NEWQUAY CORNWALL AIRPORT MASTERPLAN, … · Newquay Cornwall Airport Masterplan, Sustainability Appraisal Report 287301A-PTE Prepared for Cornwall Airport Limited For Cornwall Development

November 2014

NEWQUAY CORNWALL AIRPORT

MASTERPLAN, SUSTAINABILITY

APPRAISAL REPORT

Cornwall Airport Limited

287301A-PTE 4.1

Newquay Cornwall Airport Masterplan, Sustainability

Appraisal Report

287301A-PTE

Prepared for Cornwall Airport Limited

For

Cornwall Development Company Pydar House Pydar Street

Truro TR1 1EA

Prepared by Parsons Brinckerhoff11 High Cross

Truro TR1 2AJ

www.pbworld.com

Report Title : Newquay Cornwall Airport Masterplan,

Sustainability Appraisal Report Report Status : Final Draft for Consultation Job No : 287301A-PTE 4.1 Date : November 2014

DOCUMENT HISTORY AND STATUS

Document control

Prepared by Ursula Stevenson Checked by (technical)

Approved by Marcus Wood Checked by (quality assurance)

Revision details

Version Date Pages affected Comments

1.0 27/10/74 Internal Review

2.0 28/10/74 CDC Comments

3.0 27/11/14

Newquay Cornwall Airport Masterplan, Sustainability Appraisal Report

387301A-PTE Prepared by Parsons Brinckerhoff November 2014 for Cornwall Airport Limited - 1 -

CONTENTS Page

List of Abbreviations 3

Non Technical Summary 5

1 Introduction 11 1.1 Newquay Cornwall Airport Masterplan Update 11 1.2 NQY Development Context 11 1.3 Sustainability Appraisal 11 1.4 Purpose of Report 12

2 Sustainability Appraisal Process 13 2.1 Introduction 13 2.2 SA Process 13 2.3 SA Scoping 13 2.4 Scoping Consultation 14 2.1 Developing Alternatives and Assessing Effects 15 2.2 Preparation of the Environmental Report & Consultation 17 2.3 Implementation and Monitoring 17

3 Baseline and SEA Objectives 19 3.1 Introduction 19 3.2 Summary of Baseline 19 3.3 Sustainability Constraints 20 3.4 Sustainability Objectives and Appraisal Criteria 23

4 Assessment of Options and the Proposed Masterplan 27 4.1 Introduction 27 4.2 Initial Terminal Zone Selection 29 4.3 Selection of a Preferred Option 34 4.4 SA of the Proposed Masterplan 35 4.5 Cumulative Effects 41

5 Mitigation and Monitoring Framework 43

APPENDICES Appendix A – Consultation Response from Scoping Appendix B – Sustainability Mapping Appendix C – Sustainability Appraisal Matrices Appendix D – Air Quality Assessment



LIST OF ABBREVIATIONS

List of Abbreviations AD Anaerobic Digestion AGLV Area of Great Landscape Value AFSS Airport Fire Service Station AONB Area of Outstanding Natural Beauty AQMA Air Quality Management Area AQS Air Quality Strategy ASAS Airport Surface Access Strategy ATC Air Traffic Control BAP Biodiversity Action Plan CAL Cornwall Airport Limited CC Cornwall Council CDC Cornwall Development Company CO2 Carbon Dioxide DZ1 Development Zone 1 DZ2 Development Zone 2 DZ3 Development Zone 3 EA Environment Agency EH English Heritage EIA Environmental Impact Assessment EZ Enterprise Zone FRA Flood Risk Assessment ha Hectare HAS Hardened Aircraft Shelter HES Historic Environment Service (Cornwall) HLC Historic Landscape Character LDO Local Development Order mppa Million passengers per annum NE Natural England NGA Newquay Growth Area (Nansledan) NO2 Nitrogen Dioxide NOx Oxides of Nitrogen NQY Newquay Cornwall Airport NSR Newquay Strategic Route ODPM Office of the Deputy Prime Minister PB Parsons Brinckerhoff PM10 Particulate Matter with diameter less than 10microns ppa/ pa Passengers per annum/ per annum SA Sustainability Appraisal SAR Southern Access Road SEA Strategic Environmental Assessment sqm Square meters STW Sewage Treatment Works SUDS Sustainable Drainage System WFD Water Framework Directive





NON TECHNICAL SUMMARY

Overview The Masterplan for Newquay Cornwall Airport (NQY) is being updated to reflect a reduced passenger forecast, in addition to a number of new economic opportunities. A Sustainability Appraisal (SA) has been undertaken for the NQY Masterplan, so that environmental and social aspects are taken into account during its development and to ensure the supporting evidence base is robust to enable the completed Masterplan to be afforded sufficient weight in supporting developments at NQY. This report sets out the results of the SA. The Sustainability Appraisal is undertaken through a number of steps:

A previous ‘scoping stage’ was undertaken which set out the method to be used for the sustainability appraisal, related plans and the baseline environmental, social and economic conditions. A Scoping Report was produced and issued to key consultees, such as statutory environmental bodies.

The baseline conditions were reviewed to determine key constraints and opportunities for Masterplan development. The baseline was used develop a set of criteria against which the Masterplan was assessed.

Potential locations for a terminal were assessed using these SA criteria. The development zones were also assessed individually throughout the masterplanning process. The assessment determined whether there were any likely positive or negative effects on sustainability.

Where possible, the planning of the development zones avoids negative effects and maximises positive effects. Where this is not possible in the Masterplan, further mitigation and enhancements have been proposed, in addition to a method for monitoring these effects.

NQY Masterplan – Assessment Zones



Baseline There are a number of villages, hamlets and isolated dwellings located in close proximity to NQY. Newquay is the largest settlement in the area. Newquay and surrounding parishes perform poorly on the selected health and wellbeing indicators, both relative to the rest of Cornwall, and when compared to the UK as a whole. There are less people who are economically active, and they are in lower skilled or part time jobs. Tourism is an important part of the local economy and relies on Newquay’s coastal environment. It is planned that Newquay will be the recipient of significant growth and investment over the next 15 years. Nansledan is an urban extension to the east of Newquay and is planned to provide up to 3,750 homes as well as other uses. The designation of the Enterprise Zone at NQY and associated developments is expected to provide up to 5,000 jobs for the local area. Considerations for the Masterplan comprise maximising future potential for commercial uses at NQY, while minimising sources of disturbance for local communities. NQY is located on a high plateau surrounded by agricultural countryside and the coast to the west. It has an important military heritage due to the airfield’s association with key political events in the twentieth century (Second World War and the Cold War). This is still evident in many of the buildings and character of the Airport. There is also a high potential for buried archaeology in some areas. The Masterplan design considers landscape and historic character. Although the habitats at the Airport are managed for aircraft and risk of bird strike, there are areas of



wet woodland and grassland that are important for biodiversity. Many species of bats (some rare) use the Airport for roosting and feeding, as well as dormouse, otters, badgers and reptiles. The Masterplan design considers nature conservation as well as enhancement for biodiversity. There are several small streams that rise within the Masterplan boundary. NQY is not at risk of flooding, although flood risk areas downstream will need to be considered. There is limited foul drainage provision at the Airport, mainly on the northern side. Protection of water resources and provision of services is important for the Masterplan. Access to NQY by public transport or cycling is also very limited and the Masterplan considers how this could be improved. NQY is also aiming to reduce its carbon footprint, through both reducing energy use and use of renewable sources such as the Kernow Solar Farm. Energy is also consumed through use of new building materials and re-use, recycling and generation of waste, these issues are also considered in the SA.

Views from the south of Masterplan area, looking towards DZ1, wooded valley and Nimrod Hangar

Assessment The current terminal is located on the north side of the Airport. The previous Masterplan (2008) proposed moving the terminal to the south side to Development Zone 3. The first stage of the current Masterplan was to determine the preferred location for the terminal. A number of options were assessed in the north and south of the Airport. The northern options were likely to have a less negative impact on biodiversity, although a greater impact on existing communities. The southern options provided better transport links and opportunities for economic growth. A number of other factors also influenced terminal location including passenger forecasts, the condition and capacity of the existing terminal building. The assessment determined that the existing terminal will remain in its current location. When passenger numbers reach 600,000 pa (currently predicted for 2030) a new terminal would be required and Development Zone 3 is safeguarded for this use in the Masterplan. The proposed framework for development in each of the Airport’s development zones was assessed and the following effects were predicted for the Masterplan overall:



SA Topic Overview of Effects

Communities and Health

In the medium-term, there is potential disturbance (noise, traffic, lighting) to north-side communities as terminal will remain in its current location. In the long-term the terminal will be located to the south.

Development of the Business Park may introduce additional sources of minor disturbance to the isolated hamlets and residences to the south of the Airport.

Development of the Business Park and eventually, Development Zone 3 provides the opportunity for linkages with communities at Newquay and Nansledan, in terms of provision of jobs and facilities such as retail and transport linkages.

Economy There are long-term regional benefits through continued passenger service for tourism and business community.

There are positive effects on the local economy through the provision of long-term development space and opportunities in the Aerohub Enterprise Zone.

Landscape and Historic Environment

The Masterplan avoids indirect adverse effects on nearby designated sites. Local landscape features are largely protected through design, included

wooded valley in the south, and enhanced by proposed planting on the north-side. Sections of hedgerow will be lost for access in the Business Park.

The Masterplan avoids affecting many of the Airport’s historic buildings and their settings, however, some historic buildings and associated character will be lost.

Although many areas where there is high potential of encountering archaeology have been avoided, some of these areas would be developed.

Biodiversity A number of areas of high ecological value have been retained by the Masterplan.

A couple of small areas of scrub/ grassland will be lost. Areas within Development Zone 1 and the Northern Loop have been set

aside to create new areas for biodiversity. Other enhancements are linked to existing areas of biodiversity.

Water A Surface Water Management Strategy has been produced to ensure there is no increased flood risk downstream from the Airport.

A new pumping station will be built at the Business Park to pump sewage to a connection at St Columb Minor.

Traffic & Transport

An Airport Surface Access Strategy has been prepared which sets out a number of actions and targets to improve transport. However, as the terminal will remain on the north side, there is limited opportunity to improve northern access via Ball Lane.

Improved access to the south side includes a bus loop, additional car parking and cycle parking.

Air Quality, Energy Use and Greenhouse Gas Emissions

There are unlikely to be any effects on local air quality from the Masterplan. In the long-term, there are several opportunities to improve energy efficiency

in existing and proposed buildings. The Solar Farm currently provides the Airport with renewable energy and

there is the opportunity to incorporate use of biomass and anaerobic digestion into development.

