Appraisal Summary Table Date produced: 13/06/2017 Contact: Control Sheet Name of scheme: A30 Chiverton to Carland Cross Name Description of scheme: Upgrade 12.5 km of single carriageway to dual carriagway on the A30 between Chiverton and Carland Cross (Option 7A), with grade separated junctions at Chiverton Cross Organisation Highways England and Carland Cross, as well as an intermediate junction at Chybucca north of Callestick Vean. Role Promoter/Official

Impacts Summary of key impacts Assessment

Qualitative Monetary Distributional Quantitative £m (NPV) 7-pt scale/ vulnerable grp Economy Business users & transport The majority of the benefits created by the scheme are travel time savings for business Value of journey time changes (£m) £210.186 providers trips. The significant reduction in congestion and delays as a result of the scheme would Net journey time changes (£m) N/A £180.7 N/A improve travel time for business users, both for traffic using the A30 trunk road and for 0 to 2min 2 to 5min > 5min traffic accessing Truro. The majority of travel time benefits come from travel time savings of £25.8 £56.2 £128.1 greater than 5 minutes. Reliability impact on Business The increased capacity as a result of the scheme will lead to less journey time variability and Stress on the A30 without scheme: 101% users more predictable journey times. This will reduce the impact of incidents, reduce driver stress N/A Stress on the A30 with scheme: 43% £10.5 and create a more reliable route for business users. Regeneration The scheme is expected to improve access to markets, given reduced journey times and improved reliability. Improved connectivity to the wider UK is expected to make west Cornwall a more attractive and productive location for business (reliant on the strategic road network), including businesses wishing to expand or relocate. Although there are no known Not Applicable Slight Beneficial Not Applicable allocated development sites in the study area, the scheme is expected to support regeneration indirectly through its positive impact on connectivity and access to markets and economic opportunity. Wider Impacts There is a positive output change in imperfectly competitive markets. The reduction in transport costs as a result of the scheme will allow businesses to profitably increase output of goods or services that require use of transport in their production. This increased output Not Applicable Beneficial £18.1 of goods and services is valued more highly by consumers than the cost of producing this output. Environmental Noise The number of dwellings realising an increase in daytime noise levels in the Opening Year is 70, compared to 315 experiencing a reduction. This changes in the Forecast Year to 168 dwellings realising an increase, compared to 93 experiencing a reduction. This change is entirely as a result of traffic growth during the ensuing 15 year period. However, the result for the Forecast Year also shows an overall positive benefit. This is explained by the fact that there are more properties benefiting from larger noise decreases than increases within the higher noise bands i.e. greater than 60dB Leq,16hr . A greater emphasis is applied to the upper noise bands, as higher noise levels are directly related to amenity and other assessment parameters.

The number of dwellings realising an increase in the night-time Opening Year are just 26 against 219 realising a noise reduction. The reduction in counts compared to daytime is largely due to the noise levels falling substantially as a result of reduced night-time traffic flows, with a large proportion of the dwellings falling below the lowest <45dB range band. For the forecast Year this changes, with 78 dwellings experiencing a noise increase against 74 experiencing a reduction. This is again as a result of traffic growth.

The scheme has resulted in substantially larger noise reductions particularly for properties Households experiencing increased daytime noise in forecast year:168 which presently experience high noise levels due to their close proximity to the existing A30 Households experiencing decreased daytime noise in forecast year: 93 Income Quintile 1 - Neutral; Income Quintile 2 - Not Applicable corridor, which will be alleviated by the forecasted large reduction in traffic volume on the Households experiencing increased night time noise in forecast year: 78 £0.5 Neutral; Income Quintile 3 - Large Beneficial ; Income existing A30 road as a result of the new scheme. Households experiencing decreased night time noise in forecast year: 74 Quintile 4 - Large Adverse; Income Quintile 5 - Neutral

In addition to this, mitigation measures have been implemented to reduce the impact of the new A30 corridor upon many of those properties that would otherwise have realised larger increases in noise from the proposed new A30 alignment. Mitigation includes vertical realignment of sections of highway i.e. into cuttings, and the inclusion of noise screening, in the form of Cornish Hedges and timber barriers.

The scheme is assessed as having a large beneficial impact for the 40%-<60% most deprived income group and a large adverse impact for the 60%-<80% income group. The scheme is therefore assessed as having a slight beneficial impact, given that the large beneficial impact for the more deprived income group (40%-<60%) outweighs the adverse impact for the other income group (60%-<80%) which only makes up 10% of the population within the study area.

