately 18% of an average domestic customer’s bill (approximately £90 per year). Business customers face a wider range of electricity distribution bills, with smaller businesses paying around £270 per year, medium businesses around £2,600 per year and larger businesses paying significantly more than this, depending on their consumption(73).

3.2.1.11 The estimated cost of the upgrade to the 132kV network required in Cornwall is around £4-5 million using overhead lines (at 2008 prices) – underground cabling would be considerably more (£1m per km underground as opposed to £100k per km overhead). The cost of this would be borne by WPD. It is not anticipated that public funds would be required unless it was felt that upgrades were required in advance of need, or a third party were seeking an upgrade beyond WPD’s standards. (e.g. underground rather than overhead cabling). WPD publishes a charging methodology statement which covers allocation of charges.

3.2.1.12 In terms of provision by WPD, the following table identifies the funding required to improve or maintain facilities:

Table 3.15 Funding For Projects

Infrastructure Required Infrastructure Proposed Cost Funding Lead Agencies Phasing Sources

Capital Investment Upgrade to distribution network £5 million Western Power west of Indian Queens Distribution

Maintenance & Refurbishment

3.2.1.13 Future Issues: New development up to around 70,000 new homes would require an additional 150 megawatts of electrical power. This would mainly be accommodated through localised upgrades although there is a requirement for some significant work in specific locations, e.g. a new sub station in Bodmin. The feasibility study has concluded that the current 132kV network from Indian Queens would be able to satisfy demand for approximately 6-7 years after which an upgrade will be required.

3.2.1.14 Future Trends: None identified

3.2.1.15 Links to LDF: None identified

3.2.1.16 Co-Location and Joint Delivery Opportunities: None identified

73 Western Power Distribution (2009) 2010 Stakeholder Report - http://www.westernpower.co.uk/getdoc/310c6067-eb2c-4496-90b6-c41af5a8a45c/2010_Stakeholder_Report_small.aspx Infrastructure Delivery Plan - Position Statement January 2011 57 Physical Infrastructure – Baseline Evidence 3 3.2.2 Wales & West Utilities

3.2.2.1 Engagement: Information has been provided by Wales & West utilities (WWU) - they are an inactive member of the Infrastructure Providers Group.

3.2.2.2 Service Summary: National Grid is responsible for ensuring that gas is delivered to over 20 million consumers around the country safely and efficiently. The National Transmission System (NTS) is the high pressure part of National Grid's transmission system and it consists of more than 6,600 Kilometres of top quality welded steel pipeline operating at pressures of up to 85 bar. The gas is pushed through the system using 26 strategically placed compressor stations. From over 140 off-take points, the NTS supplies gas to 40 power stations, a small number of large industrial consumers and the twelve Local Distribution Zones (LDZs) that contain pipes operating at lower pressure which eventually supply the consumer.

3.2.2.3 Existing Provision: Wales and West Utilities (WWU) is the owner, operator and developer of the majority of the gas distribution system in the South West. The gas distribution system consists of 34,000 km of underground pipelines and 18 gas storage sites, supplying almost half of the regions energy needs. WWU is a gas transporter and not a supplier and its responsibilities end at the customer's emergency control valve (E.C.V). The installation of meters is the responsibility of a customer's supplier. WWU provides gas connection services to the whole of Wales and the South West, introducing around 24,000 new domestic and industrial customers to its network each year. Mapping on the WWU website(74) gives an indication of the transmission system in Cornwall and the South West.

3.2.2.4 Current Issues: The past year has seen high levels of volatility in both the energy and world financial markets with high gas prices and a rapid decline in the UK economy resulting in recession. The impact of these events has been a dramatic fall in gas demand. Other issues include:

Between 2004 and 2008, weather corrected gas demand fell by over 10% across all UK networks. Fuel poverty is an issue in rural areas in particular as access to cheaper forms of heating and generally not available. Help is being provided to get access to the gas network if one or more of the following criteria are met: if you live within the 20% most deprived areas in England; you spend more than 10% of your income on household fuel; you receive Government benefits; or you are over 70 years of age.

3.2.2.5 Standards: the local transmission and distribution systems are developed by WWU to meet the requirements of demand forecasts. In turn, National Grid Transmission (NGT) will develop the national system in line with supply and demand forecasts.

3.2.2.6 There are no standards currently within WWU that are suitable for IDP purposes - further work is required.

3.2.2.7 Targets: None identified

74 Wales & West Utilities (2010) Long Term Development Statement 2010 - http://www.wwutilities.co.uk/Content/Publications/pdf/Long_Term_Development_Statement.pdf 58 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.2.2.8 Cross Boundary Issues: None identified

3.2.2.9 Funding Sources and Requirements: None identified. In terms of provision by WWU, the following table identifies the funding required to improve or maintain facilities:

Table 3.16 Funding for Projects

Infrastructure Required Infrastructure Proposed Cost Funding Lead Agencies Phasing Sources

Capital Investment

Maintenance & Refurbishment Capacity works at 2010/12

Capacity works at Indian Queens 2010/12

3.2.2.10 Future Issues: Capacity works to St Blazey and Indian Queens are planned for 2010/11 and 2011/12.

3.2.2.11 Future Trends: The predicted growth in the South West LDZ has reduced dramatically from the 10% that was forecast this time last year to 4% by 2018 that is now predicted; this decrease is particularly influenced by the downturn in the housing market.

3.2.2.12 Links to LDF: None identified

3.2.2.13 Co-Location and Joint Delivery Opportunities: None identified 3.2.3 Energy and Renewable Energy

3.2.3.1 Engagement: Information has been provided by Cornwall Council Natural Resources Team – they are a member of the Infrastructure Providers Group through being part of the Planning & Regeneration Service. Information has also been provided by the Green Cornwall Team.

3.2.3.2 Summary: The Natural Resources Team is undertaking work looking at current and projected future demand for energy. Cornwall has significant opportunities to generate renewable energy as it is surrounded by the sea, is subject to prevailing south westerly winds from the Atlantic, is underlain with heat producing granites which are a resource for geothermal energy and also has the best solar resource in the UK. Infrastructure Delivery Plan - Position Statement January 2011 59 Physical Infrastructure – Baseline Evidence 3 3.2.3.3 Existing Provision: Average domestic energy consumption per household in Cornwall ranges from 5,374 KWh to 6,301 KWh per year compared to the South West average of 4,810 KWh per year and the UK average of 4,478 KWh per year(75). In 2010 Cornwall and the Isles of Scilly had the capacity to produce 58.13MW of renewable electricity, enough to supply 40,980 homes, and 15.19MW of renewable heat(76). (An additional 14MW has been added to supply since these figures were published(77), and 1.25MW as a result of 400 plus small installations from the Feed in Tariff. Once the wave hub is up and running it has the capability of providing an additional 20MW of power.

3.2.3.4 Further information is available in the Core Strategy Energy(78) Issues paper. The map below identifies current (and some proposed) provision of renewable energy generation in Cornwall – and more information can be found on the RegenSW(79) website:

75 Department of Energy and Climate Change (2008) Sub national energy consumption data - http://www.decc.gov.uk/en/content/cms/statistics/regional/electricity/electricity.aspx 76 Regen SW (2010) Survey of Renewable Electricity and Heat Projects in South West England - http://www.surveys.energysw.com/PDF/Cornwall.pdf 77 Natural Resources Team, January 2011 - re-powering of wind farms at Goonhilly and Delabole and a new wind farm at Crimp 78 Cornwall Council (2010) Energy Issues paper - http://www.cornwall.gov.uk/Default.aspx?page=27125 79 RegenSW (2009) Renewable energy projects - http://www.surveys.energysw.com/PDF/Cornwall.pdf 60 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 61 Physical Infrastructure – Baseline Evidence 3 3.2.3.5 Current Issues: In 2002, Cornwall's estimated energy bill was £579 million(80), of which 98% left the local economy. This highlights the area's reliance on external sources of energy supply and also demonstrates the potential contribution that local energy generation could make to the economy. Cornwall is ideally placed to take advantage of a number of renewable energy sources, particularly wind and solar, but also geothermal, biomass and wave. A heat demand map has been produced that identifies where demand is highest for heat (for heating and hot water use). The main issues for renewable energy are identified as:

Reducing the demand for energy in Cornwall Maximising the energy supply from renewable and low carbon sources Access to the National Grid is good in some parts of the County but not in others. Plans are underway to identify and set up renewable energy sites in the short term, as those that are developed will benefit from a high feed in tariff and a guaranteed price for twenty-five years for solar photovoltaic and 10 years for micro combined heat and power. The demand for grid connections from renewable energy generation, and local and regional capacity to accept supply into the grid. The potential of the proposed Cornwall Energy Recovery Centre (decision expected in June 2011).

3.2.3.6 Standards: None identified. There are no standards within energy and renewable energy that are suitable for IDP purposes - further work is required.

3.2.3.7 Targets: The draft South West Regional Spatial Strategy did set a number of targets for renewable energy across the region – this document has been removed by the Coalition Government. For Cornwall (taken from the Cornwall Structure Plan), the target was 93-108Mega Watt electrical (MWe) installed generation capacity by 2010, the majority of which would be from wind power.

3.2.3.8 Cross Boundary Issues: None identified

3.2.3.9 Funding Sources and Requirements: Large scale renewable energy projects tend to be funded by private companies. Smaller schemes are usually funded by community groups and householders. Renewable energy schemes currently benefit from a high feed in tariff which is guaranteed for twenty-five years for solar photovoltaic and 10 years for micro combined heat and power. Little information is available on the costs of renewable energy projects but for example, a three 2MW turbine project would incur capital costs of between £8 and £9 million. Developers are currently suggesting between £1-2 million per megawatt installed. Connection to the national grid can add considerably to costs. 5MW solar park projects require £17m+ in financing.

3.2.3.10 In terms of provision by renewable energy companies, the following table identifies the funding required to improve or maintain facilities that are known about:

80 Renewable Energy Office for Cornwall (2002) Renewable energy: a strategy for Cornwall - http://www.reoc.info/files/reoc_pdf_complete_brochure_201207.pdf 62 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Table 3.17 Renewable Energy Projects

Infrastructure Required Infrastructure Proposed Cost Funding Lead Phasing Sources Agencies

Capital Investment Re-powering of Carland Cross

Wave Hub Cable laid

Cornwall Energy Recovery Centre £45 million Decision expected June (CERC) 2011

Maintenance & Refurbishment

3.2.3.11 Future Issues: include:

Access to the National Grid is good in some parts of the County but not in others. The dispersed nature of renewable energy generation could be an issue in terms of supply connections to the national grid. Increasing use of electric vehicles is likely to have significant impact on capacity requirements. It is likely that Cornwall Council will need to set up an Energy Saving Companies (ESCO) to facilitate the delivery of renewable energy generation such as heat mains to deliver low carbon heat and power in the public interest. The project needs to be Council led in the first instance as funding is available to do this, and it will demonstrate to developers the viability of such schemes.