Materials and Waste

There are negative effects associated with new buildings due to raw materials used and waste generated during construction.

A number of buildings, structures and materials would be re-used, reducing waste and minimising use of raw materials.



Land Use and Quality

The use of previously developed land in a number of zones, minimises the requirement for greenfield land-take.

There are some areas of proposed greenfield land take including the Business Park and Development Zone 3.

No effects associated with sources of potential contamination were identified.

Cumulative Effects

There are cumulative positive effects on the south side of the Airport, in relation to greater connectivity and economic growth with proposed new communities at Newquay.

There are potential negative cumulative effects from additional housing in the proposed Local Plan on landscape. flood risk, and disturbance on the north-side. However, this will depend on location and design of these sites.

Mitigation and Monitoring A number of mitigation measures have been proposed to prevent, reduce or offset any significant adverse effects on the environment of implementing the Masterplan. Enhancement measures have also been proposed to maximise the benefits of predicted positive effects. In addition, indicators have been proposed to monitor potential negative and positive effects. Monitoring helps to ensure that any problems which arise during construction and operation of schemes, whether or not they are foreseen are addressed.



1 INTRODUCTION

1.1 Newquay Cornwall Airport Masterplan Update

1.1.1 Newquay Cornwall Airport (NQY) is owned and financially supported by Cornwall Council (CC). It is operated by Cornwall Airport Limited (CAL), a company owned by CC. Cornwall Development Company (CDC) is another CC controlled company which is commissioned to deliver the Enterprise Zone by Cornwall and Isles of Scilly Local Enterprise Partnership and the NQY Infrastructure and Business Development Project, which is funded by the European Regional Development Fund.

1.1.2 The current Masterplan was developed in 2008 and approved by CC in June 2009. However, the global economic downturn has had a significant effect on aviation and has fundamentally changed the environment in which airports operate. As a result the Airport Masterplan now needs to reflect a more realistic passenger forecast, but also a number of economic opportunities. CDC has commissioned a multi-disciplinary team led by HLM Architects to undertake an update of the Airport’s Masterplan.

1.2 NQY Development Context

1.2.1 Enterprise Zone (EZ) status for ‘Aerohub Enterprise Zone @ Newquay Cornwall Airport’ was granted in August 2011 and is supported by two Local Development Orders (LDOs) which simplify planning procedures. The EZ benefits area extends to 263Ha (650 acres) in three airport development zones and a major business park (Figure 1.1). The vision for the airport is:

“The creation of a safe, secure and efficient, commercially successful regional airport at the centre of an aerospace cluster of aviation related and associated activities, which acts as a key driver of the whole Cornish economy and a strategic employment area designed to the best sustainable development principles, offering a model for other regional airports to aspire to.”

1.2.2 The operational airport also has an established lawful use as a civilian airport approved through the Certificate of Lawfulness of Proposed Use or Development Application 07/00217 determined on 10th August 2007 by the then Restormel Borough Council. The lawful use has established that there are no planning restrictions on the use of the airport, for example: opening times, capacity of use, noise generation, etc. This is the benchmark for use operations at the airport that can occur without the need for planning permission.

1.3 Sustainability Appraisal

1.3.1 Sustainability Appraisal (SA) is an appraisal of the economic, social and environmental sustainability of a plan or project. It ensures that these aspects are considered in the decision-making process.

1.3.2 This Sustainability Appraisal is based on the following legislation and best practice:

Directive 2001/42/EC on the Assessment of the Effects of Certain Plans and Programmes on the Environment (known as the SEA Directive) and its implementation in England through the Environmental Assessment of Plans and Programmes Regulations (SI 2004/1633).



The Government‘s ‘Practical Guide to the SEA Directive’ (Office of the Deputy Prime Minister (ODPM), 2005)1, referred to as the ‘Practical Guide’.

The Government’s Guide to Sustainability Appraisal (ODPM, 2005)2.

1.3.3 This Government Guidance recommends that the requirements of Strategic Environmental Assessment (SEA) are integrated with the SA process3. Where this document refers to SA, it is implicit that SEA is incorporated into the appraisal.

1.4 Purpose of Report

1.4.1 This report sets out the results of the Sustainability Appraisal as undertaken according to the Regulations and best practise above:

It sets out the methodology used for the SA, reviews the work undertaken to date and provides feedback from the initial (scoping) consultation (Section 2).

It summarises the baseline review undertaken during the first Scoping Phase and presents the SA Objectives that will be used for the assessment (Section 3).

It presents the options considered for the Masterplan and assesses the likely positive and negative significant effects (Section 4).

It provides a framework for avoiding, reducing or offsetting negative effects and enhancing positive effects and monitoring these effects (Section 5).

Figure 1.1 Aerohub Enterprise Zone

1 ODPM, Scottish Executive, Welsh Assembly Government and Department of the Environment in Northern Ireland, 2005. A Practical Guide to the Strategic Environmental Assessment Directive. ODPM, London. 2 ODPM, 2005, Sustainability Appraisal of Regional Spatial Strategies and Local Development Documents. ODPM, London. 3 Under Section 39(2) of the Planning and Compulsory Purchase Act 2004, sustainability appraisal is mandatory for Development Plan Documents. Although the Masterplan is not classified as a DPD under the legislation, the same principals are being applied.


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2 SUSTAINABILITY APPRAISAL PROCESS

2.1 Introduction

2.1.1 SA/SEA is an iterative process of gathering data and evidence, assessment of environmental effects, developing mitigation measures and making recommendations to refine plans or programmes in view of the predicted environmental effects.

2.2 SA Process

2.2.1 The stages of the SA/SEA appraisal process as recommended by the ‘Practical Guide’ are summarised below in relation to the project.

Table 2.1 Overview of the SA Process SA/SEA Stage NQY Masterplan SA

Stage A: Setting the context and objectives, establishing the baseline and deciding the scope

A Scoping Report was issued to consultees (Airport Environment Steering Group) in May 2014. It sets out existing environmental conditions, identifies trends over the plan period (to 2030) and identifies key sustainability constraints and opportunities. It also sets out the SA objectives which will be used to assess the Masterplan. A summary is presented in Section 3.

Stage B: Developing and refining alternatives and assessing effects

The decision-making process for the Masterplan comprises consideration of the economic, technical, transportation, community and environmental aspects of a number of options. Section 4 appraises Masterplan options against the sustainability criteria and identifies the likely positive and negative effects. Mitigation is identified for significant effects in Section 5.

Stage C: Preparing the SA Report

Section 4 of this SA Report will set out the results of the SA of the Masterplan options and describe the likely significant effects of the preferred option(s).

Stage D: Consulting on the draft plan or programme and the SA Report

The proposed Masterplan and SA Report will go to public consultation to seek the views of stakeholders (including the public). The Masterplan will be finalised following consultation. A statement will set out how feedback from consultation and the Sustainability Appraisal influenced the final Masterplan.

Stage E: Monitoring the significant effects of implementing the plan or programme on the environment

Monitoring of the predicted positive and negative significant effects will be undertaken as part of Masterplan development. Proposed indicators are set out in Section 5.

2.3 SA Scoping

2.3.1 In order to determine the scope of the SA, a number of activities were undertaken and these are described below.

2.3.2 A number of other plans and programmes were reviewed in order to establish the policy context for the Masterplan and how it is affected by national, regional and local development. These were presented in Appendix A of the scoping report and referred to where relevant throughout this document.



2.3.3 A large amount of baseline data was reviewed for the Masterplan. This comprised:

County-wide environmental studies and data provided by Cornwall Council;

Previous studies and information available for proposals for NQY, such as the previous SEA for the Masterplan4, economic studies supporting the Enterprise Zone and environmental studies for previous developments at the Airport.

Information on existing Airport infrastructure and operations.

2.3.4 Using the baseline information key constraints and opportunities were identified for the Airport. SA objectives and associated assessment criteria were then developed to provide a means by which the sustainability performance of the Masterplan can be appraised. Section 3 of this report sets out the proposed SA objectives and criteria.

2.4 Scoping Consultation

2.4.1 The Scoping Report was issued for consultation in May 2014. Appendix A sets out the consultees who responded to the consultation, issues raised and action taken. A summary is provided below.

Table 2.1. Summary of Issues Raised during Consultation

Consultee (AESG)

Summary of Response Action Taken

Natural England

Watergate and Lanherne Area of Great Landscape Value (AGLV) is located immediately north of the airport. Impacts upon this, the Cornwall Area of Outstanding Natural Beauty (AONB) and local landscape character are evaluated.

High level effects can be considered in the SA (see matrices in Appendix C). The SA also recommends that project level assessments are undertaken (Table 5.1).

Masterplan should identify opportunities to contribute to the improvement in the condition of local tributaries, including the Menalhyl and Porth Stream and support the proposed surface water drainage strategy.

This is included within the SA Report and Surface Water Drainage Strategy. The SA recommends that Water Framework Directive (WFD) Assessment is undertaken at project level if required (Table 5.1).

Masterplan needs to address the currently inadequate public transport and non-existent foot and bicycle links to the airport (see reference to air quality management and monitoring strategies in NE’s response to the Aviation Framework).

The Airport Surface Access Strategy looks at access by modes other than private car. A high level air quality assessment has been undertaken as part of the SA (Appendix D).

4 Entec, 2008, Newquay Cornwall Airport Draft Masterplan, Strategic Environmental Assessment, Environmental Report.



Table 2.1. Summary of Issues Raised during Consultation

Consultee (AESG)

Summary of Response Action Taken

NE supports the aim to increase roosting and foraging opportunities for bats on the site and to control light pollution in order to maintain dark corridors. Currently, the airport site has a fairly open landscape, and opportunities for biodiversity gain could be achieved by restoring hedge lines. We recommend that measures to enhance the biodiversity of the site are built in to the Masterplan proposals.

Noted – see assessment matrices (Appendix C) and lighting in mitigation (Table 5.1). Noted. BAP recommends filling hedge gaps and restoration of hedges added to Table 4.1 of BAP and 5.1 of SA. Proposals in BAP are included within SA report (see Section 5 mitigation and SA Matrices Appendix C).

Environment Kernow

Need to identify habitats that benefit from hedgerows and woodland and also to prioritise hedgerow value, to assist in decision making across the Masterplan area.

Habitats have now been graded with high to low value within the BAP to help inform Masterplan development.

English Heritage

Exercises to date concentrate on a 2km radius. Depending on what proposals for the site come forward, it may be possible that they have heritage impacts more than 2km away. It will be important to monitor and review SA indicators and criteria to ensure scope is relevant.

