ST AUSTELL TO A30 LINK PREFERRED OPTIONS ASSESSMENT REPORT
CONFIDENTIAL MARCH 2017
ST AUSTELL TO A30 LINK PREFERRED OPTIONS ASSESSMENT REPORT Cormac Solutions
Draft Confidential
Project no: 70024617 Date: March 2017
– WSP | Parsons Brinckerhoff The Forum Barnfield Road Exeter EX1 1QR
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QUAL IT Y MANAG EMENT
ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3
Remarks
Date 30/03/17
Ross Pascoe Prepared by Will Sanderson
Signature
Checked by Lydia Palmer
Signature
Authorised by Katherine Bright
Signature
Project number 70024617
Report number 1
File reference
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P R O D U C T I O N T E A M
CLIENT
Team Leader Cormac Rick Clayton
WSP | PARSONS BRINCKERHOFF
Graduate Transport Planner Will Sanderson
Assistant Transport Planner Ross Pascoe
Principal Transport Planner Lydia Palmer
Principal Transport Planner Thea Wattam
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TABLE OF CONTENTS
ST AUSTELL TO A30 LINK ...... 1
CONFIDENTIAL MARCH 2017 ...... 1
1 INTRODUCTION ...... 1
1.1 BACKGROUND ...... 1
1.2 STUDY AREA ...... 1
1.3 PURPOSE OF THIS REPORT ...... 3
1.4 METHODOLOGY ...... 3
1.5 OTHER REPORTS ...... 4
2 UNDERSTANDING THE CURRENT SITUATION: POLICY CONTEXT ...... 5
2.1 INTRODUCTION ...... 5
2.2 DFT ACTION FOR ROADS – A NETWORK FOR THE 21ST CENTURY (JULY 2013) ...... 5
2.3 DEFRA – TOWARDS A ONE NATION ECONOMY: A 10-POINT PLAN FOR BOOSTING PRODUCTIVITY IN RURAL AREAS (AUGUST 2015) ...... 7
2.4 CORNWALL & ISLES OF SCILLY LOCAL ENTERPRISE PARTNERSHIP -STRATEGIC ECONOMIC PLAN 2014-2020 (DRAFT) ...... 7
2.5 CONNECTING CORNWALL: 2030 MOVING TOWARDS A GREEN PENINSULA (MARCH 2011) ...... 7
2.6 CORNWALL COUNCIL – ECONOMY AND CULTURE STRATEGY 2013-2020 (SEPTEMBER 2013) ...... 8
2.7 CORNWALL LOCAL PLAN: STRATEGIC POLICIES 2010-2030 (NOVEMBER 2016) ...... 8
2.8 ST AUSTELL BAY ECONOMIC FORUM - AREA INVESTMENT PLAN FINAL REPORT (SEPTEMBER 2015) ...... 9
2.9 SUMMARY POLICY CONTEXT ...... 9
3 UNDERSTANDING THE CURRENT SITUATION: LOCAL CONTEXT AND ISSUES ...... 10
3.1 INTRODUCTION ...... 10
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3.2 ST AUSTELL LOCAL ECONOMY ...... 10
3.3 HIGHWAY NETWORK AND ISSUES ...... 15
3.4 ST AUSTELL TO A30 – A391 ...... 15
3.5 ST AUSTELL TO A30 – B3274...... 15
3.6 ST DENNIS ...... 18
3.7 ACCESS TO THE EDEN PROJECT ...... 18
3.8 RSI DATA ...... 20
3.9 TRAFFIC FLOWS ...... 20
3.10 TRAFFIC SPEEDS ...... 26
3.11 JOURNEY TIMES...... 28
3.12 ACCIDENT DATA ...... 29
3.13 RAIL ...... 32
3.14 BUS ...... 33
3.15 SUMMARY OF EXISTING ISSUES ...... 34
4 FUTURE DEVELOPMENT GROWTH ...... 35
4.1 LOCAL PLAN DEVELOPMENT ...... 35
4.2 COMMITTED SCHEMES ...... 37
5 ESTABLISHING THE NEED FOR INTERVENTION ...... 38
6 OBJECTIVES FOR FUTURE IMPROVEMENTS ...... 39
6.1 OVERARCHING STRATEGIC AIMS ...... 39
6.2 SCHEME OBJECTIVES ...... 39
7 FUNDING ...... 40
8 POTENTIAL IMPROVEMENTS ...... 41
8.1 OPTION GENERATION ...... 41
8.2 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 1 – BUGLE – GOONBARROW ROUTE WITH HARMONY ROAD LINK (HIGH SPEC) ...... 42
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8.3 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 1A – BUGLE – GOONBARROW ROUTE WITH HARMONY ROAD LINK (LOW SPEC) ...... 42
8.4 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 2 – ROCHE ROUTE WITH PENWITHICK LINK ...... 42
8.5 HIGH LEVEL DISCUSSION OF OPTIONS – PARKANDILLICK LINK ...... 42
9 ASSESSMENT OF OPTIONS USING THE OPTIONS APPRAISAL FRAMEWORK ...... 43
9.1 APPROACH ...... 43
9.2 STRATEGIC FIT ...... 43
9.3 ECONOMIC CASE ...... 46
9.4 FINANCIAL CASE ...... 48
9.5 DELIVERY CASE ...... 48
9.6 COMMERCIAL CASE ...... 49
9.7 SUMMARY ...... 50
10 CONSULTATION ...... 51
10.1 INTRODUCTION ...... 51
10.2 PUBLIC CONSULTATION ...... 51
10.3 POST CONSULTATION SCHEME REVISIONS ...... 51
10.4 BUSINESS SURVEY CONSULTATION ...... 52
10.5 CONSULTATION SUMMARY ...... 52
11 SUMMARY AND CONCLUSION ...... 53
11.1 SUMMARY ...... 53
11.2 THE NEED FOR INTERVENTION ...... 53
11.3 SCHEME OBJECTIVES ...... 53
11.4 OPTIONS APPRAISAL ...... 53
11.5 CONSULTATION ...... 54
11.6 CONCLUSION ...... 54
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T ABLES
TABLE 3-1: PERCENTAGE OF PEOPLE WORKING IN MINING AND QUARRYING SECTORS ...... 10 TABLE 3-2: POPULATION UNEMPLOYED ...... 11 TABLE 3-3: PEOPLE IN PROFESSIONAL AND ELEMENTARY OCCUPATIONS ...... 12 TABLE 3-4: AVERAGE IMD RANKING BETWEEN 2014 AND 2015 ...... 14 TABLE 3-5: ST AUSTELL TO A30 JOURNEY TIMES 1ST FEBRUARY – 31ST MAY 2015 NEUTRAL WEEKDAYS (TERM TIME) ...... 28 TABLE 3-6: BUGLE CROSSROADS SUMMARY OF RESULTS FOR 2017 BASE SCENARIO ...... 28 TABLE 3-7: NATIONAL CASUALTY KSI PERCENTAGES BY SPEED LIMIT ...... 29 TABLE 3-8: ST AUSTELL TO A30 ACCIDENT DATA (ALL COLLISIONS) - JULY 2011 TO JUNE 2016 ...... 29 TABLE 3-9: ST AUSTELL TO A30 ACCIDENT DATA (ALL CASUALTIES) – JULY 2011 TO JUNE 2016 ...... 30 TABLE 3-10: RAIL SERVICES FROM ST AUSTELL ...... 32 TABLE 3-11: BUS SERVICES WITHIN THE STUDY AREA ...... 33 TABLE 4-1: PROPOSED DEVELOPMENT WITHIN THE STUDY AREA FOR 2010-2030 (CORNWALL LOCAL PLAN: STRATEGIC POLICIES 2010-2030) 35 TABLE 9-1: STRATEGIC FIT ...... 44 TABLE 9-2: VALUE FOR MONEY ...... 46 TABLE 9-3: FINANCIAL CASE ...... 48 TABLE 9-4: DELIVERY CASE ...... 48 TABLE 9-5: ADDITIONAL DELIVERABILITY CRITERIA ...... 49
F I G U R E S
FIGURE 1-1: ST AUSTELL TO A30 LINK OAR SCHEME STUDY AREA ...... 2 FIGURE 2-1: ROADS AND THE ECONOMY ...... 6 FIGURE 3-1: DEPRIVATION MAP OF CORNWALL (2015 INDICES OF MULTIPLE DEPRIVATION) ...... 13 FIGURE 3-2: KEY ROUTES IN THE STUDY AREA ...... 17 FIGURE 3-3: THE LOCATION OF THE EDEN PROJECT AND SIGNPOSTED ROUTES FROM THE A30, PLYMOUTH AND TRURO...... 19 FIGURE 3-4: AVERAGE WEEKDAY AND PEAK HOUR TRAFFIC FLOWS AT SELECTED SITES IN THE STUDY AREA ...... 21 FIGURE 3-5: MONTHLY FLOW PROFILE ON THE B3274 AT STENALEES...... 22 FIGURE 3-6: WEEKLY FLOW PROFILE ON THE B3274 AT STENALEES ...... 23 FIGURE 3-7: MONTHLY FLOW PROFILE ON THE A391 AT LOCKENGATE...... 23 FIGURE 3-8: DAILY FLOW PROFILE ON THE A391 AT LOCKENGATE ...... 24 FIGURE 3-9: AVERAGE WEEKDAY AND PEAK HOUR HGV NUMBERS AT SELECTED SITES IN THE STUDY AREA ...... 25 FIGURE 3-10: AVERAGE WEEKDAY SPEEDS AT SELECTED SITES IN THE STUDY AREA ...... 27
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FIGURE 3-11: ST AUSTELL TO A30 ACCIDENT PLOT - JULY 2011 TO JUNE 2016 ...31 FIGURE 3-12: EXCERPT FROM GWR’S NETWORK MAP, SHOWING THE RAIL NETWORK TO THE WEST OF EXETER, INCLUDING THE ST AUSTELL AREA AND THE REST OF CORNWALL ...... 32 FIGURE 4-1: FORECAST TRAFFIC GROWTH UP TO 2030, BASED ON TEMPRO PROJECTIONS ...... 36
APPEN DICES
A P P E N D I X A RSI ANALYSIS – ORIGINS AND DESTINATIONS A P P E N D I X B PARKANDILLICK LINK ASSESSMENT TECHNICAL NOTE A P P E N D I X C CORMAC PUBLIC ENGAGEMENT REPORT (2017) A P P E N D I X D CORMAC OAR (2017) A P P E N D I X E RESIDENTS’ NEWSLETTER (NOVEMBER 2017)
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1 INTRODUCTION 1.1 BACKGROUND
1.1.1 There has been a long held aspiration by Cornwall Council to create a strategic link road between St Austell and the A30, as St Austell is Cornwall’s largest town and is not currently served by a high-quality route from the A30. The current route is the A391, which is of variable standard, and passes through a number of villages between St Austell and the A30.
1.1.2 Poor connectivity continues to be seen as the major block to economic growth in the St Austell area. With the A391 Carluddon road improvement recently completed, improvements to the A30 at Temple, further investment in the Newquay Enterprise Zone at the Aerohub and regeneration improvements in the St Austell and the China Clay Area, there is likely to be increased pressure on the existing routes, renewing focus on this strategic route.
1.1.3 Cormac Solutions developed an Options Assessment Report (OAR)1 which was subsequently submitted to the Department for Transport and Cornwall Council for comment, in September 2015. This document was then superseded by an OAR refresh in January 2017. The OAR identifies a number of possible improvement options, summarises the initial sifting assessments and identifies two road improvement schemes that were considered to most fully meet the scheme objectives set out in the PID – one option to bypass Roche (to the east of Roche) and one option to bypass Bugle (to the west of Bugle).
1.1.4 The consultation process and subsequent technical investigations highlighted that the original route to the east of Bugle would no longer be acceptable due to new environmental designations coming into force in 2016/17 (mid-Cornwall Sites of Special Scientific Interest), alongside increased engineering difficulties and costs. Therefore, an alternative route to the west of Bugle via the former Goonbarrow clay pit was considered further.
1.1.5 This Preferred Options Assessment Report (POAR) follows on from the initial ‘A30 to St Austell Link Road – Options Appraisal Report’ and provides more detail and assessment of the preferred options in supporting improved connectivity between St Austell and the Strategic Road Network.
1.2 STUDY AREA
1.2.1 The study area as defined for the purpose of the POAR is shown in Figure 1-1.
1 A30 to St Austell Link Road - Options Appraisal Report, CORMAC, December 2015.
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Figure 1-1: St Austell to A30 Link OAR Scheme Study Area
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1.3 PURPOSE OF THIS REPORT
1.3.1 The purpose of this POAR is to identify the existing issues, problems and constraints, define the main objectives of the scheme, and to present and provide high level appraisal of the options considered to address the issues and meet the objectives.
1.3.2 An OAR is the first key output of the Transport Appraisal Process, as defined by the Department for Transport’s WebTAG Guidance. This POAR considers the options in relation to five ‘cases’ as set out in DfT guidance on The Transport Business Case; this method is in turn based on the Treasury’s advice on evidence-based decision making, as set out in the Green Book.
1.4 METHODOLOGY
1.4.1 The process for option development as defined by WebTAG is as follows:
1. Understand the current context of the study area 2. Understand the future context of the study area 3. Establish the need for intervention 4. Identify intervention-specific objectives within a defined geographic area 5. Generate options 6. Undertake an initial sift 7. Develop and assess potential options and undertake public consultation 8. Document the option development process within an OAR 9. Clarify the methodology for further appraisal within an Appraisal Specification Report
1.4.2 Building on the steps set out above, DfT guidance on The Transport Business Case sets out the method for considering the options in relation to five ‘cases’ as follows:
The Strategic Case Demonstrates a clear rationale for the case for change Considers the identified problem(s), objectives and constraints in the local context
The Economic Case Appraisal of economic, environmental and social impacts
The Financial Case Including initial cost estimates and possible funding sources
The Commercial Case Brief discussion of commercial viability
The Management Case Brief discussion of project governance
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1.4.3 This OAR follows the general steps set out in 1-8 above, and uses the five ‘cases’ as a framework by which to develop and consider options. Initial sifting of the options, as identified in step 6 has been undertaken in the initial OAR completed by Cormac, therefore assessment in this POAR is focused around step 7.
1.4.4 The DfT’s Option Assessment Framework has been used to assist with step 7, with each potential option being assessed against the Transport Business Case criteria and the five ‘cases’. At the end of step 7, a preferred option will be identified for further appraisal.
1.4.5 This POAR has been developed as a high level appraisal based on the existing information available.
1.5 OTHER REPORTS
1.5.1 The following documents have been considered whilst developing this Option Assessment Report:
St Austell to A30 Link Road Options Appraisal Report – Refresh, Cormac, January 2017 A30 to St Austell Link Road Public Engagement Report, Cormac, January 2016 A30 to St Austell Link Appraisal Specification Report, WSP | PB, November 2016
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2 UNDERSTANDING THE CURRENT SITUATION: POLICY CONTEXT 2.1 INTRODUCTION
2.1.1 This Chapter presents an understanding of local, regional and national policies affecting the study area.
2.2 DFT ACTION FOR ROADS – A NETWORK FOR THE 21ST CENTURY (JULY 2013)
2.2.1 In 2013, the DfT published ‘Action for Roads: A Network for the 21st Century’. This document sets out the value of roads, and their importance in:
Getting us to work; Giving us access to goods and services; Connecting us with family and friends; Providing critical connections; Supporting job creation and unlock economic development; Helping the UK compete internationally; and Supporting business travel.
2.2.2 Figure 2-1 overleaf (extracted from the ‘Action for Roads’ document) describes how improved roads can strengthen the economy. Given the current economic constraints in St Austell (see Chapter 3 for further detail); these demonstrated links are particularly important when considering potential scheme interventions.
2.2.3 As well as setting a vision for the Strategic Road Network (SRN), ‘Action for Roads’ also highlights the importance of the local road network. The document recognises that while the rest of the road network is not as intensively used as the strategic road network, it carries the majority of non-freight traffic and forms the start and end of almost every journey.
2.2.4 Environmental issues such as the contribution of road traffic to climate change from carbon dioxide emissions, air quality and noise are identified as a major challenge. Road safety is also highlighted as a major economic cost to society, and there is an emphasis on encouraging greater safety.
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Figure 2-1: Roads and the Economy2
2 Action for Roads, DFT (2013).
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2.3 DEFRA – TOWARDS A ONE NATION ECONOMY: A 10-POINT PLAN FOR BOOSTING PRODUCTIVITY IN RURAL AREAS (AUGUST 2015)
2.3.1 As part of DEFRA’s 10 point plan, ensuring that rural areas are fully connected to the wider economy is one of the main key areas for focus. As part of this theme it is detailed that there is a requirement to ensure there is a modern transport infrastructure, particularly road infrastructure, to enable rural businesses to supply goods to markets, including export markets, and for rural areas to attract workers and visitors.
2.4 CORNWALL & ISLES OF SCILLY LOCAL ENTERPRISE PARTNERSHIP - STRATEGIC ECONOMIC PLAN 2014-2020 (DRAFT)
2.4.1 It is believed that by pursuing the following thematic strategies, the LEP region can graduate from its current status of “less developed”:
Future Economy; Growth for Business; and Conditions for Growth.
2.4.2 Of particular relevance to the POAR is the ‘Conditions for Growth’ theme, which includes transport infrastructure as one of the intervention areas. It is highlighted that one of the challenges for transport infrastructure is transport demand. By 2026 in Cornwall it is predicted that transport demand will frequently outweigh the network capacity on inter-urban routes, resulting in congestion and longer journey times, which have direct costs on people and businesses and affecting the economic performance of the region.
2.4.3 The development of transport infrastructure is seen as being important for achieving positive conditions for growth. It is identified within the document that an efficient transport network results in better accessibility to economic markets, employment and investment and states that poor connectivity is one of the biggest barriers to growth. In particular, investment in strategic transport proposals is considered to be essential in improving the region’s connectivity to both the rest of the UK and beyond.
2.5 CONNECTING CORNWALL: 2030 MOVING TOWARDS A GREEN PENINSULA (MARCH 2011)
2.5.1 The vision of Connecting Cornwall 2030 is, ‘Transport in Cornwall will be excellent. Our transport system will connect people, businesses and services in a way that is reliable, efficient, safe, inclusive and enjoyable.’ To reach this vision, there are six goals:
Tackling climate change; Supporting economic prosperity; Respecting and enhancing the environment; Encouraging healthy active lifestyles; Supporting community safety and individual wellbeing; and Supporting equality of opportunity.
2.5.2 Particularly relevant to the POAR is delivering and supporting economic prosperity. This goal is further broken down to encapsulate the following objectives:
Improve connectivity of Cornwall to the rest of the world; Ensure a resilient and reliable transport system for people, goods and services; and
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Support the vitality and integrity of our town centres and rural communities.
2.5.3 In addition the goal supporting community safety and individual wellbeing is also important to this POAR, with objectives around improving road safety, increasing public confidence in a safer transport network and reducing noise and air quality impacts.
2.6 CORNWALL COUNCIL – ECONOMY AND CULTURE STRATEGY 2013-2020 (SEPTEMBER 2013)
2.6.1 The strategy’s vision is for “a confident, resilient Cornwall that is a leader in innovative business and low carbon technologies, increasing self-sufficiency for communities and individuals”.
2.6.2 To achieve this vision, 6 issues have been identified. These are:
Business Transformation; Cornwall Connectivity; Creativity and Cultural Heritage; Employment and Skills; Leadership; and Low Carbon Economy.
2.6.3 As part of ‘Cornwall Connectivity’, one of the essential elements for delivery is to support strategic transport gateway opportunities, which ‘unlock’ major employment land delivery, in particular along the A30, as well as to support improvements in internal transport networks.
2.7 CORNWALL LOCAL PLAN: STRATEGIC POLICIES 2010-2030 (NOVEMBER 2016)
2.7.1 The Plan is intended to help deliver the vision and objectives of ‘Future Cornwall’, the sustainable community strategy. This vision is supported by four key themes:
To support the economy; To enable self-sufficient and resilient communities; To promote good health and wellbeing for everyone; and To make the most of our environment.
2.7.2 These themes are broken down to include a number of objectives, some of which are principally relevant to the POAR are:
Removal of unnecessary barriers to jobs, business and investment; Enhancement of the tourist offering; Provision of infrastructure to enable development to benefit the local community; and Meeting of local needs to improve quality of life and reduce social exclusion.
2.7.3 More detail is provided for individual community network areas (CNAs) in addition to the overall local plan. PP9 covers the St Austell and Mevagissey; China Clay; St Blazey, Fowey and Lostwithiel CNAs. Specific objectives for this CNA, of relevance to the POAR are:
Objective AU3 Economy – Support the regeneration of the local economy and the town centre.
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Objective AU4 Infrastructure – Enable the delivery of community infrastructure including new community facilities and in particular addressing transport congestion issues and links to the A30. Objective CC3 Community Infrastructure – Enable the delivery of community infrastructure including new facilities, green space and key transport links to reduce the impact on communities.
2.8 ST AUSTELL BAY ECONOMIC FORUM - AREA INVESTMENT PLAN FINAL REPORT (SEPTEMBER 2015)
2.8.1 The aim of the plan is to provide a basis for joining up and driving forward the key economic investments needed to achieve positive and transformational economic change over a 10 to 15 year period. Five strategic themes are presented, which provide a framework to form the basis of the plan. These are:
Connectivity and Infrastructure; Business and Investment; Places and communities; People and Skills; and Environment and Sustainability.
2.9 SUMMARY POLICY CONTEXT
2.9.1 The DfT ‘Action for Roads: A Network for the 21st Century’ highlights the value of roads, and their importance in strengthening the economy. Factors such as improving connectivity, reducing travel times and improving reliability are identified as allowing business to operate more efficiently. The environment and safety are also highlighted as major issues.
2.9.2 DEFRA also emphasises the importance of improved connectivity (for rural areas in particular) and supports provision of modern transport infrastructure, particularly road infrastructure to enable rural businesses to supply goods to markets, including export markets, and for rural areas to attract workers and visitors.
2.9.3 Cornwall’s local transport and economic policies, applicable to the county as a whole and the study area, identify addressing a poor performing economy as key, in particular, by improving local transport connectivity.
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3 UNDERSTANDING THE CURRENT SITUATION: LOCAL CONTEXT AND ISSUES 3.1 INTRODUCTION
3.1.1 The following section builds on the identified links between connectivity and the economy recognised in the documented policy in section 2, by further exploring the economy of the St Austell area of Cornwall, and the main barriers to connectivity.
3.2 ST AUSTELL LOCAL ECONOMY
3.2.1 The St Austell and China Clay area has faced several major adverse factors in recent years, not least the decline in the traditional china clay industry as well as the impacts associated with the last economic downturn in the late 2000s. These factors have been exacerbated by relatively low skills levels in the area and low levels of demand for land that becomes available for development.
3.2.2 Although St Austell supports an estimated 14,970 jobs (including self-employment) and a total of 31,300 jobs within the St Austell Travel to Work Area, the town has been reliant upon sectors that are in decline.
3.2.3 Based on census data, the percentage of working people involved in the mining and quarrying sectors has significantly reduced from a total of 19% in the China Clay area and 13.4% in the St Austell area to approximately 4% and 2% respectively. This is shown in Table 3-1.
Table 3-1: Percentage of People Working in Mining and Quarrying Sectors MINING AND QUARRYING AREA 1991 2001 2011 E02003956 (Roche, St Dennis) 12.4% 9.2% 6.5% E02003957 (Bugle, Penwithick, Lostwithiel) 21.5% 5.2% 1.7% China Clay Area 19.0% 6.8% 3.8% E02003959 (St Blazey) 15.5% 6.3% 0.9% E02003961 (St Austell Bethel, Charlestown) 0.0% 7.5% 6.4% E02003962 (St Austell Poltair) 36.6% 5.1% 0.6% E02003963 (Mount Charles, St Austell Gover) 3.6% 6.1% 0.2% St Austell Area 13.4% 6.3% 2.1% Cornwall 3.0% 1.3% 0.6% England 2.8% 0.2% 0.1%
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3.2.4 There is now a heavy reliance on employment in public services (such as in education, health and social work and public administration).
3.2.5 There are also a large number of employees in the distribution, hotels and restaurant sectors (similar to what is observed in the county as a whole). The increase of employment in the accommodation and food sectors have more than doubled in the China Clay area and have increased by 2.5% in the St Austell area between 1991 and 2011. The increase for Cornwall and England has been at around 1% in the same period.
3.2.6 The types of employment in Cornwall typically generate low productivity, expressed in Gross Value Added (GVA) per capita. As shown in the “Employment and Skills Strategy” report, the value for 2014 (£17,278) is the second lowest of all LEP areas in England (70.2% of the average in England). GVA per capita in Cornwall has also seen a reduction in real terms by 4% since 2006.
3.2.7 In terms of total GVA growth, this has also been at a lower rate than the UK average since 2008 (15.2% in Cornwall versus 18.1% in the UK).
3.2.8 In addition to increases in the above sectors, the percentages of unemployed people in the study area have increased between 2001 and 2011, especially in the China Clay area. In 2011 these figures were higher than the average in Cornwall and similar to those in England. This is shown in the table below.
Table 3-2: Population Unemployed AREA 2001 2011 E02003956 (Roche, St Dennis) 3.0% 4.0% E02003957 (Bugle, Penwithick, Fowey) 3.2% 4.8% China Clay Area 3.1% 4.5% E02003959 (St Blazey) 2.9% 4.7% E02003961 (St Austell Bethel, Charlestown) 3.4% 3.7% E02003962 (St Austell Poltair) 3.1% 3.8% E02003963 (Mount Charles, St Austell Gover) 2.3% 2.7% St Austell Area 2.9% 3.6% Cornwall 3.3% 3.3% England 3.3% 4.4%
3.2.9 Based on claimant and jobseekers allowance (JSA) data from November 2016, in the China Clay Community Network Area (CNA) the number of claimants has increased by over 27%, one of the highest rates of increase across Cornwall.
3.2.10 Another distinctive factor is that full time employment figures in the China Clay (30.6%) and St Austell (34%) Areas are lower than the national average (38.6%), although comparable with the rest of Cornwall (30.6%). However, both areas have seen a decline between 2001 and 2011. In this respect, the China Clay Area was the most distinctive with a 5.2% decrease. Conversely, part time working is higher, particularly in the St Austell Area (17.8%) compared to Cornwall (15.4%) and nationally (13.7%).
3.2.11 The loss of jobs in the china clay industry has also led to a change in travel to work patterns. As jobs in the study area have declined, there have been significant increases in the distances travelled to work for workers who live in this area. Evidence of this can be seen from the following:
The percentage of people commuting within a pedestrian distance (a maximum of 2 kilometres) in St Austell reduced by a third between 1991 and 2011 (from 45% to 30%).
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The percentage of people commuting within a cycling distance (up to 5 kilometres) reduced by a third in the China Clay area between 1991 and 2011 (from 46% to 29%). The St Austell area has also experienced a significant reduction from 67% to 52% - almost double the reduction in England during the same period. Although the percentage of workers commuting over 20 kilometres from St Austell grew at a similar rate to that nationally between 1991 and 2011, the increase in the China Clay area was more than double in the same period (from 10% to 23%). This is a clear indicator that as the china clay industry declined, local workers had to travel further. For trips over 40 kilometres, the percentage of commuting trips also doubled, from 4.6% to 9.2%.
3.2.12 Therefore, these increased distances put pressure on the local transport network.
3.2.13 The 2011 Census data shows that the St Austell and China Clay CNAs has a lower percentage of people working in highly qualified occupations when compared to Cornwall and England, and that this gap has been increasing between 1991 and 2011, with barely any difference on the availability of jobs in terms of qualification required between 1991 and 2011. The same patterns have been reflected with regard to lowly qualified occupations with a significant increase in the percentage of these jobs when compared to Cornwall and England. This is shown in Table 3-3.