3.2.3.12 Future Trends: Renewable energy will play a key role in reducing the demand for energy from outside Cornwall and in increasing levels of self-sufficiency. It also has a significant role to play in reducing carbon emissions. Some future trends in renewable energy generation are identified as:

A heat main would work like a water main – hot water would be generated centrally and then pumped into commercial and domestic properties for use. This means that boilers are not needed in each property, it can use renewable forms of energy (including recycling heat generated in factories etc), it will be low carbon, particularly where ‘waste’ heat can be used, and will save users money on their utility bills. Infrastructure Delivery Plan - Position Statement January 2011 63 Physical Infrastructure – Baseline Evidence 3 3.2.3.13 Links to LDF: The planning system has a key role to play in addressing energy issues, in particular the consideration of renewable energy sources such as wind and also in the conservation of energy. The Core Strategy is a strategic document that indicates the broad direction of growth/development and does not, as a rule, include site specific allocations (unless such allocation are critical to the delivery of the plan and meeting its renewable energy/sustainability objectives). For Energy issues it could be expected to include:

Policy criteria and possibly related targets for considering renewable energy installations proposals Broad indication of where strategic renewable energy will be delivered Policy criteria and related targets for the incorporation of renewables in other development proposals. For example, consideration of the use of heat mains needs to be brought into planning policy as part of energy efficiency/renewable energy proposals. It would be useful if new development were located near the heat density hotspots to encourage use of heat mains.

3.2.3.14 Co-Location and Joint Delivery Opportunities: The development of heat mains may provide opportunities for joint working and/or co-location between waste heat producers and homes and businesses. 64 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.3 Water, Waste Water and Flood Prevention & Mitigation

3.3.1 Clean drinking water is essential for a healthy life. Sewage or waste water is contaminated water and includes domestic, municipal, or industrial liquid waste products disposed of, usually via a pipe, sewer or similar structure, to a waste water treatment facility. Water is all around us in terms of the water cycle, and can often cause problems in terms of flooding. More information is available in the Core Strategy Flooding, Drought and Water Consumption(81) Issues Paper. This chapter is divided into the following sections:

South West Water (water supply and waste water) Flood Risk and Mitigation 3.3.1 South West Water

3.3.1.1 Engagement: Information has been provided by South West Water - they are an active member of the Infrastructure Providers Group.

3.3.1.2 Service Summary: South West Water (SWW) supplies potable (drinking) water and waste water disposal services to the majority of Devon and Cornwall and some small areas of adjacent counties to Devon. Ofwat is the regulatory body whose primary role is to set the economic framework for water and sewerage services delivered by South West Water. This is reviewed every five years. Average water consumption per household for the South West area is 350 litres per day equating to about 150 litres per person per day. In the next few years water consumption levels are forecast to decrease owing to managing demand (water metering etc). Code level 3(82) sets a per capita consumption design target of 105 litres per person per day.

3.3.1.3 Existing Provision: is county wide at numerous locations for both potable and waste services as shown in the two maps below. The main Water Resource Zone for Cornwall is based around Colliford Reservoir. The Colliford Water Resource Zone contains the following main reservoirs: Colliford Reservoir; Argal & College Reservoirs; Crowdy Reservoir; Stannon Lake; Drift Reservoir; Siblyback Reservoir; Stithians Reservoir; and Park Lake The above reservoirs, together with six river ‘intakes’, from the Colliford strategic supply system. When necessary these sources are supplemented by a small bulk transfer from the Roadford system. The Upper Tamar Reservoir, within the Roadford Water Resource Zone, is an important source for parts of North Devon and North Cornwall (the Bude area).

81 Cornwall Council (2010) Flooding, drought and water consumption - http://www.cornwall.gov.uk/default.aspx?Page=23707 82 Code level 3 standards for water efficiency can be achieved at a cost of between £189- £284 extra per home . Average households in the south west would expect to save between £36 and £62 per year on water bills in a new code level 3 compliant home compared to a new average metered home. Infrastructure Delivery Plan - Position Statement January 2011 65 Physical Infrastructure – Baseline Evidence 3 66 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 67 Physical Infrastructure – Baseline Evidence 3 3.3.1.4 Current Issues: SWW Water Resources Plan(83) covers the period up to 2034/35. The plan appraises a range of supply/demand projections and considers the likely effects of climate change on both the availability of water and water demand. The main issues for SWW revolve around the treatment and disposal of waste water and the tightening of consents that is driven by changes in legislation, such as the Water Framework Directive and daughter Directives. Other issues are identified as:

There will need to be local reinforcements of the distribution network when the exact location and phasing of developments is known. SWW current business plan(84) identifies the following general areas in Cornwall where work may be required in the current regulatory period up to 2015: St Austell; Tresillian; North Fal; St Minver; Hayle; and Truro Waste water capacity is more difficult to assess as it depends to a greater extent on tourist numbers. However as a general guide most of the sewerage networks and treatment works are nearly fully committed. The potable water standards are currently under review and an amendment is likely to be published either later in 2010 or possibly early 2011. With the adoption of the Water Framework Directive there will be a focus to review discharge consents for all of SWW sites. There is also an update planned for the Bathing Waters Directive which will tighten consents and could lead to the need of further capital investment. The Shellfish Waters Directive is also under review and likely to lead to the need for further capital investment from 2013 onwards.

3.3.1.5 Standards: There are no standards currently identified within South West Water that are suitable for IDP purposes – further work is required.

3.3.1.6 The quality of potable water is governed by the Water Supply (Water Quality) Regulations 2007. Waste Water discharges are governed by the EA through the issue of discharge consents which are different for each site.

3.3.1.7 Targets: SWW Strategic Direction Statement(85) includes a number of targets:

A limited but essential drinking water quality programme where there is evidence of raw water deterioration, to improve taste and reduce discolouration A 32% reduction in properties affected by low pressure A 17% reduction in the number of customers experiencing discoloured water, assisted by our focused mains rehabilitation programme Enhanced odour control at 14 treatment works A further reduction in properties at risk of sewer flooding A 50% reduction in the most serious pollution incidents

83 South West Water (2009) Resource Plan - http://www.southwestwater.co.uk/index.cfm?articleid=1556 84 South West Water (2009) Final Business Plan Part A - http://www.southwestwater.co.uk/media/pdf/k/5/SWT_FBP_A.pdf 85 South West Water (2007) Strategic Direction Statement - http://www.southwestwater.co.uk/media/pdf/5/9/SWWSDS10.pdf 68 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence An 18% reduction in operational carbon emissions Protection and enhancement of Sites of Special Scientific Interest Continued development of our three complementary schemes that help vulnerable customers with payment difficulties: WaterCare, WaterSure and Restart. Sewers for Sewage – The long term aim of removing non sewage flows from sewers which will minimise the impact of climate change on the sewage system and a policy of accepting foul only connections for new developments.

3.3.1.8 Cross Boundary Issues: None identified. SWW works across the Devon and Cornwall border.

3.3.1.9 Funding Sources and Requirements: All of SWW funding comes from its customers. The charges that SWW levy and any increase in those charges are determined by Ofwat through the five yearly Periodic Review process. When Ofwat have reviewed the business plan and the outputs and targets have been agreed those targets will be expected to be achieved through the delivery of various schemes. SWW reports progress against its business plan every year.

3.3.1.10 The plan proposed in 2009 included the following schemes for Cornwall. However there may be changes to the way the outputs are achieved as technology and information improves.

3 schemes to meet proposed changes in the Water Quality regulations 6 schemes to meet proposed growth in Cornwall 2 schemes to meet the requirements of the Groundwater Directive 1 Countryside Rights of Way Act investigation 1 Bathing water investigation 8 Catchment and works investigations 3 Shellfish water investigations 117 Event duration monitoring schemes for Combined Storm Overflows

3.3.1.11 The following table indicates options for consideration over the next 25 years for SWW water supply, treatment and distribution strategies:

Table 3.18 Projects under Consideration

Mid and North Devon, North Cornwall Mid Cornwall West Cornwall

• Upgrade key works and optimise production at • Investigate new strategic works • New transfers of raw water to focus others treatment at enlarged Stithians works • Increase and rationalise treated water • Investigate new river sources and transfers storage Infrastructure Delivery Plan - Position Statement January 2011 69 Physical Infrastructure – Baseline Evidence 3

Mid and North Devon, North Cornwall Mid Cornwall West Cornwall

• Reinforce North Roadford supply from Pynes • Catchment management • Mains and treated water storage enhancements • New strategic main from Northcombe to • New strategic main linking St Cleer and Jacobstow Restormel supply areas • New strategic main from Stithians to Wendron • Duplicate link from Northcombe to North Devon • New strategic main from Jacobstow to across the River Taw • New spine main links to support West Cornwall • Tamar catchment management • Catchment Management

3.3.1.12 Future Issues: A number of issues(86) have been identified:

There are risks and uncertainties posed by climate change that we also need to address, and the challenge for SWW is to provide services in a sustainable way. The need to adapt to the flooding risk from the extreme weather events that are expected as a result of climate change. Extreme weather events already account for 60% of the flooding incidents caused by overloaded sewers. South West Water will also need to meet new environmental standards as they emerge. Some bathing waters may not achieve the new satisfactory quality standard under the revised EU Bathing Water Directive. South West Water and the Environment Agency are working together to identify what sources of pollution cause this risk. There are up to 25 bathing waters where risks are being investigated. There are approximately 15 where improvements are likely and further work is required before specific details can be identified. The EU is considering whether the UK has implemented the Shellfish Waters Directive correctly. Depending on the outcome of this, there is a risk that a significant number of our assets (approximately 50 schemes) will need to be improved or investigated during the 2010–2015 period. Further work is required before specific details can be identified. Following investigations at a large number of waste water sites during 2005-2010, some of these may require improvement to meet the Groundwater Directive including upgrading to secondary treatment processes, additional sampling points and telemetry. Most of these sites are very small, are currently served by septic tanks or soakaways and have no mains power supply. This has the potential to become a significant programme of work. 2 schemes have been identified in Cornwall but further work is required before specific details can be identified. The challenge for South West Water is to promote sustainable solutions now in areas such as catchment management to avoid the need for expensive compulsory investments being required in the future.