Noted. SA indicates locations where scale and height of buildings may have negative effect and recommends further appraisal. No other indirect effects (e.g. traffic have been identified)

Assessment criteria may be too narrow in the definition of effects of a visual nature and the setting and this can embrace broader relationship issues (see referenced guidance). If for example vehicular traffic increases, heritage assets such as village conservation areas some distance away may be affected through negative effects on rural nature or tranquillity.

Criteria have been re-worded in the SA to capture other aspects of ‘setting’ and include these in assessment.

2.1 Developing Alternatives and Assessing Effects

Stage 1

2.1.1 In Stage 1 of Masterplan development, a number of options were developed for the terminal location. These alternatives were assessed using a number of criteria including sustainability aspects.

2.1.2 A number of related studies were also undertaken in Stage 1 to guide Masterplan development:

A Biodiversity Action Plan (BAP) was developed in order to identify areas of high ecological value and areas which would benefit from enhancement



An Economic Assessment was undertaken to determine forecasted passenger growth.

A structural survey of the existing terminal building was undertaken to determine the design life and ensure existing value of this building was maximised.

An Airport Surface Access Strategy (ASAS) in order to identify potential to improve transport infrastructure, including opportunities to maximise modes of transport other than private car.

2.1.3 Options for terminal location were assessed using the SA Objectives (and assessment criteria) developed during scoping. Options for the Masterplan were appraised using a scoring table (traffic lights) to provide a visual overview, supported by commentary. The SA will adopt the same format used for the Cornwall Local Plan as this is also consistent with the practical guide:

++ Very positive effect

+ Positive effect

- Negative effect

-- Very negative effect

+/-, ++/-- Mixed positive and negative effect

? Unknown effect

0 No relationship/neutral effect 2.1.4 The appraisal of options is presented in Section 4.

Stage 2

2.1.5 Following the decision on the preferred location for the terminal, the development zones within the Masterplan were developed in more detail. A number of studies were undertaken as part of this work including:

A Surface Water Management Strategy and Drainage Strategy;

Noise contours for the runway; and

Air quality assessment for surface access.

2.1.6 In addition to the studies undertaken for Stage 1 and 2 of Masterplan development, a number of key sources were used from the baseline information for the assessment of impacts and identification of mitigation. These comprised:

South West Geotechnical, 2013, Newquay Cornwall Airport, Aerohub Enterprise Zone: Geotechnical and Geo-environmental Investigation.

Historic Environment Service, Cornwall Council, 2011, Newquay Cornwall Airport: Historic Environment Assessment and Characterisation.

2.1.7 The development framework for the Masterplan was assessed using the approach described in above and setting out the likely include secondary, cumulative, synergistic, short, medium and long-term, permanent and temporary, positive and negative effects.

2.1.8 Section 4 of this report summarises the assessment; more detail is provided in Appendix C. Where significant adverse effects are predicted or there is uncertainty,



measures to prevent, reduce or offset effects are identified. The significant environmental effects of the Masterplan must be monitored to identify any unforeseen adverse effects and to enable appropriate remedial action. Section 5 of this report includes mitigation and monitoring plan.

2.2 Preparation of the Environmental Report & Consultation

2.2.1 This Report provides the information required by the SEA Regulations and follows the stages of the SEA as described above. It assesses the environmental effects of the Masterplan and identifies measures to improve the sustainability of the Masterplan as it develops.

2.2.2 Following consultation, a Statement will be produced stating how the Environmental Report and the responses to consultation were taken into account during the preparation of the Masterplan.

2.3 Implementation and Monitoring

2.3.1 The Monitoring Plan set out in Section 5 of this report will be used during the implementation of the Strategy to monitor both positive and negative effects.



3 BASELINE AND SEA OBJECTIVES

3.1 Introduction

3.1.1 This section provides a summary of the baseline information from the Scoping Report. This information was used to develop SEA Objectives at the Scoping stage.

3.1.2 The Practical Guide recommends the use of SA/SEA Objectives. While not specifically required by the SEA Directive, the Objectives are a recognised way of considering the environmental effects of a plan or programme and comparing the effects of alternatives. They can be derived from environmental objectives which are established in law, policy, or other plans or programmes, or from a review of baseline information and environmental problems.

3.2 Summary of Baseline

3.2.1 There are a number of villages, hamlets and isolated dwellings located in close proximity to NQY. Newquay is the largest settlement in the area. Newquay and surrounding parishes perform poorly on the selected health and wellbeing indicators, both relative to the rest of Cornwall, and when compared to the UK as a whole. There are less people who are economically active, and they are in lower skilled or part time jobs. Tourism is an important part of the local economy and relies on Newquay’s coastal environment.

3.2.2 It is planned that Newquay will be the recipient of significant growth and investment over the next 15 years. Nansledan is an urban extension to the east of Newquay and is planned to provide up to 3,750 homes as well as other uses. The designation of the Enterprise Zone at NQY and associated developments is expected to provide up to 5,000 jobs for the local area. Considerations for the Masterplan comprise maximising future potential for commercial uses at NQY, while minimising sources of disturbance for local communities.

3.2.3 NQY is located on a high plateau surrounded by agricultural countryside and the coast to the west. It has an important military heritage due to the airfield’s association with key political events in the twentieth century (Second World War and the Cold War). This is still evident in many of the buildings and character of the Airport. There is also a high potential for buried archaeology in some areas. The Masterplan design will need to consider landscape and historic character.

3.2.4 Although the habitats at the Airport are managed for aircraft and risk of bird strike, there are areas of wet woodland and grassland that are important for biodiversity. Many species of bats (some rare) use the Airport for roosting and feeding, as well as dormouse, otters, badgers and reptiles. The Masterplan design would need to consider conservation as well as enhancement for biodiversity.

3.2.5 There are several small streams that rise within the Masterplan boundary. NQY is not at risk of flooding, although flood risk areas downstream will need to be considered. There is restricted foul drainage provision at the Airport, mainly limited to the north side. There are several unlicensed abstractions in the area. Protection of water resources and provision of services will need to be incorporated into the Masterplan.

3.2.6 Accessibility to NQY by public transport or cycling is very limited and the Masterplan would need to consider how this could be improved. NQY is aiming to reduce its carbon footprint, through both reducing energy use and use of renewable sources such as the Kernow Solar Farm. Energy is also consumed through use of new



building materials and re-use, recycling and generation of waste would also be considered in the SA.

3.3 Sustainability Constraints

3.3.1 A series of constraints maps were produced to inform the Masterplan and are attached at Appendix B. The key environmental constraints are set out in Figure 3.1 below.

3.3.2 Using the baseline information, including other plans and environmental objectives, a number of key issues for the Masterplan were identified and these are presented in Table 3.1 below.

Table 3.1 NQY Constraints and Opportunities for the Masterplan

Sustainability Topic

Key Issues identified for the Masterplan

Communities & Health

Design will need to consider sources of disturbance to neighbouring settlements and residences such as noise, lighting and visual impact.

Design will need to consider any provision of future housing and development associated with nearby villages and any links to Nansledan (also see Economic).

Economy The Masterplan needs to provide space for continued economic growth associated with the Airport and should provide for a variety of future users.

The Masterplan needs to both safeguard local tourism resources and contribute to continued growth in this sector though linkages with local sites.

The Masterplan needs to support educational developments, especially in high GVA sectors where trainees/apprentices will have future opportunities to work.


Masterplan development should take account of local historic assets and recommendations for their inclusion and management as set out in the Historic Environment Assessment. Principally this is through the informed understanding of the former military buildings and structures, and the character areas they are located within.

Archaeological potential particularly to the south of the development area should be taken into account during design phases of the Masterplan.

The Airport’s landscape and historical character should be considered in development proposals, through historic interpretation and consideration of design elements which would add a perceived historic value within the Masterplan.

Potential landscape and visual impact on the surrounding area, from future development, should take account of topographical context of the site, retention and enhancement of green infrastructure and the provision for future green infrastructure, where this will integrate with local context.

Biodiversity Although NQY is a working Airport and therefore must manage some aspects of local biodiversity through grass cutting and bird management, there are opportunities for enhancement that do not compromise existing uses.

The BAP identifies a number of management regimes to



Table 3.1 NQY Constraints and Opportunities for the Masterplan

Sustainability Topic

Key Issues identified for the Masterplan

enhance habitats and the Masterplan design should protect and where necessary, allow space for enhancement of these areas.

The Airport is used by a number of species and needs to provide habitats for bats, amphibians, reptiles, badger, dormouse, ground nesting birds and otter.

Water Environment

Provision of strategic foul drainage and water supply for site development, particularly the south of the site, taking into account opportunities to limit energy and potable water consumption.

Avoid increasing flood risk downstream, off-site and on-site during periods of high rainfall. Provision of a strategic surface water drainage strategy for the whole site to mimic greenfield run-off and take into account increased rainfall due to climate change.

The Masterplan should maintain groundwater quality and not prevent the tributary of the Porth Stream, Menalhyl River reaching good ecological status and seek opportunities to contribute to targets.

Traffic and Transport

There is an opportunity to improve the poor provision of public transport and cycle access, particularly from Newquay.

Opportunity to avoid existing route taken to Airport from Newquay via Tregurrian and Ball Lane, which is unsuitable for Airport traffic.

Opportunity to create good cycle and transport links with Nansledan Growth Area.

Consider impact of traffic on nearby settlements and houses.

Air Quality, Climate and Energy Use

Ensure continued use of solar energy from the Kernow Solar Farm.

Maximise use of renewables by providing opportunities to introduce biomass or anaerobic digestion facilities.

Reduce energy use at the Airport through design, either directly, e.g. through providing opportunities to improve energy efficiency of buildings (Terminal building); or indirectly, e.g. through increasing opportunities for provision of public transport (section 8).

Ensure that there are no negative effects on local air quality through traffic-related effects in Newquay.

Materials and Waste

Minimise requirements for use of new materials through design, for example re-use of buildings and hardstanding; and achieving cut and fill balance in relation to topography.

Provide opportunities for waste management on site, for example, through re-use of existing structures, recycling of concrete and other secondary aggregates in construction, and provision of space for recycling and recovery facilities.


Consideration of future land uses outside the Airport should be reflected in the Masterplan.

#*

#*

#*

Carnanton/NanskevalWood

Watergate& Lanherne

Carnanton- St Mawgan

Nanswhyden -St Columb

128 FIELD BOUNDARY

129 FIELD BOUNDARY130 FIELD BOUNDARY

131 FIELD BOUNDARY; FIELD BOUNDARY132 FIELD SYSTEM

133 ENCLOSURE

134 FIELD SYSTEM

135 FIELD BOUNDARY

139 FIELD SYSTEM?

140 FIELD SYSTEM?

A - SETTLEMENT?