Table 3-3: People in Professional and Elementary occupations
PEOPLE IN PROFESSIONAL PEOPLE IN ELEMENTARY OCCUPATIONS OCCUPATIONS
St Austell and Mevagissey CNA 33.4% 11.9% China Clay CNA 26.3% 13.2% South West 39.7% 11% England 41.1% 11.1%
3.2.14 Census data also shows a significant difference between the China Clay and St Austell areas and Cornwall and England with regard to working age people with level 4 of qualifications and above. While the China Clay and St Austell areas have just over 20% of people with level 4, Cornwall has almost 27% as an average, which is also lower than England, which is 30%.
3.2.15 Furthermore, the Restormel Business Survey of 2008 states, nearly a fifth of businesses in this former local authority area (including St Austell) stated that they did not have enough skilled people. Skills in short supply included specific trade and vocational skills, basic literacy and numeracy skills, communication and team working skills and management skills. Similarly, the survey found that firms had difficulties recruiting locally and, in particular, finding people with the right skills and experience.
3.2.16 The economic and employment conditions in the St Austell area have had a significant impact on deprivation levels in the St Austell Town and the China Clay CNA (Community Network Area) areas.
3.2.17 Figure 3-1 shows the areas of Cornwall that are in the 25% worst areas nationally in the Indices of Multiple Deprivation (IMD). It can be seen that the St Austell area is one of the most deprived areas of Cornwall. St Blazey West is in the worst 10% and St Austell Gover South East, Mount Charles North West and Poltair South East are all in the worst 20%.
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Figure 3-1: Deprivation map of Cornwall (2015 Indices of Multiple Deprivation)
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3.2.18 Table 3-4 below shows the average IMD ranking of LSOA. This shows the ranking based on position of the LSOA areas in England starting with the most deprived areas (the lower the ranking the worse the IMD score is). The worst performing position for each of the areas studied is shown in red colour. This shows that in all the MSOA areas, apart from St Austell Bethel and St Blazey, there has been a decline since 2010.
Table 3-4: Average IMD Ranking between 2014 and 2015
MSOA AREA 2004 2007 2010 2015 E02003956 (Roche, St 10437 955 10227 7863 E02003957 (Bugle, Penwithick, Lostwithiel) 11607 1126 11887 10265 China Clay Area 11139 10578 11223 9304 E02003959 (St Blazey) 10457 9509 10886 1057 E02003961 (St Austell Bethel, 18108 17814 19252 2013 E02003962 (St Austell 12507 1249 12915 12326 E02003963 (Mount Charles, St Austell Gover) 9014 797 8526 7856 St Austell 12446 11839 12769 1260 Cornwall - - 110 95
3.2.19 One final key issue affecting the area is the low demand for land that becomes available for development. Based on recent evidence from the area, when ‘parcels’ of land become available for development, take-up from developers tends to be low. In the “Employment Land Review”, demand for employment land in Cornwall is defined as small-scale and relatively local, with small, privately-funded speculative development largely confined to the office market in Truro.
3.2.20 The China Clay CNA targets for completions of industrial and office employment spaces have been reached. The situation in the St Austell CNA is very different as completed and committed employment space only covers:
24% of the industrial employment land target; and 10% of the office employment land target up to 2015.
3.2.21 Therefore, in summary the economic problems in St Austell are:
An inability to replace the levels of employment lost as a result of the decline in traditional industry (specifically the decline in the China Clay industry). A relatively ‘low wage, low skills’ local economy – largely the product of the lack of ‘high value’ sectors and jobs in the area. Low levels of productivity (GVA per worker) – similar to the rest of Cornwall, the area suffers from very low productivity levels compared to the rest of the UK. There are also perceptions that the availability and deliverability of key sites for development are not at the levels that the private sector typically seeks. There are low levels of demand for land.
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3.2.22 These issues are adversely affecting economic activity in the area, and without significant intervention, are likely to worsen over time.
3.3 HIGHWAY NETWORK AND ISSUES
3.3.1 As well as these challenging economic circumstances, the current highway and network issues also have an impact on the St Austell area.
3.3.2 There are two key road links connecting St Austell with the A30:
The A391 which connects the A30 at Lanivet to St Austell via the villages of Bugle and Stenalees. This is the main and most direct route between the strategic road network and St Austell. B3274 running south to St Austell. This route is single carriageway and provides access to St Austell from the A30 at Victoria via Roche.
3.4 ST AUSTELL TO A30 – A391
3.4.1 The A391 road which travels through Bugle is the main road connecting St Austell with the A30. The whole A391 route is 12.8km long between the A390 Holmbush Road/A391 junction in St Austell to the A30 Innis Down junction at Lanivet. Figure 3-2: Key routes in the study area. shows the route.
3.4.2 The topography of the route between St Austell and the A30 fluctuates with some steep sections of road between the A390 Holmbush Road/A391 junction and the St Austell Enterprise Park. All junctions along the route are at grade, with several major-minor junctions and roundabouts provided. The single carriageway section of the route passes through several small villages and does not provide any overtaking opportunities due to the narrow nature of the route.
3.4.3 There are a large number of minor accesses through the villages where dwelling frontages emerge onto the A391. This can lead to a large number of points of conflict between vehicles entering the network and vehicles already on the road. In addition, on street parking within the villages obstructs the flow of traffic.
3.4.4 There is limited traffic management on the A391 as it passes through these villages with only reduced speed limits and parking restrictions in place. Speed limits are 60mph, except in Lockengate where there is a 40mph limit. On entry to Bugle from the north east there are 40mph buffer zones leading into the 30mph limit through the village, which stretches to the A391/B3274 roundabout.
3.5 ST AUSTELL TO A30 – B3274
3.5.1 The B3274, also shown in Figure 3-2, is a 13.1km route that connects the western side of St Austell with the A30 at Victoria.
3.5.2 The B3274 is a single carriageway section of road which contains several sharp bends and steep gradients which may prove challenging for some vehicle types. All junctions along the route are at grade, and are predominantly made up of major-minor junctions, while some roundabouts are also provided to link up to key routes such as the A391.
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3.5.3 There are a large number of minor accesses with vehicles entering the network from dwellings directly onto the B3274. This requires vehicles to accelerate and decelerate sharply along the route. The majority of the route has a 40mph speed limit which is reduced to 30mph when travelling through villages situated on the B3274. There are also sections of the route set at national speed limit but these are isolated sections of road. Traffic management measures are in place throughout villages located on the B3274 with speed humps and vehicle activated speed warning signs present to reduce vehicle speeds.
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Figure 3-2: Key routes in the study area.
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3.6 ST DENNIS
3.6.1 In addition to the aforementioned key links between St Austell and the A30, the route from Treviscoe and St Dennis to the A30 is also important, particularly for HGVs.
3.6.2 The B3279 is a 9km route between the A3058 to the west of St Austell, through St Dennis to the A30 at Highgate Hill. It is single carriageway, with a number of sharp bends and quarry access points adjoining it. The speed limit is set at the national speed limit, apart from through villages where there are 30mph limits in place.
3.6.3 Through St Dennis there are properties along the route, with on street car parking taking place and in some locations no pedestrian footway. In addition there are several priority narrowing traffic management measures and sharp bends.
3.7 ACCESS TO THE EDEN PROJECT
3.7.1 The Eden Project, located to the north east of St Austell, is one of Cornwall’s and the UK’s leading tourist attractions. In 2015, 960,000 people visited3, putting obvious pressure on the local transport network.
3.7.2 Figure 3-3, below, shows the main signposted routes to the attraction from the A30, Plymouth and Truro, as well as the locations of these signposts. Of particular interest is the recommended route for those travelling via the A30. It is shown that these visitors are led off the A30 and along the A391, through Bugle. This therefore has the potential to impact on seasonality, which is discussed further below.
3 Association of Leading Visitor Attractions, 2015.
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Figure 3-3: The location of the Eden Project and signposted routes from the A30, Plymouth and Truro.
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3.8 RSI DATA
3.8.1 Roadside Interviews were conducted in 2016 to better understand the existing behaviour of traffic travelling between the St Austell and the A30 as well as on alternative routes. The RSIs were undertaken at five locations:
Site 1 – B3274 (Northbound) Site 2 – A391 (Northbound) Site 3 – A3058 (Eastbound) Site 4 – A390 (Eastbound) Site 5 – A390 (Westbound)
3.8.2 Analysis of the RSI data collected on the B3274 (in the northbound direction) and on the A391 (in the northbound direction) suggests that a large number of those travelling will be using either the B3274 or A391. In particular there is a desire to travel to the north of the area to place such as Newquay, Wadebridge and Bodmin. Data collected on the A3058 (in the eastbound direction) shows a number of people using the road network in the vicinity of St Dennis. The origins and destinations for each site can be seen in Appendix A.
3.9 TRAFFIC FLOWS
3.9.1 Figure 3-4 shows traffic flows for various points on roads within the study area.
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Figure 3-4: Average weekday and peak hour traffic flows at selected sites in the study area 21
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3.9.2 Figure 3-4 shows there is a relatively large traffic flow on the B3374 Treverbyn Road. This is a minor road that acts as an alternative to the more commonly used A391. Traffic flow here could be considered to be excess traffic that avoids the A391 due to congestion issues.
3.9.3 Average daily flows on the B3274 range from 6571 to 8885 along the route. During the peak hour of 1700-1800, at the point to the north west of Stenalees, there is a traffic flow of 832, while the other two points on the route, to the north east of Roche and at Trethowel, have traffic flows during this peak hour of 626 and 659 respectively.
3.9.4 Traffic flows are highest on the A391 north of Lockengate. Peak hour flows are 957 vehicles, which if spread equally through the hour equates to 16 vehicles a minute, or one every three seconds.
3.9.5 Traffic to the north of St Dennis on the B3279 has peak hour flows of 367 vehicles. This is significantly lower than other parts of the study area.
SEASONALITY
3.9.6 Traffic flows in the St Austell to A30 study area experience seasonal fluctuations, which can increase by up to 15-20% during the summer period. Automatic traffic count (ATC) data, from 2016 for the B3274 at Stenalees and 2015 for the A391 at Lockengate to the north of Bugle, has been used to identify monthly and weekly flow profiles for the area. All graphs below show two- way traffic flows.
3.9.7 Figure 3-5 shows the monthly flow profile on the B3274 at Stenalees. The monthly flow profile shows an increase in flows during the summer month, with the peak occurring in August. This demonstrates the impact that tourism has on the levels of traffic on the network in the area.
Figure 3-5: Monthly flow profile on the B3274 at Stenalees.
Monthly flow profile 2016: B3274 Stenalees
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5000 2-way 4000 3000 AADT 2000 1000
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16 16 16 16 16 16 16 16 16 16 16 16 ------Jul - Jan Jun Oct Apr Feb Sep Dec Aug Nov Mar May
3.9.8 Figure 3-6 shows the weekly flow profile for two-way traffic on the B3274 for neutral and summer months. The figure shows a general increase in flows experienced on all days during the summer months. Through the week, flows appear to be highest on Wednesdays, with an average daily flow of just over 10,000 in the summer and just under 9,000 during the neutral months. Flows are at their lowest during the weekend in both the summer and neutral months.
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Figure 3-6: Weekly flow profile on the B3274 at Stenalees.
Weekly flow profile 2016: B3274 Stenalees 12000
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0 Mon Tue Wed Thu Fri Sat Sun
3.9.9
3.9.10 Figure 3-7 shows the monthly flow profile for traffic flows on the A391 in 2015.
3.9.11 The monthly flow profile shows a significant increase in flows during the summer month, with the peak occurring in August.
Figure 3-7: Monthly flow profile on the A391 at Lockengate.
Monthly flow profile 2015: A391 Lockengate
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15 15 15 15 15 15 15 15 15 15 15 15 ------Jul - Jan Jun Oct Apr Feb Sep Dec Aug
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3.9.12 Figure 3-8 shows the daily two-way flow profile on the A391 for neutral and summer months.
3.9.13 The figure shows a general increase in flows experienced on all days during the summer months. Through the week, flows appear to be highest on Wednesdays during the summer months, with an average daily flow of just over 12,000. However, during neutral months two-way traffic flows appear to be highest on Fridays, with flows just over 10,000.
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Figure 3-8: Daily flow profile on the A391 at Lockengate.
Daily flow profile 2015: A391 Lockengate 14000
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6000 Summer AADT 4000
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HGV DATA
3.9.14 The proportion of HGVs is shown in Figure 3-9. On the B3274 to the north east of Roche, 6.1% of vehicles were HGVs. This is higher than the 4.4% and 5.2% found on roads across the South West and England respectively4. In addition, during peak hours, the number of HGVs can reach 45 per hour, which is particularly high considering the relatively narrow nature of this single carriageway road.
3.9.15 The numbers of HGVs during peak hours are also high at other points in the north of the study area, for example on the B3274 north west of Roche and on the A391 at Lockengate where there are 18 and 23 HGVs per hour respectively.
3.9.16 HGV numbers are lower in the vicinity of St Dennis and the overall proportion of HGVs at 1.6% of total traffic is lower than other parts of the study area.
4 National Road Traffic Forecasts 2015
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Figure 3-9: Average weekday and peak hour HGV numbers at selected sites in the study area
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3.10 TRAFFIC SPEEDS
3.10.1 Figure 3-10 shows average peak period speeds for a number of locations within the study area.
3.10.2 In many places, average speeds were shown to be at or around the speed limit at that point, however at some locations, average speeds are significantly lower. This is evident to the north west of Roche, and continuing down the B3274 to the north west of Stenalees. Similarly, average speeds are found to be lower than the speed limit in the north west of the study area too, on the B3279 at Nanpean and towards Indian Queens.
3.10.3 Where speed travelled is significantly lower than the posted speed limit it can impact on journey reliability, which in turn can lead to driver frustration.
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Figure 3-10: Average weekday speeds at selected sites in the study area
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3.11 JOURNEY TIMES
3.11.1 Table 3-5 shows the average journey times recorded on the various routes between the A30 and St Austell during peak hours on a neutral weekday.
3.11.2 Journey times are shown to be the most variable on the A391 during the AM peak, with journey times 2 minutes longer travelling southbound from the St Austell to A30. This trend is not seen in the opposite direction during the PM peak with journey times similar in both directions.
Table 3-5: St Austell to A30 Journey Times 1st February – 31st May 2015 Neutral Weekdays (term time).
TIME (MINS)
ROUTE DIRECTION LENGTH (KM) AM IP PM
NB 13.2 17.1 16.7 17.8 1. A391 between A390 and A30 SB 13.2 19.0 16.9 17.6
2. B3274 between A390 and NB 13.0 18.2 17.4 18.0 A30 SB 13.0 18.4 17.6 18.1
3. Penwithick Link between NB 3.7 5.9 5.4 5.5 A391 and A391 SB 3.7 5.0 5.2 5.1
3.11.3 When looking at the three routes stated in Table 3-5, Google Map journey times identify that there are likely to be delays around the villages of Bugle and Roche, as well as on the approach to the A30 at Victoria consistently throughout the day.
3.11.4 A recent Transport Assessment prepared for the West Carclaze Eco-community tested the capacity of multiple junctions in the area. As part of this preferred options assessment the Bugle Signalised Crossroads between the A391, B3374 and Roche Road modelling results have been collated and analysed. Table 3-6 below details the results of the 2017 base modelling.
Table 3-6: Bugle crossroads summary of results for 2017 base scenario.
AM PEAK PM PEAK
ARM Av Delay Per Mean Max Av Delay Per Mean Max Deg Sat (%) Deg Sat (%) PCU (S/PCU) Queue (PCU) PCU (S/PCU) Queue (PCU)
A391 North 103.8% 156.9 28.0 98.6% 89.3 23.0
B3374 Rosevear 118.2% 385.1 24.8 100.5% 190.1 10.4 Road
A391 South 111.4% 268.7 33.1 200.8% 1017.7 133.2
Roche Road 76.3% 86.7 4.3 100.2% 189.1 10.0
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3.11.5 The modelling assessment completed for a base year of 2017 shows that in the AM peak period both of the A391 arms and the B3374 entry are operating above their capacity. During the AM peak traffic entering the junction from the B3374 can be expected to experience an average delay of 385 seconds per Passenger Car Unit (PCU). Similar issues are also present at the junction during the PM peak period with the A391 southern entry operating with a Degree of Saturation of 200.8%, which is well over the arms operating capacity.
3.12 ACCIDENT DATA
3.12.1 A total of 140 collisions were recorded by the police over the last 5 years within the St Austell to A30 study area. A summary of the recorded collisions within the study area over the previous 5 years can be seen in Table 3-8, along with a plot of the collision locations (Figure 3-11).
3.12.2 Collisions can be seen consistently along the A391 and B3274. On the A391 there are clusters of collisions within the village of Bugle where there are a large number of house frontages and vehicles entering the network. Collisions on the B3274 are much more spaced out along the route with no specific clusters of collisions; this could be due to the high speed limit and a large number of concealed entrances.
3.12.3 When considering all recorded collisions, Table 3-7 shows that the B3274 has a KSI rate of 28%. This is higher than the KSI percentages on the A391 and old A30, which are 18% and 225 respectively.
Table 3-7: National casualty KSI percentages by speed limit5. NATIONAL KSI % BY SPEED LIMIT 30 mph 12% 40 mph 15% 50 mph 18% 60 mph 20%
3.12.4 Table 3-8 below shows all casualties involved in traffic collisions in the study area. An average KSI value of 19% has been recorded throughout. This value is similar to the B3274 and the A391 where the highest traffic flows are.
Table 3-8: St Austell to A30 Accident Data (all collisions) - July 2011 to June 2016
ALL ROUTES SLIGHT SERIOUS FATAL KSI KSI % COLLISIONS Roche B3274 21 7 1 29 8 28% Bugle A391 32 7 0 39 7 18% Old A30 7 2 0 9 2 22% Penwithick 23 5 0 28 5 18% Link St Dennis 32 3 0 35 3 9% Total 115 24 1 140 25 23%
5 Reported Road Casualties Great Britain 2015 (RRCGB 2015). Table RAS40003 Reported accidents and casualties by severity, road type and speed limit, Great Britain, 2015.
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3.12.5 When compared against the national average for 2015 taken from the Road Casualties Great Britain 2015 (RRCGB), the overall 19% figure presented in Table 3-9 is above the national average for 30, 40 and 50mph roads (Table 3-9 shows these values).
Table 3-9: St Austell to A30 Accident Data (all casualties) – July 2011 to June 2016
ALL ROUTES SLIGHT SERIOUS FATAL KSI KSI % CASUALTIES Roche B3274 34 7 1 42 8 19% Bugle A391 45 10 0 55 10 18% Old A30 8 2 0 10 2 20% Penwithick 38 6 0 44 6 14% Link St Dennis 38 0 0 38 0 0% Total 87 19 1 107 20 19%
3.12.6 The majority of casualties involved in collisions were either a vehicle driver or passenger, cyclists and pedestrians only make a small percentage of casualties involved. Across the study area only four PICs involved a HGV, in particular only one occurred in the St Dennis area.
3.12.7 In terms of reasons for collisions, 22% of collisions were caused by drivers failing to look properly, and this can be explained by the aforementioned concealed entrances in villages such as Bugle and Roche, as well as house frontages leading to numerous vehicles entering the network. 10% of collisions were down to exceeding the speed limit and losing control, while 8% were because of a slippery road.
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Figure 3-11: St Austell to A30 Accident Plot - July 2011 to June 2016
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3.13 RAIL
3.13.1 Figure 3-12 shows how St Austell fits into the main railway network. From St Austell, destinations to the west down to Penzance and eastbound destinations such as Plymouth and Exeter St Davids can be accessed. London and the north can also be reached, beyond Exeter.
Figure 3-12: Excerpt from GWR’s network map, showing the rail network to the west of Exeter, including the St Austell area and the rest of Cornwall
3.13.2 Table 3-10 shows these main services, as well as their frequency and journey time. It can be seen that while there is a relatively good service connecting St Austell to Penzance and Plymouth with 1-2 services per hour, connectivity to destinations further afield such as Exeter, London and Birmingham are poor. Although GWR mainline services towards London run at a reasonable frequency, especially during morning hours, the journey time is high. With regards to Crosscountry’s services to Birmingham, which continue to Manchester or Glasgow, there are only 3 of these services per day, all during the morning.
Table 3-10: Rail services from St Austell DESTINATION FREQUENCY JOURNEY TIME Penzance Hourly 1 hour
Plymouth 1-2 per hour 1 hour 2 per hour until 1100 Exeter St Davids 2 hours 6 services after 1100 Hourly until 1100 4-5 hours London Paddington 5 services after 1100 6.5 hours on sleeper service Birmingham (and the North) 3 per morning 4.5-5 hours (to Birmingham)
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3.13.3 St Austell’s poor connection to the rail network beyond Plymouth means that improvement to transport infrastructure in the area is essential. As such, improving connectivity to Cornwall’s main trunk road, the A30, would be highly beneficial to the town and surrounding area.
3.13.4 As shown in Figure 3-12, the study area to the north of St Austell can also be accessed by rail, however it is necessary to do so via Par. Roche, Bugle and Luxulyan lie on the Par to Newquay branch line, which has 5 services per day. These trains allow passengers boarding at these branch line stations to connection to the mainline services at Par, as detailed in Table 3-10. From Roche the journey to Par takes roughly 25 minutes, Bugle 20 minutes and Luxulyan 15 minutes. On Saturdays during the summer, this branch line service does not run due to special intercity services running direct to Newquay from the east.
3.13.5 These stations are poorly used6, with an average of 7 passengers entering or exiting the station per day at Roche, 12 at Bugle and 5 at Luxulyan.
3.14 BUS
3.14.1 There are a number of bus services operating on the A391 and B3274, as shown in Table 3-11, with the main aim of serving St Austell and the surrounding residential areas. The main services operating in the area run from St Austell to Bodmin and Truro, with these services running on an hourly frequency. The 27 service runs on an hourly basis with journey times of around 40 minutes for services travelling from St Austell to either respective destination.
3.14.2 It should be noted that other bus services such as the 21, 22 and 25 run into the study area and provide St Austell with alternative transport links into Newquay, Truro and Fowey. All of these services operate with a frequency of one bus an hour.
Table 3-11: Bus services within the study area. SERVICE ROUTE PEAK FREQUENCY 21 Newquay – Quintrell Downs – St Dennis – St Austell Hourly
22 St Austell – Truro Hourly
25 Fowey – Par – St Austell – St Stephen – Newquay Hourly
27 Truro – Grampound – St Austell – Bugle – Bodmin Hourly
30 Penrice Hospital – Bethel Chapel – Phernyssick Road – St Austell Hourly
216 Mevagissey – St Austell – Truro College Daily
217 St Austell – Grampound Road – Truro College Daily
222 Stenalees – St Dennis – St Stephens – Truro College Daily
223 Bodmin – St Austell – Truro College Daily
260 Tavistock – Callington – Liskeard – Bodmin – St Austell - Truro Weekly
432 Summercourt – St Austell Daily
6 Estimates of Station Usage 2015-2016, Office of Rail and Road
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3.15 SUMMARY OF EXISTING ISSUES LOCAL ECONOMY The St Austell and China Clay area has experienced significant declines in both economic activity and employment in recent years as ‘traditional’ industries have declined. There are low employment levels, alongside relatively low skills levels and deprivation in St Austell remains high. There are low levels of demand for land that comes available for development. Productivity is low.
CONNECTIVITY BETWEEN ST AUSTELL AND THE A30 There is fluctuating topography with a number of steep sections of road and sharp bends, while the narrow nature of the road means there are no overtaking opportunities. The roads are single carriageway through numerous small villages where speed restrictions are in place. Conflict exists at various points between vehicles entering the network and vehicles already on the road as dwelling frontages emerge onto the network. To the north east of Roche, there are significant numbers of HGVs on the road, meaning that the proportion of traffic that is of this category is higher than the averages of both Cornwall and England. There are seasonal fluctuations in traffic flows. CONNECTIVITY BEYOND CORNWALL Restricted road access between St Austell and A30 impacts on journey reliability for trips within Cornwall but also out of the county. St Austell, despite being well connected by hourly trains towards Penzance and Plymouth for the majority of the day, is poorly connected to destinations further afield as trains are much more infrequent and of a longer duration.
ENVIRONMENT Accidents are above the national average. Severance issues in the villages along the A391 and B3274 corridors. Unpleasant environment in villages such as Bugle, Roche, Stenalees, and Lockengate.
3.15.1 The issues summarised above suggest that existing connectivity between the St Austell and the A30, as well as to the surrounding area, is poor throughout the year.
3.15.2 The key objectives of any intervention scheme for the study area will need to focus on improving connectivity between St Austell and the A30, for both commercial and non-commercial purposes, whilst seeking to improve safety, as well as improving the environment for those that live there.
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4 FUTURE DEVELOPMENT GROWTH 4.1 LOCAL PLAN DEVELOPMENT
4.1.1 The study area has experienced significant population growth in recent years. Between 2007 and 2014, the population increased by 13.8%7. This is significantly higher than the 5.9%8 growth that took place across the UK over the same time period.
4.1.2 Cornwall’s Local Plan sets out its long-term vision for the county’s development between 2010 and 2030. Table 4-1 below shows that 7,100 new dwellings are proposed for the study area, 4,400 of which are allocated to St Austell. In addition to this, 73,833m2 of employment space is planned, evenly spread across the three community network areas.
Table 4-1: Proposed development within the study area for 2010-2030 (Cornwall Local Plan: Strategic Policies 2010-2030)
COMMUNITY B1A AND B1B OFFICE OTHER B HOUSING NETWORK FLOOR SPACE (SQ. EMPLOYMENT FLOOR APPORTIONMENT AREA M) SPACE (SQ M) St Austell 4,400 9,750 12,500 China Clay 1,800 13,250 13,000 St Blazey, Fowey and 900 11,833 13,500 Lostwithiel TOTAL 7,100 34,833 39,000
4.1.3 Figure 4-1 shows the TEMPro projected traffic growth at various sites within the study area, as a result of proposed development.
4.1.4 Traffic on the A391 is expected to increase by 9-10% and by 7-10% on the B3274. Figure 4-1 shows that this results in 11593 vehicles on an average weekday in Lockengate on the A391.
7 Cornwall Local Plan: Strategic Policies 2010-2030 – Community Network Area Sections 8 Office for National Statistics. Population Estimates for UK
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Figure 4-1: Forecast traffic growth up to 2030, based on TEMPro projections
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4.2 COMMITTED SCHEMES
4.2.1 At present there are no committed major schemes in the A30 to St Austell study area.
4.2.2 One scheme that has recently been completed was the Carluddon A391 improvement scheme. This scheme consisted of a 1.6km section of new road, a new roundabout, alterations to the Scredda roundabout, two new bridges to provide safe walking and cycling links across the A391 to the Clay Trails, and improvements to bus infrastructure.
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5 ESTABLISHING THE NEED FOR INTERVENTION
5.1.1 The previous chapters have summarised the policy context around St Austell and the surrounding area, and explored the existing issues within this study area.
5.1.2 A number of key themes have emerged as follows:
1. Much of the study area is economically deprived, with the local economy falling behind other areas of the county. 2. National and local policy highlights the importance of improved connectivity in strengthening the economy. 3. Connectivity both within the study area, and to the wider strategic transport network, is identified as an issue. 4. Journey speeds are low. 5. Whilst connectivity to the rest of the country by rail exists, services are both infrequent and of a long duration, meaning that the road network becomes even more important. 6. Killed and Seriously Injured rates are higher than average.
5.1.3 Chapter 4 of this OAR has highlighted that a significant amount of housing and employment growth is planned for the study area. 7,100 new dwellings are proposed and there is, 73,833m2 of employment space planned, evenly spread across the three community network areas. Therefore,
5.1.4 According to TEMPRO growth projections, traffic on the A391 is forecast to increase by around 9- 10% and by 7-10% on the B3274 between 2016 and 2030.