86 South West Water (2007) Strategic Direction Statement - http://www.southwestwater.co.uk/media/pdf/5/9/SWWSDS10.pdf 70 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.3.1.13 Future Trends: None identified

3.3.1.14 Links to LDF: SWW Business Plan is drawn together and presented to Ofwat on a five year cycle and any upgrading that is being driven by a lack of capacity has to be identified in the business plan well in advance of it being needed and certainty of need has to be demonstrated. The next determination of the business plan will be in 2014. Consequently any investment that will be required to meet supply and demand arising out of new development during 2015-2020 will need to be identified prior to 2012/3 for inclusion in the plan.

3.3.1.15 Co-Location and Joint Delivery Opportunities: Unlikely to be feasible. 3.3.2 Flood Prevention & Mitigation

3.3.2.1 Engagement: Information has been provided by the Hydrology expert within the Natural Environment Service and use has been made of work undertaken by the Environment Agency, South West Water and others – the Environment Agency and South West Water are active members of the Infrastructure Providers Group.

3.3.2.2 Summary: Flooding is a natural process that can happen at any time in a wide variety of locations. Flooding can originate from a number of sources: from rivers or other watercourses, the sea, groundwater, surface water (from rain), from sewers, or from a combination of these sources.

3.3.2.3 Existing Situation: Many of the existing settlements in Cornwall are built beside rivers and coastal areas, some of which will be the focus for growth. Approximately 10,000 properties are at risk of flooding and of these nearly 4,000 residential and 1,500 commercial properties have a significant risk of flooding. Cornwall is characterised by relatively short steep river valleys where floods are often short-lived and intense, caused by relatively short periods of intense rainfall. Cornwall has a long coastline including a number of significant estuaries. Tidal flooding occurs characteristically during high spring tides, combined with low atmospheric pressure, and strong wind that surges seawater into the Cornish estuaries and other low-lying land.

The Cornwall Strategic Flood Risk Assessment (SFRA) provides a tool to assess flood risk in Cornwall. The SFRA gives essential information for the allocation of land for development. It also provides information for planners and developers to manage development, to limit flood risk to people and property wherever possible and manage the risk elsewhere. SFRA Level 1(87) assessment is a desk-top based, coarse appraisal of all flooding in the county, providing an overview of flood risk in Cornwall and identifying the places where flood risk is an issue. SFRA Level 2 is a more detailed assessment of flood risk and will cover places that are at risk of flooding (identified in SFRA Level 1) and where there are pressures for new development.

87 Cornwall Council (2009) Strategic Flood Risk Assessment Level 1 - http://www.cornwall.gov.uk/default.aspx?page=23707 Infrastructure Delivery Plan - Position Statement January 2011 71 Physical Infrastructure – Baseline Evidence 3 Surface water drainage is a significant issue in Cornwall. Critical Drainage Areas(88) have been identified by the Environment Agency in areas where surface water drainage issues are critical and where surface water run-off rates should be restricted to reduce flood risk. To help address this, Cornwall Council has adopted guidance on standards and methods for surface water drainage in critical drainage areas(89). The potential benefits of Sustainable Urban Drainage Systems (SUDS) approach to drainage include reducing flood risk; minimising diffuse pollution; maintaining or restoring natural flow regimes; improving water resources and enhancing amenity. Surface Water Management Plan (SWMP) should provide the basis for managing local flood risk. A SWMP for Camborne, Pool, Illogan and Redruth is complete. Work is progressing towards a SWMP for Bodmin at present and a partial SWMP has been drafted for Truro. Other towns also require SWMP. A Shoreline Management Plan (SMP) is a large-scale assessment of the risks associated with coastal processes and aims to help reduce these risks to people and the built and natural environment. It sets policies for each stretch of coastline regarding managing the coastline and coastal defences. Shoreline Management Plans(90) covering Cornwall have been produced and are now under review. A River Basement Management Plan (RBMP) for the south west is currently being prepared by the Environment Agency, as part of a national programme of (RBMP) to implement the Water Framework Directive. It will set out the current chemical, biological and ecological status of water bodies in the South West river basin district and set objectives for individual catchments, to be met by 2015. The RBPM districts in Cornwall are: West Cornwall, East Cornwall and Tamar. Catchment Flood Management Plans(91) (CFMPs) covering Cornwall were completed in 2009 by the Environment Agency. They assess the risk and consequences of flooding per catchment area and contain policies for long-term management of flood risk within these areas as well as actions to increase, decrease or maintain the current scale of flood risk in particular areas. National Coastal Erosion Risk Mapping will be published by the Environment Agency in 2010. Multi Agency Flood Plans (MAFP) are developed to enable the diverse range of organisations involved during a flood to work together effectively and manage the consequences of flooding, from whatever source it comes from and however long the flooding lasts.

3.3.2.4 The map below indicates where flooding is an issue in Cornwall:

88 The Critical Drainage Areas in Cornwall are indentified on the Cornwall Council website at the following location: http://www.cornwall.gov.uk/Default.aspx?page=23707 89 Cornwall Council (2009) Drainage guidance - http://www.cornwall.gov.uk/default.aspx?page=23707 90 Cornwall & Isles of Scilly Coastal Advisory Group (various) Shoreline Management Plans and review - http://www.ciscag.org/smpindex.html 91 Environment Agency (various) Catchment Management Plans - http://www.environment-agency.gov.uk/research/planning/114342.aspx 72 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 73 Physical Infrastructure – Baseline Evidence 3 3.3.2.5 Current Issues: There are over 2000 instances of flooding in Cornwall since the turn of the 20th Century that are recorded on the Environment Agency’s flood reconnaissance database, though this list is far from exhaustive.

Over the 10 years from 1998 to 2007, more than 600 individual incidences were recorded though the number of flood events in any one year may be quite variable. Around 30-35% of these incidents resulted in fluvial flooding, 30-35% were related to surface water runoff with 1-2% attributed to sewer problems, 15% were tidal and coastal and for about 20% of incidents the type of flooding was not ascertained. The County has also experienced increased major summer flooding incidences. Climate change will probably increase the likelihood of Cornwall experiencing more extreme weather events, thus exacerbating inland and coastal flooding with resultant knock on impacts on water treatment, supply and quality. SFRA level 2 work needs to be undertaken – detailed studies are required for Bodmin, Hayle, , St Blazey/Par, Penryn, Penzance, St Ives/Carbis Bay, Truro, Bude/Stratton, Launceston, Looe, Lostwithiel, , Camelford, Clay Country Eco Communities, Fowey, Liskeard, Newquay, Saltash, , St Just and Torpoint. SWMP are needed for Bodmin, Hayle, Helston, St Blazey/Par, Falmouth/Penryn, Penzance//Mousehole, St Ives/Carbis Bay, Padstow, Wadebridge, Mevagissey, Crowlas, and Truro (work is underway on some of these). MAFP are required for Bodmin, Hayle, Helston, St Blazey/Par, Penryn, Penzance, St Ives/Carbis Bay, Truro, Bude/Stratton, Launceston, Looe, Lostwithiel, Mevagissey, Flushing, Millbrook, Perranporth, Polperro, Portreath and Rosecraddoc. Sustainable Urban Drainage Systems (SUDS) will need to be approved and adopted by Cornwall Council and this has significant implications. Green infrastructure is a useful tool in terms of flood prevention and sustainable urban drainage systems and more needs to be done to incorporate this into mitigation. Preliminary Flood Risk Assessments (PFRA) is being introduced and it is not clear what impact these may have locally. Flood Risk Management Plans (FRMP) will develop from the PFRA. The Flood and Water Management Act(92) gives more responsibility to local authorities for flood risk – this extra burden will be funded but information has not been clarified on how this will happen. The reduction in the Flood & Coastal Risk Management budgets (approximately £200 million across England & Wales)

3.3.2.6 Standards: Standards are available for many aspects relating to flooding – further work is required to identify those (if any) that are suitable for IDP work.

3.3.2.7 Targets: None identified

3.3.2.8 Cross Boundary Issues: None identified. Many of the organisations working in flood prevention and mitigation work across the Devon and Cornwall boundary.

3.3.2.9 Funding Sources and Requirements: include:

92 DEFRA (2010) Flood and Water Management Act - http://www.defra.gov.uk/environment/flooding/policy/fwmb/ 74 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Flood defence work is currently funded by the Environment Agency via Regional Flood Defence Grants. The Environment Agency applies on an annual basis for funding for major schemes (mainly coastal) of which a small proportion are granted funding. Environmental schemes provide other gains, e.g. Natural England at Tresillian Salt Marsh. Cornwall Council Capital bid Fund Support in kind to help fund projects.

3.3.2.10 In terms of provision by the various agencies involved in flood prevention and mitigation, information is not currently available on the funding required to improve or maintain strategic sites over the next five years.

3.3.2.11 Future Issues:

SFRA will help us look forward a hundred years. Funding of SUDS. There is an identified need to look at water as a wider issue in terms of a water cycle strategy as it is currently fragmented through many organisations.

3.3.2.12 Future Trends: None identified

3.3.2.13 Links to LDF: The Core Strategy can provide planning policies that help deliver enhancement and protect environmental standards for the benefit of local communities. In developing these policies, the Core Strategy needs to take into account all other relevant plans, strategies, policies and programmes as well as involve key stakeholders and the community. In the context of flooding, drought and water consumption:

A key requirement of the Core Strategy is that it should be based on an understanding and appreciation risk of flooding across the local area. Such information can then inform the location of development. If a significant amount of development is to be located on the edge of existing settlements the Core Strategy can provide a strategic approach to managing surface water runoff and require that surface water runoff is taken into account in the location of development.

3.3.2.14 The proposed community infrastructure levy or equivalent may have a role to play in mitigating surface water drainage issues.