Air Quality The number of dwellings realising an increase in daytime noise levels in the Opening Year is 70, compared to 315 experiencing a reduction. This changes in the Forecast Year to 168 dwellings realising an increase, compared to 93 experiencing a reduction. This change is entirely as a result of traffic growth during the ensuing 15 year period. However, the result for the Forecast Year also shows an overall positive benefit. This is explained by the fact that there are more properties benefiting from larger noise decreases than increases within the higher noise bands i.e. greater than 60dB Leq,16hr . A greater emphasis is applied to the upper noise bands, as higher noise levels are directly related to amenity and other assessment parameters.

The number of dwellings realising an increase in the night-time Opening Year are just 26 against 219 realising a noise reduction. The reduction in counts compared to daytime is largely due to the noise levels falling substantially as a result of reduced night-time traffic flows, with a large proportion of the dwellings falling below the lowest <45dB range band. For Assessment Score the forecast Year this changes, with 78 dwellings experiencing a noise increase against 74 2023 PM10: -902 (tag workbook local AQ) experiencing a reduction. This is again as a result of traffic growth. 2023 NO2: -1860 (tag workbook local AQ) Regional Emissions (opening year): The scheme has resulted in substantially larger noise reductions particularly for properties NOx: - 54 tonnes/year (AQ valuation) Income Quintile 1 - Large Adverse; Income Quintile 2 - which presently experience high noise levels due to their close proximity to the existing A30 Large Beneficial ; Income Quintile 3 - Moderate Not Applicable £20.3 corridor, which will be alleviated by the forecasted large reduction in traffic volume on the Value of change in PM10 concentration: Beneficial; Income Quintile 4 - Large Adverse; Income existing A30 road as a result of the new scheme. NPV £2,684,945 (AQ valuation) Quintile 5 - Neutral

In addition to this, mitigation measures have been implemented to reduce the impact of the Value of change in NOx emissions: NPV £17,588,424 (AQ valuation) new A30 corridor upon many of those properties that would otherwise have realised larger increases in noise from the proposed new A30 alignment. Mitigation includes vertical Total value of change in air quality: £71,687,778 (AQ valuation) realignment of sections of highway i.e. into cuttings, and the inclusion of noise screening, in the form of Cornish Hedges and timber barriers.

The scheme is assessed as having a large beneficial impact for the 40%-<60% most deprived income group and a large adverse impact for the 60%-<80% income group. The scheme is therefore assessed as having a slight beneficial impact, given that the large beneficial impact for the more deprived income group (40%-<60%) outweighs the adverse impact for the other income group (60%-<80%) which only makes up 10% of the population within the study area.

Greenhouse gases One of the objectives of the Scheme is to alleviate congestion along the A30 corridor. Change in non-traded carbon over 60y (CO2e) 1,724 Not Applicable £71.7 Comparisons of the traffic modelling data between the Do Minimum and Do Something Change in traded carbon over 60y (CO2e) N/A scenarios show that congestion is relieved along the A30 as a result of the scheme. The Landscape The scheme will have insignificant effects on the character of local designated and undesignated landscape. This includes: - slight adverse residual effects on the undesignated landscape on CA 11 - Redruth, Camborne and Gwennap and on CA-14 Newlyn Downs; - slight beneficial residual effects on the setting of designated WHS landscape; and, -slight adverse residual effects on the setting of designated Chyverton Park Registered Park and Garden (RPG) landscape.

The scheme will have some significant local visual effects on nearby residents and Moderate Not Applicable Not Applicable recreational receptors, including: Adverse - moderate/large adverse residual visual effects on residential receptors - 9 properties - moderate/large adverse residual effects on people enjoying the views to and from heritage asset: Barrow Cemetery at Carland Cross (1016888, 1017050, 1020758); and, - moderate adverse residual effects on outdoor workers at NFH.

Townscape The scheme does not pass through any urban areas and would not give rise to any Not Applicable Neutral Not Applicable townscape effects Historic Environment The proposed scheme would result in in both beneficial and adverse impacts upon constituent qualities of the heritage assets within the study area, including changes to setting that would affect the significance of assets, and also physical removal of buried Moderate Not Applicable archaeological remains within the footprint of the proposed scheme. It is considered that Adverse Not Applicable adverse impacts outweigh the beneficial impacts experienced some assets.

Biodiversity The Environmental Master Plan for the scheme (prepared in November 2017) is expected to deliver habitat creation and enhancement. It provides approximately 47.9ha of woodland (44.8ha of broadleaved woodland and 3.1ha of coniferous woodland), 24.4ha of species- rich grassland, 4.1ha of pollination strips, 4.9ha of heathland, 0.2ha of native bulb planting, 1.6ha of marginal aquatic, 1.6ha of wetland, 3.0ha of wetland rush pasture, and 41.4km of hedgerows (including 10.4ha of new Cornish Hedges). All of which has been designed to Not Applicable Slight Beneficial Not Applicable enhance the habitats within the local area, provide natural barriers to deter flying species from the carriageway, and provide habitat corridors leading to multispecies crossing points while also connecting to the wider landscape.