5.1.5 A scenario where no improvements are made to the existing transport network (beyond those committed) will prohibit improvement in the economic prosperity and competitiveness of the St Austell area, and will fail to support housing and employment development opportunities.
5.1.6 There will also be adverse environmental and highway safety impacts on the A391 through Bugle, which already experiences high volumes of traffic (including HGV movements) and the B3274 through Roche.
5.1.7 Many of the existing connectivity issues will continue into the future years unless an intervention is sought.
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6 OBJECTIVES FOR FUTURE IMPROVEMENTS 6.1 OVERARCHING STRATEGIC AIMS
6.1.1 The Council’s overarching aims for the mid-Cornwall area are to:
Create a better link between two of Cornwall’s largest towns – St Austell and Newquay, the airport and Aerohub Enterprise Zone. Make it easier to get to Cornwall’s new, large employment sites. Therefore supporting the expanding employment sites Victoria Business Park, Indian Queens Industrial Estate and the Aerohub Enterprise Zone. Improve competiveness of St Austell as a location to do business via new employment space or interest in land that can be developed into employment space; creating 600 and 500 jobs respectively. Address congestion and support housing growth, including the delivery West Carclaze eco- community; creating 1,500 new homes and 500 jobs (by providing 15-18,000sqm of employment spaces). Support the regeneration of Roche and Bugle; by addressing traffic issues there will be better opportunities for businesses.
6.2 SCHEME OBJECTIVES
6.2.1 To achieve these overarching aims the identified scheme objectives are to:
Reduce journey times between St Austell and A30; Improve journey reliability between St Austell and A30; Reduce the impact of traffic congestion on local communities and businesses; Improve the safety of road users, pedestrians and cyclists; and Support wider economic impacts and make St Austell a more attractive place for businesses to invest in while enabling the delivery of development sites. 6.2.2 These objectives are aligned with the key policies identified within Cornwall Council’s regional transport policies, and are objectives of Cornwall and Isles of Scilly Strategic Economic Plan.
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7 FUNDING
7.1.1 Potential funding will come from the DfT’s Large Local Majors Fund. It is acknowledged that the Council, as the accountable body, would be expected to cover any scheme costs over and above the level of DfT funding.
7.1.2 Advice from DfT is that bids from the Large Local Majors fund have a greater chance of succeeding if the promoting Local Authority provides a significant ‘local contribution.’
7.1.3 The A391 Carluddon road improvement comprising a 1.6km section of new road, a new roundabout, and two new bridges was completed by the Council in 2015 at a cost of approximately £13 million. This scheme extended the high quality section of the A391 to east of St Austell up to Stenalees, and essentially represents the second phase (of 3) of an improved road link to the A30. It is therefore considered to include the recent investment of £13 million on the A391 Carluddon improvement as a Local contribution.
7.1.4 In addition the Council will seek to source other sources of local funding to contribute to the remainder of the scheme which will include design and development costs, land acquisition and locally sourcing construction materials and waste disposal. The Council, as the Accountable body, would be expected to cover any scheme costs over and above the level of DfT funding.
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8 POTENTIAL IMPROVEMENTS 8.1 OPTION GENERATION
8.1.1 As mentioned in chapter 1, a number of options were discussed and assessed in the previous OAR completed by Cormac. The options considered within this report were:
Bugle Option 1 - Preferred route option Bugle Option 2 Roche Option 1 Roche Option 2 Roche Option 3 Roche Option 4 Roche Option 5 Central Route – IMERYS Option
8.1.2 The report identified that Bugle Option 1 and Roche Option 2 emerge as the overall preferred options. Roche Option 4 was identified as only being considered if a phased funding and construction approach was taken.
8.1.3 Following consultation, it was identified that the Bugle Option 1 was no longer viable due to the implementation of a SSSI. Therefore, this POAR has taken Roche Option 2 and a revised Bugle Option 2 for further assessment, as well as a proposed link road for St Dennis (CERC). The options considered within this report are:
Option 1 – Bugle – Goonbarrow Route With or without Harmony Road Link (High Spec) Option 1a – Bugle – Goonbarrow Route With or without Harmony Road Link (Low Spec) Option 2 – Roche Route With or without Penwithick Link Cornwall Energy Recovery Centre (CERC) Haul Road Link
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8.2 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 1 – BUGLE – GOONBARROW ROUTE WITH HARMONY ROAD LINK (HIGH SPEC)
8.2.1 Option 1 considers a 4.3km single carriage bypass to the west of Stenalees, Bugle and Lockengate, skirting the Goonbarrow pit. It is based on a continuous 60mph design speed with extensive embankments and limited junctions.
8.2.2 As part of Option 1 there is the potential for the Harmony Road Link, which bypasses Roche between Harmony Road and the old A30. This would remove heavy through traffic from the centre of Roche.
8.2.3 In addition to the new roads, each option includes complimentary traffic management measures in Bugle, Roche and Stenalees to prevent through traffic and enhance village centres. These include HGV restrictions, widening footways, providing on street parking bays, traffic calming and speed limit reductions to create a low speed environment in the village centres.
8.3 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 1A – BUGLE – GOONBARROW ROUTE WITH HARMONY ROAD LINK (LOW SPEC)
8.3.1 Option 1A is an alternative, lower cost alignment to the west of Bugle that avoids a new housing development on Roche Road and utilises a greater length of the existing A391 between Lockengate and Bugle. It is also based on a 60mph design speed but with additional junctions.
8.3.2 As with Option 1 there is the potential for the Harmony Road Link, which bypasses Roche between Harmony Road and the old A30. This would remove heavy through traffic from centre of Roche.
8.3.3 As with Option 1, traffic management measures would also be implemented in the village centres.
8.4 HIGH LEVEL DISCUSSION OF OPTIONS – OPTION 2 – ROCHE ROUTE WITH PENWITHICK LINK
8.4.1 Option 2 bypasses Roche to the west and is based on 60mph design speed, utilising an improved section of the existing B3254 south of Trezaise. It is a 6.2 km single carriageway.
8.4.2 There is also the possibility to provide the Penwithick Link, which bypasses Penwithick, linking B3374 (Penwithick Road) to the A391 at Carluddon. It is designed to a 50mph standard and is a distributor type road link.
8.4.3 Finally there is the Roche to Trekenning Online improvements which consist of minor realignments and widening over selected sections of C class road, from Roche to the Trekenning Roundabout.
8.4.4 Similar to Option 1, traffic management measures would also be implemented in the village centres.
8.5 HIGH LEVEL DISCUSSION OF OPTIONS – PARKANDILLICK LINK
8.5.1 An access road was recently built to access the Cornwall Energy Recovery Centre (CERC). The proposed Parkandillick Link would link to this new access road from Parkandillick, over the freight railway. This would provide an alternative route for HGVs that currently pass through this area on their way to the A30 at Highgate Hill.
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9 ASSESSMENT OF OPTIONS USING THE OPTIONS APPRAISAL FRAMEWORK 9.1 APPROACH
9.1.1 For the purpose of this POAR, the initial OAR completed by Cormac has acted as an initial sift of options. Therefore, the following options have been considered for further assessment:
Option 1 – Bugle – Goonbarrow Route with or without Harmony Road Link (High Spec) Option 1a – Bugle – Goonbarrow Route with or without Harmony Road Link (Low Spec) Option 2 – Roche Route with or without Penwithick Link Parkandillick Link
9.1.2 Appendix A of the DfT Transport Analysis Guidance sets out the method for further appraisal of the options taken forward from the EAST assessment. As such, the Option Assessment Framework detailed in the DfT guidance has been used as a tool to assess each of the options against the five ‘cases’.
9.1.3 This appraisal considers the following elements (in line with the five case model approach):
Strategic fit; Economic case (Value for money); Financial case; Delivery case; and Commercial case.
9.1.4 The assessment of the impacts of each of the options is predominately qualitative in nature.
9.2 STRATEGIC FIT
9.2.1 The strategic case was considered in terms of strategic fit with regional and local policy and the intervention specific objectives. Table 9-1 below summarises the qualitative assessment for each of the options. It shows that Option 2 Roche is likely to be more beneficial than the other options.
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Table 9-1: Strategic Fit
Option 1 - Option 1A Bugle - Bugle - Option 2 Parkandillick Goonbarrow Goonbarrow Roche Harmony Link Penwithick Link Link Regional Policy Objectives Future Economy ✔ ✔ ✔✔ ✔ ✔ ✔ Growth for Business ✔✔ ✔ ✔✔ ✔ ✔ ✔ Conditions for Growth ✔✔✔ ✔✔✔ ✔✔✔ ✔✔ ✔ ✔ Cornwall Wide Objectives Supporting economic prosperity ✔✔ ✔✔ ✔✔ ✔ ✔ ✔ Supporting community safety and individual wellbeing ✔✔✔ ✔✔✔ ✔✔✔ ✔✔ ✔✔ ✔ Cornwall Connectivity ✔✔ ✔✔ ✔✔ ✔ ✔ ✔ Provision of infrastructure to enable development to benefit the local community ✔✔✔ ✔✔✔ ✔✔✔ ✔✔ ✔✔ ✔ Meeting of local needs to improve quality of life and reduce social exclusion ✔✔ ✔✔ ✔✔ ✔ ✔ ✔✔ Local Policy Objectives Support the regeneration of the local economy and the town centre ✔✔ ✔✔ ✔✔ ✔ ✔ x
Enable the delivery of community
infrastructure including new community
facilities and in particular addressing transport congestion issues and links to the A30 ✔✔✔ ✔✔✔ ✔✔✔ ✔✔ ✔ ✔ Enable the delivery of community infrastructure including new community facilities, green space and key transport links to reduce the impact on communities ✔✔✔ ✔✔✔ ✔✔✔ ✔✔ ✔ x
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Option 1 - Option 1A Bugle - Bugle - Option 2 Parkandillick Goonbarrow Goonbarrow Roche Harmony Link Penwithick Link Link Scheme Objectives Reduce journey times between the A30 and St Austell ✔✔ ✔ ✔✔✔ ✔ ✔ x Improve Journey reliability between the A30 and St Austell ✔✔✔ ✔✔ ✔✔✔ ✔ ✔ ✔ Reduce the impact of traffic congestion on local communities and businesses ✔✔ ✔✔ ✔✔✔ ✔ ✔ ✔ Improve the safety of road users, pedestrians and cyclists ✔✔ ✔✔ ✔✔✔ ✔ ✔ ✔ To support wider economic impacts and make St Austell a more attractive place for businesses to invest in while enabling the delivery of development sites. ✔✔ ✔✔ ✔✔✔ ✔ ✔ x
✔✔✔: Objective highly achievable
✔✔: Objective partially achievable
✔: Objective slightly achievable
X: Objective unachievable
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9.3 ECONOMIC CASE
9.3.1 links, there is little difference, although the Parkandillick Link will have adverse impacts on business users as it will increase journey times and costs for HGVs and thus businesses. Further detail is provided in Appendix B.
9.3.2 Table 9-2 shows that Option 2 is slightly more beneficial than the other options, across the impact on the economy, environment and society. Between the supporting links, there is little difference, although the Parkandillick Link will have adverse impacts on business users as it will increase journey times and costs for HGVs and thus businesses. Further detail is provided in Appendix B.
Table 9-2: Value for Money
Option 1 - Bugle - Option 1A Bugle Goonbarrow - Goonbarrow Option 2 Roche Harmony Link Penwithick Link Parkandillick Link Impact on Economy Business users and transport providers Beneficial Beneficial Beneficial Beneficial Beneficial Adverse Neutral – for local Reliability traffic only, no Beneficial Beneficial Beneficial Beneficial wider impacts Beneficial None – wont None – wont impact on None – wont impact impact on Regeneration Moderate accessibility to on accessibility to accessibility to Slight Beneficial Slight Beneficial jobs jobs jobs Neutral-outside Neutral -outside Neutral-outside Neutral-outside Neutral-outside Neutral-outside Wider impacts Functional Urban Functional Functional Urban Functional Functional Urban Functional Urban Area Urban Area Area Urban Area Area Area Impact on the Environment Noise Slight Beneficial Slight Beneficial Slight Adverse Slight Adverse Slight Adverse Slight Beneficial Air Quality Slight Adverse Slight Adverse Slight Adverse Slight Adverse Slight Adverse Beneficial Greenhouse gases Total Increase Total Increase Total Increase Total Increase (tonnes) 1073 2580 2149 3327 (low spec) Total Increase 2366 N/A Landscape Slight Adverse Slight Adverse Slight Adverse Slight Adverse Slight Adverse Slight Adverse Townscape Slight Adverse Slight Adverse Slight Adverse Neutral Slight Adverse Neutral ST AUSTELL TO A30 LINK WSP | Parsons Brinckerhoff Cormac Solutions Project No 70024617 Confidential March 2017
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Historic Environment Moderate Moderate Moderate Moderate Moderate Adverse Adverse Adverse Adverse Moderate Adverse Adverse Biodiversity Moderate Moderate Moderate Moderate Moderate Adverse Adverse Adverse Adverse Moderate Adverse Adverse Water environment Moderate Moderate Adverse Adverse Slight adverse Neutral Neutral Neutral Impact on Society Commuting and other Moderate users Slight Beneficial Slight Beneficial Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Reliability Slight Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Physical activity Moderate Slight Beneficial Slight Beneficial Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Journey quality Moderate Moderate Beneficial Slight Beneficial Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Accidents Moderate Moderate Moderate Beneficial Beneficial Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Neutral – no Neutral– no Neutral– no Neutral– no Neutral– no change to the change to the change to the change to the Neutral– no change change to the Security likely incidence of likely incidence likely incidence of likely incidence to the likely likely incidence of crime of crime crime of crime incidence of crime crime Neutral – no Neutral– no Neutral– no Neutral– no Neutral– no change Neutral– no Access to services change to public change to public change to public change to public to public transport change to public transport routes transport routes transport routes transport routes routes transport routes Neutral – no change in Affordability fares/costs other Slight Adverse Slight Adverse Slight Adverse Slight Adverse Slight Adverse than for business Severance Moderate Moderate Moderate Beneficial Beneficial Beneficial Slight Beneficial Slight Beneficial Slight Beneficial Neutral – no new Neutral– no new Neutral– no new Neutral– no new Neutral– no new Neutral– no new Option values public transport to public transport public transport to public transport public transport to public transport to be provided to be provided be provided to be provided be provided be provided
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9.4 FINANCIAL CASE
9.4.1 A comparative cost estimate for each option has been undertaken using current rates and is summarised in the table below. Option 2 is significantly cheaper than Option 1 and 1A.
Table 9-3: Financial Case
Bugle Goonbarrow Bugle Goonbarrow Parkandillick Option 1 Option 1A Roche Option 2 Harmony Link Penwithick Link Link Capital and Revenue Costs ESTIMATED TOTAL £10M COMPARATIVE COSTS* £163.8M £145.4M £84.8M
9.5 DELIVERY CASE
9.5.1 The options have been accepted by key stakeholders but further public engagement will take place following the selection of a preferred option. Having only 2 major landowners who are currently on board makes Option 2 slightly more preferable. In terms of the supplementary links the Parkandillick Link is supported by the public but there are complexities surrounding access via a private road.
Table 9-4: Delivery Case
Bugle Goonbarrow Bugle Goonbarrow Parkandillick Roche Option 2 Harmony Link Penwithick Link Option 1 Option 1A Link Likely delivery Cornwall Council Cornwall Council Cornwall Council agents Cornwall Council Cornwall Council Cornwall Council Stakeholder A number of A number of Only 2 main Unknown Unknown Complexities acceptability landowners are landowners are landowners, both around private involved involved who are on board. road Public Broadly accepted by Broadly accepted Broadly accepted Broadly Broadly Requested by acceptability public by public by public accepted by accepted by the public public public
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9.5.2 In addition to the required WebTAG assessment, there are other deliverability issues which impact on each of the options. This includes property purchase, earthworks volumes and structures as illustrated in table 9-5 below. For each of these issues Option 2 is most favourable.
9.5.3 Full assessment of the deliverability issues have not been undertaken for the supporting links. However for the Parkandillick Link there are complexities involving a rail and road bridge to achieve the link and unresolved operational issues relating to connecting to private roads.
Table 9-5: Additional deliverability criteria
Bugle Goonbarrow Bugle Goonbarrow Option 1 Option 1A Roche Option 2 Property Purchase and Compensation £6.7M £4.7M £3.7M Earthworks Volumes Cut – 674,440 Cut – 711,319 Cut – 309,170 (cubic metres) Fill – 758,045 Fill – 474,160 Fill – 223,535 Structures New road bridge over New road bridge over Farm access and rail – requiring Network rail– requiring Network footbridge Rail involvement Rail involvement
9.6 COMMERCIAL CASE
9.6.1 It is considered that the procurement route will be the same regardless of the option taken forward.
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9.7 SUMMARY
9.7.1 Qualitative assessment of each option shows that Option 2 performs the best but is also more deliverable and has fewer constraints. In terms of the supporting links there are few differences between each option. Moreover, the additional Harmony Road and Penwithick Link are not seen to add additional benefits to the overall Bugle and Roche Options, particularly when considered against additional costs. Therefore they are not recommended for implementation.
9.7.2 In terms of the Parkandillick Link, the technical note in Appendix B demonstrates the benefits will be limited. Furthermore advice from the DfT is that bids to the Large Local Majors fund should be on a single coherent scheme that focuses on meeting the stated strategic objectives. The inclusion of this link would potentially undermine the Outline Business Case bid for the St Austell to the A30 Link Road. Therefore it is recommended that his is not included in the submission for DfT funds.
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10 CONSULTATION 10.1 INTRODUCTION
10.1.1 Cornwall Council undertook public consultation in summer 2016 to obtain feedback on the existing road situation, what should be taken into account when choosing a route, ways to improve traffic flow through the villages as well as more general themes. Full consultation details and results can be found in the, ‘A30 to St Austell Link Road Public Engagement Report, Cormac, January 2016’, in Appendix C. Business surveys were also undertaken in early 2017. It should be noted that consultation was undertaken on the schemes highlighted in the Cormac OAR.
10.2 PUBLIC CONSULTATION
10.2.1 Public engagement was carried out in summer 2016, with four public exhibitions and two preview exhibitions or Local members and Parish Representatives and the Cornwall Business Fair. The aim of the consultation process was to determine the level of public support for the scheme objectives. Letters were also sent to over 30,000 properties in the St Austell and China Clay area.
10.2.2 Around 1,200 local people attended the events in May and June 2016 and 816 responses were received. The consultation showed:
There was a broad recognition of the existing problems and issues. A high level of support for the aims and objectives of the scheme, in particular:
Improving connection between At Austell and the A30;
Removing traffic from the Clay villages and returning them to village communities; and
The concept of the mid-Cornwall Economic Growth Area to promote local business development and employment. Support for the regeneration of the Clay villages and hence addressing endemic low earnings, low household incomes and poverty was something many respondents agreed with.
10.2.3 Two common themes raised as concerns were the amount of HGVs and vehicle traffic passing through the villages and the safety and congestion issues arising. Plus the need to achieve a balance when the new road is in place between preventing rat running through the villages whilst still allowing access for locals, deliveries and trade.
10.3 POST CONSULTATION SCHEME REVISIONS
10.3.1 Following the public consultation in summer 2016, it was identified that the original route to the east of Bugle was no longer considered viable due to severe environmental impact on the newly designated SSSI. Therefore, the project team undertook a review of further options in the vicinity of Bugle, identified in part from feedback received from landowners and stakeholders during the consultation process. Full details of this work is included in the Options Assessment Report (Dec 2016) in Appendix C.
10.3.2 Of the five options around Bugle considered, two routes to the west of Bugle skirting the former Goonbarrow Clay pit and re-joining the A391 as it heads north towards A30 Innis Downs Junctions were considered viable for more detailed assessment.
10.3.3 At this stage a lower cost design specification was also recognised for the route to the west of Roche.
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10.3.4 In addition, a number of supporting links and complementary measures were identified for further consideration, and were illustrated in a Residents’ Newsletter circulated in November 2016.
10.3.5 These options have then formed the basis of this POAR.
10.4 BUSINESS SURVEY CONSULTATION
10.4.1 Business surveys were undertaken in early 2017. There was a telephone interview of 400 businesses, a targeted programme of business ‘case studies’ covering 11 different companies and organisations and a property and land development workshop held in St Austell.
10.4.2 Of the businesses who responded to the telephone survey, 26% cited a lack of transport links as a weakness of their current location. 60% of businesses have customers or clients either across Cornwall or the whole of the UK, therefore transport links are important.
10.4.3 52% of businesses overall, and 62% in the St Austell area, stated that improved road infrastructure between St Austell and the A30 would have a positive impact on overall business and 90% showed support for the improvements.
10.4.4 Feedback from the case studies stated that the link road is seen as a key enabler of economic growth and expansion of businesses. Similarly, the current situation hinders business growth. St Austell Brewery stated savings of £100,000 per annum are anticipated as well as 25% reductions in employees’ commutes and a 40% saving for delivery movements. Mac’s BBQ Ltd left the area due to a lack of employment space.
10.4.5 Finally, discussions at the property workshop highlighted that poor connectivity is key. It was stated that there are perceptions that poor transport connectivity restricts the area’s development potential and the A30 corridor is seen as being a key to the success of small and medium-sized businesses in Cornwall.
10.5 CONSULTATION SUMMARY
10.5.1 In summary, the consultation has shown:
Recognition from the public and businesses on the current issues experienced in the area, particularly around connectivity. Support for the scheme from the public and businesses. The importance of a scheme to improve connectivity and hence improve the economic viability of the area. That businesses have been impacted by poor connectivity and have either relocated or plan to or are forecasting monetary benefits following the link road.
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11 SUMMARY AND CONCLUSION 11.1 SUMMARY
11.1.1 This OAR has been prepared to assess options in support of improved connectivity between St Austell and the A30.
11.1.2 The OAR has sought to:
Understand the current context of the study area; Understand the future context of the study area; Establish the need for intervention; Identify intervention-specific objectives within a defined geographical area; Generate options; Develop and assess potential options and undertake public consultation; and Document the option development process.
11.2 THE NEED FOR INTERVENTION
11.2.1 This OAR identifies the existing issues and the policies relevant to the study area, and establishes that in order to overcome the issues an intervention is required to address poor connectivity between St Austell and the A30, to ultimately improve the economic prosperity of the St Austell and China Clay areas.
11.3 SCHEME OBJECTIVES
11.3.1 Scheme objectives have been developed and are as follows:
Reduce journey times between St Austell and the A30. Improve journey reliability between St Austell and the A30. Reduce the impact of traffic congestion on local communities and businesses. Improve the safety of road users, pedestrians and cyclists. Support wider economic impacts and make St Austell a more attractive place for businesses to invest in while enabling the delivery of development sites.
11.4 OPTIONS APPRAISAL
11.4.1 An initial sift of options was undertaken in the Cormac OAR. This identified two options for further assessment as well as supplementary links.
11.4.2 The predominantly qualitative assessment of these options was undertaken using the Option Assessment Framework detailed in Appendix A of the DfT Transport Analysis Guidance. This framework uses the five business cases to assess schemes.
11.4.3 The assessment has shown that Option 2 Roche is the preferred option and that the supplementary links do not add any further value, and therefore should not be considered further.
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11.5 CONSULTATION
11.5.1 Cornwall Council undertook public and business consultation to understand the main issues and concerns in the study area and to understand the perceptions of potential interventions. The results confirm the issues identified in this POAR, providing further weight to the need for intervention.
11.6 CONCLUSION
11.6.1 In conclusion Option 2 Roche is recommended for further development within the scheme Outline Business Case. This option provides a link road to the west of Roche and online improvements between Roche and Trekenning.
11.6.2 The option best meets the scheme and policy objectives whilst also passing key deliverability criteria (e.g. in relation to deliverability, affordability or acceptability to stakeholders).
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Appendix A
RSI ANALYSIS – ORIGINS AND DESTINATIONS
Key
17/01/2017 Site_1 Bude Site_1_Origins
Site_1_Destinations Date Modified:
Okehampton
EXETER
Ross Pascoe
Launceston
Drawn By:
Tavistock Wadebridge
Bodmin
Liskeard Torquay Newquay Paignton
PLYMOUTH St Austell
TRURO Redruth
Falmouth
Penzance Helston
Contains Ordnance Survey data © Crown copyright and database right 2017. 0 7 14 21 28 Kilometres File:
Key
17/01/2017 Site_2 Bude Site_2_Origins
Site_2_Destinations Date Modified:
Okehampton EXETER
Ross Pascoe
Launceston
Drawn By:
Tavistock Wadebridge
Bodmin
Liskeard Torquay Newquay Paignton
PLYMOUTH
St Austell
TRURO Redruth
Falmouth
Penzance TITLE: Helston RSI SITE 2 A391 (NB) - TRIP ORIGINS AND DESTINATIONS
FIGURE No:
Contains Ordnance Survey data © Crown copyright and database right 2017. 0 7 14 21 28 APPENDIX A-2
Kilometres File:
Bude Key
17/01/2017 Site_3
OkehaSmiptteon_ 3_Origins Site_3_Destinations Date Modified:
Launceston
Ross Pascoe
Tavistock
Drawn By: Wadebridge
Bodmin
Liskeard Newquay
PLYMOUTH
St Austell
TRURO Redruth
Falmouth
Penzance Helston
TITLE: RSI SITE 3 A3058 (EB) - TRIP ORIGINS AND DESTINATIONS
FIGURE No:
Contains Ordnance Survey data © Crown copyright and database right 2017. 0 7 14 21 28 APPENDIX A-3 Kilometres File:
Bude Key
17/01/2017 Site_4
OkehaSmiptteon_ 4_Origins Site_4_Destinations Date Modified:
Launceston
Ross Pascoe
Tavistock
Drawn By: Wadebridge
Bodmin
Liskeard Newquay
PLYMOUTH
St Austell
TRURO Redruth
Falmouth
Penzance Helston
TITLE: RSI SITE 4 A390 (EB) - TRIP ORIGINS AND DESTINATIONS
FIGURE No:
Contains Ordnance Survey data © Crown copyright and database right 2017. 0 7 14 21 28 APPENDIX A-4 Kilometres File:
Bude Key
17/01/2017 Site_5
OkehaSmiptteon_ 5_Origins Site_5_Destinations Date Modified:
Launceston
Ross Pascoe
Tavistock
Drawn By: Wadebridge
Bodmin
Liskeard Newquay
PLYMOUTH
St Austell
TRURO Redruth
Falmouth
Penzance Helston
TITLE: RSI SITE 5 A390 (WB) - TRIP ORIGINS AND DESTINATIONS
FIGURE No:
Contains Ordnance Survey data © Crown copyright and database right 2017. 0 7 14 21 28 APPENDIX A-5 Kilometres File:
Appendix B
PARKANDILLICK LINK ASSESSMENT TECHNICAL NOTE
PARKANDILLICK LINK ASSESSMENT TECHNICAL NOTE 07 February 2017 Issue 1 Prepared by RP Approved by LP
Introduction
The Parkandillick Link will provide a north-south link between the existing CERC Haul Road and the route to the south. The scheme was raised in response to public consultation held in Summer 2016. Issues were raised regarding high volumes of heavy traffic through St Dennis and Treviscoe. Therefore, the A30 to St Austell Link Road project team were tasked with investigating the potential for a new road from Parkandillick to the recently built Cornwall Energy Recovery Centre (CERC) Access Road via a new bridge over the freight railway. The introduction of this link will create an alternative route for HGV traffic travelling between the A30 and areas to the south.
This note provides a short summary on the viability of providing this link road as part of the A30 to St Austell Preferred Options Assessment Report and Outline Business Case and whether the scheme should be included as an add on to the other A30 to St Austell Link road options. A summary of the existing situation is provided before discussion on the potential benefits the addition of the link road could bring.