3.3.2.15 Co-Location and Joint Delivery Opportunities: Many of the organisations involved in flood prevention and mitigation already work together to deliver flood defence, surface water drainage etc. Co-location and joint delivery is an option that can be explored in terms of the links between flood prevention and mitigation and green infrastructure and open spaces. Infrastructure Delivery Plan - Position Statement January 2011 75 Physical Infrastructure – Baseline Evidence 3 3.4 Waste

Overview

3.4.1 Waste is any substance or objects that the holder discards, intends to discard or is required to discard. Waste is categorised into the following two sections for the purposes of this report:

Municipal solid waste (household waste); and Other Waste

3.4.2 Municipal solid waste collection and disposal is the responsibility of Cornwall Council. Construction & demolition and commercial & industrial waste collection and disposal are largely left to the private sector to deal with as they are outside of a public regulatory regime other than that provided through environmental controls. Cornwall Council however has a role to play as the Waste Planning Authority providing waste planning policy guidance for municipal, commercial & industrial, and construction & demolition waste. As the Waste Planning Authority, the Council also determines applications for waste management facilities. 3.4.1 Municipal Solid Waste

3.4.1.1 Engagement: Information has been provided by Cornwall Council’s Waste Service and they are an active member of the Infrastructure Providers Group.

3.4.1.2 Service Summary: The Waste Service(93) provides a weekly collection service to every household in Cornwall which entails over 23 million individual collections per year. The service arranges for the management and treatment of approximately 310,000 tonnes of municipal solid waste(94) per annum, of which almost 40% of waste is recycled or composted - the rest goes to landfill.

3.4.1.3 Traditionally, Cornwall Council has relied on landfill as the main waste management option(95)(96). The Integrated Waste Management(97) (IWM) system proposes a variety of methods - including the promotion of waste minimisation; the expansion of both recycling and composting; and, if constructed, the recovery of energy from the un-recyclable portion - to divert municipal solid waste waste from landfill.

93 The Waste Service encompasses the Integrated Waste Management PFI Contract with SITA, the waste and recycling collection service, waste education and awareness, management of the closed landfill sites throughout Cornwall, and waste management policy and enforcement. 94 Municipal solid waste is primarily household waste but is not exclusively household waste 95 This meant that more than 80% of Cornwall’s municipal waste was sent to landfill in the past, which is recognised as a costly and unsustainable process. 96 Legally, the Landfill Directive seeks to minimise the tonnage of waste consigned to landfill, and together with the Government’s statutory recycling and composting targets, combines to create a future where landfill cannot be relied upon as the principal waste management option. Financially it also makes sense not to landfill as it currently costs Cornwall about £1.99 to collect, transport, and landfill a black bag of rubbish, and only 40 pence to collect and recover a box or bag of recycling. 97 Cornwall Council (2010) IWM Contract - http://www.cornwall.gov.uk/Default.aspx?page=15838 76 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.4.1.4 Existing Provision: The table and map below indicates the number, capacity, and location of municipal solid waste facilities in Cornwall:

Table 3.19 Waste Facilities in Cornwall

Facility Description Number Capacity

Household Waste Recycling Sites where the public can take bulky items such as furniture, 12 (soon to be 320,000 tonnes Centres (HWRC) 'white goods' and garden waste 13) annually

Refuse Transfer Stations (RTS) Places where local waste collection vehicles will deposit their 5 200,000 tonnes waste cargo prior to loading into larger vehicles. These larger annually vehicles will transport the waste to the end point of disposal

Landfill Sites (98) Sites where waste is buried 1

Materials Recycling Facility (MRF) Sites where recyclates collected from kerbside schemes are 2 sorted into specific categories for recycling.

Bring Banks (99) Sites where the public can take recyclable material such as Over 300 paper, glass, etc.

98 Lean Quarry near Liskeard, is operated by Viridor Waste, and currently receives waste from Plymouth and surrounding areas 99 The location of Bring Banks can be found at http://mapping.cornwall.gov.uk/website/waste_management Infrastructure Delivery Plan - Position Statement January 2011 77 Physical Infrastructure – Baseline Evidence 3 78 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.4.1.5 Current Issues: Issues currently faced by the Waste Service in relation to municipal solid waste include the following, and additional information is available in the Core Strategy Waste(100) Issues Paper:

The provision of energy recovery facilities for mixed waste arising from municipal waste are required to meet Government targets(101). The capacity of the refuse transfer station network. The Pool RTS is delayed in the planning process, and this has an immediate impact because of the closure of the United Mines site in October 2010(102). Truro and Penzance are both in need of a HWRC but suitable sites are proving difficult to bring forward. Increases in escalated rate of landfill tax (currently £48 per tonne and due to increase by £8 per tonne per year until 2014/15).

3.4.1.6 Standards: Waste is managed for the county and the IWM contract(103) is designed to make provision for dealing with all of the Cornwall’s waste, however many new developments occur. This contract is however subject to constant change in terms of new and revised legislation, and new treatment technologies and recycling opportunities being introduced.

3.4.1.7 There are no standards currently within the Waste Service that are suitable for IDP purposes – further work is required.

3.4.1.8 Targets: A number of targets exist within waste management. Currently, the following targets apply:

Government targets set out in the Waste Strategy 2007(104) anticipate that 50% of municipal waste should be recycled or composted by 2020. It is estimated(105) that between 380,000 and 410,000 tonnes of municipal solid waste would be produced in Cornwall in 2019/2020. The Waste Strategy 2007 states that 75% of municipal waste should be recovered by 2020. The Landfill Allowance Trading Scheme (LATS) sets targets for the amount of biodegradable municipal solid waste that can be sent to landfill and this needs to decrease significantly by 2020;

3.4.1.9 Cross Boundary Issues: Lean Quarry (private landfill site) accepts municipal solid waste from Devon. The Waste Framework Directive requires that waste should be disposed of at the nearest appropriate installation. The majority of recyclate materials are sent out of the county for reprocessing although green waste, some scrap metal, cardboard and other items are recycled within Cornwall(106).

100 Cornwall Council (2010) Waste Issues paper - http://www.cornwall.gov.uk/Default.aspx?page=22887 101 The Waste Strategy 2007 states that 75% of municipal waste should be recovered by 2020, and that ?% of commercial & industrial waste is recovered over the same period. The need for this facility is also related to both the need to reduce the amount of waste going to landfill and to existing landfill capacity. The Waste Framework Directive requires that waste should be disposed of as close to the source of waste as possible. 102 Once United Downs closes, all municipal and commercial waste will go to Connon Bridge near Liskeard, increasing the distance that waste will travel. 103 Cornwall Council (2010) IWM Contract - http://www.cornwall.gov.uk/Default.aspx?page=15838 104 DEFRA (2007) Waste Strategy 2007 - http://www.defra.gov.uk/environment/waste/strategy/strategy07/index.htm 105 updated estimates are currently being prepared 106 Cornwall Council (2010) Where does Cornwall’s waste go - http://www.cornwall.gov.uk/Default.aspx?page=2921 Infrastructure Delivery Plan - Position Statement January 2011 79 Physical Infrastructure – Baseline Evidence 3 3.4.1.10 Funding Sources and Requirements: Capital funding that is required can be bid for from Cornwall Council or other sources such as from central Government. Convergence funding has been used for some schemes. Funding sources are reasonably secure where commitments have been made, including:

Table 3.20 Waste Projects

Infrastructure Infrastructure Proposed Cost Funding Lead Phasing Required Sources Agencies

Capital Cornwall Energy Recovery £45 million Government SITA Planning application appeal stage investment Centre

Falmouth HWRC Construction complete, site due to open March 2011

Pool RTS Planning application stage

3.4.1.11 Annually, the Waste Service has received/is expected to receive revenue funding for the management of municipal solid waste as follows:

Table 3.21 Municipal Solid Waste Budget

2008/09 2009/10 2010/11 2011/12

£42.6 million

3.4.1.12 The SITA IWM contract for municipal solid waste collection is funded through the collection of Council Tax from every household in Cornwall:

Table 3.22 2010/11 Funding for Waste

Infrastructure Required Infrastructure Cost Funding Sources Lead Agencies Phasing Proposed

Municipal waste collection IWM Contract £15.9 million Council Tax Cornwall Council & SITA Annual

Waste disposal IWM Contract £25.3 million Council Tax Cornwall Council &SITA Annual 80 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.4.1.13 Future Issues: identified by the Waste Service include:

Replacement HWRC sites will need to be found for Launceston (site recently identified), St Day and Newquay (new sites are currently being sought in Penzance and Truro). Landfill capacity for one of Cornwall’s landfill facilities (Connon Bridge) is due to expire in 2014. Connon Bridge is the site currently used for the majority of Cornwall's residual municipal solid waste. Lean landfill (which currently takes primarily commercial & industrial waste from Cornwall and residual municipal solid waste from Plymouth) has consent until 2032. The proposed Cornwall Energy Recovery Centre(107) (CERC) - the appeal result on the current planning application is expected in June 2011. The current budget pressures may well require contraction of current services which will create new issues. Increases in escalated rate of landfill tax (currently £48 per tonne and due to increase by £8 per tonne per year until 2014/15).

3.4.1.14 Future Trends: include

New treatment technologies are being developed all the time and these could have an impact on the future management of waste. Climate change. Householder and business behavioural change is likely to influence the amount of waste produced in the future. Changes in population and tourism will have an effect on municipal waste production within Cornwall. Closer working with partners (commercial) and other councils (parish, town and neighbourhood).

3.4.1.15 Links to LDF: include:

Integration with the planning service is critical to ensure any new development does not create an unnecessarily large burden on the waste management service. Spatial strategy for waste in the Core Strategy and development management policies. There is a huge challenge to overcome in waste as being seen as a ‘bad neighbour’, and this attitude can hamper progress on the provision of much needed infrastructure. Planning can also help in terms of designing waste management into new developments(108).

3.4.1.16 Co-Location and Joint Delivery Opportunities: the Waste Service is always looking for opportunities for joint delivery – and is currently working with transport and economic development. The Service would support co-location where appropriate and look for opportunities to increase positive engagement with waste management infrastructure.

107 Cornwall Council (2010) – CERC - http://www.cornwall.gov.uk/default.aspx?page=15877 108 ADEPT (2010) Making space for waste: designing waste management in new developments: a practical guide for developers and local authorities - http://www.cssnet.org.uk/documents/ADEPTMakingspaceforwaste.pdf Infrastructure Delivery Plan - Position Statement January 2011 81 Physical Infrastructure – Baseline Evidence 3 3.4.2 Other Waste

3.4.2.1 Engagement: Information has been provided by the Natural Resources Team - they are an active member of the Infrastructure Providers Group. Further work will be undertaken to engage with representatives from the private sector who deal with these waste streams.

3.4.2.2 Summary: This section looks at waste streams other than municipal and includes construction & demolition, commercial & industrial, and special & hazardous waste. The private sector provides a collection/recycling service for commercial and industrial waste arising in the County. The Natural Resources Team is currently working on a ‘Waste Needs Assessment’ which should be available in the spring of 2011.