92 SETTLEMENT 93 HOUSE

94 HOUSE; BARN

95 FIELD BARN96 CEMETERY

97 CHAPEL?

99 RABBIT WARREN?

100 FARM BUILDINGS; FARMYARD

101 CROSS

102 CROSS

103 HOUSE?

104 BLACKSMITHS WORKSHOP; PUBLIC HOUSE105 MALT HOUSE 106 BUILDING; SHOP?

107 QUARRY

108 GATE LODGE

109 KENNELS?

110 NONCONFORMIST CHAPEL111 BUILDING

112 SETTLEMENT113 FARM BUILDINGS, FARMYARD

114 HOUSE; FARM BUILDING 115 FIELD BARN

116 CHAPEL117 BLACKSMITHS WORKSHOP

118 BUILDING; OUTBUILDING119 BUILDING120 BUILDING

121 HOUSE

122 HOUSE; HOUSE; OUTBUILDING

123 SETTLEMENT124 OUTBUILDING

125 OUTBUILDING126 BLACKSMITH'S WORKSHOP

127 BRICKEARTH PIT?138 SETTLEMENT?

98 FINDSPOT

136 ENCLOSURE?

137 SETTLEMENT?

RAF ATCTower

NimrodHanger

HAS 1

HAS 2HAS 3

HAS 4 HAS 5

HAS 6

HAS 7

GarageCommunicationsBuilding

±THIS DRAWING MAY BE USED ONLY FOR

THE PURPOSE INTENDED AND ONLYWRITTEN DIMENSIONS SHALL BE USED

Site BoundarySolar Farm

HydrologyWatercourseLand at risk of river flooding >1%or sea flooding >0.5% in any yearLand at risk of river flooding1% - 0.1% or sea flooding0.5% - 0.1% in any yearFunctional Floodplain

Archaeological Sites and Features#* Cropmark

Documentary EvidenceGeophysical EvidenceProbable Cut/Featureof Archaeological Origin

Landscape and Historic Designations!( Listed Building

!(Buidlings of High orVery High Historic ValueArea of Great Landscape ValueHistoric Park and Garden (Local)

Sites Designated for Nature ConservationCounty Wildlife SiteAncient & Semi-Natural WoodlandAncient Replanted Woodland

Revision Details

Drawing Status

Job Title

Drawing Title

Scale at A3

Drawn

Stage 1 check Stage 2 check Originated Date09/07/2014JLUSDM

1:10,000

Environmental Constraints

Newquay CornwallAirport Masterplan

ByCheck

Date Suffix

Notes

Rev

287301A-PTE_13Drawing Number

6 Devonshire Square,London, EC2M 4YE

Tel: 020 7337 1700 Fax: 020 7337 1701

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Ecological Features of High Value:Defunct hedge - species-poor

! ! ! Earth bankVVV Intact hedge - native species-rich

Intact hedge - species-poorRunning water

D D Scrub - scattered

BR BRBR BR Raised sphagnum bog

Bracken - continuous

! !Broadleaved Parkland/scattered trees

Broadleaved woodland - plantationBroadleaved woodland - semi-natural

D

D D

D D Cultivated/disturbed land - ephemeral/short perennialMarsh/marshy grasslandNeutral grassland - semi-improvedPoor semi-improved grasslandScrub - dense/continuous

D D

D D Scrub - scatteredStanding water

SISI

Further constraints mappingshowing character areas is available

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Figure 3.1



3.4 Sustainability Objectives and Appraisal Criteria

3.4.1 The SA Objectives provide the desired outcome of the Masterplan, and are accompanied by a number of assessment criteria which will be used to determine whether the Masterplan is meeting each objective.

3.4.2 This SA uses the Sustainability Objectives developed for the Cornwall’s Local Plan5. The Local Plan has 19 sustainability objectives developed from the key environmental, economic and social issues facing Cornwall. Those not applicable to the Airport Masterplan have been scoped out.

3.4.3 The SA Criteria have been developed based on the key sustainability issues identified for each topic.

3.4.4 The SA Objectives and assessment criteria are set out in Table 3.1 below.

Table 3.1 NQY Masterplan Sustainability Objectives and Appraisal Criteria

NQY Masterplan Topic

Cornwall Sustainability Objective

NQY Masterplan Sustainability Appraisal Criteria


Social Inclusion To reduce poverty and social exclusion and provide opportunities for all to participate fully in society.

Does the option avoid or reduce disturbance to neighbouring settlements and residences? Does the option contribute to facilities, services or accessibility to surrounding communities?

Economy Economic Development To support a balanced and low carbon economy that meets the needs of the area and promotes a diverse range of quality employment opportunities.

Does the option provide space and flexibility for continued economic growth for a variety of users? Does the option protect local tourism resources and contribute to continued growth in this sector?

Education and Skills To maximise accessibility for all to the necessary education, skills and knowledge to play a full role in society.


Landscape To protect and enhance the quality of the natural, historic and cultural landscape and seascape.

Does the design avoid negative effects on local landscape character and designated assets and their setting from visual intrusion? Does the design protect historic assets, their setting and landscape features within the Airport? Does the design provide the opportunity to enhance landscape of the local area?

Historic Environment To protect and enhance the quality and local distinctiveness of the historic environment.

5 Cornwall Council, 2013, Planning Future Cornwall: Cornwall Local Plan Strategic Policies 2010 – 2030: Sustainability Appraisal, Pre-Submission Document Report.







Biodiversity Biodiversity To conserve, enhance and restore the condition and extent of biodiversity in the county and allow its adaptation to climate change.

Does the option protect existing BAP habitats and species at the Airport? Does the option provide the opportunity to enhance BAP habitats and species?

Water Environment

Water To reduce the risk of flooding and vulnerability to flooding, sea level rise and coastal erosion. To maintain and enhance water quality and reduce consumption and increase efficiency of water use.

Does the option reduce or avoid increasing the risk of flooding onsite or downstream? Does the option protect or enhance the quality (both chemical and biological) of watercourses? Does the option protect local groundwater supplies? Can the option provide opportunities for foul drainage and water supply while minimising energy use and water consumption?

Maritime To encourage clean, healthy, productive and diverse waters; To protect coastal areas and ensure sustainable maritime environments.


Transport and accessibility To improve access to key services and facilities by reducing the need to travel and by providing safe sustainable travel choices. To reduce traffic congestion and minimise transport related greenhouse gas emissions.

Does the option provide the opportunity to improve public transport and cycle access, particularly from Newquay? Does the option improve traffic use of local road network?


Climatic Factors To reduce our contribution to climate change through a reduction in greenhouse gas emissions. To increase resilience to climate change, and reduce vulnerability

Air Quality, Climate and Energy Use Does the option encourage the use of renewable sources of energy? Does the option directly or indirectly reduce energy consumption associated with the Airport? Does the option avoid any local air quality effects?

Air To reduce air pollution and ensure air quality continues to improve. Energy To encourage the use of renewable energy, increase energy efficiency and security and reduce fuel poverty

Materials and Waste

Waste To minimise the generation of waste and encourage greater re-use and recycling of materials in accordance with the waste hierarchy.

Does the option minimise requirements for use of raw materials? Does the option provide the opportunity for future waste management?







Minerals and Geodiversity To minimise the consumption of mineral resources and ensure the sustainable management of these resources To conserve, enhance and restore the condition of geodiversity in the county.

NB Geodiversity is scoped out as no geodiversity resources have been identified within the Airport boundary.

Land use and Quality

Soil To minimise the use of undeveloped land and protect and enhance soil quality. To encourage and safeguard local food production.

Does the option provide the opportunity for sustainability through design and land use?

Design To promote and achieve high quality, locally distinctive design, sustainable land use and sustainable built development.

3.4.5 The following Sustainability Objectives from Cornwall’s LDF have been scoped out of

this appraisal:

Crime and Anti-Social Behaviour: To reduce crime, anti-social behaviour and fear of crime.

Housing: To meet the needs of the local community as a whole in terms of general market, affordable, adaptable and decent housing.

Health, sport and recreation: To improve health through the promotion of healthier lifestyles and improving access to open space and health, recreation and sports facilities.

3.4.6 There is a high level of security inside the Airfield boundary. Crime and anti-social behaviour outside this zone are more likely to be influenced by detailed design than masterplanning at the Airport. In the case of housing and recreation, it is beyond the scope of the Airport Masterplan to contribute to these aspects. While there are health impacts arising from cycling and walking, in this SA they are covered under traffic and transport.



4 ASSESSMENT OF OPTIONS AND THE PROPOSED MASTERPLAN

4.1 Introduction

4.1.1 The Masterplan recognises eleven zones within the Airport (Figure 4.1). Not all of these zones will necessarily be developed as part of the Masterplan.

4.1.2 The current terminal is located on the north side of the Airport. The previous Masterplan (2008) proposed moving the terminal to the south side to Development Zone 3. The first stage of the current Masterplan was to determine the preferred location for the terminal. This was based on a number of factors, including economic, technical, transportation, community and environmental considerations. The options appraisal provides the basis for assessing alternatives under the SEA Regulations (Table 2.1, Stage B).

4.1.3 Following selection of a preferred option for the terminal the Development Zones within the Airport were developed to form the proposed Masterplan. SA was undertaken for each Development Zone.

4.1.4 These assessments were undertaken using a number of existing studies for the Airport (baseline), in addition to a number of further studies as described in Section 2.



Figure 4.1 NQY Masterplan Area



4.2 Initial Terminal Zone Selection

4.2.1 As part of the terminal location assessment all areas that form the Masterplan boundary were analysed for potential to accommodate potential expansion or redevelopment for a terminal. This was based on a scenario of aviation growth for NQY assuming longer term improvements in the economic and aviation sector.

4.2.2 The four options that were considered are presented below (Figure 4.2). Other areas were discounted as not suitable for terminal provision, primarily due to existing and future operational uses.

Figure 4.2 Sketches of Terminal Options

Option 1 – Existing Terminal (North) Option 2 – Northern Loop (North)

Option 3 – Development Zone 1 (South) Option 4 – Development Zone 3 (South)

4.2.3 SA was undertaken for all options and the results are presented in Table 4.1 below.



Table 4.1 Terminal Options – Preliminary Sustainability Appraisal Appraisal does not include mitigation at this stage.