Existing Traffic
Traffic data was collected in June 2016, with two traffic count locations situated on the B3279 to north and south of St Dennis.
B3279 Indian Queens – North of St Dennis B3279 Nanpean – South of St Dennis
Traffic flow
Table 1 below shows the average weekday traffic flows for the two sites on the B3279. The highest peak flows are in the PM peak heading north at the Indian Queens site. Overall two way flows are highest in the PM peak at the Indian Queens site. 367 vehicles use this route in the PM peak, which equates to 6 vehicles a minute or one every 10 seconds if distributed equally through the hour.
Table 1: Traffic count data from June 2016
TRAFFIC COUNT DATA PEAK PERIOD Site Direction AM (08:00- PM (17:00- Avg. Weekday 09:00) 18:00) Total B3279 Indian Queens North 107 236 1873 South 216 131 1919 Two way 323 367 3792 B3279 Nanpean North 155 176 1975 South 187 175 1960 Two way 342 351 3935
Table 2 shows that only a small number of HGVs travel along the B3279 on an average weekday, with peak hour flows only 1-3% of total traffic. In the AM peak there are 9 HGVs using the B3279 to
the south of St Dennis. Traffic data shows that the actual HGV peak is different, this is illustrated in Table 3.
Table 2: Average weekday and peak hour HGV numbers
SITE DIRECTION AM (08:00- PM (17:00- 09:00) 18:00) AVG. WEEKDAY TOTAL No. of % of No. of % of No. of % of HGV HGV HGV HGV HGV HGV of total traffic B3279 Indian Queens North 3 2.8% 1 0.4% 32 1.7% South 3 1.4% 1 0.8% 31 1.6% Two way 6 1.9% 2 0.5% 63 1.7% B3279 Nanpean North 5 3.2% 1 0.6% 43 2.2% South 4 2.1% 1 0.8% 37 1.9% Two way 9 2.6% 2 0.6% 80 2.0%
Table 3 shows the HGV peak and the associated HGV numbers. This shows that the actual periods when HGV flows are highest are avoiding the periods of the day when total traffic is at its highest.
Table 3: Actual peak HGV numbers
SITE DIRECTION TIME NO. OF % OF HGV HGV OF TOTAL TRAFFIC B3279 North 4 5.3% Indian 07:00 - 08:00 Queens South 4 1.9% Two way 8 2.8%
B3279 North 5 4.5% Nanpean South 10:00 - 11:00 4 3.4%
Two way 9 4.0%
Speeds
Table 4 below, shows the average vehicle speeds by direction at the two traffic count points. These speeds are reasonable for the route as it is a single lane rural route operating with the national speed limit. The speed limit at the two ATC sites is 60mph, which when compared against the average speeds of vehicles travelling on the B3279 shows they are travelling below the set speed limit.
Table 4: Average vehicle speeds in mph at count points.
SITE DIRECTION ACTUAL AVG. SPEED SPEED LIMIT (MPH) (MPH) B3279 Indian North 60 43.3 Queens South 60 45.5 B3279 Nanpean North 60 41 South 60 45.9
Accidents
Traffic collisions have also been analysed for the area and it has been identified that a total of 35 collisions occurred on the B3279 and St Dennis area. Of the 35 personal injury collisions (PIC) only 3 Page 2 of 7
were categorised as serious.
Page 3 of 7
The Stats 19 reports highlighted that only 1 collision of the 35 involved a HGV. This collision occurred where the driver of a car travelling southbound lost control of their car and was then impacted by a HGV. The attending officer who recorded the collision determined the causes as being ‘Nervous/Uncertain’, leading to a loss of control.
Table 5: Personal Injury Collisions data for St Dennis study area.
ROUTES SLIGHT SERIOUS FATAL ALL KSI KSI % COLLISIONS St Dennis 32 3 0 35 3 9%
We are also aware of reports that HGVs strike the railway bridge in Treviscoe which can cause delays and inconvenience to other traffic.
Scheme Benefits
The introduction of the Parkandillick Link will provide access to the CERC link road and to the destinations south of St Dennis via the B3279. This will assist with the rerouting of HGV traffic to the A30, removing it from the centre of St Dennis.
To assist with the defining the benefits the provision of the Parkandillick Link could potentially offer, a spreadsheet was set up to assess the changes in route choice. Initially this looked at the change in link length and journey times, the existing route was assessed using Google map journey times. Once the existing route had been assessed the new route was tested as shown in Table 6.
Using the Parkandillick Link and current haul road, HGV traffic will have to travel an additional 1420 metres. If an average speed of 30mph is maintained by vehicles this will see an increase in journey times of 84 seconds. In order to make journey time savings, HGVs would have to travel at 40mph to make saving of 27 seconds and 50mph to make a 94 second saving. These values have been considered unfeasible due to the nature of the road as it is unlikely that HGVs will be able to maintain these average speeds.
Table 6: CERC scheme feasibility test.
ROUTE LENGTH (M) SPEED (KPH) TIME (S) B3279 4500 45 3601 CERC 5920 48 444
HGV savings 30 mph 40 mph 50mph Time saved (s) -84 27 94 Distance saved (m) -1420 -1420 -1420
Following the initial results of this spreadsheet assessment no further analysis has been undertaken, as the benefits are low.
Further to the above, the perception of the number of HGVs in St Dennis has been reported as high, through the Summer 2016 consultation. However, the current traffic data has shown that the proportion of HGVs of the overall traffic is low. Therefore, removing the HGV traffic from St Dennis will have little benefit to the overall traffic using this route.
In addition, accident data has shown that only one collision in the area involved a HGV, therefore the overall accident benefit will also be low.
1 Average journey time based on Google Maps journey times. Page 4 of 7
DfT Scheme Assessment
In addition to the high level assessment of the traffic benefits the scheme may bring, it has been assessed in line with the DfT Options Assessment Framework, as set out in Appendix A of the DfT’s Transport Analysis Guidance – The Transport Appraisal Process. This assesses the scheme based on the five ‘cases’:
Strategic Case Economic Case Financial Case Commercial Case Management Case
Strategic Case
Table 7 below shows how the Parkandillick links meets regional, Cornwall and local policy objectives. While it does meet some, in comparison to the additional options, discussed in the POAR, it does not score so highly.
In addition DfT advice states that bids to the Large Local Majors Fund should be on a single coherent scheme that focuses on meeting the stated strategic objectives. As the table demonstrates, the scheme only goes some way to meeting objectives, other options considered, score more highly. Therefore, the additional element has the potential to dilute the overall scheme objectives and may contribute to a less coherent scheme.
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Table 7: Potential delivery of objectives by Parkandillick Link
Objective Score Future Economy ✔ Regional Policy Growth for Business ✔ objectives Conditions for Growth ✔ Supporting economic prosperity ✔
Supporting community safety and individual wellbeing ✔ Cornwall Connectivity ✔ Cornwall wide objectives Provision of infrastructure to enable development to benefit the local community ✔
Meeting of local needs to improve quality of life and reduce social exclusion ✔✔ Support the regeneration of the local economy and the town centre x
Enable the delivery of community infrastructure
Local Policy including new community facilities and in particular objectives addressing transport congestion issues and links to the A30 ✔ Enable the delivery of community infrastructure including new community facilities, green space and key transport links to reduce the impact on communities x Reduce journey times and journey reliability between St Austell and the A30 x Scheme Reduce the impact of traffic congestion on local objectives communities and businesses ✔ Improve the safety of road users, pedestrians and cyclists ✔ Support wider economic impacts and make St Austell a more attractive place for businesses to invest in while enabling the delivery of development sites. x
✔✔✔: Objective highly achievable ✔✔: Objective partially achievable ✔: Objective slightly achievable X : Objective unachievable
Economic Case
The following table summarises the economic case for the Parkandillick link. The table highlights that the scheme may be slightly beneficial for those within St Dennis as it is removing HGV traffic from residential areas. However, from an environmental point of view it could have a neutral/adverse impact as it may impact the historic environment and bio-diversity.
Page 6 of 7
Table 8: Summary of scheme assessment scores
Parkandillick Link Comments Score Impact on Economy Business users and Journey times and costs will increase for HGVs but transport providers Adverse there will Reliability Beneficial Potential to increase reliability but only minor Regeneration None Will have limited impact on Regeneration Wider impacts Neutral Outside Functional Urban Area. Impact on the Environment Overall likely to be more properties experiencing a Noise decrease in noise level than those experiencing an Slight Beneficial increase The proposed route will also result in a reduction in traffic related air emissions in Treviscoe and Central Air Quality Treviscoe as traffic will be routed through the proposed route. Regional air quality impacts are not expected as Beneficial local air quality impacts are expected to be beneficial. Total Increase in Greenhouse gases tonnes 2366 Landscape effects would be limited to loss of small Landscape sections of hedgerow and farmland and regenerated Slight Adverse land. Townscape Neutral The proposed scheme has the potential to impact on One Grade II* listed asset, the buried remains of two Historic Environment non-designated assets, and previously unrecorded buried archaeology from the post medieval to the Moderate Adverse modern period. This option will result in an overall slight-moderate adverse impact on the biodiversity of the local area. Biodiversity Slight-moderate There will direct loss of habitats including woodland, Adverse arable land and unimproved grassland. The CERC Link does not cross any ordinary watercourses or main rivers. It is, however, located within the catchment of the River Fal. The catchment Water environment is monitored against the objectives of the WFD, and is assessed to have ‘moderate’ ecological quality and Neutral ‘good’ chemical quality Impact on Society Commuting and other Slight benefit to commuters by removing HGV from users Slight Beneficial B3279 route but small numbers. Removal of HGV traffic will have very slight benefit on Reliability Slight Beneficial traffic within St Dennis. Encourage those in St Dennis to walk more but Physical activity Slight Beneficial insignificant numbers. Slightly improves end to end journeys by removing Journey quality Slight Beneficial HGV from B3279 route. Very small accident benefits, only one currently Accidents Slight Beneficial involving HGV on the route Security Neutral Not key problem to be addressed Access to services Neutral Not designed to address accessibility Affordability Neutral No impact on affordability
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Slight improvement to environment in St Dennis which Severance Slight Beneficial could encourage more walking and cycling Option values Neutral Not providing new public transport services
Financial Case
Current financial estimates produced by CORMAC suggest the scheme will cost in the order of £8- 10million. Further costing is underway but is not available at this time.
Delivery and Commercial Case
Detailed assessment of the delivery and commercial cases has not been undertaken as they are assumed to be similar to those for the main options. However, it is important to note that there are operational issues relating to the connecting private roads.
Summary
The above traffic data has shown that only a small number of HGVs on average travel on the B3279 via St Dennis. Along with this, it has also shown that only one collision has occurred in the area involving a HGV. This indicates that many of the traffic issues in the area are perceived rather than evidenced. Therefore, benefits from the scheme to those in St Dennis are likely to be minimal.
In addition, the introduction of the scheme is likely to have a negative effect on HGV traffic as it is going to see journey distances and journey times increased due to the rerouting of traffic. This will in turn increase business costs due to increases in fuel and maintenance of vehicles.
The overall benefit of the scheme is considered extremely low. It is recommended that this is considered as a separate scheme to the A30 to St Austell Link Road.
Page 8 of 7
Appendix C
CORMAC PUBLIC ENGAGEMENT REPORT (2017)
A30 to St Austell Link Road
Public Engagement Report
EDG0717 Revision No. 0.1 Date: 09/01/2017 CORMAC Consultancy CORMAC Western Region, Radnor Road, Scorrier, Redruth, Cornwall, TR16 5EH.
A30 to St Austell Link Road
Public Engagement Report
Issue & Revision Record
Revision Date Originator Checked Authorised Purpose of Issue Nature of Change
0.1 26/10/16 EP DGB RC First issue Original
If you would like this report in another format, please contact
CORMAC Solutions Ltd CORMAC Head Office, Higher Trenant Road, Wadebridge, PL27 6TW
Tel: 01872 323 313 Email: [email protected] www.cornwall.gov.uk/cormac Prepared by Engineering Design Group
This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Cormac Solutions Ltd being obtained. Cormac Solutions Ltd accepts no responsibility or liability for the consequences of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purposes agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Cormac Solutions Ltd for all loss or damage resulting therefrom. Cormac Solutions Ltd accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.
CORMAC Solutions Ltd CORMAC Head Office, Higher Trenant Road, Wadebridge, Cornwall, PL27 6TW
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CONTENTS
1 INTRODUCTION 1 1.2 Public Engagement Exercise 1 1.3 Purpose of the report 1 1.4 Structure of the Consultation Report 1 1.5 Background and Issues 1 2 CONSULTATION 3 2.1 Requirement for Consultation 3 2.2 The Public Consultation Process 3 2.3 Public Engagement Exercise 3 2.4 Public Engagement Exhibition 4 3 METHOD OF ANALYSIS FOR FEEDBACK COMMENTS 5 3.2 Introduction 5 3.3 Public Engagement Feedback Received 5 3.4 Analysis of Public Engagement Feedback 6 3.5 Development of Response to Feedback 7 3.6 Presentation of our Findings 7 4 PUBLIC CONSULTATION FEEDBACK 9 4.1 Introduction 9 4.2 Analysis of Public Consultation Statistics 9 5 USE OF PUBLIC CONSULTATION FEEDBACK 25 6 CONCLUSIONS 27
Appendices
A Site Notice and Locations B Exhibition Boards C Questionnaire D Consultation Statistics
1 INTRODUCTION
1.1 Public Engagement Exercise
1.1.1 St Austell is the only major conurbation that does not have an adequate link to the A30, which is believed to be causing a block to economic growth in the area.
1.1.2 Previous attempts have been made towards improving the link to St Austell from the A30. The most recent scheme was pulled in 2005 due to the loss of RDA funding. Focus has recently returned to the scheme as a result of proposed development plans, public concerns regarding safety, pollution and congestion problems in both Bugle and Roche and the completion of road improvements along the A391 at Carluddon.
1.1.3 Two alternative route options have been designed, one bypassing Roche and the other bypassing Bugle. Both of which are designed to improve the quality of both villages and target the concerns raised.
1.1.4 The current public engagement exercise took place between 11th May 2016 and 24th June 2016. This included four public exhibitions held on the 12th, 13th, 16th May and 18th June at local venues. Additionally there were two preview exhibitions that were not open for public viewing; these were the Local Members and Parish Representatives briefings on the 9th May and the Cornwall Business Fair at the Eden Project on the 11th May.
1.2 Purpose of the report
1.2.1 This report sets out how the public engagement exercise was carried out and how the relevant responses received will help shape the future design of the Scheme.
1.3 Structure of the Consultation Report
1.3.1 This report is structured as follows:
1.3.2 Section 2 sets out the approach to the consultation.
1.3.3 Section 3 provides an overview of the feedback received and explains the methodology for analysing feedback comments.
1.3.4 Section 4 details the results of the analysis of the public consultation feedback received.
1.3.5 Section 5 summarises how the responses from the public consultation will be used to shape the future development of the Scheme.
1.3.6 Section 6 contains the conclusions.
1.4 Background and Issues
1.4.1 Currently St Austell is primarily served by the A391 which leaves the A30 at Innis Downs passing through Lockengate, Bugle and Stenalees before joining the A390 to the East of St Austell. Alternatively the B3274 can be used which requires leaving the A30 at Victoria and travelling through Roche before joining the A391 at Stenalees.
EDG0717 A30 to St Austell link 1 October 2016
1.4.2 There is a high volume of traffic which includes a high proportion of HGV traffic that travel through both Roche and Bugle. Speed limits are varied along the route, ranging from 60 mph along the rural sections of the road, down to 30 mph in the more built up areas. Accident data between 2010 and 2015 show that there were a total of 95 collisions in Bugle with 9 killed or seriously injured and 87 collisions in Roche with 17 killed or seriously injured. Furthermore it has been noted that the geometry of the current A391 between Stenalees and Innis Downs is well below DMRB standards.
1.4.3 Proposals building a better quality route between the A30 and St Austell date back to the 1990s. The main proposals date back to 1995 and again in 2004/5. A number of route options were proposed and reviewed. However due to funding and opposition no route progressed beyond design and feasibility stages. At the time of these proposals the A30 dual carriageway from Exeter extended only as far as the Innis Downs junction and the emphasis for the proposals was to join St Austell to the A30 at Innis Downs. However due to recent and proposed development the need for a new link road is becoming more urgent, to prevent the pressures on the roads from increasing further. The dualling of the A30 from Innis Downs to Carland Cross in 2007 now opens up the possibility of alternative routes passing Roche and joining the A30 at the Victoria junction.
1.4.4 The inadequacies of the current A391 and B3274 routes have raised a number of key concerns including:
• the quality of the road not being up to DMRB standards • safety along the length of the road, with particular reference to the number of collisions in the two villages, • congestion problems and the number of HGV trips, • pollution levels; • and overall accessibility to St Austell and future development requirements.
1.4.5 A feasibility study was undertaken by CORMAC Solutions Ltd on behalf of Cornwall Council to look at the design considerations and assess the suitability, feasibility and costs of potential solutions. The study also looked at the economic benefits that could result from the provision of the A30 to St Austell link road. This would join the major towns and employment areas in mid-Cornwall as well as enhancing access to health care, employment opportunities, and education for those living in the Clay villages, and giving impetus to economic investment within the Clay villages and throughout mid- Cornwall. The feasibility report was delivered to CC in December 2015. Two proposed options have been established, from all proposed options: one that bypasses Roche and the other that bypasses Bugle. The aim of the route is to improve the current links, targeting the highlighted issues and speed up the flow of traffic. The feasibility study has yet to define a preferred route; these public consultation events will contribute to the decision process in selecting a preferred route option.
EDG0717 A30 to St Austell link 2 October 2016
2 CONSULTATION
2.1 Requirement for Consultation
2.1.1 Public consultation is a key element of scheme development, and is required to support the Outline Business Case for the Department for Transport (DfT).
2.1.2 The consultation sought to confirm the current situation and establish the level of public support for the scheme objectives.
2.1.3 Feedback from the consultation will help inform scheme design and development, and feed into the decision making process on the preferred route alignment.
2.2 The Public Consultation Process
2.2.1 The public consultation process involved contact with Cornwall Council local members, the Parish Councils, town councils, statutory bodies, disability forums, environmental groups, the local Member of Parliament, local residents, and the landowners likely to be affected.
2.2.2 Contact was made through:
• meetings with the CC Local Members who liaised with the: Parish Councils • public exhibitions • press releases • adverts in the parish magazines • circa 30,000 letters to landowners and local residents • notices placed at suitable locations along the two corridors • electronic consultation • questionnaire
2.2.3 The publicity for the public consultation included notices put in the local papers, and an interview on local radio. The purpose of all of these was to alert members of the public to the Public Exhibitions and to encourage as many interested parties as possible to attend. In addition to this there were notices put up on social media sites such as Cornwall Council Facebook and twitter accounts.
2.2.4 Notification of the public consultation was also given on the Cornwall Council main Webpage along with links to all the details provided at the consultation events. Details of the link are provided in section 2.3.3.
2.3 Public Engagement Exercise
2.3.1 The public engagement exercise was held between 11th May and the 24th June 2016, when the deadline for responses was set.
2.3.2 Site notices were placed throughout the A391/B3274 corridor including Bugle, Roche, Stenalees and surrounding areas to alert residents to the dates and locations of the public exhibitions. Site locations are provided in Appendix A. The locations of the notices included the village halls where leaflets and questionnaires were also left. Leaflets and questionnaires were also provided at the One Stop Shops in Newquay and St Austell.
EDG0717 A30 to St Austell link 3 October 2016 2.3.3 Details of the proposed routes were made available on the Cornwall Council website (www.cornwall.gov.uk/a30tostaustell), and an online questionnaire created on Netigate to enable the public to respond to the engagement exercise. Email and telephone details were also provided to enable comment on the proposals. The website provided links to the exhibition materials.
2.3.4 Letters were sent to the landowners likely to be affected by the proposed route improvements to alert them of the feasibility study and the forthcoming public consultation. The recipient’s attention was also drawn to the exhibition materials on the Cornwall Council website. Letters were also sent to 30,247 properties in the Parishes of St Austell; Treverbyn; St Stephen in Brannel; St Blaise; St Columb Major; Roche; Tywardreath and Par; St Mewan; St Dennis; Carlyon; St Austell Bay; Luxulyan; Pentewan Valley; and Withiel. These addresses were taken from the CC GIS system and the occupants of the properties were directed to the CC website and invited to the exhibitions. Letters were also sent to 114 ‘statutory consultees’.
2.4 Public Engagement Exhibition
2.4.1 Six exhibitions were held in total with four open to the general public. The two that were restricted access were: Treverbyn Village Hall on Friday 6th May 2016 for a Members briefing; and Wednesday 11th May 2016 at the Cornwall Business Fair held at the Eden Project.
2.4.2 The four public engagement exhibitions were held at local venues on separate days. The dates, times and locations of the public exhibitions are given in Table 2.1 below.
Table 2.1 –Public Engagement Exhibition Date Times Venue 12 May 2016 1300 – 2000 Bugle Village Hall St Austell Print 13 May 2016 1000 – 2000 Conference Centre 16 May 2016 1300 – 2000 Roche Victory Hall 18 June 2016 1000 – 1600 Former Eden Project Café Table 2.1 Public Engagement Exhibition
2.4.3 The exhibition boards displayed are given in Appendix B.
2.4.4 The name of every person who attended the exhibitions was recorded if they were willing and a questionnaire was handed out to each person who attended the exhibition. The attendees were encouraged to complete the questionnaire and to leave it in the response box provided. Postage paid return envelopes were offered to those who were unable to complete the form at the exhibition. However it should be noted that due to the set up at the Eden Project Café signing in was not recorded but questionnaires and leaflets were still provided. Just over 974 people were recorded as attending the exhibitions at the first three venues but as indicated above it is not known how many attended the Former Eden Café.
EDG0717 A30 to St Austell link 4 October 2016
3 METHOD OF ANALYSIS FOR FEEDBACK COMMENTS
3.1 Introduction
3.1.1 This Section outlines how the comments received have been compiled and analysed in order to draw out the key themes.
3.2 Public Engagement Feedback Received
Other Returns 310 (38.0%)
Mail Returns 306 (37.5%)
Bugle Village Hall 26 (3.2%)
Eden Project Roche Victory St Austell Print Café Hall 64 33 77 (7.8%) (4.0%) (9.4%)
Figure 3.1 Method of Responses
3.2.1 Figure 3.1 above identifies the numbers who responded to the engagement exercise and the method with which they responded. Out of a total of 816 responses, 310 were received in the category of ‘other’, most of which were from the online Netigate survey. 24.4% of all responses were collected at the four consultation days.
EDG0717 A30 to St Austell link 5 October 2016
3.3 Analysis of Public Engagement Feedback
3.3.1 An overview of the process used for analysing feedback is set out in Figure 3.2.
3.3.2 A high level of response was received during the public engagement exercise and as a result, a thematic approach to analysing feedback has been adopted.
Log Consider Receive feedback Analyse Feedback for feedback and assign Feedback inclusion in unique ref Scheme No. development
Figure 3.2 Feedback Analysis Process
3.3.3 By following the analysis process, monitoring the receipt of responses through the responses log and assigning a unique identifying reference number to each response received, it was ensured that no representation was overlooked.
3.3.4 Written feedback was received by letter, email, through online survey and through completed questionnaire.
3.3.5 No matter how the feedback was received, the Applicant applied the same feedback approach. Prior to analysis, each feedback form was logged and given a unique reference number. To avoid an undue skewing of results by respondents replying more than once feedback was reviewed and instances of repetition recorded.
3.3.6 The questionnaire provided the format for the later analysis of the feedback received. It gave opportunities for both quantitative and qualitative assessment. The questionnaire, a copy of which is in can be found in Appendix C, was divided into the following sections:
Personal Details Q1. Aims of the mid Cornwall Economic Growth Area Q2. Existing problems Q3. Choosing a preferred route Q4. Measures to reduce through traffic. What do you think would help to reduce the impacts of through traffic in villages? Q5. Tell us any other reasons that are important when selecting a preferred route.
3.3.7 The quantitative assessment of the feedback was possible in terms of the numbers of responses received, type of respondent, date of receipt, location of respondent (where postcodes were provided) and responses to the information provided in the questionnaire including the personal information and responses to Questions 1 to 5 .
3.3.8 The qualitative assessment of feedback broadly analysed the information received in the comments boxes. Responses were assessed by theme and were differentiated into categories.
EDG0717 A30 to St Austell link 6 October 2016
3.4 Development of Response to Feedback
3.4.1 Once identified and categorised, consideration can be made on how the feedback might influence the development of the Scheme design.
3.4.2 There will be regards to engineering, environment, property, planning and community when considering the responses. This multi-disciplinary approach will enable the design team to address the feedback and establish what could be incorporated into the design of the preferred option. Consideration will also be made on how feedback relates to design standards, guidance in Cornwall Council policies and planning considerations. Other aspects, such as cost and benefits or dis-benefits (in the context of the environment and community) will also be considered.
3.4.3 Section 5 of this report sets out how the feedback will influence the Scheme’s design.
3.4.4 The analysis of the responses identifies and presents the responses by categorising the issue raised.
3.4.5 To ensure compliance with the requirements of the Data Protection Act 1998 no names have been provided for respondents.
3.5 Presentation of our Findings
3.5.1 The findings are presented in Pie Chart figures for ease of reference. The figures set out how the public responded to each question on the feedback form and where they remained silent. Tables have been provided throughout the report summarising the figures for each question into positive, neutral and negative responses before looking at a number of the figures in more detail.
3.5.2 Key themes were also drawn from the more general comments, as many related to a small number of issues, and some quotes have been drawn from the received feedback.
EDG0717 A30 to St Austell link 7 October 2016
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EDG0717 A30 to St Austell link 8 October 2016
4 PUBLIC CONSULTATION FEEDBACK
4.1 Introduction
4.1.1 The public consultation exercise sought to obtain feedback on the existing road situation, views on what should be taken into consideration when choosing a route, ways to improve the traffic flows through the villages and more general scheme themes. This feedback will help to determine the preferred route and support future design considerations.
4.2 Analysis of Public Consultation Statistics
4.2.1 The key statistics from the consultation exercise are represented in the following section figures. The statistics are also shown on the original output from the excel spreadsheet given in Appendix D, along with all the figures produced.
4.2.2 Sections 4.2.2 to 4.2.6 refer to the general personal questions asked in the questionnaire.
16 to 24 Years 6 (0.8%)
65 Years & above 342 25 to 39 Years (42.8%) 91 (11.4%)
40 to 64 Years 360 (45.1%)
Figure 4.1: What is the respondent’s age range? (Percentage of responses received in questionnaire section)
4.2.3 Figure 4.1 shows that the majority of the respondents are aged 40 or over and 42.8% of all responses received are from OAPs, many of which commented on not having the scheme completed in their life time. For example one response was “I couldn’t care less because I shall either be dead or returned up country”. In total there were 796 responses received from 816 questionnaires received.
EDG0717 A30 to St Austell link 9 October 2016
Student or in Full-time Education 26 (3.1%)
Retired 401 (48.1%) Employed 384 (46.1%)
Unemployed 22 (2.6%)
Figure 4.2: What is your current employment status?
(Percentage of responses received in questionnaire section)
4.2.4 Figure 4.2 shows that 48% of the people consider themselves retired, and 5.7% of the respondents are either unemployed or a student and therefore unlikely to be working. Only 46.1% classed themselves to be in employment, showing that more than half of the respondents are classed as dependant population1.