3.4.2.3 Existing Provision: The private sector provides a collection, recycling and disposal service for commercial and industrial waste arisings in Cornwall(109). In 2010 around 364,000 tonnes of commercial waste was produced in Cornwall, of which 185,000 tonnes (51%) was recycled or composted(110).The table and map below indicates the number, capacity, and location of other waste facilities in Cornwall – some of these are used by both municipal solid and other waste streams:

Table 3.23 Other Waste Facilities

Facility Description Number

Composting Sites where green waste is processed to produce a fertiliser 9

Metal Recycling Sites where metal is recycled into new products to prevent waste 32

Landfill Sites where waste is buried 5

Material Recycling Facility (MRF) Site where recyclates collected are sorted into specific categories for recycling 2

End of Life Vehicle Recycling Sites where end of life vehicles are recovered and recycled 14

Household Waste Recycling Centres Site where the public can take bulky items such as furniture, white goods and 12 (HWRC) garden waste

Waste Transfer Stations Places where local waste is deposited priori to loading into larger vehicles, 22 which then transport the waste to the end point of disposal

109 Cornwall Council (2010) Managing Waste: a guide for businesses in Cornwall - http://consult.cornwall.gov.uk/portal/planning/waste_guide/waste_guide?pointId=830474 110 DEFRA (2010) Survey of commercial & industrial waste arisings 2010 - http://www.defra.gov.uk/evidence/statistics/environment/waste/wrindustry.htm 82 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence

Facility Description Number

Incinerator Sites where waste is burnt 2

Construction & Demolition Recycling Sites where construction and demolition waste is recycled 27 Centre

Biogas Sites where a mixture of methane and carbon dioxide resulting from the 1 anaerobic decomposition of such waste materials as domestic, industrial, and agricultural sewage is collected. Infrastructure Delivery Plan - Position Statement January 2011 83 Physical Infrastructure – Baseline Evidence 3 84 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.4.2.4 Current Issues: a key issue for commercial & industrial waste is the lack of recovery capacity in Cornwall. Currently landfill capacity for this waste stream is available in the East of Cornwall.

3.4.2.5 Standards: There are no standards currently identified that are suitable for IDP purposes - further work is required.

3.4.2.6 Targets: In 2010 around 364,000 tonnes of commercial waste was produced in Cornwall, of which 185,000 tonnes (51%) was recycled or composted(111). A 'Waste Needs Assessment' which will be available shortly will update these figures.

3.4.2.7 Cross Boundary Issues: Lean Quarry accepts waste from Plymouth and surrounding areas in Devon as well as providing landfill capacity for primarily commercial & industrial waste collected in Cornwall. The Waste Framework Directive requires that waste should be disposed of at the nearest appropriate installation. The majority of recyclate materials are sent out of the county for reprocessing although green waste, some scrap metal, cardboard, aggregates and other items are recycled within Cornwall(112).

3.4.2.8 Funding Sources and Requirements: Capital funding that is required can be bid for from Cornwall Council or other sources such as from central Government, and Convergence funding has been used for some schemes.

3.4.2.9 Information is not currently available on projects related to other waste streams in Cornwall.

3.4.2.10 Future Issues: include:

Commercial waste transportation from the west of the county to Connon Bridge from October 2010. Commercial & industrial waste collection and disposal is of particular concern – Cornwall Council must plan facilities for it even though the Council is not responsible for it at this time (although legislation may be changing on this).

3.4.2.11 Future Trends: include:

New treatment technologies are being developed all the time and these could have an impact on the future management of waste. Climate change. Householder and business behavioural change is likely to influence the amount of waste produced in the future.

3.4.2.12 Links to LDF:

Integration with the planning service is critical to ensure any new development does not create an unnecessarily large burden on the management of waste. Spatial strategy for waste in the Core Strategy and development management policies

111 DEFRA (2010) Survey of commercial & industrial waste arisings 2010 - http://www.defra.gov.uk/evidence/statistics/environment/waste/wrindustry.htm 112 Cornwall Council (2010) Where does Cornwall’s waste go - http://www.cornwall.gov.uk/Default.aspx?page=2921 Infrastructure Delivery Plan - Position Statement January 2011 85 Physical Infrastructure – Baseline Evidence 3 There is a huge challenge to overcome in waste as being seen as a ‘bad neighbour’, and this attitude can hamper progress on the provision of much needed infrastructure. Planning can also help in terms of designing waste management into new developments(113).

3.4.2.13 Co-Location and Joint Delivery Opportunities: none identified.

113 ADEPT (2010) Making space for waste: designing waste management in new developments: a practical guide for developers and local authorities - http://www.cssnet.org.uk/documents/ADEPTMakingspaceforwaste.pdf 86 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence 3.5 Telecommunications & Broadband

Overview

3.5.1 The goal of the Digital Britain(114) programme is to secure the UK’s position as one of the world’s leading digital knowledge economies. Already a major force in the economy, worth over £52 billion a year, the digital and communication sectors are growing in significance as the country faces up to current financial and market challenges. Vital to underpinning global economic activity, they are critical to every business in our economy, acting both as a catalyst for creativity and allowing efficiency gains. And they have a major impact on our culture and quality of life.

3.5.2 Broadband networks are an increasingly integral part of the economy in terms of investments in the technology and from rolling out the infrastructure. Broadband has an impact on factors driving growth, such as innovation, firm efficiency, competition and globalisation and it can facilitate the development of new inventions, new and improved goods and services, new processes, new business models, and it increases competitiveness and flexibility in the economy. Broadband generates increased efficiency, productivity and welfare gains, and potentially contributes to job creation and occupational change. For example, it enables more flexible work practices, hours and location, which may contribute to easing congestion and pollution challenges faced by large cities.

3.5.3 There are many different types of broadband service including Digital Subscriber Line (DSL), Cable broadband, Fibre, Wireless, Satellite and Broadband over Power lines (BPL). These are provided by a range of companies in terms of the network and retail sales to customers. This report concentrates on upgrades to the main communications network in Cornwall as part of the Next Generation Broadband Project.

Next Generation Broadband

3.5.4 Engagement: Information has been provided by Digital Cornwall, the Cornwall Development Company and BT - they are active members of the Infrastructure Providers Group.

3.5.5 Summary: Cornwall and the Isles of Scilly are set to become one of the best connected locations in the world under an ambitious £132 million project involving BT and Cornwall Council and supported by European funding. The project is expected to benefit tens of thousands of local businesses, create 4,000 new local jobs and protect a further 2,000. The area will benefit from faster broadband thanks to the creation of a high speed network that will be open to all communications providers on a wholesale basis. The aim is to give between 80 and 90 per cent of local businesses and homes access to super-fast fibre broadband by 2014. Fibre to the premise (FTTP) technology will feature heavily with the expectation being that half of local businesses and homes will have access to it. FTTP delivers the UK’s fastest broadband speeds of up to 100Mbps. These are among the best speeds on offer anywhere in the world and will transform the competitiveness of local businesses.

114 Department for Business Innovation & Skills (2010) Digital Britain - http://webarchive.nationalarchives.gov.uk/+/http://www.bis.gov.uk/policies/business-sectors/digital-britain Infrastructure Delivery Plan - Position Statement January 2011 87 Physical Infrastructure – Baseline Evidence 3 3.5.6 The project will see a range of different broadband technologies deployed.

Fibre broadband will be the most prevalent and will give between 80 and 90 per cent of local businesses and homes access to super-fast speeds. The expectation is that approximately half of local businesses and homes will also be able to enjoy fibre to the premise technology making Cornwall and the Isles of Scilly one of the best connected areas in the world. Businesses and homes outside the fibre footprint will also receive faster speeds than today through a mix of alternative technologies such as advanced copper, wireless and satellite broadband. These technologies are more suitable to deploy than fibre broadband in the remotest and hardest to reach locations.

3.5.7 Existing Provision: Currently broadband speeds vary significantly across the county as most of them are reliant on the existing copper network. Distance from the exchange also affects speed. Many of the towns can achieve speeds at the exchange of up to 16mb (24mb for Saltash) – in rural exchanges 2mb is more generally found. There are a number of providers(115) that supply broadband in Cornwall and these will offer different broadband speeds.

3.5.8 Current Issues: include:

BT are currently surveying their existing copper network across Cornwall – it is expected that the fibre will be run alongside the existing copper network, although there will be occasions when new fibre cabling has to be installed New developments are currently supplied as part of the copper network – and this may continue until other arrangements are in place. There may be some disruption where the existing network needs improving – more information will be available once BT’s surveys are complete. A number of upgraded or new ‘green cabinets’ will be required. There will be some up-skilling issues related to the change from copper to fibre networks for BT engineers. Planning permission may be required in some instances, and this needs to be planned well in advance.

3.5.9 Standards: There are no standards currently identified for broadband that are suitable for IDP purposes – further work is required.

3.5.10 Targets: 80-90% of businesses and homes to have access to super fast fibre broadband by 2014.

3.5.11 Cross Boundary Issues: None identified

3.5.12 Funding Sources and Requirements: BT funds the network to new development. In terms of provision for the communications network, the following table identifies the funding required to maintain and upgrade the existing network as part of the Next Generation Broadband Project:

115 Broadband speed checker - http://www.broadbandspeedchecker.co.uk/broadband_speed_in_my_area_v2.aspx 88 Infrastructure Delivery Plan - Position Statement January 2011 3 Physical Infrastructure – Baseline Evidence Table 3.24 Next Generation Broadband Project Funding

Infrastructure Infrastructure Proposed Cost Funding Sources Lead Agencies Phasing Required

Capital Investment Upgrade existing £132 million BT £78.5 million BT/ Cornwall 2010/14 communications network to Development Company super fast fibre ERDF/Convergence £53.5 million

3.5.13 Future Issues: None identified

3.5.14 Future Trends: None identified

3.5.15 Links to LDF: Broadband provision can be an important tool in helping deliver some of the aspirations of the LDF in terms of reducing the need to travel – particularly by enabling good communication to rural areas.