++ Very positive effect + Positive effect - Negative effect -- Very negative effect +/-, ++/-- Mixed positive and negative effect ? Unknown effect 0 No relationship/neutral effect

Sustainability Topic/ Criteria

Option 1 Option 2 Option 3 Option 4

Communities and Health: Does the option avoid or reduce disturbance to neighbouring settlements and residences? Does the option contribute to facilities, services or accessibility to surrounding communities?

-- - ++ ++ Terminal remains near communities at Carloggas and St Mawgan.

Terminal set back from Carloggas and St Mawgan and separate entrance will reduce disturbance, but still some effects on local communities.

Avoids disturbance to communities on north side, although closer to isolated residences on the south side. There is the opportunity for linkages with Newquay and Nansledan.

Avoids disturbance to communities on north side, although closer to isolated residences on the south side. There is the opportunity for linkages with Newquay and Nansledan.





Economy: Does the option provide space and flexibility for continued economic growth for a variety of users? Does the option protect local tourism resources and contribute to continued growth in this sector?

- -/+ ++ ++ Terminal facilities currently inadequate in meeting capacity peaks. Disconnected from other Development Zones and Aerohub Business Park.

There is area to provide supporting commercial uses although area is disconnected from other Development Zones and Aerohub Business Park.

Co-location with DZ1, DZ3 and Aerohub Business Park enables greater economic potential.

Co-location with DZ1, DZ3 and Aerohub Business Park enables grater economic potential.

Landscape and Historic Environment Does the design avoid negative effects on local landscape character and designated assets and their setting from visual intrusion? Does the design protect historic assets, their setting and landscape features within the Airport? Does the design provide the opportunity to enhance landscape of the local area?

0 + ? -- No change to existing landscape and no effects on historic assets although limited opportunities for improvement.

Potential to improve landscape by setting back from edge of airport and providing a buffer, no effect on historic assets.

Location near wooded valley could be constraint to development or opportunity to incorporate into design. No known archaeological features, although the area is considered to be of ‘high’ potential.

Area is within the Nimrod servicing area and may be difficult to retain historic character while providing new terminal.





Biodiversity Does the option protect existing BAP habitats and species at the Airport? Does the option provide the opportunity to enhance BAP habitats and species?

0 0 -- - No change to existing biodiversity.

Area to be developed is managed grassland and hardstanding of low value.

Potential for impact on BAP habitats, such as woodland and species which use it (e.g. bats).

Potential for indirect effects (e.g. from access provision, ancillary development) on BAP habitats, such as woodland and species which use it (e.g. bats).

Water Environment Does the option reduce or avoid increasing the risk of flooding onsite or downstream? Does the option protect or enhance the quality (both chemical and biological) of watercourses?

0 0 -- - No change to flood or pollution risk. No change to foul discharge or water supply.

No change to flood or pollution risk. No change to foul discharge, may be opportunity for use of alternative water supply such as grey water.

Steep valley more challenging for surface water drainage to reduce flood risk. Need to consider foul water discharge and any opportunities for use of grey water.

No substantial increase to flood or pollution risk. Need to consider foul water discharge and any opportunities for use of grey water.

Traffic and Transportation Does the option provide the opportunity to improve public transport and cycle access, particularly from Newquay? Does the option improve traffic use of local road network?

-- -- ++ ++ Limited public transport, pedestrian and cycle links; poor access via Ball Lane.

Limited public transport, pedestrian and cycle links; poor access via Ball Lane.

Opportunity to improve public transport links and route traffic away from local communities.

Opportunity to improve public transport links and route traffic away from local communities.





Air Quality, Energy Use and Greenhouse Gas Emissions Does the option encourage the use of renewable sources of energy? Does the option directly or indirectly reduce energy consumption associated with the Airport? Does the option avoid any local air quality effects?

0 + ++ ++ No change to existing energy use, limited opportunity for improvement.

Opportunity to improve design of terminal to reduce energy use. There will be greater embodied carbon in new build but there is an opportunity to incorporate renewable energy sources such as biomass.

Opportunity to improve design of terminal to reduce energy use and reduce GHG emissions from surface transport. There will be greater embodied carbon in new build but there is an opportunity to incorporate renewable energy sources such as biomass.

Opportunity to improve design of terminal to reduce energy use and reduce GHG emissions from surface transport. There will be greater embodied carbon in new build but there is an opportunity to incorporate renewable energy sources such as biomass.

Materials and Waste Does the option minimise requirements for use of raw materials? Does the option provide the opportunity for future waste management?

++ +/ - - +/- Use of existing infrastructure minimises use of new materials and reduces waste.

Opportunities to recycle areas of hardstanding although new building will be required

New building will be required and design will need to achieve cut/fill balance in areas of steep topography

Opportunity to re-use or recycle existing buildings and hardstanding. New building will be required.

Land Use and Quality Does the option provide the opportunity for sustainability through design and land use?

+ + - / + -/ + Use of previously developed land, limited opportunity to improve sustainability through design.

Use of existing airfield, opportunity to improve sustainability through design.

Use of greenfield land, although on the edge of existing runway. Opportunity to improve sustainability through design.

Use of greenfield land, although on the edge of existing runway. Opportunity to improve sustainability through design.



4.3 Selection of a Preferred Option

4.3.1 Analysis of the options, led to further analysis of sub-options, particularly in relation to the current terminal. A number of factors were important in the final decision and these are set out in Table 4.2.

Table 4.2. Terminal Considerations Aspect Consideration

Passenger Forecasts

Current figures for 2015/16 identify 0.197mppa. Current ‘High’ scenario predictions are 0.6mppa by 2030.

Terminal Capacity The current terminal provides 3.5 sqm per person ratio x 450 (000’s) ppa = 1,600 sqm. Previous Masterplan (2009-2030) recommended 6.5 sqm person ratio x 450 (000’s) ppa = 2,925 sqm. Current regional airport recommendation is for 8 sqm person ratio x 450 (000’s) ppa = 3,600 sqm. NQY is currently operating at 0.2 mppa. This equates to a 8 sqm person ratio at 1,600sqm, or a regional airport size. During peaks (March 2014) NQY has previously operated at 0.75mppa equated to a 2.1 sqm person ratio for the terminal, which meant operational issues due to capacity.

Building Condition Original structure completed in circa 1994. New arrivals extension completed in 2008. Recent refurbishment of building and MEP services in 2012/2013. ATC completed in 2008 and in reasonable condition for age. AFSS Completed in 2009 and in excellent condition

Terminal Cost Maintaining existing terminal with minor repairs - £3,400,000 Minor repairs to existing terminal and expansion to maintain existing capacity - £6,600,000 - £11,400,000 Expansion of existing terminal location to improve space standards to a regional level - £13,700,000. New southern terminal to regional airport terminal standards - £18,200,000

4.3.2 Following analysis of the options and key a preferred option was chosen. The

following recommendations were made from Stage 1:

Undertake important operational regulatory repairs, and facility upgrades to safeguard current terminal airport standards eg. New X-ray equipment and new security aisle.

Future plan and remodelling small areas of existing terminal to accommodate progressive increase in passengers per annum and to maintain passenger experience. However further expansion of the existing terminal would not be cost effective in light of a new terminal.

Implement small scale Travel Plan measures to improve awareness of connectivity to airport.

Designate and safeguard a potential Southern Terminal location for long term planning for passengers above 600,000pa predicted in 2030.



4.4 SA of the Proposed Masterplan

4.4.1 Following a decision on terminal location, a framework for future development was planned for each zone shown in Figure 1.1. The key issues identified in Section 3.3, sustainability mapping (Figure 3.1 and Appendix B) and specialist studies in Section 2.1 were used to guide development in each zone. SA was undertaken for each zone using the SA Objectives and criteria in Section 3.4.

4.4.2 Full details of the development framework for each zone and related SA matrix are presented in Appendix C. A summary of the results is shown in Table 4.3 below.



Table 4.3 Summary of SA of Masterplan (See Appendix C for further detail)




SA Objectives

Development Zones

Terminal and North

Northern Loop

Hardened Aircraft Shelters

Development Zone 2

Development Zone 1

Development Zone 3

Business Park

Solar Farm


- 0 0 - 0 + +/ - 0

Economy + + 0 + + + + + + + +


0 + + / - - - - / + - - / + -

Biodiversity 0 + - / + - / + - / + - - / + 0

Water Environment

+ 0 + + + 0 0 0


- 0 0 - + + + 0


0 0 0 +/ - -/+ +/ - +/ - +/ -

Materials and Waste

++ 0 + / - + / - - / + - - - 0


+ + + + + - / + - / + +



4.4.3 The assessment is summarised for each SA Objective for the whole Masterplan below.

Communities and Health

4.4.4 The terminal will remain at its current location for the duration of the Masterplan, and Development Zone 3 (DZ3) will be safeguarded for a terminal location when passenger numbers reach 600,000 pa. This means that in the medium term, there are minor sources of disturbance such as traffic, noise and lighting for local communities on the North side of Airport, including Carloggas and St Mawgan. Measures will be taken to minimise these during construction and operation of any new buildings. In the long-term relocation of the terminal to DZ3 will benefit these communities, although may introduce additional sources of minor disturbance to the isolated hamlets and residences on the South side of the Airport. Development of the Business Park also has the potential to introduce sources of disturbance, including traffic and noise to the residences on the South side of the Airport.

4.4.5 There are also long-term community benefits from development at the Business Park and eventual development of DZ3. There is the opportunity for linkages with communities at Newquay and Nansledan, in terms of provision of jobs and facilities such as retail and transport linkages.

4.4.6 Development at Development Zone 1 (DZ1) and Development Zone 1 (DZ2) may introduce sources of disturbance at RAF St Mawgan which includes residential properties and rehabilitation centre, although this is seen in the context of an operational military base.

Economy

4.4.7 The Masterplan provides long-term regional benefits through provision for continued passenger services. This service is vital to Cornwall’s tourism, in addition to the business community.

4.4.8 The Masterplan will provide long-term development space and opportunities for the Aerohub Enterprise Zone. This is anticipated to have a significant impact on the local economy which could have a catalytic impact on stimulating further business growth. The new sites provided will stimulate growth in aerospace, aviation, other advanced manufacturing and associated sectors. Given that these are currently relatively small sectors which are not well established in the local economy, there is potential that they will attract further supply chain businesses into the local area to serve them.


4.4.9 The Masterplan has largely avoided adverse effects on the impact on the Watergate and Lanherne AGLV, Carnanton House Listed Buildings and Historic Garden, St Mawgan Conservation Area and Scheduled Monument (Settlement Round to the east of NQY) through concentrating proposed development in zones to the south and west of the Airport, some distance from these designations which are located to the north and east. Proposed planting along the perimeter of the Northern Loop will provide additional buffer between the Airport and these designations, in addition to local communities.