1 Dependent population is defined as that part of the population that does not work and relies on others for the goods and services they consume. EDG0717 A30 to St Austell link 10 October 2016
Resident 279 (73.4%)
Business Owner 64 (16.8%)
Commuter 37 (9.7%)
Figure 4.3: Responders place of residence (Percentage of responses received in questionnaire section)
4.2.5 Figure 4.3 shows the percentage splits for responses referring to the responder’s place of residence. There were a total of 340 people who responded to the question, which is less them 50% of the responder’s feedback. Of these responses nearly 75% of them are classing themselves as residents.
4.2.6 Postcode analysis has also been undertaken. Of the 816 responses received 40 were not declared making up 4.9% of the responses. 46.2% of the responses were received from the Bugle, Roche, Stenalees and District area; a further 23% were received from St Austell, Charlestown, Trewoon area. 5.9% were received from Par, St Blazey, Tywardreath, Penpillick and district area. The remaining responses include a number of Cornish areas and a small number of cross border responses such as Plymouth. Full postcode analysis can be found in the excel spreadsheet provided in Appendix D.
EDG0717 A30 to St Austell link 11 October 2016
4.2.7 The following section looks at responses from the question which asked about the aims of the mid-Cornwall Economic Growth Area.
4.2.8 The question required the responder to either completely agree, mostly agree, neutral, mostly disagree or completely disagree with the given statements. Below is a table summarising the responses into agree, neutral and disagree responses.
Statement Agree Neutral Disagree (%) (%) (%) Create a link between two of Cornwall’s largest towns, the airport and Aerohub 68.5 16.1 15.4 Enterprise Zone Make it easier to get to Cornwall’s new, large employment sites. Therefore, supporting the expanding employment 70.3 14.9 14.8 sites at Victoria Business Park, Indian Queens Industrial Estate and the Aerohub Enterprise Zone Improve competiveness of St Austell as a location to do business via new employment space or interest in land 71.2 16.3 12.1 that can be developed into employment space;creating 600 jobs and 500 jobs respectively Address congestion and support housing growth including the delivery of West 55 17.6 27.4 Carclaze eco-community creating 1,500 new homes and 500 job Support the regeneration of Roche and Bugle; by addressing traffic issues there 73.8 13.1 13.1 will be better opportunities for businesses Table 1: Percentage of responses received for each statement targeting the Mid- Cornwall Economic Growth Area question.
4.2.9 Table 1 show that the majority of responders are positive about supporting the Mid- Cornwall Economic Growth Area proposals, with the most support received for the regeneration of Roche and Bugle and the least support for housing growth. These two responses are discussed below.
EDG0717 A30 to St Austell link 12 October 2016
Completely agree 417 Completely (54.1%) Disagree 51 (6.6%)
Mostly Disagree Mostly Agree Neutral 50 152 101 (6.5%) (19.7%) (13.1%)
Figure 4.4: Regeneration of Roche and Bugle (Percentage of responses received in questionnaire section)
4.2.10 Figure 4.4 shows the Economic Growth aim that is the most supported, with a total of 417 (54.1%) responses completely agreeing with the statement. Combining this total with the mostly agree result, 73.8% are in favour of supporting the regeneration of Roche and Bugle by addressing the traffic issues.
EDG0717 A30 to St Austell link 13 October 2016
Completely agree 287 (37.5%) Mostly Agree Completely 134 Disagree (17.5%) 132 (17.2%)
Neutral Mostly Disagree 135 78 (17.6%) (10.2%)
Figure 4.5: Address congestion and support housing growth including the delivery of West Carclaze eco-community. (Percentage of responses received in questionnaire section)
4.2.11 Figure 4.5 on the other hand identifies the Economic Growth aim that people are least in favour for with 27.4% of people either mostly disagreeing or strongly disagreeing. It should be noted that although the percentage of people disagreeing is greatest out of all the growth aims, however, the percentage of people agreeing is still above 50%.
EDG0717 A30 to St Austell link 14 October 2016
Will the need for other infrastructure Need to create jobs (schools, hospital, GPs surgeries etc.) be especially skilled and Passing trade in considered? higher paid. villages will suffer. 26 21 3 (16.0%) (13.0%) (1.9%)
Too many houses being built - too much development. Effect on villages other 32 than Roche & Bugle. (19.8%) 14 (8.6%)
More housing creates more traffic. Develop areas other 8 than the Clays/Spend (4.9%) the money elsewhere. 10 (6.2%)
Encourage affordable Need to regenerate St housing developments Will help the most Austell, Roche, Bugle & self-builds. populous area of & Victoria. Residents 13 Cornwall have a need homes and (8.0%) sustainable future. employment. 1 34 (0.6%) (21.0%)
Figure 4.6: Regeneration key comments (Percentage of responses received in questionnaire section)
4.2.12 A total of 244 free text comments were made in the comments box for question 1. These have been categorised into regeneration, environment and safety, roads and other. 41% of all responses related to regeneration and the key comments have been summarised in Figure 4.6.
4.2.13 Written responses have been varied and examples on both sides of the argument have been made. Those in favour of the argument include “New eco-community is an exciting project”. Whereas others have responded with “I am against the ecotown as the housing won’t be sold to the locals” and “Another case of urban sprawl”.
4.2.14 Appendix D includes figures summarising the comments provided for roads, and environment and safety categories. For the road category the comments were positive with only a small number of respondents believing that the current network was adequate. A large proportion of respondents stated “get on with improvements asap” and that “Cornwall needs better transport links”. A small number of respondents expressed a preference for a particular route with three times as many respondents preferring the Roche route over the Bugle route. For comments provided for safety and environment, many expressed the view that the scheme would reduce traffic through the villages and a number expressed concerns over traffic problems along the A390 in St Austell and the consequent rat running by HGVs through residential areas.
EDG0717 A30 to St Austell link 15 October 2016
4.2.15 Question 2 on the questionnaire asked the respondents to comment on the existing problems and again asked people to scale the responses from 1 (completely disagree) to 5 (strongly agree). 780 responses were given.
4.2.16 A table summarising the statements have again been provided below. It should be noted that the first two statements are connected and the final five are in relation to the third statement.
Statement Agree Neutral Disagree (%) (%) (%) St Austell is isolated from Cornwall’s 77.9 10.9 11.2 main strategic A30 road network
i) This makes it hard for businesses to be competitive and deters business 71.5 5.3 23.2 development, employment and growth Locally there are some concerns about HGV vehicles and volumes of traffic 89.7 4.5 5.8 travelling through the villages i) Congestion 85.4 6.9 7.7 ii) Road safety 87 6.6 6.4 iii) Noise 81.8 10.3 7.9 iv) Unfriendly pedestrian environment 83.6 9.2 7.2 v) Poor Air quality 78.5 13.7 7.8 Table 2: Percentage of responses received for each statement regarding the existing problems.
4.2.17 It is clear that the vast majority of people agree that there are existing problems along the current routes between the A30 and St Austell. The most supported statement is in relation to HGVs and general volume of traffic through Bugle and Roche, which was further broken down into further categories showing the range of concerns of the respondents. With the exception of the effect on business competition all statements have more than 75% of the responses being in agreement with the statement.
EDG0717 A30 to St Austell link 16 October 2016
Completely agree 500 (75.4%)
Completely Disagree 17 (2.6%) Mostly Agree 95
(14.3%) Mostly Disagree 21 Neutral (3.2%) 30 (4.5%)
Figure 4.7: HGV and traffic volumes travelling through the villages (Percentage of responses received in questionnaire section)
4.2.18 The problem identified as causing the greatest concern is in regard to HGV vehicles and volumes of traffic travelling through the villages. When the mostly agree and completely agree categories are combined they make a total of almost 90%; whereas those who disagree form only 5.8% of the responses, shown in Figure 4.7.
Completely agree 550 (71.5%)
Completely Disagree 21 (2.7%)
Mostly Agree 119 Mostly Disagree (15.5%) 28 Neutral (3.6%) 51 (6.6%)
Figure 4.8: Concerns of road safety in the villages (Percentage of responses received in questionnaire section)
4.2.19 Leading on from this there is overwhelming support towards the idea that HGV and traffic volumes are resulting in congestion, noise, poor air quality, road safety issues and unfriendly pedestrian environments. Figure 4.8 shows the responses received for the issue of road safety as an example of the typical figure format. The remaining figures can be found in Appendix D.
EDG0717 A30 to St Austell link 17 October 2016
Volume of HGV traffic causing road damage. 16 Pavements not wide (16.0%) enough or non- existent. 27 Need cycling facilities (27.0%) on the link road and on existing roads. 13 (13.0%)
On-road parking causes issues 10 Vehicles on existing (10.0%) roads make life difficult for NMUs. 34 (34.0%)
Figure 4.9: Unfriendly environment to other road users (Percentage of responses received in questionnaire section)
4.2.20 297 free text comments were again categorised into similar themes as the Mid-Cornwall aims. Themes included: safety; environment, noise and air quality; congestion; and unfriendly environment to other road users. The figures are given in Appendix D. An example of some of the comments received which could be classified into unfriendly environment to other road users are shown in Figure 4.9. The top 2 categories on congestion were: “too much traffic on inadequate roads”; and “St Austell has severe traffic issues and needs an adequate road access”. The top 2 categories on safety were: “HGVs in the village environment pose a high risk”; and “traffic volume/speed cause a dangerous situation”. Similarly the top 2 categories in the environment, noise and air quality were: “need to consider the well-being of residents”; and “noise and air quality make life difficult for residents”.
4.2.21 Question 3 on the questionnaire dealt with choosing a preferred route.
4.2.22 This question referring directly to the criteria of picking a preferred route, received the fewest amount of responses of the questionnaire returns, with the exception of the about you starter questions, with 754 responses.
4.2.23 The question required respondents to rank the factors that should be included in the route decision making; 1 being classed as the least important and 10 being the most important.
4.2.24 Overall the factor that was considered to be the most supported referred to reducing traffic through the villages, Roche being the most supported out of the two villages. Figure 4.10 shows the Roche traffic response figure.
EDG0717 A30 to St Austell link 18 October 2016
Rank 1 32 Rank 2 Rank 10 (4.3%) 23 257 (3.1%) (34.6%) Rank 3 35 (4.7%)
Rank 4 40 (5.4%)
Rank 5 70
(9.4%)
Rank 9 Rank 6 81 41 (10.9%) (5.5%) Rank 7 Rank 8 67 97 (9.0%) (13.1%)
Figure 4.10: Reducing traffic through Roche (Percentage of responses received in questionnaire section)
4.2.25 The least supported statement referred to releasing potential development land to support further housing growth. 60% of the responses ranked this as 4 or below, as shown in Figure 4.11.
Rank 9 Rank 10 Rank 8 24 58 (3.3%) (8.0%) 57 (7.9%)
Rank 7 32 (4.4%)
Rank 6 Rank 1 44 237 (6.1%) (32.7%)
Rank 5 75 (10.3%)
Rank 4 60 (8.3%) Rank 3 Rank 2 51 87 (7.0%) (12.0%)
Figure 4.11: Potential development land to support further housing growth (Percentage of responses received in questionnaire section)
EDG0717 A30 to St Austell link 19 October 2016
4.2.26 Table 3 provides a summarised table of results where responses ranked 1-4 are considered as negative responses, 7-10 as positive and 5-6 as neutral responses.
Statement Positive Neutral Negative (%) (%) (%) Improve links between St Austell and Newquay, (including the airport and Aerohub Enterprise Zone)and 57.6 16.5 25.8 A30 West. Improve journey times from St Austell to Bodmin, the A30 east and 56 18.4 25.7 routes out of Cornwall. Release potential development land to support further housing growth 23.6 16.4 60 Improve access to employment and education across the mid-Cornwall 49.5 27.6 22.9 area. Reducing traffic through Roche and improve safety and reduce air and 67.6 14.9 17.5 noise pollution for residents Consider the impacts on the environment (landscape, historic 65.3 15.7 19.2 environment, ecology, water etc.). Technical Engineering, e.g. ground conditions,structures, design standards, buildability, interface with existing roads/ junctions etc 37.4 19.3 23.2 Support the regeneration of Roche 49.9 19.6 30.4 and Bugle Cost/Value for money. 53.5 16.2 30.3 Table 3: Percentage of responses received towards the factors that should be considered when designing the new road.
4.2.27 Generally they show a varied opinion to the factors, with technical engineering and improving access to employment and education across the mid-Cornwall area being two of the least supported criteria.
EDG0717 A30 to St Austell link 20 October 2016
4.2.28 Question 4 asked for opinions on traffic control measures to reduce the impact of through traffic in the villages, receiving a 92.8% response rate with 757 responses.
4.2.29 The following table provides the summarised view on the statements, most and more effective are classified in the same group as positive feedback; whilst least and less are classified together as negative feedback.
Statement Positive Neutral Negative (%) (%) (%) HGV ban through the villages. 80.9 8.7 10.4 Traffic calming/ priority buildouts to reduce attractiveness of route to through 50.6 17.8 31.6 traffic Widen footways and create on-street 48 22.1 29.9 parking. Local highway improvements 68.2 17.3 14.6 (widening and junction improvements). Average speed cameras on through village 54.4 17.4 28.2 routes. Prevention of through traffic in both 41.7 18.3 40 villages. Table 4: Percentage of responses received as positive, neutral or negative towards a number of different traffic control measure options.
4.2.30 The measure that was considered the most effective traffic control measure was an HGV ban through the villages, receiving 68.2% of responses considering the measure to be most effective, compared to the 6.6% considering it to be the least effective. Figure 4.12.
Most Effective 507 (68.1%)
Least Effective 49 (6.6%) More Effective 95 Neutral (12.8%) 65 (8.7%)
Less Effective 28 (3.8%)
Figure 4.12: HGV ban through villages (Percentage of responses received in questionnaire section)
EDG0717 A30 to St Austell link 21 October 2016
4.2.31 There were a large number of feedback comments which referred to HGV traffic. Many of the comments take a more negative view of HGV control but a vast majority of written comments were more negative than positive. Some of the more common comments were along the lines of ‘HGV ban is unworkable’ and “Traffic calming would not decrease traffic especially to HGVs and tourists unfamiliar with local roads”. Whereas some of the positive feedback included ‘Feel an absolute must that HGV ban and measures to reduce traffic in both Roche and Bugle be undertaken which ever route be chosen’.
Most Effective 215 (29.8%)
More Effective 86 (11.9%) Least Effective 190 (26.4%)
Neutral 132 (18.3%) Less Effective 98 (13.6%)
Figure 4.13: Prevention of through traffic in both villages (Percentage of responses received in questionnaire section)
4.2.32 The least supported control measure was for the prevention of through traffic in both villages, with 40% of the responses being either less effective or least effective, Figure 4.13. However it is also worth noting that although this received the highest negative feedback, the total % of people considering this to be more or most effective still out ways the negative, gaining 41.7% of the people’s responses.
4.2.33 356 comments were received for question 4. These have been classified into HGV restrictions, Quality of life for residents, traffic restrictions and other. Traffic received 31.5% of all responses. The most popular categories include considering average speed cameras, preventing rat running, speed limit enforcement and retaining through village access for residents. In the comments received on HGV restrictions the most frequent suggestions were: to stop HGVs travelling through the villages; and force traffic to use the link road. In the comments received on quality of life the most frequent suggestions were: to widen existing pavements; or to provide pavements where non exist, for example, in Trezaise. The figures showing the categorisation of the comments are provided in Appendix D.
EDG0717 A30 to St Austell link 22 October 2016
4.2.34 The final section of the questionnaire provided respondents with the opportunity to provide any other reasons that are important when selecting a preferred route. 88 comments were received. These comments could be broadly divided into road & other considerations (50% of responses), and traffic concerns (43.2%). The remaining 6.8% where classified as other.
4.2.35 77.30% of the road and other considerations category can be considered positive feedback. The respondents believed that a link road will help Cornwall have a more sustainable future and that it will help provide more affordable housing that is needed by residents. Conversely, the main concerns are in relation to new developments including housing causing more traffic.
4.2.36 Feedback which can be related to traffic concerns include environmental, safety, provision of other means of transport such as cycling facilities and overall traffic volumes. The main concerns were the lack of cycling and pedestrian provision, and that the current situation is unsafe for both non-motorised units (NMU) and vehicles.
4.2.37 The figures for the final section are given in Appendix D.
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EDG0717 A30 to St Austell link 24 October 2016
5 USE OF PUBLIC CONSULTATION FEEDBACK
5.1 The public consultation gave local residents and users of the A391 and B3274 the opportunity to comment on the existing routes, to comment on and suggest their views on the route options, and to express their concerns that should be considered as part of the route improvement.
5.2 The respondents were able to make a wide range of suggestions to take into consideration when making a route choice and to identify problems with the current route and the proposed routes from their individual perspectives.
5.3 The main themes highlighted in this report will be fully considered in the development of the preferred route choice.
5.4 A number of individual responses raised issues that may not be experienced by the majority but the comments may be just as valid as the main themes. For example, a small number of people commented on rail provision between St Austell and Bugle, others commented on the need to consider cycle provision in all designs made.
5.5 Although all requests will not necessarily be included in the design, a process of evaluating and sifting the responses will be undertaken to ensure that those that would add benefit to the link road are included.
5.6 All the information from each return is in an excel spreadsheet used for analysing data. A scanned copy of each form, email or letter is also held electronically.
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EDG0717 A30 to St Austell link 26 October 2016
6 SUMMARY AND CONCLUSIONS
6.1 30,247 letters were sent out to residents inviting them to the exhibitions, to visit the online materials, and to leave feedback either electronically or on the hard copy questionnaire handed out at the exhibitions.
6.2 Just over 974 people were recorded as attending the exhibitions at the first three venues but it was not recorded how many attended the exhibition at the Former Eden Café as this was a shared venue.
6.3 816 responses were returned over the consultation period, showing the depth of feeling towards the scheme, both positive and negative.
6.4 The engagement process allowed commuters, residents, statutory bodies, and business owners the opportunity to comment on the scheme and provide feedback on the route choices.
6.5 The majority of the respondents (88%) were over 40 years of age and a large proportion (54%) of these were retired or not in employment.
6.6 There was a high level of support for connecting St Austell to the A30; in removing traffic from the Clay villages and returning them to village communities; and the concept of the mid Cornwall Economic Growth Area to promote local business development and employment. The regeneration of the Clay villages and hence addressing endemic low earnings, low household incomes and poverty was something many respondents agreed with. The feeling amongst many respondents and members of the public attending the exhibition events was that the new link road couldn’t happen quickly enough.
6.7 A number of concerns and views were raised that will need to be incorporated in identifying the final route path, and in the design work.
6.8 Two common themes raised as concerns were the amount of HGVs and vehicle traffic passing through the villages and the safety and congestion issues arising. And the need to achieve a balance when the new road is in place between preventing rat running through the villages whilst still allowing access for locals, deliveries and trade.
6.9 Another common theme identified was concern over future development along the link road corridor; which could result in overstretching local services causing problems for locals and lead to the need for further road construction. This included concerns over housing development and the West Carclaze Eco Town development.
6.10 Concerns were expressed that developments, jobs and housing will not be opened up for residents that are currently living in the area surrounding St Austell. The fear was that many specialised or high technology jobs would be taken up by newcomers pushing local residents aside.
6.11 Overall there was good support for the objectives presented, with broadly similar levels of support for reducing trffic through each of Roche and Bugle.
6.12 The consultation also identified issues in St Dennis and the Clay area to the west, particularly with HGV and Clay related traffic.
EDG0717 A30 to St Austell link 27 October 2016
Appendix
CORMAC OAR (2017)
St Austell to A30 Link Road
Options Appraisal Report - Refresh
EDG0717-R003 Revision No. 01 Date: January 2017 CORMAC Consultancy CORMAC Western Region, Radnor Road, Scorrier, Redruth, Cornwall, TR16 5EH.
St Austell to A30 Link Road
Options Appraisal Report - Refresh
Issue & Revision Record
Revision Date Originator Checked Authorised Purpose of Issue Nature of Change
01 28/03/2017 RC RC Issue to WSP|PB
If you would like this report in another format, please contact
CORMAC Solutions Ltd Head Office Higher Trenant Rd Wadebridge Cornwall Council PL27 6TW
Prepared by Tel: 01872 323 313 Engineering Design Group Email: [email protected] www.cornwall.gov.uk/cormac
This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Cormac Solutions Ltd being obtained. Cormac Solutions Ltd accepts no responsibility or liability for the consequences of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purposes agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Cormac Solutions Ltd for all loss or damage resulting therefrom. Cormac Solutions Ltd accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.
CORMAC Solutions Ltd Head Office, Higher Trenant Road, Wadebridge, Cornwall, PL27 6TW
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EDG0717-R003 St Austell Link to A30 OAR 1 January 2017
CONTENTS
1 INTRODUCTION 4 1.1 Background 4 1.2 Study Area 4 1.3 Purpose of this Report 5 1.4 Methodology 5 1.5 Other reports 6 2 POLICY CONTEXT 7 3 EXISTING AND FUTURE TRANSPORT ISSUES 10 3.1 Description of the local highway network 10 3.2 Road Safety and Collision Data 11 3.3 Future Issues 13 4 CASE FOR INTERVENTION 14 4.2 Economic Growth and Regeneration 15 4.3 Linkages 18 4.4 Aims and Objectives for Scheme 19 5 DEVELOPING OPTIONS 20 5.1 Initial Sift 20 5.2 Investigation of Road Options 22 5.3 Option Development Considerations and constraints 22 6 ROAD OPTIONS 27 6.1 Bugle Option 1 – 2001 Preferred Route Option 27 6.2 Bugle Option 2 31 6.3 Roche Option 1 33 6.4 Roche Option 2 35 6.5 Roche Option 3 37 6.6 Roche Option 4 39 6.7 Roche Option 5 41 6.8 Central Route – Imerys Option 43 7 ORIGINAL ASSESSMENT OF ROAD OPTIONS 47 Traffic Modelling of Options 48 8 SUMMER 2016 CONSULTATION METHODOLOGY AND FINDINGS 50 9 FURTHER ROAD OPTIONS CONSIDERED 52 9.1 Wheal Henry Route 52 9.2 Mineral Tramway 54 9.3 Roche 2 (amended) 56 9.4 Roche Alternative 58 9.5 Bugle Goonbarrow A 60 9.6 Bugle Goonbarrow Alternative (lower speed/ spec) 62 10 REASSESSMENT OF ROAD OPTIONS - 64 10.2 Assessment of Options against Scheme Objectives 64 11 SUMMARY AND CONCLUSION 69 11.2 Next Steps 71
EDG0717-R003 St Austell Link to A30 OAR 2 January 2017
Drawings
EDG0717_F_001 Roche Location Plan and Study Area EDG0717_F_002 Bugle Location Plan and Study Area EDG0717_D_201 Bugle Option 1 EDG0717_D_202 Bugle Option 2 EDG0717_D_100 Roche Option 1 EDG0717_D_101 Roche Option 2 EDG0717_F_215 Roche Option 3 EDG0717_F_216 Roche Option 4 EDG0717_F_106 Bugle Option 2 Development Land EDG0717_F_107 Roche Option 1 Development Land EDG0717_F_108 Roche Option 3 Development Land EDG0717_F_110 Roche Option 4 Development Land EDG0717_F_207 Roche Option 2 Development Land EDG0717_F_220 Central Route – IMERYS Option
EDG0717_ Post Consultation, Further route options
Appendices
A Cornwall Council Policy Fit B Bugle Option 1 Cost Estimate C Bugle Option 2 Cost Estimate D Roche Option 1 Cost Estimate E Roche Option 2 Cost Estimate F Roche Option 3 Cost Estimate G Roche Option 4 Cost Estimate H Central Route – IMERYS Option – Cost Estimate I Initial Webtag Assessment J Further route options – Comparative Cost Assessment update K EAST forms High-level Intervention Initial Route Options Post Consultation Options
EDG0717-R003 St Austell Link to A30 OAR 3 January 2017
1 INTRODUCTION
1.1 Background 1.1.1 There has been a long held aspiration by Cornwall Council to create a strategic link road between St Austell and the A30, as St Austell is Cornwall’s largest town and is not currently served by a high-quality route from the A30. The current route is the A391, which is of variable standard and passes through a number of villages between St. Austell and the A30.
1.1.2 Poor connectivity continues to be seen as the major block to economic growth of the St Austell area. With the A391 Carluddon road improvement recently completed, improvements to the A30 at Temple, further investment in the Newquay Enterprise Zone at the Aerohub and regeneration improvements in the St Austell and the China Clay Area, there is likely to be increased pressure on the existing routes, renewing focus on this strategic route.
1.1.3 In the 2015 Summer Budget, central Government announced the provision of £3 million to support local councils in developing business cases for the North Devon Link road and A391 in Cornwall. In the November 2015 Spending Review And Autumn Statement, central Government announced a provision of £475 million over the next 5 years to fund ‘large local major transport projects’, enabling local areas to bid for funding for projects. The A391 in Cornwall was a named candidate for consideration. Following a number of meetings with local Members, and Central Government, on 26 November 2015 the Department for Transport (DfT) confirmed that it would fund support of £1.5 million to develop a business case for a St Austell to A30 transport link improvement.
1.2 Study Area
1.2.1 The study area as defined for the purpose of the OAR is shown in Figure 1-1 and includes the St Austell and surrounding Clay area. The boundary marked in blue represents the Regeneration Plan Area defined by Cornwall Council.
St Austell to A30 Link Road Study area
1.1
EDG0717-R003 St Austell Link to A30 OAR 4 January 2017
1.3 Purpose of this Report 1.3.1 The purpose of an OAR is to identify the existing issues, problems and constraints, define the main objectives of the scheme, and to present and provide high level appraisal of the options considered to address the issues and meet the objectives.
1.3.2 An OAR is the first key output of the Transport Appraisal Process, as defined by the Department for Transport’s WebTAG Guidance1. This OAR considers the options in relation to five ‘cases’ as set out in DfT guidance on The Transport Business Case2; this method is in turn based on the Treasury’s advice on evidence-based decision making, as set out in the Green Book.
1.3.3 In early 2016 Cornwall Council submitted an OAR to the DfT for consideration. The report included early identification of the problems, and recommended a number of options to take forward for further development and consultation.
1.3.4 This ‘refresh’ of the OAR brings the project up to date with the inclusion of further route options and appraisal following the public consultation undertaken in summer 2016.
1.3.5 A Preferred Option Appraisal Report is being produced that builds on the OAR sifting work in light of more detailed technical and environmental work to identify the best performing option that will form the basis of a preferred route recommendation to Cornwall Council.
1.4 Methodology
1.4.1 The process for option development as defined by WebTAG is as follows:
1. Understand the current context of the study area 2. Understand the future context of the study area 3. Establish the need for intervention 4. Identify intervention-specific objectives within a defined geographic area 5. Generate options 6. Undertake an initial sift 7. Develop and assess potential options and undertake public consultation 8. Document the option development process within an OAR 9. Clarify the methodology for further appraisal within an Appraisal Specification Report
1.4.2 Building on the steps set out above, DfT guidance on The Transport Business Case sets out the method for considering the options in relation to five ‘cases’ as follows:
The Strategic Case . Demonstrates a clear rationale for the case for change . Considers the identified problem(s), objectives and constraints in the local context
The Economic Case
1 https://www.gov.uk/guidance/transport-analysis-guidance-webtag 2 https://www.gov.uk/government/publications/transport-business-case
EDG0717-R003 St Austell Link to A30 OAR 5 January 2017
• Appraisal of economic, environmental and social impacts
The Financial Case • Including initial cost estimates and possible funding sources
The Commercial Case • Brief discussion of commercial viability
The Management Case • Brief discussion of project governance.
1.4.3 This OAR follows the general steps set out in 1-8 above, and uses the five ‘cases’ as a framework by which to develop and consider options.