3.5.16 Co-Location and Joint Delivery Opportunities: None identified Infrastructure Delivery Plan - Position Statement January 2011 89 Green – Baseline Evidence 4 4 Green – Baseline Evidence

Overview

4.0.1 Planning for green infrastructure (GI) is an essential component of infrastructure. In the same way that we need to ensure that grey and other infrastructure (roads, sewerage, energy etc) is provided within new development, we need to ensure that the necessary green infrastructure (open space, opportunities for local food production and better green connections) is provided as well. In some cases, grey infrastructure can be replaced or supported by green infrastructure. For example, sustainable drainage systems (SuDS) provide a cost-effective solution to a development’s drainage requirements as well as other benefits, such as ponds for wildlife and reducing the need for hard 'grey' infrastructure. Planning for GI can produce multiple benefits with positive outcomes for wildlife and the landscapes within which their habitats lie and for the health & wellbeing of communities that enjoy and shape the landscapes within which they live.

4.0.2 The development of a Green Infrastructure Strategy for Cornwall is vital for a number of reasons:

Green Infrastructure is crucial to the success of the economy of Cornwall; helping to reinforce local identity and the value of the landscape that makes Cornwall a great place to live, to work in and to visit. Green Infrastructure planning can help to deliver the priorities of the Council and its partners through providing leadership, enabling sustainable planning and service delivery for the future; Green Infrastructure is an integral element in fostering more sustainable patterns of living and consumption and preparing Cornwall for the challenges of climate change. It is a key part of the resilience element of the Council’s Green Cornwall programme; It will inform the Core Strategy for Cornwall. National Planning Policy Statement 12 (Creating strong safe and prosperous communities through local spatial planning) requires the development of Green Infrastructure as part of the process of assessing the need for new infrastructure to serve growth through the development of an Infrastructure Delivery Plan; It will inform the integration of open space planning within the wider aspects of infrastructure planning and provide a consistent approach to the development of standards for the whole county; The health and well-being of local communities can be significantly improved by good quality, accessible green infrastructure, reducing stress and depression and promoting increased physical activity, whilst fostering greater access to nature; To ensure that development pressures and infrastructure provision does not lead to fragmentation of habitat or key connections; The conditions relating to the New Growth Points funding that the Council currently receives require effective GI strategies for the former Kerrier and Restormel areas; 90 Infrastructure Delivery Plan - Position Statement January 2011 4 Green – Baseline Evidence Green Infrastructure Project Co-ordination Group

4.0.3 Engagement: Information has been provided by the Green Infrastructure Project Co-ordination Group – the Green Infrastructure Project has a parallel governance structure to that of the Infrastructure Delivery Plan. Direct engagement with providers is through the Project Co-ordination Group.

4.0.4 Engagement has recently been carried out with key bodies providing, using or influencing green infrastructure at a priority setting workshop for the Cornwall Green infrastructure Strategy. A green infrastructure options document and the draft priorities have recently been consulted upon with key bodies.

4.0.5 Service Summary: Green infrastructure is a key output of the Green Cornwall Programme. This is a key Council priority area that will articulate corporately the Council’s priorities for resilience through Green Infrastructure.

4.0.6 Existing Provision: Existing green infrastructure provision is being mapped through the development of the green infrastructure strategy. Stage 1 of the strategy work will establish a baseline of information relating to green infrastructure provision, evidence base and gaps in knowledge as well as standards and provision.

4.0.7 Current Issues: include:

Green Infrastructure provision will require a number of delivery mechanisms and partnerships with and between external organisations and bodies. It is not reasonable to assume that all GI will be provided through development proposals or solely by Cornwall Council. Holistic GI provision extends beyond site specific Sustainable Urban Drainage Systems or open spaces. Consideration needs to be given to how strategic green infrastructure can be planned and provided for throughout Cornwall and the opportunities for funding even where development is not immediately related to that area. GI thinking should influence how both formal and informal spaces are provided. Accessibility and access to the countryside. A preventative health agenda is increasingly more important and there are significant opportunities for green infrastructure to help deliver that agenda through partnerships. There is currently no specific and robust valuation of the economic impact of green infrastructure in Cornwall. Expertise and understanding of Cornwall's unique biodiversity to ensure that additional green infrastructure projects enhance it. The cost of maintaining green infrastructure and the resources required need to be understood and prioritised. Understanding priorities for providing and maintaining green infrastructure and then prioritising investment. How do we provide 'larger than local' (large scale projects) green infrastructure? A need to develop expertise and a more thorough understanding of Cornwall's unique biodiversity, to ensure that any future green infrastructure improvements work to enhance this. Infrastructure Delivery Plan - Position Statement January 2011 91 Green – Baseline Evidence 4 4.0.8 Standards: Current standards for green infrastructure provisions are either evolving or inconsistent. The first stage of the green infrastructure work will bring together all of the current standards to provide a baseline from which new standards can evolve. Key areas of current deficit have already been identified, open space standards are a notable gap in the evidence base and are referenced separately in this document. Work is on-going relating to providing green infrastructure standards for development in the Cornwall Design Guide.

4.0.9 Further work is required to understand how standards can be incorporated into other strategies produced by the Council and its partners to ensure coherent provision of GI.

4.0.10 Targets: Targets for green infrastructure have yet to be identified.

4.0.11 Cross Boundary Issues: Cross boundary work with Plymouth and Devon will be essential to ensure that the green infrastructure strategies for Cornwall and Devon have overlapping areas. Key areas relate to the and the Tamar Valley AONB and access to key recreational areas such as Dartmoor, especially from the east of the County. Mount Edgecombe Country Park is co-owned by Devon County Council and Cornwall Council.

4.0.12 Funding Sources and Requirements: Funding of green infrastructure is a key area of concern. At present large strategic projects are yet to be fully identified and costed. While this is taking place, there is concern as to how these strategic projects can be funded, and once provided how they can be maintained, given a climate of diminishing funding. Many green infrastructure projects will be provided at a local level, however there may be a considerable number of strategic projects that need funding extending beyond that capable of being raised by a single development or small group of developments. The first and second stages of production of the green infrastructure strategy could help to provide standards and costed projects to inform a green infrastructure charge for the Community Infrastructure Levy process.

4.0.13 Future Issues and trends: Cornwall has considerable vulnerability to climate change. Green infrastructure has a key role to play in climate change mitigation and adaptation, however by its very nature this will need to be an evolving role. The priorities for green infrastructure provision and the strategic and local level projects required will need to be monitored and revisited as necessary to ensure that the projects remain priorities for Cornwall.

4.0.14 Infrastructure provision in Cornwall will continue to need to be subject to examination to determine whether traditional infrastructure provision continues to be appropriate, robust and adequate to deal with the challenges of climate change. Green infrastructure thinking can help to provide potential solutions to the provision of more sustainable infrastructure provision in Cornwall. 92 Infrastructure Delivery Plan - Position Statement January 2011 4 Green – Baseline Evidence 4.0.15 Links to LDF: The Core Strategy will set policies for the provision of green infrastructure, including requirements for open space. The green infrastructure work will help to provide the evidence base for the formation of provision standards. There is potential for the consultation required in developing the green infrastructure strategy to share the engagement process for the development of the IDP or Core Strategy. As referenced in the funding section, green infrastructure funding should form part of the considerations for development of the Community Infrastructure Levy.

4.0.16 Co-Location and Joint Delivery Opportunities: Green Infrastructure offers opportunities for the provision of multifunctional spaces. There are potentially considerable opportunities for creating multi-functional spaces in partnership between the council, our partners and the community. 4.1 Open Space

Overview

4.1.1 PPG17 (Planning for Open Space, Sport and Recreation) was published in 2002. It requires the Council to carry out an audit of open spaces and to agree and publish local provision standards. To date only two PPG17 compliant audits have been carried out and standards adopted in Cornwall. These comprise the Camborne, Pool and Redruth Greenspace Strategy and the Carrick Open Space Strategy. A PPG17 assessment with standards proposed has been completed in the North Cornwall area.

4.1.2 This situation is confusing and reduces confidence for development in Cornwall. A lack of consistent standards and updating of contributions and standards is resulting in the Council significantly missing out on open space provision and contributions towards provision and maintenance of spaces.

4.1.3 Engagement: Information has been provided by the Green Infrastructure Project Co-ordination Group – the Green Infrastructure Project has a parallel governance structure to that of the Infrastructure Delivery Plan.

4.1.4 Service Summary and Existing Provision: Existing provision is mapped at a district level. This information is inconsistent at present and will be drawn together as part of the Open Spaces Audit work being planned by the Green Infrastructure Co-ordination Group. A more detailed open spaces audit has been completed for the Camborne, Pool and Redruth area and for the former Carrick and North Cornwall Districts.

4.1.5 Current Issues: The current biggest issue for Open Space provision in Cornwall is an inconsistent approach to standards for provision, quality and contributions to maintenance of open spaces. This results from the development of policy by 6 different organisations prior to the creation of Cornwall Council in 2009. This currently results in confusion to developers and providers and needs to be resolved as soon as practicable. There is not a central database of the open space assets found in Cornwall and a record of their quality and multifunctionality. Infrastructure Delivery Plan - Position Statement January 2011 93 Green – Baseline Evidence 4 4.1.6 Outside of the former Carrick and Kerrier areas (Central 1 and West 2) the National Playing Field Association (NPFA) '6 acre standard' is still widely used. This standard typically only covers the provision of open space for sport, informal recreation and play. It can lead to uninspiring spaces, often in a poor location, with low levels of use and potential for wildlife. The NPFA standards do not take into account or promote the creation of formal parks and gardens, natural and semi-natural space, green corridors, allotments, cemeteries, civic spaces or accessible countryside in the urban fringe.

4.1.7 There are other national standards such as Natural England's Accessible Natural Greenspace Standard (ANGSt), Woodland Trust, and one for allotments (NSALG), but these are by their own admissions, aspirational and difficult to apply. A Cornwall specific approach is required that utilises a thorough sudit of the spaces that we currently have and the local desire and demand for various typologies of open space as well as an appreciation as to how they can be used to provide multi-functional, biodiverse, open spaces.

4.1.8 A comprehensive audit of the open spaces in Cornwall is required, based on information provided by each of the delivery areas where available. The scope of that work is currently being undertaken by the GI co-ordination group with an aim to commission the work in early 2011.