4.4.10 The Masterplan conserves a number of local landscape features including the wooded valley which borders the tributary of the Porth Stream to the south of NQY



Masterplan area (DZ1, DZ3, Business Park, Solar Farm). It also protects existing hedgerows wherever possible, although some sections would need to be removed for internal access roads in the Business Park.

4.4.11 Further consideration of design to avoid or minimise impact on the landscape and historic environment needs to be undertaken for any future terminal in Development Zone 3. The location is on a high point and therefore high quality design is needed to ensure that the new terminal provides a land-mark that does not detract from the quality of local landscape. This includes designated AGLV and historic land character to the south.

4.4.12 The Masterplan avoids affecting many historical buildings assessed as being of very high, high and moderate value, although some historic buildings and/or their settings would be adversely affected. It protects the character and setting of the well-preserved group of Hardened Aircraft Shelters (HAS) built in the late Cold War period and assessed as being of very high importance. However, there are also a number of buildings at the western end of the HAS Zone that are associated with the HAS buildings and are also of very high historical value may be lost by development in this zone, including a generator house, decontamination building and operations block, garage and communication building.

4.4.13 The Masterplan removes the RAF Air Traffic Control Tower, which is of high historical importance. Other associated buildings are of moderate value to low and would also be demolished. The Masterplan also preserves the Nimrod Servicing Area, the Nimrod hangar is of very high historical importance, and associated buildings (garage and storage buildings) contribute to setting.

4.4.14 The Masterplan does affect some areas assessed as being of high archaeological potential and mitigation would be required (see Section 5). Known archaeological features of high value are located in the Business Park West Zone which has been set aside for future expansion so any future design would need to avoid this site or mitigate for adverse effects.

Biodiversity

4.4.15 Areas identified as being of high ecological value in the BAP that have been retained by the Masterplan comprise:

Area of wet woodland bordering the Porth Stream tributary in the south (DZ3, DZ1, Business Park, Solar Farm) which has been retained with a 15m buffer.

Area of semi-improved grassland and scrub to the north of the HAS, which is contiguous with areas of marshy grassland and woodland draining to the Penvose Stream outside the Masterplan boundary.

Broadleaved and coniferous woodland along the northern and eastern perimeter of the Northern Loop.

Hedgerows, principally with the Business Park, although some sections will be lost to provide internal access.

4.4.16 These habitats have the potential to support dormice, bats, otters, birds, invertebrates, reptiles and amphibians.

4.4.17 Areas of high ecological value are shown on Figure 3.1 and within individual development zones in Appendix C. One area of high ecological value which will be lost is an area of scrub and semi-improved grassland within DZ1. This comprises an



earth bund created when the Southern Access Road (SAR) was built. This area has potential to support a range of species including badgers, bats, birds, reptiles and invertebrates.

4.4.18 Areas of semi-improved grassland of moderate ecological value would potentially be lost to future development in DZ1, DZ2 and the HAS Zones. This grassland provides a habitat to reptiles and ground nesting birds such as skylarks. An area in DZ1 which is currently improved grassland of low value has been identified for biodiversity improvement and infiltration, which would provide a habitat for reptiles and help compensate for losses of scrub (DZ1, para 4.3.17 above) and grassland elsewhere.

4.4.19 Woodland planting has been identified for the Northern Loop to strengthen existing woodland along the northern perimeter which provides connectivity and diversity.

Water

4.4.20 Water supply throughout the Airport would need to be upgraded for increased numbers.

4.4.21 Development in the Terminal and North Zone will require upgrading foul sewers for increased numbers. Any new development in this zone would be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately towards the River Menalhyl.

4.4.22 Foul discharge from development within HAS Zone and DZ2 would need to consider discharge to the Kelda Water Sewage Treatment Works (STW) or discharge east to the proposed pumping station at the Business Park. Any new discharge to the Porth Stream Tributary would need to consider its Water Framework Directive targets.

4.4.23 Any new development in these Zones would be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately north towards the Penvose Stream.

4.4.24 Foul discharge from development in DZ1, DZ3 and the Business Park would be discharged to the proposed pumping station at the Business Park. Any development in these zones would be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately to the Porth tributary. An area within DZ1 has been set aside for infiltration.


4.4.25 The Surface Access Strategy identifies a number of actions and targets to be undertaken as part of the Masterplan development. However, as the terminal will remain on the northside at present there are limited opportunities to improve the existing bus service, cycle and footway network or use of Ball Lane for vehicular access to NQY. Minor improvements to the terminal junction and additional areas for parking have been identified in the Terminal and North Zone.

4.4.26 The SAR will provide the principal access to the southern zones, vehicular access to DZ2 will be provided via DZ1 and the SAR will eventually be extended to provide access to DZ3. Additional space for parking has been assigned for all development. New development will also provide cycle parking; this has already been done for the Aerohub Business Park. Internal access roads are designed to provide a loop for a bus service in future. There is an opportunity to improve public transport links through connecting the Business Park (and eventually DZ3) with Newquay/ Nansledan.



Air Quality, Energy Use and Greenhouse Gas Emissions

4.4.27 An assessment was undertaken for air quality based on the ASAS and is presented in Appendix D. NQY is in a rural location, which has good air quality and there are unlikely to be direct effects on local air quality arising from construction and operation. However, there is traffic congestion in Newquay and elevated levels of nitrogen dioxide have been recorded. Development of the Newquay Strategic Route within Newquay will provide an alternative route to the Aerohub Business Park and increase opportunities for travel by bus. This would also serve a future terminal, as well as other measures.

4.4.28 New buildings and infrastructure will consume more energy and there is also embodied carbon in materials used for construction. However, refurbishment and new building (Terminal, HAS, DZ1, DZ2, DZ3, Business Park) provide the opportunity to improve energy performance, for example through use of low energy devices and improved insulation. The Solar Farm provides renewable energy to NQY. There is also the opportunity to investigate the use of biomass and anaerobic digestion facilities for development in a number of the zones.

Materials and Waste

4.4.29 New building will require raw materials and resources. During the construction phase waste will be generated and will continue to be generated during the long term operation of development zones. The type and quantity will depend on the end users.

4.4.30 Re-use of existing buildings such as the terminal, but also buildings identified in HAS, DZ1 and DZ2 reduces the requirement for new materials. Re-use and recycling of materials, such as hardstanding, from demolition minimises waste produced during construction.


4.4.31 A number of proposals within the Terminal and North Zone, HAS, DZ1 and DZ2 re-use previously developed land, whether this is previous building or areas of disused hardstanding. However, greenfield land take will also be required, particularly for DZ3 and the Business Park. Agricultural land is classified as generally being of Grade 3b (moderate quality) with some areas of Grade 3a (good quality and Grade 4 (poor quality) land.

4.4.32 Previous studies of the Masterplan area identify a number of potential sources of contamination, including fuel storage. However, surveys and geo-environmental testing has not found evidence that contamination is present in the wider Masterplan environment, other than isolated hot-spots. It should also be noted that basic radon precautions should be provided in new buildings.

4.5 Cumulative Effects

4.5.1 Cumulative effects could potentially be generated by accumulation of effects from multiple development zones on one single environmental, social or economic aspect. They can also be generated by multiple effects arising from this Masterplan in combination with other plans.

4.5.2 The assessment above describes the effects on each objective arising from the Masterplan as a whole. Therefore, where there are multiple effects on a single receptor these are identified within the assessment above, for example greenhouse



gas emissions are affected by surface access, energy use, sources of energy and embodied carbon in materials.

4.5.3 Other plans may also have cumulative effects on sustainability aspects. During the scoping phase a number of plans were identified and reviewed in order to determine the baseline and develop the SA objectives and assessment criteria. The plans that were reviewed which have potential to give rise to cumulative effects comprise:

Cornwall and Isles of Scilly Local Enterprise Partnership, 2014, Strategic Economic Plan

Cornwall Council, 2013, Future Cornwall 2010 – 2030 : A joint strategy Visions and Objective

Cornwall Council, 2011, Local Transport Plan – Connecting Cornwall: 2030

4.5.4 The Strategic Economic Plan already identifies development at NQY, including the Aerohub Enterprise Zone as being key to meeting targets for economic growth, new businesses, and job creation.

4.5.5 The Allocations Development Plan, which will show where housing growth will take place is currently under development. However, options for growth within Newquay under the Town Framework include growth in Nansledan (Newquay Growth Area) closest to NQY, Quintrell Downs and Trevithic, to the south of Newquay. The SA has already taken account of cumulative effects with development at Nansledan, which mainly comprises potential for improved economic growth and transport linkages.

4.5.6 In addition to this growth the Local Plan (Proposed Submission Document, Match 2014) allocates an additional 387 new houses to the Newquay and St Columb Community Network Area which includes the communities of St Mawgan and Carloggas. Additional housing in these areas may have cumulative effects on the North side of the Airport and this will depend on their location and design. Further development has the potential to increase sensitivity of residents to disturbance from NQY; increase pressure on the Menalhyl catchment in terms of surface run-off, flood risk and discharges; erode landscape character in the AGLV; and affect connectivity of green infrastructure.



5 MITIGATION AND MONITORING FRAMEWORK

5.1.1 The SEA Regulations require that mitigation measures are considered to prevent, reduce or offset any significant adverse effects on the environment of implementing the plan. The measures are known as ‘mitigation’ measures and the guidance states that proactive avoidance of adverse effects, as well as actions are taken after potential effects are identified. Enhancement measures are also identified to maximise the benefits of predicted positive effects.

5.1.2 The SA process requires monitoring the implementation of the Masterplan. Monitoring allows the actual significant positive and negative effects of implementing the Masterplan to be tested against those predicted. It helps to ensure that any problems which arise during construction and operation of schemes, whether or not they are foreseen, can be identified and future predictions can be made more accurately.

5.1.3 Table 5.1 below sets out the mitigation and monitoring framework for the Masterplan.



Table 5.1 NQY Masterplan Mitigation and Monitoring Framework

Cornwall Sustainability Objective (NQY Masterplan Topic)

Summary of Effects Proposed Mitigation or Enhancement

Proposed Monitoring – Indicator and Source

Social Inclusion To reduce poverty and social exclusion and provide opportunities for all to participate fully in society. (Communities and Health)

Construction disruption – traffic along routes to NQY (all zones) construction noise (particularly Terminal, DZ1, DZ2)

Minimise traffic and noise during construction and refurbishment activities, through construction best practise.