1.4.4 The DfT’s Early Assessment and Sifting Tool (EAST) has been used as a tool to assist with steps 6 and 7 in relation to the five ‘cases’. The EAST is a decision support tool that has been developed by the DfT to quickly summarise and present evidence on options in a clear and consistent format. It provides decision makers with relevant, high level, information to help them form an early view of how options perform and compare. The tool itself does not make recommendations and is not intended to be used for making final funding decisions3.
1.4.5 This OAR (including accompanying EAST forms) has been developed as a high level appraisal based on the existing information available.
1.5 Other reports
1.5.1 The following documents have been considered whilst developing this Option Assessment Report:
• EDG0717 Public Engagement Report, January 2017
• EDG0171-R001 - Preliminary Sources Study Report (PSSR) desk study
• Environmental Appraisal Reports for the Roche and Bugle study areas EDG0717_AR01 and EDG0717_AR02
3 Early Assessment and Sifting Tool Guidance, DfT
EDG0717-R003 St Austell Link to A30 OAR 6 January 2017
2 POLICY CONTEXT
2.1.1 The DfT ‘Action for Roads: A Network for the 21st Century’ highlights the value of roads, and their importance in strengthening the economy. Improving connectivity, reducing travel times and improving reliability are identified as key issues allowing business to operate more efficiently, to innovate, grow, compete, and increase the concentration of economic activity. The environment and safety are also highlighted as major issues.
2.1.2 The local transport and economic policies applicable to St Austell and China Clay Area identify the critical issues in the area as being a poorly performing economy, low earnings, and an aging population, amongst others. To help address this, local policy focusses on supporting growth with a reliable and efficient transport network, improving local and strategic transport connections, and managing pressures on the road network at peak and seasonal periods. Maximising safety on transport networks through improvements to physical infrastructure design, whilst conserving historic and environmental assets, is also highlighted as being important.
2.1.3 A large body of work exists identifying the current social and economic issues in the St Austell, St Blazey and China Clay Area, supported by an extensive evidence base.
2.1.4 Study assessments include:
Clay Country Local Action 2008 - Rural Development Programme for England, Local Action 2007-2013.
Prepared by Restormel Borough Council to provide a strategy to help the area prepare for the scale of change required in relation to the re-structuring of the China Clay industry, while recognising that the unique heritage and landscape of the area could provide new opportunities for local businesses and communities.
Eco Bos - St. Austell and Clay Area Eco-communities - Economic Masterplan Study February 2011
Final Report by Roger Tym & Partners on behalf of Eco Bos, to provide a framework for development of 700 hectares of land released in the Clay Country in 2006 as part of restructuring of Imerys clay mining business, which also led the loss of several hundreds of jobs.
St Austell, St Blazey and China Clay Area Regeneration Plan - Oct 2012
St Austell, St Blazey and China Clay Area Regeneration Plan Guidelines for Transformational Development Projects prepared by Cornwall Council. This document was developed on the basis of key messages emerging from an extensive evidence base.
Cornwall Local Plan Place-based Topic Paper: St Austell Community Network Area 2013
EDG0717-R003 St Austell Link to A30 OAR 7 January 2017
A summary of the key issues for the Community Network Area brought together to inform the Cornwall Local Plan.
China Clay Community Network – profile assessment 2015
A summary of the key issues for the Community Network Area brought together to inform the Cornwall Local Plan.
Consistent key messages include:
• The area contains some of the most deprived areas in England. St Blazey West is in the worst 10% and St Austell Gover South East, Mount Charles North West and Poltair South East are all in worst 20%. • Between 2000 and 2009 house prices increased in percentage terms more in Cornwall than England and Wales. House prices in the plan area increased by 144% whilst at the same time wages in Restormel only rose by 34.5%. • In October 2010 the Job Seekers Allowance claimant rate of 2.9% was higher than the Cornwall and South West average of 2.3%. • Educational attainment is lower than the Cornwall average where more people have no qualifications (36.7% compared to 28.9% in Cornwall) and fewer people have graduate level qualifications (8.8% compared to 15.8% in Cornwall). • The plan area has a distinctive natural and historic environment with large parts of it still characterised by China Clay mining. There are significant areas of un-restored former china clay workings which are not likely to be restored in the immediate future and which comprise despoiled, degraded, derelict, contaminated and unstable land. • Highways infrastructure is poor, congested and has a lack of connectivity in places. Traffic speeding through villages is a particular and widespread problem and the community are concerned that there is a lack of suitable on- street parking. • New economic investment is often hampered by the inadequate A391 link between St Austell and the A30. • Schools are at or near capacity, unlike many places in Cornwall. • Difficulties in accessing NHS healthcare, and those services not always being conveniently located
2.1.5 A further assessment which confirms and supports these key issues is the St. Austell & China Clay area Briefing Note prepared in November 2015 which reviewed NOMIS Census data from 2011 related to:
• Household composition • Economic activity • Employment • Hours worked • Occupation • Qualifications • Employment status
EDG0717-R003 St Austell Link to A30 OAR 8 January 2017
This most recent assessment supported previous studies and identified the following issues which support the case for intervention
• Lower employment levels overall with higher percentages in part time employment figures. • Youth unemployment has been an issue in the St.Austell and China Clay areas at least since the restructuring of the China Clay industry in the 1990s. • A higher percentage of working in the mining and quarrying sector than the south west or England averages which reflects the continued importance of the China Clay industry. Other sectors which are generally higher are also linked to support in the China Clay industry. • Higher value employment sectors, i.e. Information and communication, financial and insurance, professional, scientific and technical are much lower that the regional and English averages. • Occupational activity is focused on skilled trades, caring (an important sector across Cornwall), process and elementary trades, which together make up around 43% of all jobs in the St. Austell and Clay area compared to 36% in England. • The percentage of higher grade occupations, managers, directors; professional; associate professional and technical; are much lower than the south west or England averages. • Overall, the economy of St Austell and China Clay area is in need of diversification and a balance of higher value employment. • The occupational structure is reflected in the qualifications base. Level 1&2 qualifications are greater than the south west or England average. Level 4 and above are much lower. In most cases, the limited job opportunities provide those with level 4 and above qualifications with the option of working at lower grade posts, or out-migrating to find better opportunities.
EDG0717-R003 St Austell Link to A30 OAR 9 January 2017
3 EXISTING AND FUTURE TRANSPORT ISSUES
3.1 Description of the local highway network
3.1.1 The existing roads in the study area are shown in figure 3.1 below and include the A391, which connects St Austell with the A30 running through Bugle, and the B3274, which connects the villages of Roche and Stenalees with the A30 and St Austell.
Prepared by Engineering Design Group
St Austell to A30 Link Road Study area
3.1
3.1.2 The A391 is connected with the A30 at Innis Down junction and continues south towards the Bugle village and then west from the Rock Dryers pit, ending east of Stenalees roundabout. The existing geometry of the A391 single carriageway from Innis Down junction to Stenalees roundabout is well below highway design standards for a 96Kph road as defined in Design Manual for Roads and Bridges (DMRB Volume 6, Section 1, Part 1;TD9/93)
3.1.3 The A391 St Austell eastern bypass was completed in the late 1990’s and provides a modern standard wide single carriageway with climbing lanes for much of the upward journey from St Austell to Carluddon.
3.1.4 The A391 Carluddon road improvement comprising a 1.6km section of new road, a new roundabout, and two new bridges was completed by the Council in 2015 at a cost of approximately £13 million. This scheme extended the high quality section of the A391 to east of St Austell up to Stenalees, and essentially represents the first phase of an improved road link to the A30. The scheme also facilitated plans for the new Carluddon technology park that will provide industrial space for environmental technology manufacturing and create high value jobs. This includes the provision of £6.3 million Employment Space for Advance Manufacturing (ESAM) building that is currently under construction and due to be completed in 2018.
EDG0717-R003 St Austell Link to A30 OAR 10 January 2017
3.1.5 The B3274 is connected with the A30 at Victoria junction. The B3274 is a route used by both tourists and commuters from St Austell to Newquay. The existing geometry of the B3274 starts from North of Roche continues south through Trezaise and Higher Trezaise, ending in Stenalees village at the existing roundabout just to the south of the village.
3.1.6 For the majority of their length, both the A391 north of Stenaleees and B3274 are low expectation routes due to their poor alignment, multiple side roads and direct access with capacity limitations in the village centres.
3.2 Road Safety and Collision Data
3.2.1 The recorded personal injury accidents (PIAs) for 5 year period (January 1st 2009 to January 1st 2014) has been reviewed to identify whether there is a history of collisions in and around the study area. Statistics from within the study area have been obtained from Cornwall Council based on accidents reported to the Police STATS19 system.
3.2.2 The numbers of collisions reported is as follows:
Link Damage Only Slight Serious Fatal
Bugle Study Area 35 51 7 2
Roche Study Area 28 42 15 2
TOTAL 63 93 22 4 Table 3.1 Road Collision Data Summary Bugle
3.2.3 The collision analysis shows that there have been collisions within and around the study area but none of the sites are considered to be major cluster locations.
3.2.4 There have been 9 Killed or Seriously Injured (KSI) collisions within the study area within the last 5 years. From the collision data analysis it was found that the main factors that contributed to these accidents were a drivers failure to react to bad weather conditions.
3.2.5 From the analysis the 95 collisions have been broken down into the following prominent types of collision:
• 19 Rear end shunt collisions; • 25 Right angle junction collisions; • 26 Loss of control; • 12 Head on collisions; and • 13 Other.
EDG0717-R003 St Austell Link to A30 OAR 11 January 2017
3.2.6 This data shows a predominant number of right angle junction and loss of control collisions. Most of the right angled junction collisions have been caused by cars trying to access minor roads or driveways along the A391. This is also the predominant cause of rear end shunt collisions. If a proposed bypass was to be built this would divert through traffic away from the current high number of accesses along the A391 through Bugle and therefore decrease the number of these types of collisions.
3.2.7 Another type of collision that is prominent within the study area is loss of control collisions. This could be helped by the proposed scheme by designing the scheme to standard which would improve visibility and drainage. From the collisions that occurred, 9 involved Slight Injuries to Non-Motorised Users (2 cyclists and 7 pedestrians). The causes of the collisions were isolated incidents.
Roche
3.2.8 The collision analysis shows that there have been collisions within and around the study area but none of the sites are considered to be major cluster locations. There have been 17 Killed or Seriously Injured (KSI) collisions within the study area within the last 5 years. From the collision data analysis it was found that the main factors that contributed to these accidents where a drivers failure to react or bad weather conditions.
3.2.9 From the analysis the 87 collisions have been broken down into the following prominent types of collision:
• 21 Rear end shunt collisions; • 25 Right angle junction collisions; • 32 Loss of control; • 2 Head on collisions; and • 7 Other.
3.2.10 This data shows a predominant number of right angled junction and loss of control collisions. Most of the right angled junction collisions have been caused by cars trying to access minor roads or driveways along the A391. This is also the predominant cause of rear end shunt collisions. If a proposed bypass was to be built this would divert through traffic away from the current high number of accesses along the A391 through Bugle and therefore decrease the number of these types of collisions.
3.2.11 The other type of collision that is prominent within the study area is loss of control collisions. This could be helped by the proposed scheme by designing the scheme to standard which would improve visibility and drainage. From the collisions that occurred, 10 involved Injuries to Non-Motorised Users (3 cyclists and 7 pedestrians). The causes of the collisions were isolated incidents.
EDG0717-R003 St Austell Link to A30 OAR 12 January 2017
3.3 Future Issues
3.3.1 There has been a long held aspiration to create a strategic link road between St Austell and the A30. The A391 continues to be seen as the major block to the economic growth for the St Austell area. With the Carluddon A391 road improvement recently completed, improvements to the A30 at Temple, further investment in the Newquay Enterprise Zone and regeneration improvements in the St Austell and the China Clay Area there is likely to be increased pressure on the existing routes, renewing focus on this strategic route.
3.3.2 More localised concerns have been raised through the Neighbourhood Plan process over the level of traffic routing through Roche, particularly abnormal loads, and the impact of this along with future housing growth. Resident’s concerns are around congestion, air quality and the pedestrian environment for vulnerable users.
3.3.3 The Cornwall Local Plan sets out demand for housing and allocations for future development across Cornwall. The Local Plan has identified a key target of providing 2900 new dwellings in St Austell and 1800 within The China Clay Area by 2030 with potential for another 1200 dwellings through “Eco-communities” at West Carclaze Garden Village and Par Docks. This level of development will exacerbate conditions experienced on the A391 and B3274 corridor which is the key strategic route between St Austell and the A30. The increased unreliability of the route will reduce connectivity, confidence for inward investment in the region and add to the sense of peripherality experienced in Cornwall.
EDG0717-R003 St Austell Link to A30 OAR 13 January 2017
4 CASE FOR INTERVENTION
4.1.1 Cornwall and Isles of Scilly’s (CIOS) location and characteristics pose a unique set of challenges and opportunities for business investment and economic growth. The Strategic Economic Plan for C&IoS recognises that the region will not be able to compete on the national or global market without improving the infrastructure that connects it internally and to the rest of the world. Accessibility and sustainability within Cornwall are critical with regard to mobilising community resources and exploiting development opportunities.
4.1.2 Cornwall Council’s Policy on improving transport and connectivity within and without Cornwall is provided in the Policy Fit document in Appendix A. This provides the hierarchy of policy from the CIOS Strategic Economic Plan through the business plans, local plans and the Cornwall Local Transport Plan (LTP) – Connecting Cornwall: 2030. The Key transport objectives and policies for achieving them are given.
4.1.3 Cornwall generally has a clear barrier with regard to accessibility to markets and movement of labour. The wider economic benefits of infrastructure improvements in areas with more remote or wider settlement patterns are difficult to define in transport user based benefit cost ratio assessments. The wider (and more significant) social and economic impacts can be diverse and wide ranging.
4.1.4 Development of the Camborne, Pool and Redruth area is an example of what can be achieved in Cornwall. A second key challenge in Cornwall is for regeneration and investment in the St Austell, St Blazey and China Clay Area.
4.1.5 Two decades of investment in the St Austell, St Blazey and China Clay Area has delivered significant changes and improvement in economic performance. The Eden Project is an attraction of international significance, St Austell’s town centre has been redeveloped, St Austell College has expanded its educational provision becoming Cornwall College, and there are wide ranging private sector development proposals for the area. However, structural economic weaknesses still remain. The economy generates less added value per head than other areas and is less productive, with contributory skills base and participation issues.
4.1.6 A continuing feature has been the decline of employment in the China Clay industry. Whilst China Clay is a finite resource there are still significant reserves and it remains an important industry for the area.
4.1.7 In the early 1970s the China Clay industry directly employed approximately 6,000 people, but now employs in the order of 1,000. Staff levels are lower, but production is still high with around 1,000,000 tonnes currently produced annually. The re-use of clay mining by-products such as secondary materials (aggregates) presents a key opportunity to create new sustainable products that prevent the need for future extraction of primary materials.
EDG0717-R003 St Austell Link to A30 OAR 14 January 2017
4.1.8 China Clay industry remains a prominent influence in the area and its resources and infrastructure are of national and local economic importance. China Clay resources and infrastructure are protected under existing adopted minerals policy and it is expected that the industry will remain an important employment provider in the area for many years to come.
4.1.9 Economic restructuring is taking place, being driven by delivery of Higher Education at the St Austell College campus and on-going business development initiatives through the Eden Project and Eco-Bos land development proposals. The EcoBos Employment Space for Advanced Manufacturing (ESAM) initiative will provide high quality workspace and business support to promote the growth of existing micro businesses and the creation of new enterprises.
4.2 Economic Growth and Regeneration
4.2.1 As recognised by OECD (‘How Regions Grow: Trends and Analysis’ Organisation for Economic Co-Operation and Development (OECD) Publication 2009) sustainable economic growth and development critically depends on three interdependent factors; Skills development; business innovation and; infrastructure.
4.2.2 Skills and business development are supported through improved delivery of Higher education at St Austell College campus, and supported investment in developments in Eden and by EcoBos. Public support in these areas is committed through Local Plan objectives and European Funding programmes for ERDF and ESF.
4.2.3 However, continued development and private sector investment for development opportunities will depend on accessibility and connectivity. The current levels of accessibility in St Austell and the China clay area impact on competitive business development and investment through:
• Product markets – the St Austell and Clay Country Area has a limited local market it can sell to and transportation costs and time add a competitive disadvantage. • Supplier markets – the cost and range of suppliers and collaborators is diminished as is knowledge transfer. • Labour markets – employers have limited access to skilled of workforce which is a key requirement for most major businesses and inward investors.
The above issues are reflected in the findings of the 2010 Cornwall Employment Land Review which identified that the demand for industrial employment space (in Cornwall) is primarily driven by proximity (connectivity) to the A30.
4.2.4 Low commercial property values and high development costs have for many years rendered commercial property development in this area unviable in all but a few prime locations. As a result, many businesses have located in cheap but outdated accommodation, not suiting their requirements or their aspirations.
EDG0717-R003 St Austell Link to A30 OAR 15 January 2017
4.2.5 The Carluddon A391 Road Improvement (£13m) has been developed to create the conditions necessary to support a new high value economy and unlock strategic development land. Additional ERDF Convergence investment in workspace, land remediation and site infrastructure is proposed to create ‘oven ready’ development opportunities has helped to address this issue.
4.2.6 European and other public sector funding support is being used to develop the Low Carbon Environmental Goods and Services sector as a high value and growing sector. Cornwall, with its wealth of natural resources (solar, wind, wave, geothermal), should be a natural home for businesses working within this sector. Within Cornwall, the development of the ESAM project, combined with the Eden brand, the Building Research Establishment’s ERDF funded National Solar Centre and the Cornwall Sustainable Building Trust’s Green Build Hub, represents a unique ‘offer’ with the potential to attract businesses and capture the growth that is forecast within the LCEGS sector. This project is about harnessing this potential and providing an anchor and focus for the development of a vibrant cluster of LCEGS businesses.
4.2.7 The availability of land and potential employment sites is a major opportunity in the St Austell and China Clay area, which requires a step change in accessibility to unlock its full potential. The graphic in Figure 4.1 St Austell & Clay Villages’ Growth Corridor provides an indication of extant planning permissions and developments due for implementation. This overview is not exhaustive, and does not include the wider areas of post-industrial brownfield land which is still available for consideration.
EDG0717-R003 St Austell Link to A30 OAR 16 January 2017
Figure 4.1 St Austell and Clay village Growth corridor
EDG0717-R003 St Austell Link to A30 OAR 17 January 2017
4.3 Linkages
4.3.1 Another aspect to regeneration will be the linkages with new developments, other funded initiatives, other towns and settlement areas. An indication of linkages is also provided on Figure 4.1. Linking these areas will increase labour market catchment for businesses, reduce supplier costs, improve the viability of public transport, and improve the flexibility of travel (particularly for 16-24 year olds) without dependence on private car access.
4.3.2 Increased accessibility will achieve a wide range of benefits that will support business, investment and the economic restructuring required to regenerate St Austell and the China Clay area.
4.3.3 The strategic objectives of intervention to improve accessibility in the St Austell and China Clay are:
• Increasing business efficiency, time savings and improved reliability for business travellers, freight and logistics operations. Increased competition by opening up access to markets. • Protect and improve the viability of existing industry and current market position. • To improve the commercial viability and demand for existing employment space • To provide a work and living environment that will support high value employment and will retain a higher skills/qualified workforce. • To bring forward private sector investment in additional employment space and high quality business development. • Strengthening connectivity in the Mid Cornwall area, linking St Austell and the China Clay areas with Newquay, Bodmin, Wadebridge, Fraddon, Indian Queens, Cornwall airport, and smaller isolated areas such as Roche and Bugle. • Expanding labour market catchments across mid Cornwall, improved job matching, facilitating market and supplier business interactions. • Improved viability of public transport in the mid Cornwall area, which will facilitate more affordable transport without dependence on private car transport. Effectively this will make employment and education more accessible whilst reducing travelling costs. • Improving the efficient functioning of labour markets, increasing labour flexibility and the accessibility of jobs. Improved public transport services that will reduce the dependence on private car ownership and increase wages (net of travelling costs). Supporting employment training and education mobility in response to changes in economic activity. • Support for new housing development that will expanding labour market catchments. • Improved environment and quality of life in the areas of Roche, Bugle, which will stimulate private sector investment in housing.
EDG0717-R003 St Austell Link to A30 OAR 18 January 2017
4.4 Aims and Objectives for Scheme
4.4.1 Building on the previous work and studies the Council’s overarching aims for the mid-Cornwall area are to:
• Create a better link between 2 of Cornwall’s largest towns – St Austell and Newquay, the airport and Aerohub Enterprise Zone
• Make it easier to get to Cornwall’s new, large employment sites, therefore supporting the expanding employment sites of Victoria Business Park, Indian Queens Industrial Estate and the Aerohub Enterprise Zone
• Improve competiveness of St Austell as a location to do business via new employment space or interest in land that can be developed into employment space; creating 600 and 500 jobs respectively.
• Address congestion and support housing growth, including the delivery of the West Carclaze Garden Village eco-community; creating 1,500 new homes and 500 jobs. (by providing 15-18,000sqm of employment spaces)
• Support the regeneration of Roche and Bugle; by addressing traffic issues and create better opportunities for businesses.
4.4.2 To achieve these overarching aims the identified scheme objectives are to:
• Reduce journey times and improve journey reliability between St Austell and A30
• Support wider economic impacts and make St Austell a more attractive place for businesses to invest in while enabling the delivery of development sites
• Reduce the impact of traffic congestion on local communities and businesses
• Improve the safety of road users, pedestrians and cyclists
4.4.3 These objectives are aligned with the key policies identified within Cornwall Council’s regional transport policies, and are objectives of Cornwall and Isles of Scilly Strategic Economic Plan.
EDG0717-R003 St Austell Link to A30 OAR 19 January 2017
5 DEVELOPING OPTIONS
5.1 Initial Sift
5.1.1 The first step involved a high level review to look at the Case for intervention and what interventions would best to meet the strategic objectives. The high level options considered were:
. do nothing;
. rail improvements;
. bus public transport improvements; and
. road improvements.
5.1.2 The Early Assessment and Sifting Tool (EAST) was used to compare the high level interventions. Figure 5.1 shows how the individual strategic objectives are met by the options. Although there is scope for a greater uptake in rail and bus use, the dispersed nature of the residential and business development across the mid Cornwall area restricts how many of the strategic objectives that would realistically be met through increased public transport provision. Currently both rail and bus services to the Clay Areas are not economically viable and both rely on public subsidies.
5.1.3 This assessment shows that an improved road link would perform best against the overarching objectives and provide the greatest economic benefits to achieve a step change in how the mid Cornwall area grows. Consequently the investigation focused on the provision of a new road link to achieve the desired outcomes.
EDG0717-R003 St Austell Link to A30 OAR 20 January 2017
Figure 5.1 – St Austell to A30, Case for Intervention and the Strategic Objectives
EDG0717-R003 St Austell Link to A30 OAR 21 January 2017
5.2 Investigation of Road Options
5.2.1 There are limited improvements that can be made to the existing A391 through the villages of Bugle and Stenalees or to the B3274 through Roche.
5.2.2 In particular both of the existing routes have their drawbacks. The A391 road which travels through the Bugle study area is the main road that connects St Austell with the A30. Consequently, the village suffers from a high volume of traffic and HGVs that result in air and noise pollution. The route also suffers from a poor collision history due to the high traffic volumes and number of potential conflict points within the village (accesses and junctions).
5.2.3 The existing route through Roche is the B3274 road which has many narrow sections along its length, coupled with sharp bends and steep gradients. Also, the B3274 is a heavily trafficked road being used not only by cars but also HGVs generated by the nearby Clay and secondary aggregates industries. As a result, this situation has led to high levels of air and noise pollution and some 182 collisions in and along the road.
5.2.4 By identifying a suitable strategic link between the A30 and St Austell it would be possible to improve safety, improve journey time reliability, reduce delays and congestion, minimise impacts of air quality and noise in the local villages and bring benefits for the local economy.
Feasibility Study Background
5.2.5 The Council previously promoted a new link road at estimated cost of £28.5m from the A30 at Innis Downs to St Austell in the early 1990s. The initial study was carried out in 1992 by planning consultants, Land Use Consultants Ltd (LUC).
5.2.6 This scheme was resurrected in 2003 with extensive design work, site investigations and public consultation undertaken in 2004/05. Options to the east and west of the village of Bugle and Roche were investigated and appraised. This process identified a preferred route to the east of Bugle. However with the change in Government funding towards regional priorities the scheme did not attract funding at that time.
5.2.7 Copies of those earlier studies and assessments have been utilised in identifying viable route options to take forward around Bugle and Roche.
5.3 Option Development Considerations and constraints
5.3.1 The following table highlights the existing issues and considers how the potential solutions would be developed.
Problem Potential Solution
Capacity of the current A391 & Design road layouts to standards that can meet capacity issues. B3274 road layouts.
Visual Impact Choose a solution that sits within the landscape – make use of the contours and where it is possible to align with already existing roads so as to avoid visual impacts.
EDG0717-R003 St Austell Link to A30 OAR 22 January 2017
Safety / collision reduction Reduce risks. Choose a solution that removes sharp blind bends.
Impact on environment Carry out environmental survey and detailed assessments so as to minimise impacts and develop suitable mitigation.
Noise There will be reduction of noise in the villages of Bugle, Roche and Stenalees. Assess impact of new route on adjacent property.
Air Quality Air quality will be marginally improved through reducing the number of cars and HGVs travelling through the villages of Roche, Bugle and Stenalees.
Presence of Utilities Carry out further detailed surveys to select a solution that avoids or minimises the disturbance to the utilities, for example change the route alignment slightly to avoid utilities. This consideration would provide significant savings if it is possible.
Unsuitable ground conditions Carry out further and more detailed Ground Investigation of the area surrounding the recommend routes.
Archaeological impact Detailed surveys of the route and design route to avoid archaeological monuments and listed buildings. For Roche route options 1 and 2 removal, storage and relocation of the milestone in Stenalees roundabout could be an option.
Watercourses / rivers Carry out a flood risk assessment and consider culverts and sustainable drainage systems in the design.
Land take / Land ownership Private land will be required for all of the suggested options being investigated. Seek to minimise land take wherever possible & maximise the amount of land that can be returned to the landowner.
Steep gradient in parts of road Consider introducing climbing lanes or adjustment to the route layout alignments.
Impact on adjacent structures No existing structures are affected by the route options.
Inconvenience to local residents The local residents and commuters will benefit from each of the and commuters. options preferred due to the reduction in collisions, traffic congestion, noise and air pollution in the villages as well as quicker journey times.
Table 5.1 Option Development Considerations
5.3.2 The following constraints were considered in the development of the proposed options:
• The capacity of the existing A391 & B3274 roads, so as to decide the type of carriageway; • Current design standards; • Ground conditions; • Cost; • Visual Impact; • The environmental impact of the by-pass routes; • Environmental mitigation; • Buildability of the routes; • Existing collision records for the A391 & B3274; • Potential to unlock development land; and • Future maintenance liabilities in association with the suggested routes.
EDG0717-R003 St Austell Link to A30 OAR 23 January 2017
Assumptions
5.3.3 The following assumptions have been made in the development of the different options:
• The costs of the schemes do not include land costs or the costs associated with the protection or diversion of utility equipment; • Junctions and roundabouts have not been designed in detail and thus the associated costing are high level estimations only; • Optimism Bias has been included at a rate of 44% in accordance with the Treasury Green Book on investment appraisal; • The air quality and environmental impacts have been estimated based on existing data for a nearby AQMA (West Carclaze Residential project); • Severing minor roads has only been considered at a very high level at this time given the limited transportation modelling available at this stage data. It is assumed that in later stages of assessment and scheme development a full transport assessment will provide evidence of side road utilization enabling fully informed decisions to be made.