4.1.9 Standards: Standards were previously set at District or Borough Council level through Local Plans. To date there has not been a central database of open space provision in Cornwall. Current application of standards across Cornwall for provision of open space is uncoordinated and patchy, leading to inconsistencies as an authority depending on the former district area. In addition maintenance and adoption standards are inconsistent for the former district areas. The current standards in operation across Cornwall are as follows:

Caradon: 2.4 hectares per 1000 population (maintenance by management company with commuted sum) Carrick: 3.1 hectares per 1000 population Kerrier: 2.4 hectares per 1000 population (reduced to 0.8 ha for 4 -10 dwellings). NCDC: 2.4 hectares per 1000 population (contributions for maintenance as per NCDC SPG (Feb 2008)) Penwith: Negotiated on a case by case basis but taking into account NPFA standard of 2.4 ha per 1000 population Restormel: As per PPG17 negotiated for each application but based on NPFA Standard (Spaces currently managed by CIC or maintenance company with maintenance contributions taken)

4.1.10 Targets: The current Planning Policy Guidance requires Local Authorities to develop and implement Local Space Standards. This has only been partially achieved for two of the former district areas in Kerrier and Carrick. The target for the Council to to provide a schedule of open space provision standards as well as adoption and maintenance standards. This work is currently being scoped by the Council.

4.1.11 Cross Boundary Issues: Open space accessibility standards and audit will need to take account of current spaces provided in Devon for East1 (the former North Cornwall area). The River Tamar restricts easy access to facilities in Devon from East 2 (former Caradon area). The Mount Edgecombe Country Park is jointly owned by Devon County Council and Cornwall Council. 94 Infrastructure Delivery Plan - Position Statement January 2011 4 Green – Baseline Evidence 4.1.12 Funding Sources and Requirements: Funding for the development of the open spaces audit needs to be investigated further. Funding of the provision and maintenance of the individual spaces is often dependant upon the implementation of development proposals.

4.1.13 Future Issues: The Council currently adopts and maintains open spaces in some areas, and this system is under review. The maintenance of spaces is relatively simple, but additional resources need to be secured/prioritised to ensure that spaces can be maintained into the future. This is a particular issue where open spaces become more multi-functional, potentially resulting in the need for a variety of maintenance regimes on one site.

4.1.14 Future issues will also include a need to understand the typologies of open space that are appropriate to Cornwall in meeting evolving needs for recreation, active travel and exercise and food production. This will need to be scoped through the involvement of stakeholders and through the examination of current usage and evolving behaviour/needs. Increased importance placed on active travel, recreation and physical activity could increase the pressure placed on the existing open spaces network.

4.1.15 Future Trends: Open space provision in Cornwall will continue largely to be provided as part of development proposals. There will be an increased need to examine the mechanism for maintenance of assets as the Council moves to a commissioning authority model and localism proposals evolve.

4.1.16 Continued interest and demand for local food production could lead to increased need for allotments and other productive spaces which will potentially change the importance given to different land typologies.

4.1.17 Links to LDF: The Core Strategy will set policies for the provision of community infrastructure, including requirements for open space. The Open Spaces Audit will provide the evidence base for the formation of provision standards. There is potential for the consultation required in developing the open spaces standards to share the engagement process for the development of the IDP or Core Strategy.

4.1.18 Co-Location and Joint Delivery Opportunities: The Playing Pitch Strategy and Play Strategy have already explored opportunities for joint delivery of playing pitches with schools. The Open Spaces audit will need to consider whether there are opportunities for sharing open space with schools and other organisations.

4.1.19 Localism could offer opportunities for Parish or Town Councils or other local organisations to adopt and manage local spaces on behalf of the community. Infrastructure Delivery Plan - Position Statement January 2011 95 Green – Baseline Evidence 4 4.2 Connections

Overview

4.2.1 The connectivity of green infrastructure covers all forms of linkage including human movement (cycling, horse riding, walking), wildlife movement (species territories, migration and increased biodiversity), as well as landscape vistas and visual links. Establishing a well connected network of green corridors, paths & trails linking green space and other key destinations, is crucial for providing a safe & appealing environment for sustainable travel, and for linking & enhancing the ecosystem.

4.2.2 Some information is provided in the sections on Walking and Cycling under Transport and in Leisure Services. More work is required to complete this section.

4.2.3 Engagement: Information has been provided by the Green Infrastructure Project Co-ordination Group – the Green Infrastructure Project has a parallel governance structure to that of the Infrastructure Delivery Plan. This work interlaps significantly with work carried out for Public Rights of Way, Local Transport Plan 3 and waterways.

4.2.4 Service Summary and Existing Provision: Existing provision is mapped separately as public rights of way, cycleways, trails, wildlife corridors etc. This information is inconsistent at present and needs to be drawn together, potentially through coordination as part of the Cornwall Green Infrastructure Plan.

4.2.5 Current Issues: The biggest issue currently is a lack of defined standards or parameters for provision, quality and contributions to connections. There is not a central database of the connections or open space assets found in Cornwall and a record of their quality and multi-functionality. This will be developed through the emerging Cornwall Access Strategy, and the Cornwall Green Infrastructure Strategy. The Cornwall Open Space Audit should also consider potential connections and the ability of spaces to provide for wildlife movements and habitat linkage.

4.2.6 Standards: A connections standard has not yet been considered. There are other national standards such as Natural England’s Accessible Natural Greenspace Standard (ANGSt) that could provide the basis for development of connection standards.

4.2.7 Targets: None identified at this time.

4.2.8 Cross Boundary Issues: Connections, an audit and accessibility standards will need to take into account linkages to Devon for East1 (the former North Cornwall area). The River Tamar restricts easy access to facilities in Devon from East 2 (former Caradon area). Access to water based recreation opportunities also needs to be considered.

4.2.9 Funding Sources and Requirements: Funding for connections may rely on numerous schemes or sources and requires a strategy to allow these to be brought together and planned properly. The maintenance of connection routes needs to be adequately resourced, and it is not clear at this stage how this will be funded. 96 Infrastructure Delivery Plan - Position Statement January 2011 4 Green – Baseline Evidence 4.2.10 Future Issues: The maintenance of connections and open spaces is relatively simple, but additional resources need to be secured/prioritised to ensure that connections and spaces can be maintained into the future. This is a particular issue where open spaces become more multi-functional, potentially resulting in the need for a variety of maintenance regimes on one site.

4.2.11 Future Trends: include:

Population growth and pressure on connections – Increasing population will increase the impact of human activity on connections and green spaces. This could result in increased demands for connections in relation to changed accessibility patterns or increased recreational demands. Natural England has previously raised the issue of increased impacts on terrestrial and marine Special Areas of Conservation from increase recreation and movements associated with population increases. Health and well-being – Increased importance is being placed on active travel, recreation and physical activity and this could increase the need for connections or add to the pressure placed on the existing connections network. Climate change mitigation/adaptation – Connections need to be capable of adaption to respond to the challenges of climate change. These impacts can include sea rise and erosion impacts on the coastal path network, providing for species migration through wildlife corridors and increased extreme weather events. Climate change is impacting on the management of footpath linkages as additional maintenance is required associated with extended growing seasons and invasive species. Peak oil – Changes to the cost of motorised transport could place increased pressure on local access networks and the need for improved linkages within and between areas.

4.2.12 Links to LDF: Accessibility requirements or standards could be included in the Core Strategy alongside strategic connection issues.

4.2.13 Co-Location and Joint Delivery Opportunities: Localism could offer opportunities for Parish or Town Councils or other local organisations to adopt and manage local spaces on behalf of the community. 4.3 Networks of ‘Urban Green’ Space

4.3.1 Further work is required to identify all such spaces in Cornwall. Infrastructure Delivery Plan - Position Statement January 2011 97 Social & Community – Baseline Evidence 5 5 Social & Community – Baseline Evidence

5.0.1 There are many types of infrastructure that can apply to 'social and community infrastructure'. The following types of infrastructure have been considered as part of this report in the understanding that these do not represent the entire sector:

Education

Early Education Primary Education Secondary Education Post 16 Education

Health

Cornwall & Isles of Scilly Primary Care Trust Private Health Provision Royal Cornwall Hospitals Trust Cornwall & Isles of Scilly Community Health Services Cornwall Partnership Trust

Leisure Services

Swimming Pools Sports Halls Synthetic Turf Pitches Health & Fitness Facilities Indoor Bowling Indoor Tennis

Emergency Services

Devon & Cornwall Police Cornwall Fire & Rescue Service South Western Ambulance Service Trust

Community Services 98 Infrastructure Delivery Plan - Position Statement January 2011 5 Social & Community – Baseline Evidence Cornwall Council Library Service HM Courts Service Infrastructure Delivery Plan - Position Statement January 2011 99 Social & Community – Baseline Evidence 5 5.1 Education

Overview

5.1.1 Learning can take place at all stages of life, from early years to adult education. Education between the ages of five and sixteen is compulsory, although plans are in place to raise the compulsory age limit to eighteen by 2015. This chapter looks at the following sectors:

Early Years Education; Primary Education; Secondary Education; Post 16 Education

5.1.2 Cornwall Council as the local authority has a duty to provide a sufficient supply of school places, promote high educational standards, ensure fair access to educational opportunity and promote the fulfilment of every child’s educational potential. School places in some parts of Cornwall are coming under increasing pressure due to high levels of housing growth and a rising birth rate, while in other areas of the county falling numbers on roll means there are significant numbers of surplus places. There are also large variations in the sizes of both primary and secondary schools. As in any large rural authority Cornwall has a large number of small schools, which are valued by parents and play an important role not only in the authority’s provision of education but in rural and community life.

5.1.3 Cornwall Council has developed a robust methodology for planning for school places (Pupil Place Planning(116)) to be delivered through its capital and school organisation plans (Primary Strategy for Change, Secondary Strategy for Change, etc) and this planning will be reflected in the authority’s Local Development Framework Core Strategy and the Infrastructure Delivery Plan. 5.1.1 Early Education

Overview

5.1.1.1 “We have found overwhelming evidence that children’s life changes are most heavily predicated on their development in the first five years of life. It is family background, parental education, good parenting and the opportunities for learning and development in those crucial years that together matter more than money, in determining whether their potential is realised in adult life”(117).

116 It is conducted by the Capital Strategy Team, the Admissions Team and the CSF Knowledge Management Team and is reviewed on a twice yearly basis taking into account, births, inward migration trends and actual numbers, numbers on roll, knowledge of parental preferences, progression trends and planning approvals for new homes. Any changes in pattern are reflected in adjustments made annually and confirmed with individual Headteachers 117 Field, Frank (2010) The Foundation Years: preventing poor children becoming poor adults, The report of the Independent Review on Poverty and Life Changes – http://povertyreview.independent.gov.uk/media/20254/poverty-report.pdf 100 Infrastructure Delivery Plan - Position Statement January 2011 5 Social & Community – Baseline Evidence 5.1.1.2 Engagement: Information has been provided by Cornwall Council, Children Schools & Families Service - they are an inactive member of the Infrastructure Providers Group.