No of local complaints received at NQY. Source: CAL & Minutes from local parish meetings

Operational disturbance – noise, lighting

Use of lighting strategy to avoid introducing new sources of light intrusion to local communities. Potential for screening of existing noise- generating activities from any new buildings. Consider location and timing of noisy activities in design and programme. Long-term safeguarding of DZ3 for terminal site.

No of local complaints received at the NQY Source: CAL & Minutes from local parish meetings.

Economic Development To support a balanced and low carbon economy that meets the needs of the area and promotes a diverse range of quality employment opportunities. Education and Skills To maximise accessibility for all to the necessary education, skills and knowledge to play a full role in society. (Economy)

Long-term regional benefits for continued operation of NQY for passenger flights (existing terminal and safeguarding DZ3). Long-term economic benefits from development of DZ1, DZ2 and HAS for other aviation, aerospace or related uses through provision of hangar space, storage facilities, offices and parking.

No specific mitigation or enhancement measures as these are part of Masterplan development. However, there is potential for investment or linkages with local training schemes to maximise local jobs.

Passenger numbers Number of jobs created in the Enterprise Zone. Source: CAL and CDC

Development of Business Park for other related uses, including manufacturing, distribution, small retail and a hotel.







Landscape To protect and enhance the quality of the natural, historic and cultural landscape and seascape. (Landscape and Historic Environment)

Avoid landscape effects on Watergate and Lanherne AGLV, Carnanton House Listed Buildings and Historic Garden, St Mawgan Conservation Area and Scheduled Monument (Settlement Round to the east of the Airport). Potential adverse effects on local landscape, particularly to the south.

Planting along the perimeter of the Northern Loop will provide additional buffer between NQY and these designations, in addition to local communities. Lighting Strategy to avoid additional light intrusion into these areas. Visual assessment and design of terminal building on high ground in DZ3. Use of design codes in LDO for Aerohub Business Park.

Feedback from consultation with local residents – Minutes of Parish Meetings. Source: CAL & Minutes from local parish meetings

Historic Environment To protect and enhance the quality and local distinctiveness of the historic environment (Landscape and Historic Environment)

Potential visual and landscape effects from large or tall buildings in areas of high ground. Retain landscape features – ensure there is no effect on wooded valley in south of NQY. Loss of sections of hedgerow for internal access roads in the Business Park.

Landscape and visual appraisal to be undertaken, depending on location and scale of development. Maintain wooded valley and buffer at project development level, including future access to DZ3. Retain hedgerows in detailed design wherever possible. Strengthen remaining hedgerows with planting.

Feedback from consultation with local residents – Minutes of Parish Meetings. Length of hedgerows retained and enhanced. Use project information to complete NE’s Green Infrastructure spreadsheet.

Loss of buildings of very high, high and moderate value. Potential loss of building settings and association with each other, in addition to maintaining time-depth in terms of representing buildings from different periods (HAS, DZ1) .

Consideration of setting and building association in detailed design. Consider retention and adaptive re-use of historic buildings, use of historic building recording to inform reuse or removal. Refer to guidance in HE Assessment for further detail.

Number of historic building retained and re-used. Source: project information and comparison with the Historic Environment Assessment (HES, 2011).







Potential adverse effects on archaeology, particularly in areas of high potential (Business Park, DZ3)

Phase approach to archaeological evaluation. Avoid prehistoric settlement within Business Park West where possible. In other areas undertaken geophysical survey (DZ3) and trenching. Where possible site are affected, archaeological recording during watching brief or excavation should be undertaken. Refer to guidance in HE Assessment for further detail.

Number of known archaeological sites of high value retained. Source: project information and comparison with Historic Environment Assessment (HES, 2011).

Biodiversity To conserve, enhance and restore the condition and extent of biodiversity in the county and allow its adaptation to climate change. (Biodiversity)

Retain wet woodland bordering the Porth Stream tributary in the south (DZ3, DZ1, Business Park, Solar Farm).

Maintain 15m buffer (including lighting) between woodland and development. Manage woodland as set out in BAP to strengthen and improve biodiversity. This work should be linked to development within the Business Park, DZ1 and DZ3.

Area of wet woodland retained and improved. Use project information to complete NE’s Green Infrastructure spreadsheet.

Retain broadleaved and coniferous woodland along the northern and eastern perimeter of the Northern Loop.

Additional planting to improve connectivity and biodiversity. This work should be linked to works within the Terminal and North Zone.

Area of broadleaved woodland retained and improved.

Retain area of semi-improved grassland and scrub to the north of the HAS, which is contiguous with areas of marshy grassland and woodland draining to the Penvose Stream outside the Masterplan boundary

Manage and improve standing water and grassland habitats as set out in the BAP. This should be linked to development in the HAS and DZ2.

Area of semi-improved grassland and scrub maintained and improved. Use project information to complete NE’s Green Infrastructure spreadsheet.







Retain hedgerows throughout site, although small sections will be lost within Business Park for access.

Manage and improve hedgerows as set out in the BAP. This should be linked with development in the Business Park.

Length of hedgerow lost and length of hedgerow restored. Use project information to complete NE’s Green Infrastructure spreadsheet.

Loss of areas of area of scrub and semi-improved grassland DZ1, DZ2 and the HAS Zones

Improve ecological value of area in DZ1 set aside for biodiversity and infiltration for scrub and grassland habitats.

Area of semi-improved grassland and scrub created. Use project information to complete NE’s Green Infrastructure spreadsheet.

Disturbance to species present at the Airport from noise and lighting, in particular bats, otter, birds.

Lighting strategy to maintain dark areas wherever possible and minimise lighting where it is required.

Species surveys undertaken in line with BAP or to inform project development or next Masterplan update.

Water To reduce the risk of flooding and vulnerability to flooding, sea level rise and coastal erosion. To maintain and enhance water quality and reduce consumption and increase efficiency of water use. Maritime To encourage clean, healthy, productive and diverse waters; To protect coastal areas and ensure sustainable maritime environments. (Water Environment)

Foul water to be discharged either to the Kelda Water Sewage Treatment Works or Business Park pumping station (HAS, DZ1, DZ2, DZ3, Business Park). New development in all zones would be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately to local watercourses.

Any new discharge to the Porth Stream Tributary would need to be assessed under the Water Framework Directive. SUDS detailed design should ensure pollution prevention to surface and groundwater and existing run-off rates, with 10% betterment and appropriate climate change allowance. Consider rainwater harvesting and grey water collection from buildings for all zones.

Bathing Water Quality at Watergate Bay. River water quality in the Porth Stream and Menalhyl River. Source: Environment Agency online information.







Transport and accessibility To improve access to key services and facilities by reducing the need to travel and by providing safe sustainable travel choices. To reduce traffic congestion and minimise transport related greenhouse gas emissions. (Traffic and Transport)

Continued access to the terminal via Ball Lane, with limited public transport, cycle and footways. Opportunity to improve public transport links through connection to Business Park and Newquay/ Nansledan.

ASAS Targets including: - Move the existing Airport bus stop to a more prominent position outside the departures exit; and promote through ticket options. - Implementation of a new footway connecting Carloggas and the Airport access; - Implementation of a staff Travel Plan which will cover both the terminal and the Aerohub, including car share. - Work to improve signage to avoid use of B3276 coastal route. - Investigate the opportunity to provide EV chargepoint facilities in parking areas a means of reducing GHG emissions as well as air and noise pollution.

Targets in ASAS for modal shift Source: Airport Survey and traffic data from CAL/ CC.

Climatic Factors To reduce our contribution to climate change through a reduction in greenhouse gas emissions. To increase resilience to climate change, and reduce vulnerability

Increased greenhouse gas emissions from surface transport, embodied carbon in building materials and consumption of fuel/ electricity at the airport. Reduced flood risk is covered under water topic above.

See measures under energy and air quality below.

NQY Carbon Footprint reporting Airport Carbon Accreditation Scheme Source: CAL







Air To reduce air pollution and ensure air quality continues to improve.

No significant air quality effects identified.

Continue to minimise air quality from vehicular emissions through ASAS.

Targets in ASAS for modal shift Source: Airport Survey and traffic data from CAL/ CC.

Energy To encourage the use of renewable energy, increase energy efficiency and security and reduce fuel poverty.

Refurbishment and new building allows the opportunity to improve energy consumption. The Solar Farm provides the Airport with renewable energy.

Improve energy efficiency in new build and refurbishment (Terminal, HAS, DZ1, DZ2, DZ3, Business Park) Investigate the use of biomass and anaerobic digestion facilities (&/or other low carbon heating solutions) for development in a number of the zones. Investigate the opportunities for EV charge points (see Transport).

NQY Carbon Footprint reporting Airport Carbon Accreditation Scheme Source: CAL

Waste To minimise the generation of waste and encourage greater re-use and recycling of materials in accordance with the waste hierarchy. (Materials and Waste) Minerals and Geodiversity To minimise the consumption of mineral resources and ensure the sustainable management of these resources (Materials and Waste)

New building will be required involving use of raw materials. Waste will be produced in the short-term during construction and to a more limited extent during long-term operation. Re-use of existing buildings and materials minimises waste produced.

Maximise use of existing structures. Maximise re-use/ recycling of hardstanding and other materials on-site. Detailed design to consider how future waste management will be undertaken at the site, allowing space for recycling and storage space for materials to be re-used.

Tonnes of construction material to landfill. Source: project construction Tonnes of material re-used or recycled. Source: project construction







Soil To minimise the use of undeveloped land and protect and enhance soil quality. To encourage and safeguard local food production. (Land use and Quality)

A number of proposals within the Terminal and North Zone, HAS, DZ1 and DZ2 re-use previously developed land. Greenfield land take will also be required, particularly for DZ3 and the Business Park. Agricultural land is classified as generally being of Grade 3b with some areas of Grade 3a and Grade 4. Several sources of contamination at NQY although no evidence that contamination is present in the wider Masterplan environment, other than isolated hot-spots.

Maximise areas of previously developed land for construction. Further investigation and possible remediation/ disposal of contaminated hot spots.

Area of Grade 3a agricultural land lost (ha) Source: Information in LDO Application and planning application outside LDOs. Areas of remediation required (m3). Source: Project construction information

Design To promote and achieve high quality, locally distinctive design, sustainable land use and sustainable built development. (Land use and Quality)

Covered under a number of aspects above.

Design to maximise sustainability aspects, including use of energy, water and setting in the landscape.

Covered above.