Exclusions
5.3.4 The initial option development comprises a high level desk base assessment so commissioning of new surveys / investigation was not undertaken. Further issues have been excluded from consideration in the development of the by-pass routes design:
• No consultations were carried out; • Reduction of Greenhouse Gases as a result of using the suggested routes; and • Further technological improvements to the suggested routes over those that assumed might be used for cycle/walking/ equestrian lanes during use of preferred route.
Utility Information
5.3.5 NRSWA C2 requests were made to the utility companies for the study area. As expected there are a number of utilities running alongside the A391 and B3274 through the villages and between the urban areas.
5.3.6 The presence of Western Power Distribution electrical supply equipment to the north of Bugle and Lockengate village should be considered in any design development due to the cost of diverting the cables.
5.3.7 The presence of South West Water and Western Power Distribution equipment north of the Stenalees village, as well as gas pipes along the old A30 should be considered carefully in any design development.
EDG0717-R003 St Austell Link to A30 OAR 24 January 2017
Geotechnical Information
5.3.8 Ground Investigation (GI) for a Preliminary Sources Study Report (PSSR) desk study was provided for both study areas around Bugle and Roche. The approach taken in preparing the PSSR is based on the guidance continued within the Highways Agency document, ‘Design Manual for Roads and Bridges, Volume 4, Section 1, Part 2 HD 22/08 Managing Geotechnical Risk’, August 2008.
5.3.9 Ground similarities have been identified during the desk study such as: alluvium pockets in deposits associated with shallow river valleys, significant thickness of made ground (backfilled and tips) associated with china clay extraction, and a number of potentially unstable mica dams. Alluvium pockets should be considered due to the possibility of compressible or unstable ground presence in those areas. In addition the investigation has identified several watercourses and designated areas categorised as Secondary A (minor) aquifers.
5.3.10 The PSSR provides only a desk study assessment for the study area and further ground investigation will need to be undertaken should any routes identified be taken forward for further development. The full PSSR is over 750 pages long and is available as an Appendix to the report EDG0171-R001
Environmental Information
5.3.11 Existing environmental records and assessments for the Roche and Bugle routes previously investigated have been reviewed. This information has formed the basis for a high level environmental investigation for the various options which indicates that the study area may contain both protected species (bats, dormice, reptiles, amphibians, otters, nesting birds and badgers) and habitats (heathland, woodland, wetland and bracken).
5.3.12 The full results of this exercise are reported within the Appraisal Reports for the Roche and Bugle study areas EDG0717_AR01 and ED0717_AR02, respectively, in Appendix C of report EDG0717-R001.
5.3.13 Although the routes have been designed to avoid environmental impacts where possible, the reports indicate possible impacts from the proposed routes on a number of receptors and recommends further assessment at later stages of the scheme should any routes identified be taken forward for further development.
EDG0717-R003 St Austell Link to A30 OAR 25 January 2017
6 ROAD OPTIONS
6.1 Bugle Option 1 – 2001 Preferred Route Option
6.1.1 This is a historic proposal developed through the early to mid-1990’s by Land Use Consultants Ltd (LUC) and Cornwall Council. The developed proposal was estimated to cost £22.8m according to 1993 prices and has been updated to today’s values for this assessment.
Figure 6.1 Bugle Bypass Option 1
EDG0717-R003 St Austell Link to A30 OAR 27 January 2017
6.1.2 The current suggested scheme comprises an offline single carriageway, 7.5km long with grade-separated interchanges as shown in Figure 6.1. This by-pass route includes a 3m wide cycle / walking lane on the one side of the road for a distance of 2.5km. The rest of the 5km of the cycle/walking lane will be accommodated by the surrounding minor roads. Structures that are required for this option are a bridge with a 60m span that crosses over the railway line from Par to Newquay between ch.3000 and 3500 and several (16) culverts which will accommodate the river streams that exist in the area. The route crosses a total of 4 of side roads which are assumed to be accommodated by bridges / underpass or upgrade junctions. This suggested option covers an approximately of 17.9ha of land.
6.1.3 The total scheme cost is estimated in approximately £63.8m according to current rates. A copy of the full cost estimate can be found in Appendix B.
o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • Development land in the area which can be created although this is limited. Due to historic mine use, existing woodland, China Clay Consultation areas and County Wildlife Sites (CWS) areas as well as land affected by well-known local barriers to use. See Drawing No EDG0717_F_207. • New cycling facilities will encourage more modal shift, permeability and physical activity.
o Risks and Issues
• Early traffic modelling indicates junction capacity could create severance of side roads in the lower part of the suggested route. • Offline route means that some land will be severed from farms requiring potentially long diversion routes. • At this early stage of the study all the minor roads are assumed to remain connected which increases the cost but maintains the permeability of the side road network. • Consideration from cost perspective should be given to relocation of utilities in the area. Bugle route option 1 requires possible relocation of gas pipes, which will necessitate liaising with IMERYS, who are the potential end user. • The study area contains deep alluvium pockets that may contribute to instability and thus increase costs. • Risk of flooding in Mollinis area should be taken into consideration.
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o Junctions and Roundabouts
• 5 accommodation accesses have been considered for this option. Figure 6.1 shows the approximate location of the junctions (see numbered red circles). The accommodation access will be located in positions 1, 2, 3, 7, 8. Several other accommodation accesses have been considered so as to provide accesses in properties. • 2 roundabouts have been considered for this option which, are located in position 4 and 6 on Figure 6.1. • Position 5 on Figure 6.1 relates to an overbridge proposed to accommodate the continuity of the road over the Newquay branch line.
. The layout for the suggested route option 1 can be seen in Drawing No. EDG0717_F-201.
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6.2 Bugle Option 2
6.2.1 Figure 6.2 shows the alignment of Bugle Bypass Option 2.
Figure 6.2 Bugle Bypass Option 2
6.2.2 Bugle option 2, which is 5.5km long, provides a less complicated alignment with few junctions than the 2001 preferred Option route. For the northern part of the route a 3m wide cycle / walking route is provided alongside the carriageway. The route reuses the A391 road in the north part of the route, some sections from Rosevear to the Penwithick junction existing routes might be employed as cycling facilities, allowing reduction of new highway width and costs for the southern section.
6.2.3 The road footprint is estimated to require 20.8 ha. The cost of the estimate scheme is £89.9m.
6.2.4 A copy of the full cost estimate can be found in Appendix C.
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o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • Easier construction relative to Bugle Option 1. • New cycling facilities will encourage more permeability and encourage the physical activity.
o Risks and Issues
• It is assumed at this early design stage that existing footpaths and side roads will be accommodated by overpass/underpass options so as to avoid severance of communities and maintain permeability. • Very limited development land potential exists in the area due to historic mine use, existing woodland, China Clay Consultation and County Wildlife Sites (CWS) areas and land affected by well-known local barriers to land use. • Ground condition considerations may cause issues for the design; such as the stability of the slopes, the excavation through granite ground. • Greater amount of earthworks are required in comparison to Bugle Option 1. • There is a risk of flooding around Mollinis area. • A bridge over the Par to Newquay railway line with span of 45m is required for this option. • Several (8) culverts are required to cross river streams in the area.
o Junctions and Roundabouts
• 5 priority junctions have been considered for this option. Fig.6.2 shows the areas position in which those junctions would be located. Junctions 1, 2, 3, 5, 6 indicated by the number in red circle on the map show where accommodation accesses and side roads to maintain connectivity after the construction of the road. • 3 roundabouts are proposed in locations 1, 5, 6 (number 5, 6 include also junctions nearby which have not appeared with different circle number for visual reasons) to provide links between villages and for junction 1 to connect the new road with the existing A391 to maintain connectivity. • 1 bridge structure at location number 4 has been considered for this option which will accommodate the railway line of Newquay branch.
. The layout of this option is shown on Drawing No. EDG0717_F_202.
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6.3 Roche Option 1
6.3.1 Figure 6.3 shows the alignment of Roche Bypass Option 1.
Figure 6.3 Roche Bypass Option 1
6.3.2 Roche option 1 comprises a 6km single carriageway with a 3m cycling/walking route along the one side of the road. It provides an offline alignment from the north part of the Roche towards the south between Hensbarrow Downs and Stenalees.
6.3.3 At this stage of this study it has been considered that the side roads will not be severed from the new route as accommodation will be made for them. Utilising an offline route means that some land will be severed by surrounding farms requiring potentially long diversions alongside roads. This route option requires approximately a 28.3ha of land take and would cost approximately £167.5m according to current rates.
6.3.4 A copy of the full cost estimate can be found in Appendix D.
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o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • New cycling facilities will encourage more permeability and encourage the physical activity. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • There is a considerable potential for opening up development land opportunities between the west of Roche and the proposed route, approximately 113ha of land. See Drawing No. EDG0717_F_106.
o Risks and Issues
• Early traffic modelling indicates junction capacity could create severance in side roads in the lower part of the route. • Poor ground conditions could increase costs as there is great potential of the road corridor cutting through areas of deep fill or embankments on fill. • A significant construction issue could result from the deep areas of alluvium that may be unstable particularly between Higher Trezaise and Stenalees areas. • A significant amount of earthworks are required to achieve this option.
o Junctions and Roundabouts
• 4 priority junctions have been considered for this option at locations 1, 3, 4, 6 shown on Figure 6.3 The locations 3, 4 provide accommodation for housing access to the new proposed road. Whereas the junction at location 1 provides new access from the old A30 to the new proposed road and a right turn to those that travelling towards Newquay. • 3 roundabouts at location 2, 5, 7 have been considered to accommodate the link roads between Roche- Newquay 2 and Roche - St Dennis 5. The roundabout south of Stenalees is proposed to be upgraded to accommodate the new road 7.
. The layout of this option can be found in Drawing No. EDG0717_D-100.
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6.4 Roche Option 2
6.4.1 Figure 6.4 shows the alignment of Roche Bypass Option 2.
Figure 6.4 Roche Bypass Option 2
6.4.2 This option is a single carriageway option providing a 6km single carriageway and 3m cycling / walking lane (used in both directions) at the one side of the suggested route. Although this route, especially in the east of Stenalees is on either large embankments or cuttings this should not adversely the affect views from the village due to the alignment having been fitted into the surrounding landscape. Finally, this suggested option is estimated to require approximately 16.1 ha of land take, with a cost approximately £41.3m.
6.4.3 A copy of the full cost estimate can be found in Appendix E.
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o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • At this stage it is assumed that the side roads will not be severed from the new route as accommodation will be made for them. • The suggested route encourages a higher level of physical activity due to new cycling and walking facilities which may encourage more permeability. • Views from the village of Stenalees and from the west of the road will not be seriously affected due to the fact that the route in this location is designed to minimise the existing road levels so landscape impact is considered to be minimal. • Reuses a very limited section of the existing route to the north of Stenalees avoiding great earthworks and potentially instability of old clay waste in Hensbarrow Downs (Roche option 1). • There is considerable potential to open up development land opportunities between the west of Roche and the proposed road, approximately 114ha of land. See Drawing No. EDG0717_F_107. • Significant savings are achieved by the use of reduced side road works, optimised earthworks and use of compact junctions and roundabouts.
o Risks and Issues
• Offline route means that some land will be severed from surrounding farms, requiring potentially long diversions along side roads as well as in the lower part of the route junction capacity could create severance according to early traffic modelling. • Where the alignment follows the B3274, it may be necessary to divert high voltage power line / poles, which could increase the cost.
o Junctions and Roundabouts
• 4 prority junctions have been considered for this option. In locations 1, 3, 4 and 6 junctions have been proposed to accommodate the surrounding villages and properties that require access to the new road. Fig 6.4 shows approximately the location of these junctions. • 3 roundabouts are proposed along the route at locations 2, 5, 7 of the new road, to accommodate the links between the villages nearby Roche. Also, the roundabout in location 7 has been considered as an upgrade of the existing one so as to facilitate the new road.
. The layout of this option is shown on Drawing No. EDG0717_F_101.
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6.5 Roche Option 3
6.5.1 Figure 6.5 shows the alignment of Roche Bypass Option 3.
Figure 6.5 Roche Bypass Option 3
. Option 3 is a single carriageway option providing 2.2km of single carriageway and 3m cycling / walking lane (used for both directions) along one side of the route. It is proposed as an interim scheme to facilitate phased implementation of a solution should funding not be initially sufficient to implement fuller options. Option 3 follows a similar alignment to Route Option 2 for the first 680m of the route. It then continues from the junction with the B3274 southwards until connecting into the C0085 Cleers Hill near Dyehouse (chainage 2250.0m). From this point users would follow the existing highway network. The cost of Option 3 is estimated to be £8.1m.
. A copy of the full list of the prices for this option can be found in Appendix F.
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o Benefits expected
• Improve the capacity of the local road network . However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both slightly quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from Roche village. • At this stage if the scheme, the side roads will not be severed from the new route as accommodation will be made for them. • Although of limited length in comparision to other options, the 2.2 km of new cycling and walking facilities will encourage more permeability and encourage the physical activity. • There is considerable potential to open up development land opportunities between the west of Roche and the proposed road. See Drawing No. EDG0717_F_108.
o Risks and Issues
• There is a risk of poor ground conditions which could increase costs as there is potential of the road corridor cutting through areas of deep fill or embankments on fill. • Little of no strategic benefits are generated for capacity (the option is an interim solution only).
o Junctions and Roundabouts
• 4 main junctions are proposed for this option at locations 1, 2, 3 and 4 as shown in Fig 6.5. Also an accommodation access is proposed at location 4 which mainly provides access to surrounding properties. • Junctions 1 and 2 have been designed with the intention to encourage drivers to use the new road and avoid the Roche village. Traffic calming for Roche’s centre will be suggested so as to become friendly for the pedestrians, cyclists and school children and to discourage through traffic. • The proposed closure of the existing junction at location 2, which connects the west of the village with the old A30, is designed to encourage use of the new route, and continued use of the B3274 through Roche for some destinations.
. The layout of this option can be found by viewing Drawing No EDG0717_F_216.
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6.6 Roche Option 4
6.6.1 Figure 6.6 shows the alignment of Roche Bypass Options 4.
Figure 6.6 Roche Bypass Options 4
. Option 4 is a single carriageway route providing 4km of single carriageway and 3m cycling / walking lane (used for both directions) along one side of the route. It is proposed as an interim scheme to facilitate phased implementation of a solution should funding not be initially sufficient to implement fuller options. It follows the same alignment as route Option 3 until its connection into the C0085 at Dyehouse, where it continues, following the existing road that passes behind the unused Gilleys Mica Dam quarry re-joining the existing B3274 near the village of Coldvreath. The estimated cost of Option 4 is estimated at £15.4m.
. A copy of the full list of the prices for Option 4 can be found in Appendix G.
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o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • At this stage if the scheme, the side roads will not be severed from the new route as accommodation will be made for them. • New cycling and walking facilities will encourage more permeability and encourage the physical activity. • Reuses the existing route of B3274 to the north of Stenalees and close to the Coldvreath village avoiding earthworks and reducing costs and impact. • There is considerable potential to open up development land opportunities between the west of Roche and the proposed road. See Drawing No. EDG0717_F_110. • Significant savings are achieved by the use of reduced side road works, optimised earthworks and use of compact junctions and roundabouts and reuse of existing B3274 for the southern half of the route.
o Risks and Issues
• Poor ground conditions close to unused quarries could increase costs as there is potential of the road corridor cutting through areas of deep fill or embankments on fill.
o Junctions and Roundabouts
• 5 main junctions are proposed for this option at locations 1, 2, 3, 4 and 5 as shown in Fig 6.6. Also an accommodation access is proposed at location 4 which mainly provides access to surrounding properties. • Junctions 1 and 2 have been designed with the intention to encourage drivers to use the new road and avoid the Roche village. Traffic calming for Roche’s centre will be suggested so as to become friendly for the pedestrians, cyclists and school children and to discourage through traffic. • The proposed closure of the existing junction at location 2, which connects the west of the village with the old A30, is designed to encourage use of the new route, and continued use of the B3274 through Roche for some destinations.
10.4.1 The layout of this option can be found in Drawing No. EDG0717_F_215.
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6.7 Roche Option 5
6.7.1 Figure 6.7 shows the alignment of Roche Bypass Option 5.
Figure 6.7 Roche Bypass Options 5
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6.7.2 This option comprises a single carriageway which follows the same alignment as option 1, 2 and 3 in the north part from the A30 junction to ch. 4500 near Higher Trezaise, then following an alignment through Nanpean and running between two IMERYS’s china clay pits and crossed outside Carthew, ending up to the south of Stenalees’ roundabout.
o Risks and Issues
• Exposure to risk (steep slope, road that crosses through area of potential clay resource, narrow route, constant oncoming HGVs quarry lorries) when making a crossing or turning manoeuvre at grade. • Deep alluvium areas located within this route. Consequently, issues might be occurred during construction. • Potential requirements for excavation within areas of granite bedrock could introduce significant costs. • Long route which requires long journey times would in all likelihood cause frustration and would be very unlikely attract users from the alternative existing village routes.
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6.8 Central Route – Imerys Option
6.8.1 Figure 6.8 shows the alignment of the Central Route – Imerys Option.
Figure 6.8 Central Route – Imerys Option
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6.8.2 This option is a single carriageway option providing a 6km single carriageway and 3m cycling / walking lane (used in both directions) at the one side of the suggested route. This route sits between the villages of Roche and Bugle and links Stenalees to the Victoria Interchange on the A30. It climbs from Stenalees around the edge of the Goonbarrow pit and its associated spoil tips. The roads then falls down towards Carbis where a roundabout at Cloverleaf Farm will provide access to Bugle and Roche via the Roche road. The road then continues across farm land to link up with a roundabout on the B3274 immediately before the Victoria Interchange on the A30.
6.8.3 This route is at times either on large embankments or cuttings to maintain acceptable gradients and to provide elevation to cross side roads and the railway line. Similarly the constraints imposed by the vertical rise and fall, the spoil tip, and the deep pit dictate the horizontal alignment as the road comes down off the flanks of the spoil tip. This requires the demolition of a number of properties including residential and business. Finally, this suggested option is estimated to require approximately 30ha of land take, with a cost approximately £94.4m.
6.8.4 A copy of the full cost estimate can be found in Appendix H.
o Benefits expected
• Improve the capacity of the transportation links between St Austell and the A30. However to what extent the capacity will be improved depends if the project has single or dual carriageway, which will be decided later on. • The driver will benefit from both quicker journey times due to less congestion and better road safety by minimising the current risk of associated road accidents due to driver frustration and taking risks to overtake slower vehicles by removing traffic from the villages. • At this stage it is assumed that the side roads will not be severed from the new route as accommodation will be made for them. • The suggested route encourages a higher level of physical activity due to new cycling and walking facilities which may encourage more permeability. • Views from the village of Stenalees and from the west of the road will not be seriously affected due to the fact that the route in this location is designed to minimise the existing road levels so landscape impact is considered to be minimal. • Reuses a limited section of the existing route to the north of Stenalees. • There is potential to open up development land opportunities between the west of Bugle and east of Bugle.
o Risks and Issues
• At its southern end the route climbs around the spoil tip and the Goonbarrow pit; achieving acceptable vertical and horizontal alignments means that compromises must be made either in departures from design standards or in passing through structures. • The earthworks are large and where they cross the old mine waste tips there is considerable risk of instability.
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• The earthworks require the excavation of 400,000m3 of fill and the placement and compaction of 1,250,000m3 of fill. This will require the procurement of some 850,000m3 of fill and require the movement of some 4,000,000 tonnes of material. The route requires the construction of 3 roundabouts, 1 underpass and slip roads, 1 rail bridge and 3 other bridge structures. • Offline route means that some land will be severed from surrounding farms, requiring potentially long diversions. • For the alignment shown in Figure 6.8 six structures will need to be demolished including 3 houses.
o Junctions and Roundabouts
• 4 junctions have been considered for this option and figure 6.8 shows approximately the location of these junctions. In location 3 a roundabout has been proposed to give direct access from the new road to Roche and Bugle. • At location 2 an underpass is proposed along with slip roads to access the new road. The underpass will allow access to the south of Roche along with other clay villages including Whitemoor.
. The layout of this option is shown on Drawing No. EDG0717_F_220.
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7 ORIGINAL ASSESSMENT OF ROAD OPTIONS
7.1.1 Each option was assessed at a high level considering the benefits, risks and issues of each of the options. These options were also assessed for value for money, land take and development prospects in the area to address the following issues.
7.1.2 The assessment criterion was based upon the following topics:
Criteria
Business User & Transport Providers Reliability Impact on the economy Regeneration Wider Impacts.
Noise Air Quality Landscape Impact on the environment Greenhouse Gas Historic Environment Ecology Water Environment
Non – Business users
Physical Activity
Journey Quality
Accidents
Impact on Society Security Access to Services
Affordability
Severance
Option Values
Transport Option Values Accessibility Severance (communities) Transport System (without car)
Capacity (local / strategic) Use of the Existing Geometry / Road Corridor Meeting Design Standards Impact on Existing Structures Land Take Requirements Technological Requirements Technical Durability / Lifespan Implementation Timescale CDM – Construction Risks CDM - Maintenance Risks Buildability Open Land for Development Project Costs (Works & Preparation) Costs Cost in Use Risk Value Table 7.1 Assessment Criteria
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7.1.3 The initial assessment criteria were taken from Appendix A, Option Assessment Framework, Table A.2 Value for money, Sections A to D of the Department for Transport’s ‘Transport Analysis Guidance. Further categories based upon the technical benefits and cost of each option was also assessed.
Traffic Modelling of Options
7.1.4 A key part of this project is to understand the traffic impacts associated with each of the route options developed in this report. Of the options considered, traffic modelling was carried out for all except Roche Option 5 and the Central Route – IMERYS Option.
7.1.5 The traffic modelling was undertaken using the St Austell Strategic Transport Model, developed by WSP Parsons Brinckerhoff in 2011 using the SATURN software package. This model provides AM and PM peak period traffic volumes and link and junction capacity ratios throughout the St Austell area, including routes to the A30 at Innis Downs, Victoria and Highgate Hill.
7.1.6 The modelled routes all assume a connection to the recently opened A391 road improvement at Carluddon and then follow various alignments to reach the A30 at Innis Downs or Victoria. Future year forecasting includes planned future developments, background TEMPRO growth and committed future year network improvements.
7.1.7 The SATURN model aims to minimise the generalised cost for a trip between an origin and destination. This takes into account travel time due to distance and also any congestion effects on junctions or links.
7.1.8 Where there are multiple routes between origin and destination the model converges to an equilibrium state where the overall generalised cost between the origin and destination are minimised. Changes to the network therefore can bring about significant changes in vehicle routeing due to the changes in which sections of highway are utilised when liking the trip origins and destinations.
Modelling Outputs
7.1.9 This report has taken a ‘high level’ view of the modelling outputs, which are summarised below, to provide an initial indication of potential benefits of the options.
7.1.10 The two options providing the greatest overall transport benefit are Bugle Option 1 and Roche Option 2. These options divert a significant volume of traffic onto their respective bypass options, which should translate into journey time, vehicle operating cost and road safety benefits. The villages of Bugle and Roche would also gain benefit in terms of reduced pollution, improved road safety and improvements to social benefits, such as community severance.
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7.1.11 Detailed Transport Economics have not been undertaken for this project at this stage but considering the predicted traffic flow and journey time changes derived from the SATURN model it is possible to estimate the potential economic benefits of each scheme for use in the overall scoring of each option.
7.2 Comparative Cost estimates
7.2.1 A comparative cost estimate exercise was undertaken excluding the value of land and utility protection and diversion costs. Table 7.1 summarises the indicative scheme cost for each option under initial consideration. As the schemes are pre- programme entry in terms of Business Case Maturity, Optimism Bias of 44% has been applied to the scheme costs.
4 Bugle Bugle Route Roche Roche Roche Roche Roche Option Option Central IMERYS Option1 Option2 Option1 Option2 Option3 Option5
Cost £44.3m £62.4m £116.4m £28.7m £5.6m £10.7m £28.6m £94.4m Estimate
Optimism £19.5m £27.5m £51.1m £12.6m £2.5m £4.7m £12.6m £41.6m Bias
Total Cost £63.8m £89.9m £167.5m £41.3m £8.1m £15.4m £41.2m £136.0m Table 7.1 Comparative Scheme Costs
7.2.2 Appendix I contains the WebTAG transport based assessment criteria for evaluating scheme options and the scoresheet for each of the route options considered within this report. Table 7.2 below summarises the appraisal scores for each of these options.
4 Bugle Bugle Route Roche Roche Roche Roche Roche Option Central Option1 Option2 Option1 Option2 Option3 Option5
Appraisal Score 120 116 120 129 117 117 0 113
Weighted Score 333 314 331 372 328 326 0 312
Rank 2 6 3 1 5 4 N/A 7 Table 7.2 WebTAG Scheme Appraisal Scoring
7.2.3 A value hasn’t been derived for development potential but Roche Option 2 clearly has potential for development within both Roche and Victoria to provide housing and employment growth. These additional economic benefits would suggest that Roche Option 2 may have a more favourable economic outcome than Bugle Option 1 where developable land is not readily available.
7.2.4 Options Bugle Option 1 and Roche Option 2 emerge from the Transport based assessment as the best performing options following the initial WebTAG appraisal and provide the greatest benefit to the local community. Therefore these options were taken forward for further development and consultation in early summer 2016.
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8 SUMMER 2016 CONSULTATION METHODOLOGY AND FINDINGS
8.1.1 As described above, following an initial assessment of 8 route options, 2 were identified for further development and consultation; 1 route to the west of Roche and 1 to the east of Bugle.
8.1.2 Throughout May and June 2016 the Project team undertook extensive public and stakeholder consultation on the rationale behind the scheme and the 2 main route options under consideration at that time. The Project team also met with landowners and representatives from the statutory bodies including Natural England and the Environment Agency to discuss the proposals.
8.1.3 Full details of the consultation approach and findings are included in the Public Engagement Report. A summary follows below.
8.1.4 Letters were sent to over 30,000 properties in the St Austell and Clay area. The public consultation ran from 11 May 2016 to 24 June 2016, and included 4 public exhibitions held at local venues. Additionally there was a preview exhibition for the local Members and Parish Council representatives, and a stand at the Cornwall Business Fair at the Eden Project.
8.1.5 Around 1,200 local people attended the events in May 2016 and June 2016 and 816 responses were received. There was broad recognition of the existing “Problems and Issues” and a high level of support for the “Aims and Objectives” of the scheme outlined above, in particular improving connection between St Austell and the A30, in removing traffic from the Clay villages and returning them to village communities; and the concept of promoting the mid Cornwall Economic Growth Area to boost local business development and employment.
8.1.6 The regeneration of the Clay villages and hence addressing endemic low earnings, low household incomes and poverty was something many respondents agreed with. The feeling amongst many respondents and members of the public attending the exhibition events was that the new link road couldn’t happen quickly enough.
8.1.7 Two common themes raised as concerns, were the amount of Heavy Goods Vehicles (HGVs) and vehicle traffic passing through the villages and the safety and congestion issues arising. In addition, the need to achieve a balance when the new road is in place was raised in order to prevent ‘rat running’ through the villages whilst still allowing access for locals, deliveries and trade.
8.1.8 Overall there was good support for the objectives presented, with broadly similar levels of support for reducing traffic through each of Roche and Bugle. The consultation also identified issues in St Dennis and the Clay area to the west, particularly with HGV and Clay related traffic.
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8.1.9 However, through the consultation process the Project team were made aware by Natural England of their intention to designate a further 6 Sites of Special Scientific Interest (SSSI’s) across the mid Cornwall moors as part of their long standing project to protect the habitats of a number of rare species, including the Marsh Fritillary butterfly. Four of these sites would have been bisected by the original route to the east of Bugle.
8.1.10 As a result of the soon to be designated SSSI’s it was determined that the original Bugle 1 route to the east of was no longer considered viable due to severe environmental impact.