5.1.1.3 Service Summary: Early education can be provided in a pre-school, playgroup, Children's Services Authority (CSA) nursery class/school, independent school, day nursery, accredited childminder or private nursery school – these are all registered with OfSted. Under the Government's early years programme, all three and four year olds are entitled to free part time education from the term following their third birthday. A part time place is up to 15 hours a week for 38 weeks per year.

5.1.1.4 Existing Provision: Sure Start children’s centres are part of the local system of universal children’s services, providing easy access to a range of community health services, parenting and family support, integrated early education and childcare, and links to training and employment opportunities for families with children under the age of five. Children’s Centres are a key mechanism for improving outcomes for young children while reducing inequalities between the poorest children and their peers, as well as helping bring an end to child poverty. There are 40 children’s centres venues located in towns and villages across Cornwall as shown in the map below(118).

118 Cornwall Council (2010) Children’s Centres - http://www.cornwall.gov.uk/default.aspx?page=18116 Infrastructure Delivery Plan - Position Statement January 2011 101 Social & Community – Baseline Evidence 5 102 Infrastructure Delivery Plan - Position Statement January 2011 5 Social & Community – Baseline Evidence 5.1.1.5 Information on other childcare provision is Cornwall is available from the Family Information Service(119) in Cornwall.

5.1.1.6 Current Issues: A Childcare Sufficiency Assessment(120) in Cornwall identifies the main issues relating to childcare. The key issue is one of sustainability - there is a wide range of childcare across the county, some of which is reported to be sustainable, others less so, and some of these may be located in areas where there is less demand, whilst areas of high demand appear to have low supply. There is a need for a strategic county wide, needs led approach to childcare development. Other issues include:

Childcare providers need to recognise the reality of working patterns across the county and in their immediate catchment areas; Provision should work towards the availability of sessions of childcare where and when parents need it; and Childcare providers should not rely on parents using childcare places on a full-time basis as the demand is for increased choice of responsive places available on a part-time basis.

5.1.1.7 An update to this Sufficiency Assessment is underway and will be available in 2011.

5.1.1.8 Standards: There are no standards currently identified within early years education that are suitable for IDP purposes – further work is required.

5.1.1.9 Targets: The aim is for every neighbourhood(121) to have access to children’s centre services by 2010. Childcare provider questionnaire data(122) provides an estimate of registered places used as being between 84% and 87%. This would suggest using the ratio of 8.5(123) as an indicator of average place occupancy/place target when providing business support, i.e. the expectation is that 85% of childcare places will be filled.

5.1.1.10 Cross Boundary Issues: Information is not available on any cross boundary issues but it is likely that there will be some take up of early education places either side of the Devon/Cornwall border.

5.1.1.11 Funding Sources and Requirements: The recent spending review settlement demonstrates the commitment of the coalition government to the early years. Early education in Cornwall is all privately, voluntarily or independently financed, with the exception of those nursery classes based within primary schools. All three and four year olds are entitled to 15 hours of free nursery education for 38 weeks of the year. This applies until they reach compulsory school age (the term following their fifth birthday). Free nursery education can take place in nurseries, playgroups, preschools or at their child minders. Information is not currently available on the cost of providing early education in Cornwall.

119 Family Information Service - http://www.cornwallfisdirectory.org.uk/ 120 Hempsall Consultancies (2007) Childcare Sufficiency Assessment - http://www.cornwall.gov.uk/pdf/Childcare%20Sufficiency%20Assessment%20-%20June%202007.pdf 121 This is defined by the number of children under the age of 5 years, usually up to 1200 children under 5 years (although this is currently being reviewed by the LA) 122 Hempsall Consultancies (2007) Childcare Sufficiency Assessment - http://www.cornwall.gov.uk/pdf/Childcare%20Sufficiency%20Assessment%20-%20June%202007.pdf 123 This figure may reduce in the event of settings becoming more flexible and responsive in providing childcare to meet the expressed needs of parents. Childcare place creation targets should not be based on population size, but on childcare need in locality areas instead. Comparing the size of the population with the number of childcare places available is useful for measuring the scale and growth of childcare but it does not indicate sufficiency Infrastructure Delivery Plan - Position Statement January 2011 103 Social & Community – Baseline Evidence 5 5.1.1.12 Future Issues: Issues will be identified as part of the update to the Childcare Sufficiency Assessment expected in 2011. Funding for childcare may come under further pressure due to the impact of the current recession. The Early Intervention and Prevention Grant is the main funding stream which is not ring-fenced and is currently being discussed by the LA.

5.1.1.13 Future Trends: None identified at this stage.

5.1.1.14 Links to LDF: There is a need for a strategic county wide, needs led approach to childcare development that has strong links to regeneration, housing and economic development strategies.

5.1.1.15 Co-Location and Joint Delivery Opportunities: Childcare is traditionally provided as part of other facilities including children’s centres in primary schools and playgroups in community centres. The Children, Schools and families Service works with others on strategies such as the Cornwall Play Strategy, etc. 5.1.2 Primary Education

5.1.2.1 Engagement: Information has been provided by Cornwall Council, Children Schools & Families Service Capital Strategy Team - they are an active member of the Infrastructure Providers Group.

5.1.2.2 Service Summary: There are approximately 36,000 children of primary school age in Cornwall (Jan 2010 school census). The county has 233 local authority maintained primary schools, which include community, voluntary controlled and voluntary aided schools. Cornwall’s voluntary schools are all faith schools supported by either the Church of England or Roman Catholic Dioceses. Each school has its own governing body. Cornwall Council provides a number of services to schools – from admissions arrangements to maintenance of school buildings.

5.1.2.3 Existing Provision: There are 236 primary schools across Cornwall - see map below and in appendix 6, which range in size from 522 pupils to 13 pupils. These include(124);

186 Community schools 36 Church of England Voluntary Aided 7 Church of England Voluntary Controlled 4 Roman Catholic Voluntary Aided 3 Academy schools (not maintained by the Local Authority) 8 are infant schools (age 5-7) and 8 are junior schools (age 7-11).

124 Cornwall Council (January 2010) School Census 104 Infrastructure Delivery Plan - Position Statement January 2011 5 Social & Community – Baseline Evidence Infrastructure Delivery Plan - Position Statement January 2011 105 Social & Community – Baseline Evidence 5 5.1.2.4 Capacity in primary schools in January 2010(125) is identified as:

Table 5.1 Primary School Capacity

Date Total Primary School Places Total Pupils Average Capacity

2010 40,900 36,000 12%

2014 40,900 36,400 11%

5.1.2.5 Currently, 101 primary schools are over capacity or have surplus places below 10%, 89 schools have 10-25% surplus places and 47 primary schools have 25%+ surplus places. There are schools that are currently over subscribed (24 schools) and others that are likely to become over subscribed (35 schools) in the future, although these projections may change depending on where new growth is allocated.

5.1.2.6 Current Issues: have been identified as:

One of the major impacts of falling rolls and surplus places is on school funding. A recent review of Cornwall Council’s school funding formula by the Cornwall Schools Forum has resulted in an adjustment of small primary school and KS1(126) class size protections, to recognise the need to fund pupils rather than surplus places(127). However, the various protections and minimum funding safeguards in the funding formula mean that there is considerable variation between the amount of funding each school receives per pupil. From an asset management point of view, the present number of schools is difficult to maintain It is also very difficult to determine when demand for school places will arise from new developments, and it can sometimes be years before pressure on school place becomes apparent. A number of small developments in an area will collectively put pressure on schools, but may not provide funding to alleviate this pressure as they do not individually meet the thresholds set. Poor economic conditions or other factors can seriously delay the delivery of housing sites, and funding agreed in S106 agreements in the past may not cover the cost of providing places to current standards. Areas facing immediate pressure on primary schools places are Bude/Stratton, St Austell and Newquay.

5.1.2.7 Standards: Currently, the following criteria are used for new school provision:

A new school should be sustainable and not create additional surplus places; There are 30 places in each classroom;

125 Cornwall Council (January 2010) School Census 126 At key stage 1 the statutory subjects that all pupils must study are art and design, design and technology, English, geography, history, information and communication technology, mathematics, music, physical education, religious education and science 127 Cornwall Council (2008) Primary Strategy for Change - http://www.cornwall.gov.uk/default.aspx?page=7992 106 Infrastructure Delivery Plan - Position Statement January 2011 5 Social & Community – Baseline Evidence 1 primary age pupil is expected to arise out of nine new dwellings; BB98 and BB99 are used to determine building size, facilities etc. Government legislation dictates how consultation should be undertaken on new school provision, including the location, specification and provider of the new school.

5.1.2.8 Targets: By 2021, the authority aims to reduce the number of surplus places in Cornwall from 12% to below 10%, and ensure no individual school has more than 25% surplus places.

5.1.2.9 Cross Boundary Issues: Primary age pupils from Devon and Plymouth go to Cornish schools and vice versa.

5.1.2.10 Funding Sources and Requirements: sources for funding for primary schools have been identified as(128):

Primary Capital Programme (DfE): will renew at least half of all primary schools in England by 2022/23; Devolved Capital Programmes (DfE): provides capital funding including Devolved Formula Capital, Modernisation, New Pupil Places, School Travel Plans, Extended Schools, etc. Targeted capital Programmes (DfE): provides support for a range of programmes aligned to specific policies. Includes Basic Needs safety Valve, Standards and Diversity, Kitchens and Dining Rooms, Musical Instruments, etc. School Access Initiative Budget: for disability discrimination accessibility requirements Cornwall Council Capital Reserves, for which the LEA submits annual bids for specific projects. Capital allocations are routinely joined up and used strategically to deliver best value, modernising projects that address local and national priorities. Private funding streams such as the Private Finance Initiative. Capital receipts from the disposal of existing assets as a result of school reorganisation – no plans in place currently to dispose of any assets. Section 106 planning obligations – targeted to specific places.

5.1.2.11 The following table identifies the capital investment plans(129) for Cornwall in terms of primary schools – these plans are currently under review and updates are expected shortly:

Table 5.2 Primary School Funding

Infrastructure Infrastructure Proposed Cost Funding Lead Agencies Phasing Required Sources

Capital Rebuild 10% of primary schools in worst Cornwall Council Investment condition

128 Partnerships for Schools (2010) Programmes - http://www.partnershipsforschools.org.uk/programme/programme.jsp 129 Cornwall Council (2008) Primary Strategy for Change - http://www.cornwall.gov.uk/default.aspx?page=7992