Water Environment The scheme will have neutral effects on: water quality; water features; water resources; and localised flood risk. -Negligible impact on water quality from routine runoff or accidental spillage: the design includes appropriate mitigations to minimise the potential for harmful levels of pollutants entering the water environment from the road drainage. -Negligible impact in terms of physical modification of water features: the design includes appropriate mitigations to minimise physical modification, the creation of ecological barriers and prevent scour / deposition Not Applicable Neutral Not Applicable -Negligible changes in water resources: the design includes appropriate mitigations to maintain or replace existing groundwater resources where localised changes in groundwater levels are expected. -Negligible impact on localised flood risk: the design includes culverts at each watercourse crossing that would be sized to accommodate the 1 in 100 year flow plus a 40% allowance for climate change. This has been agreed with Cornwall Council as LLFA

Social Commuting and Other users The significant reduction in congestion and delays as a result of the scheme would improve Value of journey time changes (£m) £405.813 Income Quintile 1 - Moderate Beneficial; Income travel time for commuting and other users, both for traffic using the A30 trunk road and for Net journey time changes (£m) Quintile 2 - Moderate Beneficial; Income Quintile 3 - N/A £334.9 traffic accessing Truro. The majority of travel time benefits come from travel time savings of 0 to 2min 2 to 5min > 5min Large Beneficial ; Income Quintile 4 - Moderate greater than 5 minutes £68.7 £127.5 £209.6 Beneficial; Income Quintile 5 - Moderate Beneficial Reliability impact on The increased capacity as a result of the scheme will lead to less journey time variability and Commuting and Other users more predictable journey times. This will reduce the impact of incidents, reduce driver stress Stress on the A30 without scheme: 101% N/A and create a more reliable route for commuters and other users Stress on the A30 with scheme: 43% £20.3

Physical activity Seven new PRoW or local routes are proposed that seek to provide enhancement / improved linkages. That would encourage active travel for local trips, which in turn would help Not Applicable Slight Beneficial Not Applicable promote physical activity. Journey quality The modern standard of the new road combined with improved journey times and travel Moderate Not Applicable Not Applicable conditions would help improve the journey quality. Beneficial Accidents The results show that the scheme would provide benefits in terms of accident savings and that the scheme meets the safety target set in the scheme objectives. The study area will Casualty saving by severity experience a reduction in accidents as a result of the implementation of the scheme. The Fatal = 25 dual carriageway and associated grade separated junctions reduce the number of accidents Slight Beneficial Serious = 175 £56.5 N/A on the A30. The majority of routes in the study area will see a reduction in the number of Slight = 1,038 accidents due to rerouting effects.

Security Design features will take into account DMRB guidance in relation to safety, including Not Applicable Slight Beneficial N/A N/A appropriate lighting to benefit the security of those using or crossing the Scheme. Access to services The average forecast peak period traffic flows on local roads near the A30 as a result of the scheme, show a reduction, where traffic on local roads would reduce by up to 40%, making the local roads less trafficked. Reduced delays and improved travel conditions and journey Not Applicable Neutral times as a result of the Scheme are likely to contribute positively to accessibility to Not Applicable N/A communities, facilities and services. Overall the impact is likely to be small and therefore qualitatively assessed to be neutral Affordability The scheme increases speed along the route and in turn the vehicle operating costs have increased in the study area. Because these additional costs relate to changes in vehicle Income Quintile 1 - Moderate Adverse; Income Moderate speed, they are, in effect optional as vehicles will not have to travel at 70mph and incur the Not Applicable Quintile 2 - Moderate Adverse; Income Quintile 3 - Adverse Not Applicable additional cost. Moderate Adverse; Income Quintile 4 - Moderate Adverse; Income Quintile 5 - Moderate Adverse

Severance The average forecast peak period traffic flows on local roads near the A30 as a result of the scheme, show a reduction with traffic on local roads reducing by up to 40%. That would result in the local roads experiencing, on average, less traffic. Those conditions would be favourable to community severance, the movement of people, and safety. Where it is necessary to stop-up Public Rights of Way (PRoW) for construction activities, the provision of alternatives routes / diversions will ensure that access across the new A30 is maintained Not Applicable Slight Beneficial Not Applicable N/A at key points during operation. Furthermore, seven new routes are proposed, utilising private means of access and seeking to improve connectivity between existing and proposed PRoW. These seek to provide enhancement / improved linkages. That would reduce severance.

Option and non-use values The proposal does not include improvements directly linked to public transport, meaning Not Applicable Neutral Not Applicable option values remain unaffected Public Accounts Cost to Broad Transport Government Central Funding: Investment Costs PVC = £200,724,000 N/A £200.7 Budget Indirect Tax Revenues Indirect Tax Revenues have been calculated using TUBA in line with WebTAG N/A N/A £67.5