8.1.11 Therefore the Project team undertook a review of further route options in vicinity of Bugle, identified in part from feedback received from landowners and stakeholders during the consultation process.
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9 FURTHER ROAD OPTIONS CONSIDERED (POST CONSULTATION)
9.1.1 The following alternative routes were subsequently investigated in autumn 2016. Description of the route options and main issues associated with each is included below. A plan showing all route options overlaid on the environmental designations (existing and proposed) is included at Drawing EDG0717_Furter Route Options considered.
9.1.2 Wheal Henry Route
Figure 9.1
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9.1.3 This option comprises a 4.2 km long route, commencing from the A391 south east of Stenalees re-joining the A391 just north of Bugle. The route comprises of 4 junctions and 2 railway crossings, utilising a section of the existing B3374 Bugle to Penwithick road and skirts a number of hamlets located east of Bugle.
9.1.4 Where this option makes use of existing roads, junction and alignment improvements would be required. The topography particularly on the southern section would necessitate steep gradients and departures from standard which would make a 60mph design problematic. The attendant structures and earthworks would have a severance impact and potentially dominate the landscape adjacent to a number of the hamlets to the east of Bugle.
9.1.5 The alignment crosses Carloggas Down, an area of uncertain ground conditions resulting from historical clay extraction. There are also evidence of mica dam, flood plain and alluvial ground conditions to negotiate.
9.1.6 This option would require new bridges over both the Par to Newquay rail branch line and the freight sidings. This would involve a significant skewed span, and significant issues with Network rail approvals and rail possessions raise a significant risk of delivery.
9.1.7 The alignment would also impact on operational clay processing infrastructure at the Rocks drys, and would be in close proximity to the proposed SSSI designations. Approximately 6-10 properties would have to be acquired for demolition.
9.1.8 The route re-joins the A391 just north of Bugle village centre with much of the existing route north to the A30 being of substandard alignment and safety issues.
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9.2 Mineral Tramway
Figure 9.2
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9.2.1 This option comprises 4.7 km route utilising some sections of existing road. The route links the A391 just north of Penwithick to the A391 just North of Bugle, adjacent to Springfields. The route passes to the west of Penwithick, east of Stenalees before re-joining the A391 north of Stenalees, and diverting back off the main A391 just south of Bugle in order to travel to the west of Bugle. The route requires 6 junctions and is somewhat tortuous.
9.2.2 The Carloggas section to the south east of Bugle has similar issues with topography, alignment and ground conditions described above for Wheal Harmony Route. The route then re-joins the A391 then utilises the alignment of a former freight railway in close proximity to the west of village settlement which is of questionable width and alignment.
9.2.3 There is a historical unused rail bridge crossing of Roche Road that would be unlikely to meet modern highway requirements and hence would need to be replaced. A rail bridge crossing in close proximity to existing Bugle rail bridge would also be required which raises a number of issues with Network Rail signal standards and technical approval.
EDG0717-R003 St Austell Link to A30 OAR 55 January 2017
9.3 Roche 2 (amended)
Figure 9.3
EDG0717-R003 St Austell Link to A30 OAR 56 January 2017
9.3.1 This option is a slightly amended and improved version of the original Roche 2 based on improved engineering design and feedback from the consultation process, with alignment closer to Stenalees at the southern section to avoid suspect areas of made ground resulting from Clay extraction, and taking account of private water extraction in vicinity of Trezaise in the middle part of the route.
9.3.2 As such this option effectively supersedes the original Roche Option 2.
9.3.3 The alignment commences from Stenalees in the south via and new section to the west of existing properties skirting a former Clay pit and area of made ground. The route then continues by utilising an improved section of the B3274 towards a new roundabout junction south of Trezaise. This junction links in with the Greensplat road which is a major HGV route serving the clay extraction and secondary aggregate operations to the south and east of Roche. This roundabout would be the primary access to Roche village centre from the south.
9.3.4 Continuing northwards the route skirts to the west of Roche, with the alignment amended to accommodate a potential development area identified in the emerging Roche Neighbourhood Plan.
9.3.5 A further roundabout junction is provided with the existing B3274 to the north of the village that would be the primary access from the north. The road then joins with the former A30 trunk road to the west of Victoria with another roundabout.
9.3.6 On sections with gradients exceeding 7% an additional climbing lane would be provided – this includes a 1200m length going north from Stenalees, and a 1000m length on the southbound approach to the new Trezaise Roundabout.
EDG0717-R003 St Austell Link to A30 OAR 57 January 2017
9.4 Roche Alternative
Figure 9.4
EDG0717-R003 St Austell Link to A30 OAR 58 January 2017
9.4.1 The Roche alternative is a 7.6km route developed as a low cost option to utilise the existing roads in the area with a short new section of road to the northern end and alignment and junction improvements.
9.4.2 As such the alignment is of variable standard, and design speed would be low. The route runs adjacent to the Goss Moor Special Area of Conservation (SAC) and SSSI.
EDG0717-R003 St Austell Link to A30 OAR 59 January 2017
9.5 Bugle Goonbarrow
Figure 9.5
EDG0717-R003 St Austell Link to A30 OAR 60 January 2017
9.5.1 The Bugle Goonbarrow routes were developed post consultation following feedback from Imerys and review of previous Eco-bos proposals.
9.5.2 This alignment option comprises a 6.5km route designed to 60mph speed that commences at Stenalees, sharing the same alignment of the Roche routes for the first section to the west of Stenalees, then diverting northwards, skirting the Goonbarrow pit, utilising where possible the existing haul road. The exact alignment has been developed following advice from Geotechnical team and Imerys archives to ensure that areas of high risk relating to slope stability and poor ground conditions are avoided.
9.5.3 The route comes down off the former pit, through the redundant clay processing area, crossing Roche road on 8-10m high embankment that would necessitate the existing road to pass under, and demolition of 8 properties currently under construction. The route would then continue past properties at Bilberry on major embankment and cross the rail branch line via a new bridge, with a new roundabout junction connecting with the existing A391 that would form the northern access point to Bugle.
9.5.4 The alignment then continues across a widened river bridge and sweeps west past the hamlet of Lockengate before reconnecting with a decent section of the existing A391 prior to the Innis downs junction with the A30.
9.5.5 The area between Bilberry and Lockengate is part of the flood plain which would raise issues with the flood protection and management scheme being progressed by the Environment Agency.
9.5.6 The route past Lockengate would result in farm severance and further investigation of local access issues would be required.
EDG0717-R003 St Austell Link to A30 OAR 61 January 2017
9.6 Bugle Goonbarrow Alternative (lower speed/ spec)
Figure 9.6.1
EDG0717-R003 St Austell Link to A30 OAR 62 January 2017
9.6.1 An alternative lower specification and design speed option was developed on the Bugle Goonbarrow alignment to reduce earthworks costs, and avoid demolition of properties on Roche Road currently under construction.
9.6.2 This alignment differs from that described in section 9.5 above in that as the route descends from the pit area at a greater gradient, which reduces the earthworks and links with the Roche Road by the provision of two at grade roundabout junctions as illustrated in Figure 9.6 below
Figure 9.6.2 – Goonbarrow Alternative in vicinity of Roche Road
9.6.3 This arrangement avoids the properties under construction and also reduces the extent and height of the embankment adjacent to existing properties in vicinity.
9.6.4 Having passed through Bilberry the lower specification option then re-joins and utilises the existing A391 crossing the flood plain area, to a new roundabout junction and short length of new road that passes to the west of Lockengate, re- joining the main A391 just south of Innis downs.
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10 REASSESSMENT OF ROAD OPTIONS – AUTUMN 2016
10.1.1 Rather than repeat the previous bespoke WebTag style assessment on the further options, it was decided to reassess all road options outlined below in a 2 step sifting process.
1. Bugle Option 1 – 2003 Preferred Route Option
2. Bugle Option 2
3. Roche Option 1
4. Roche Option 2
5. Roche Option 3
6. Roche Option 4
7. Roche Option 5
8. Central Route – Imerys Option
9. Wheal Henry Route
10. Mineral Tramway
11. Roche 2 (amended)
12. Roche Alternative
13. Bugle Goonbarrow
14. Bugle Goonbarrow Alternative (lower speed/ spec)
10.2 Revised Comparative Cost Estimate
10.2.1 The comparative scheme costs for the new and amended routes were undertaken in September 2016. This exercise also updated some of the previous cost estimates as shown in table 10.1 below. As before this comparative cost estimate exercise was undertaken excluding the value of land and utility protection and diversion costs. Further details are included in Appendix J.
Option 1 2 2 Alt Bugle Name Bugle Mineral Tramway Roche low cost option Goonbarrow Goonbarrow Wheal Henry Bugle Option Bugle Option Roche Option
Cost £M £81.7 £89.3 £56.3 £39.4 £40.5 £41.4 £39.3 £33.3 Table 10.1 Comparative Scheme Costs (September 2016)
10.3 Assessment of Options against Scheme Objectives
10.3.1 Table 10.2 shows a high level assessment of each of the options against the scheme objectives. This exercise is intended to feed into a first sift of the options to assist in determining those suitable for further study/development.
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TABLE 10.2 - Potential delivery of objectives by options identified – St Austell to A30 Link Road
Option 1 2 3 4 5 6 7 8 9 10 11 12 13 14
✔✔✔: Objective highly achievable Bugle – ✔✔: Objective partially achievable Bugle Bugle Roche Roche Roche Roche Roche Central Route – Wheal Henry Mineral Roche2 Roche Bugle - Goonbarrow ✔: Objective slightly achievable Option 1 Option 2 Option1 Option 2 Option 3 Option 4 Option 5 Imerys Option Route Tramway (amended) Alternative Goonbarrow Alt (low spec) X : Objective unachievable Regional Policy Objectives Future Economy ✔ ✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔ ✔ ✔ ✔✔ ✔ ✔ ✔ Growth for Business ✔✔ ✔✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔ ✔✔ ✔✔ ✔✔ ✔ Conditions for Growth ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔ ✔✔✔ ✔✔ ✔✔✔ ✔✔ Cornwall Wide Objectives Supporting economic prosperity ✔✔ ✔✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔ ✔✔ ✔✔ ✔✔ ✔✔ Supporting community safety and ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ ✔ ✔ ✔✔✔ ✔✔✔ ✔✔ ✔ ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ individual wellbeing Cornwall Connectivity ✔✔ ✔✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔ ✔✔ ✔ ✔✔ ✔✔ Provision of infrastructure to enable development to benefit the local ✔✔ ✔✔ ✔✔✔ ✔✔✔ X X ✔✔ ✔✔ ✔✔ X ✔✔✔ ✔ ✔✔ ✔✔ community Meeting of local needs to improve quality ✔✔ ✔✔ ✔✔ ✔✔ X X ✔✔ ✔✔ ✔ X ✔✔ ✔ ✔✔ ✔✔ of life and reduce social exclusion Local Policy Objectives Support the regeneration of the local ✔✔ ✔✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔✔ economy and the town centre
Enable the delivery of community infrastructure including new community facilities and in particular addressing ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ X X ✔✔✔ ✔✔ ✔✔ X ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ transport congestion issues and links to the A30
Enable the delivery of community infrastructure including new community ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ X X ✔✔✔ ✔✔ ✔✔ X ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ facilities, green space and key transport links to reduce the impact on communities Scheme Objectives Reduce journey times between St Austell ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ ✔ ✔ ✔✔ ✔✔ ✔✔ ✔ ✔✔✔ X ✔✔✔ ✔✔ and the A30 Improve Journey reliability between St ✔✔✔ ✔✔✔ ✔✔✔ ✔✔✔ X X ✔✔ ✔✔✔ ✔✔ X ✔✔✔ ✔ ✔✔✔ ✔✔ Austell and the A30 Reduce the impact of traffic congestion on ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ X X ✔✔ ✔✔✔ ✔ X ✔✔✔ X ✔✔✔ ✔✔ local communities and businesses Improve the safety of road users, ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ X X ✔✔ ✔✔ ✔✔ X ✔✔✔ ✔ ✔✔✔ ✔✔ pedestrians and cyclists To support wider economic impacts and make St Austell a more attractive place for ✔✔✔ ✔✔ ✔✔✔ ✔✔✔ X X ✔✔ ✔✔✔ ✔✔ X ✔✔✔ X ✔✔✔ ✔✔ businesses to invest in while enabling the delivery of development sites.
EDG0717-R003 St Austell Link to A30 OAR 65 January 2017
10.3.2 The initial high level appraisal of the schemes against the objectives indicates that Options 5 (Roche Option 3), 6 (Roche Option 4), 10 (Mineral Tramway) and 12 (Roche Alternative) would not fully or partially meet the objectives of this particular scheme for the following reasons:
• Roche Option 3 Only provides a partial link to north-west of Roche that would link to existing roads of variable standard to provide an alternative route for HGV’s to avoid Roche. This would have limited benefit and does not meet the wider objectives of providing a high quality route to unlock potential for growth in St Austell and surrounding area. This option is considered further as a potential supporting link (Harmony Road Link) in combination with the Bugle bypass options
• Roche Option 4 Similar to Roche Option 3, this would only improve approximately half the route and link to existing roads of variable standard and provide a somewhat circuitous route to St Austell
• Roche Alternative Essentially a combination of Roche Options 3 and 4 above, this would provide a circuitous route utilising existing roads of variable standard. Does not meet the objectives for a link road providing improved connectivity to St Austell and surrounding area.
• Mineral Tramway Route that follows historic alignment of freight railway along section immediately adjacent to the Bugle village centre is of insufficient width and in close proximity to properties, and reconnects to A391 within built up area. The section to the south of village involves poor alignment and crosses area of high risk ground conditions.
10.3.3 The remaining options have been progressed to this second sifting stage, having either partially or fully met each of the scheme objectives. In addition the following supporting links and improvements are to be considered alongside the main route options.
10.3.4 This sifting stage is intended to examine the above options further through the five ‘cases’ set out in DfT guidance on The Transport Business Case.
10.3.5 Early Assessment and Sifting Tool (EAST) forms have been used as a tool to assess each of the remaining options against the five ‘cases’. The completed EAST forms can be found in Appendix K of this report.
10.3.6 At this sifting stage, the EAST has been used to identify any option which:
• Does not meet the scheme objectives to an acceptable level, or comply with existing local/regional/national strategies or policies; and/or • Is unlikely to pass key viability and acceptability criteria (e.g. in relation to deliverability, affordability or acceptability to stakeholders).
10.3.7 Taking into account the above criteria, and the supporting EAST forms, the following options have been discarded at this stage:
• Bugle Option 1 – 2003 Preferred Route Option Due to direct impact on a number of proposed sites of special scientific interest (SSSI) about to be designated by Natural England
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• Bugle Option 2 Discarded on grounds of cost and deliverability, and proximity to SSSI’s
• Roche Option 1 Superseded by Roche 2, a cheaper and more deliverable parallel route that meets the same level of objectives
• Roche Option 5 Longer and more expensive route, crossing an area of former and operational Clay pits with increased risks of ground conditions. This route from Stenalees to Victoria is effectively superseded by Roche 2
• Central Route – Imerys Option Discarded on grounds of cost and deliverability due to large volumes of earthworks, concerns over ground conditions, gradients, and historic environment impacts
• Wheal Henry Route Indirect route utilises substandard section of existing road, exceptional high ground risks associated with mica infill pit, 2 rail bridge crossings (branch and goods lines). Also impacts on Imerys operational areas and flood plain with multiple water crossings on soft alluvium. Severance of multiple side roads and property accesses.
10.3.8 The following options remain for consideration and are therefore recommended to be progressed for further study, having either met each of the scheme objectives to an acceptable level, complied with strategy and policy, and passed key viability and acceptability criteria:
1. Bugle - Goonbarrow Option 1 - Alignment to west of Bugle, skirting the Goonbarrow pit and bypassing Lockengate, based on continuous 60mph design speed with extensive embankments and limited junctions;
2. Bugle – Goonbarrow Alternative Option 1a - Alternative, lower cost alignment to west of Bugle that avoids new housing development on Roche Road and utilises greater length of existing A391 between Lockengate and Bugle, based on 60mph design speed but with additional junctions;
3. Roche Option 2 - Alignment to west of Roche, based on 60mph design speed, utilising improved section of the existing B3254 south of Trezaise;
Supporting Links/ improvements
10.3.9 Feedback from the public consultation and further consideration of the initial traffic modelling outputs identified the need to consider further measures and supporting links that would complement the main route options.
10.3.10 The following supporting links and improvements are to be developed further alongside the main route options:
4. Roche to Trekenning Online improvements – minor realignments and widening over selected sections of C road, Roche to Trekenning Roundabout to be implemented as part of Roche Option 2;
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5. Penwithick Link, 50kph design standard, distributor type road link that would potentially be implemented alongside the Roche Option 2;
6. Harmony Road Link- northern section of Roche Option 2 between Harmony Road and old A30, potentially alongside the Bugle Goonbarrow Options to remove heavy through traffic from centre of Roche.
10.3.11 The Penwithick Link and Harmony Road Link are sections of route options previously considered (southern section of Bugle 2 and northern section of Roche 2 respectively) that have potential to complement the main remaining route options. The Roche to Trekenning minor improvements are proposed as an element of the Roche 2 Option to facilitate the rerouted traffic that would use this road from Newquay to St Austell
10.3.12 Furthermore, in response to the public consultation raising issues with high volumes of heavy traffic through St Dennis and Treviscoe the Project team were tasked with investigating the potential for a new road from Parkandillick to the recently built CERC Access Road via a new bridge over the freight railway. This would provide an alternative route for lorries that currently pass through this area on their way to the A30 at Highgate Hill.
EDG0717-R003 St Austell Link to A30 OAR 68 January 2017
11 SUMMARY AND CONCLUSION
11.1.1 This Options Appraisal Report (OAR) has assessed potential options to improve connectivity to Cornwall largest town. A high level assessment of interventions available concluded that a strategic road improvement linking St Austell with the A30 would meet the overarching objectives.
11.1.2 For each Road Option a ‘high level’ engineering and transport appraisal has been undertaken identifying the benefits, constraints, risks, opportunities and costs of each scheme.
11.1.3 Initial assessment work identified the two best performing routes to take forward for further development and consultation as
• Bugle 1 (safeguarded route from 2003/04 Study) • Roche 2
11.1.4 Extensive public consultation undertaken in summer 2016 highlighted that Natural England were about to designate a further 6 Sites of Special Scientific Interest (SSSI’s) across the mid Cornwall moors that essentially meant the route to east of Bugle would have unacceptable level of environmental impact and hence would be unviable to take forward.
11.1.5 Therefore the Project team undertook a review of further route options in vicinity of Bugle, identified in part from feedback received from landowners and stakeholders during the consultation process.
11.1.6 Of the 5 further options around Bugle that were considered, 2 routes to the west skirting the former Goonbarrow Clay pit and re-joining the A391 as it heads north towards A30 Innis Downs Junction were considered viable for more detailed assessment.
11.1.7 At this stage, the Project team also investigated an improved design for the route to the west of Roche that superseded previous Roche options. In total, 14 route alignment options were reassessed using a two stage sifting process as follows:
• Sift 1 assessed the options against the scheme objectives, ensuring all scheme objectives are met to some degree. • Sift 2 is more detailed and determines whether the options meet the scheme objectives to an acceptable level, comply with existing local/regional/national strategies or policies, and/or pass key viability and acceptability criteria (e.g. in relation to deliverability, affordability or acceptability to stakeholders).
11.1.8 In addition, a number of supporting links and complementary measures were identified for further consideration.
11.1.9 Figure 11.1 summarises the fourteen options assessed, and the results of the sifting process whereby green indicates acceptability for the next sifting round, red indicates that the option has not passed the acceptability criteria, and amber indicates that the option has passed the acceptability criteria to a level that may warrant further study/investigation.
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Figure 11.1 – Options Assessment Summary
Option 1 Option 1 Do Nothing Bugle Option 1 – Bugle Option 1 – 2003 Preferred Route 2003 Preferred Route
Rail Option 2 Option 2 Improvements Bugle Option 2 Bugle Option 2 Option 1 EARLY 2016 EARLY FIRST SIFT FIRST Option 3 Bugle Option 1 –
– Option 3 Bus service – 2003 Preferred Route Improvements Roche Option 1 Roche Option 1
Option 2 Option 4 Option 4 Bugle Option 2 HIGHINTERVENTIONS LEVEL Road Roche Option 2 Roche Option 2 Improvements Option 3 Option 5 Option 5 SIFT SECOND – Roche Option 1 Roche Option 3 Roche Option 3 Option 11 Option 4 Roche 2 (amended) Option 6 Option 6 Roche Option 4 Roche Option 2 Roche Option 4 Option 13 Bugle Goonbarrow Option 7 Option 7 Option 7 Roche Option 5 Roche Option 5 Roche Option 5 Option 14
ORIGINAL ROAD OPTIONS ASSESSED ASSESSED OPTIONS ROAD ORIGINAL Bugle Goonbarrow Option 8 Option 8 Option 8 Alternative - low spec Central Imerys Central Imerys Central Imerys Option Option Option
Option 9 Option 9 Wheal Henry Wheal Henry Supporting Links
Option 10 Option 11 1. Roche to Mineral Tramway Roche 2 (amended) Trekenning Online improvements Option 11 Option 13 2. Penwithick Link 3. Harmony Road Roche 2 (amended) Bugle Goonbarrow REPORT ASSESSMENT OPTION PREFERRED FOR FORWARD TAKE Link POLICYCOMPLIANCE, VIABILITY ACCEPTABILITYand 4. Parkandillick Link Option 12 Option 14 Roche Alternative Bugle Goonbarrow Alternative - low spec Option 13 Bugle Goonbarrow REASSESSMENT ROUTE OFALL OPTIONSFOLLOWING SUMMER 2016 CONSULTATION
Option 14 Bugle Goonbarrow Alternative - low spec
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11.1.10 In conclusion, three route options were recommended to be taken forward for further study and development. These route options comprise:
1. Bugle - Goonbarrow Option 1 - Alignment to west of Bugle, skirting the Goonbarrow pit and bypassing Lockengate;
2. Bugle – Goonbarrow Alternative Option 1a - Alternative, lower cost alignment to west of Bugle;
3. Roche Option 2 - Alignment to west of Roche;
11.1.11 In addition the following supporting links and improvements are to be considered alongside the main route options:
4. Roche to Trekenning Online improvements – minor realignments and widening over selected sections of C road, Roche to Trekenning;
5. Penwithick Link, distributor type road link that would potentially be implemented alongside the Roche Option 2;
6. Harmony Road Link- northern section of Roche Option 2;
7. Parkandillick Link – potential freight link via a new bridge over the freight railway
11.2 Next Steps
11.2.1 These options and supporting measures were taken forward for further assessment in order to identify the preferred route. This work is detailed in the Preferred Option Appraisal Report (POAR)
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Appendix E
RESIDENTS’ NEWSLETTER (NOVEMBER 2017)
A30 to St Austell Link Road Newsletter: No. 1 November 2016
This newsletter gives you an update on progress with the proposed A30 to St Austell Link Road since the public consultation during May and June 2016. Over 1200 people attended the exhibitions and more than a 800 responses were given - thank you to those who took part. The Project team also met with major landowners and representatives of Environmental statutory bodies, such as Natural England and the Environment Agency. This process and subsequent technical investigations You can find an illustrative plan and description of have highlighted that the route we were looking at to the revised route options with supporting links and the east of Bugle would no longer be acceptable due measures being considered for Bugle and Roche in to new environmental designations (mid-Cornwall the centre pages. These ‘Package options’ will go Sites of Special Scientific Interest) and increased through a final appraisal to inform the preferred route engineering costs. Therefore an alternative route to recommendation. the west of Bugle via the former Goonbarrow clay Please note that no formal decision has been taken. pit is being considered with further design work and Further ongoing work is required to enable the Project environmental investigations now underway. We are team to make a preferred route recommendation. also looking at some amendments to the Roche route Cornwall Council would then consider the to reduce earthworks and total costs. recommendation before making a submission for Feedback from the consultation showed that there funding from the Department for Transport (DfT) in was a strong desire to remove as much lorry traffic as March 2017. A decision on DfT funding and the formal possible from St Dennis and other Clay villages. To aim planning process, including consultation would follow to achieve this, a new road link from Parkandillick to in 2017/18. It is hoped that construction would start in the Cornwall Energy Recovery Centre (CERC) haul road late 2019, with the scheme opening in 2022. is under consideration (see back page for details).
www.cornwall.gov.uk/a30tostaustell
Option A – Roche Route with Penwithick Link
Key: Roche Route
Penwithick Link
© Crown copyright and database rights 2016 Ordnance Survey 100049047
A 5.9 km single carriageway to the west of Roche designed to 60mph In addition to the new roads, standard linking to the old A30 west of Victoria. This route is broadly each package option includes similar to that previously consulted on, but to reduce costs the latest complementary traffic management proposal utilises part of the existing B3274 south of Trezaise. measures in Bugle, Roche and Stenalees to prevent through traffic In addition the Roche route package option includes a potential new and enhance the village centres. road bypassing Penwithick linking B3374 (Penwithick Road) to the A391 at Carluddon. This road would be intended for local traffic with These measures include HGV a design speed of 40mph. restrictions, widening footways and providing on street parking Please note: these plans are illustrative and the route alignments bays, traffic calming and speed limit shown are indicative only. The alignments are not yet fixed but reductions to create a low speed more detailed plans are available online environment in village centres. It will also be necessary to downgrade and restrict traffic on the current A391 through Bugle and Stenalees.
Option B – Bugle Route with Harmony Road Link
Key: Bugle Route
Harmony Rd Link
© Crown copyright and database rights 2016 Ordnance Survey 100049047
A 4.3 km single carriageway to the west of Bugle designed to 60mph standard utilising the haul road through the Goonbarrow former clay pit and bypassing Lockengate to the west prior to finally re-joining the existing A391 to provide a high quality route to Innis Downs junction on the A30. This route includes a new rail crossing of the Newquay branchline and bridge over the Roche Road connecting Bugle and Roche In addition the Bugle route package includes a new link road skirting the north west of Roche between Harmony Road and the old A30. Alongside some minor improvements to local roads this would provide an alternative route for lorries that currently travel through Roche to the A30 Please note: these plans are illustrative and the route alignments shown are indicative only. The alignments are not yet fixed but more detailed plans are available online
Parkandillick Link
CERC CERC Access Road
Haul Road Parkandillick Link Key: Haul/Access Road Parkandillick Link (proposed)
© Crown copyright and database rights 2016 Ordnance Survey 100049047
Around 200 heavy vehicles a day pass through Treviscoe and St Dennis - up to 17% of all the traffic - which causes delays on narrow roads, difficulties for pedestrians trying to cross, noise and vibration for residents and regular problems with the low bridge in Little Treviscoe. To address these issues the Project team are investigating the potential for a new road from Parkandillick to the recently built CERC Access Road via a new bridge over the freight railway. This would provide an alternative route for lorries that currently pass through this area on their way to the A30 at Highgate Hill. Further work is required on the design alignment and how this road would be managed before any decision is taken on progressing with this scheme.
At the moment only the development of the initial Alternatively you can contact the Project team: investigation work is funded. Detailed design, A30 to St Austell Team Planning and Construction of the link road will require c/o Engineering Design Group, funding from the Central Government. Following the submission of the Outline Business Case to Western Group Centre, Government in March 2017 we anticipate a further Radnor Road, round of public consultation on the details of the Scorrier, preferred route and supporting measures (including TR16 5EH traffic calming in the village centres) as part of the Telephone: 01872 327281 formal Planning process later in 2017/18. Email: [email protected] More detailed plans showing the design options and latest news on the scheme are available online at www.cornwall.gov.uk/a30tostaustell
If you would like this information in another format or language please contact: Cornwall Council, County Hall, Treyew Road, Truro TR1 3AY Telephone: 0300 1234 100 Email: [email protected] www.cornwall.gov.uk
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