297301A-PTE Prepared by Parsons Brinckerhoff November 2014 Cornwall Airport Limited

Appendix A – Consultation Response from Scoping

Newquay Cornwall Airport Masterplan

SA Scoping Report: issued 14/05/14 to Airport Environment Steering Group (AESG)

Consultee(AESG)

Response Received Summary of Response Action to be Taken

Natural England Letter sent via e-mail on24/06/2014 fromDarren Horn

As stated in previous responses to consultation, we do not considerthat there are likely to be any significant impacts on statutory natureconservation sites or protected landscapes.

Natural England note that the context in which the Masterplan sits inthe SA is weak. There could be more information on other plannedmajor development infrastructure and other Cornwall Local Plansuggestions. The Local Plan is referred to in the appendices but thisdoes not make it clear that it is currently in draft form only and hasnot been submitted.

Designated SitesNatural England is currently considering an extension to currentBreney Common and Goss and Tregoss Moors Special Area ofConservation (SAC). If his extension proceeds, this European Sitewould lie c. 3.5km to the south east of the Masterplan site and wewould advise that the Masterplan considers this potential SACextension.

Watergate and Lanherne Area of Great Landscape Value (AGLV) islocated immediately north of the airport. NE recommends that anyimpacts upon this, the Cornwall AONB and local landscape characterare evaluated within any landscape and visual impact assessmentthat may be considered necessary.

See BAP response for biodiversity.

Noted

The developments in the area fromthe local plan include urban growthin Newquay and the NewquayStrategic Route described in theScoping Report.Development proposals in theemerging plan to be taken intoaccount as far as possible in the SA(cumulative effects)

Has been updated in BAP and will beincluded in SA Report.

High level effects can be consideredin the SA. The SA will alsorecommend that project levelassessments are undertaken.

Consultee(AESG)


Water EnvironmentNE would advise that the Masterplan identifies opportunities tocontribute to the improvement in the condition of local tributaries,including the Menanhyl and Porth Stream and support the proposedsurface water drainage strategy.

Transport and Air QualityIn order for the airport to achieve the SA’s stated goal that ‘thatthere are no negative effects on local air quality through trafficrelated effects in Newquay’, NE would encourage the emergingMasterplan to address the currently inadequate public transport andnon-existent foot and bicycle links to the airport (see reference to airquality management and monitoring strategies in NE’s response tothe Aviation Framework).

Enhancement OpportunitiesNE support aim to increase roosting and foraging opportunities forbats on the site and to control light pollution in order to maintaindark corridors.

Currently, the airport site has a fairly open landscape, andopportunities for biodiversity gain could be achieved by restoringhedge lines.

We recommend that measures to enhance the biodiversity of the siteare built in to the Masterplan proposals.

Natural England would recommend that the SA follows good practiceand takes the development of such enhancement measuresidentified (biodiversity, landscape, green infrastructure and publicaccess) further for the airport’s development.

To be included within the SA Report.The SA will also recommend thatWFD Assessment is undertaken atproject level.

The Airport Surface Access Strategylooks at access by modes other thanprivate car.A high level air quality assessmentwill be undertaken as part of the SA.

Noted

Noted. BAP recommends fillinghedge gaps and restoration ofhedges added to Table 4.1

Proposals in BAP to be includedwithin SA report.

To be included within SA report.

Consultee(AESG)


Green InfrastructureThe airport could benefit from enhanced green infrastructure (GI)provision.To assist with demonstrating the GI benefits of the proposals, wewould be grateful if you could fill in the attached template (seeAppendix B) and return it to NE.

To be discussed with NE. TheMasterplan is unlikely to be able tobe precise about losses as these willprobably be limited to sectionsremoved from hedgerows for accessor services and not known at thisstage of design.

EnvironmentKernow

E-mail sent 30/05/2014from Sue Patton,Sustainability Officer

Include a copy of the BAP for NQY in e-mail, as referred to in SAscoping report.

Include a separate para in section 6.3 to identify habitats that benefitfrom hedgerows and woodland and also to prioritise hedgerow value,to assist in decision making across the masterplan area

The appraisal criteria are not very detailed and appear narrow.

BAP has been issued.

Habitats have now been graded withhigh to low value to help informMasterplan development.

Will need to be discussed in order toimprove these.

Cornwall CouncilEconomicDevelopment

No response

Cornwall CouncilPlanning,Housing andRegeneration

No response

Cornwall CouncilEconomicDevelopmentGreen Cornwall

No response

Cornwall Council No response

Consultee(AESG)


DCLG No response

English Heritage Email from David Stuart16/06/14

English Heritage are happy in principle for continued liaison with theHistoric Environment team of Cornwall Council to ensure thatrelevant heritage issues are appropriately identified andaccommodated in the masterplan preparation.

The studies undertaken for the baseline information provide avaluable source of information and EH are content with heritageissues and considerations identified.

Exercises to date concentrate on a 2km radius. Depending on whatproposals for the site come forward, it may be possible that theyhave heritage impacts more than 2km away. It will be important tomonitor and review SA indicators and criteria to ensure scope isrelevant.

Are happy with broad sustainability objectives in Table 12.1 (P58)but feel first criteria may be too narrow in its definition of effects of avisual nature and the setting can embrace broader relationship issues(see referenced guidance).If for example vehicular traffic increases, heritage assets such asvillage conservation areas some distance away may be affectedthrough negative effects on rural nature or tranquillity.

Noted.

Noted.

Noted. SA will need to considerimpacts at greater distancedepending on proposals andreceptors.

Criteria to be re-worded in the SA tocapture other aspects of ‘setting’.

CSBT No responseEnvironmentAgency

No response Note that the Environment Agency attended a separate meeting onthe Surface Water Management Plan, 22/05/14.

Cornwall CouncilPlanning,

No response

Consultee(AESG)


Housing andRegenerationCornwall CouncilHistoricEnvironment andPlace Shaping

No response

CornwallDevelopmentCompany

N/A Ben Simpson commented on draft report and commentsincorporated in this version

Draft Biodiversity Action Plan (BAP): issued 09/06/14 to AESG

Consultee(AESG)

Response Received Summary of Response Action Taken

Natural England Letter sent by email on24/06/2014 fromDarren Horn, Land UseOperations

Draft BAP, Priority Habitat and Protected Species

The draft BAP identifies wet woodland and hedges/ hedgebankswhich are BAP Priority Habitats and should be protected and ifpossible enhanced.The BAP contains objectives and targets with regards to hedges andwe would advise that appropriate objectives and targets with regardsto woodland habitats are also identified.Natural England supports the BAP objectives to maintain, restore andenhance habitats priority species such as bats, dormice, otters andinvertebrates within the airport site. We note the BAP will identifymanagement regimes to enhance habitats and we look forward toseeing more detail on this.

Noted.

Objectives and Targets for woodlandHabitats have been included in Table4.1

Consultee(AESG)

Response Received Summary of Response Action Taken

CornwallDevelopmentCompany

Email sent on10/06/2014 at 11:17from Ben Simpson,Development Team

Need to be careful with carbon offsets and it would be better to lookinto other ways that carbon benefit can be drawn from sustainablehabitat management practices, such as use of green waste forrenewable energy.

BAP reworded

Cornwall CouncilEconomicDevelopment

No response


No response

Cornwall CouncilEconomicDevelopmentGreen Cornwall

No response

CommunitiesAgency

No response

English Heritage N/A Response sent stating BAP not applicable to English Heritage’sinterests.

CSBT No responseEnvironmentAgency

No response Note that the Environment Agency attended a separate meeting onthe Surface Water Management Plan, 22/05/14.


No response

Cornwall CouncilHistoricEnvironment andPlace Shaping

No response



Appendix B – Sustainability Mapping NB. Attached as separate document due to file size



Appendix C – Sustainability Appraisal Matrices

Appendix C: NQY Airport Masterplan: SA of Development ZonesAssessment Key


Masterplan Zones

Terminal and North Zone

Development Zone: Terminal & North Zone

Description: Works to existing terminal include operational regulatory repairs and upgrades to meet standards; remodelling of small areas of terminal to accommodate passenger increase to 600,000. Areas of new development within existing hardstanding/ airfield identified.

Sustainability Criteria Assessment Comment Mitigation/ enhancement Communities and Health: Does the option avoid or reduce disturbance to neighbouring settlements and residences? Does the option contribute to facilities, services or accessibility to surrounding communities?

- Medium term minor negative impact on communities at Carloggas and St Mawgan. Terminal remains in existing location near these communities so existing sources of disturbance continue (lighting, traffic, noise). However, only small –scale internal works proposed and the use of this site is not proposed to be permanent. There will be long term benefits to moving terminal to the south (see DZ3).

Minimise traffic and noise during refurbishment activities. Use of lighting strategy to avoid introducing new sources of light intrusion to local communities. Potential for screening of existing noise- generating activities from any new buildings. Long-term safeguarding of DZ3 for terminal site. Consider impacts of any future use of terminal buildings on local communities.


+ + Terminal facilities currently inadequate in meeting capacity peaks. However, the use of this location in the medium-term minimises cost while ensuring continued operational use. Long-term regional benefits of continued operation of Airport for passenger flights, including tourism.

More efficient use of space through remodelling could increase economic opportunities within the terminal. There is potential growth through careful management of departures and arrivals to maximise economic benefits and throughput of passenger numbers.

Landscape and Historic Environment Does the design avoid negative effects on local landscape character and designated assets and their setting from visual intrusion?

0 Any additional buildings within this zone would be within in existing built up areas and no change to existing landscape character and designations nor effects on historic assets or their setting is

Use of lighting strategy to avoid introducing new sources of light intrusion to AGLV to the north.

Does the design protect historic assets, their setting and landscape features within the Airport? Does the design provide the opportunity to enhance landscape of the local area?

predicted.

Link development in this zone with planting perimeter of Northern Loop.


0 No change to existing biodiversity. No features of ecological value affected in this area.

Link any development at the terminal with biodiversity improvements within the northern loop: planting perimeter to improve connectivity.


+ Upgrading to foul sewers and water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately towards the River Menalhyl.

SUDS detailed design to ensure pollution prevention and existing run-off rates, with 10% betterment and appropriate climate change allowance. Assess and upgrade existing systems as required. Consider rainwater harvesting and grey water collection from buildings.


- Limited public transport connections to terminal, pedestrian and cycle links; poor vehicular access via Ball Lane. Opportunity to provide EV chargepoint facilities servicing parking area(s).

Potential to improve access via Ball Lane junction. Surface Access Strategy targets and action plan.


0 Limited opportunity for energy use or sources within poorly performing existing terminal. However, refurbishment could incorporate improved energy performance. Energy efficiency and management improves should be considered alongside an investigation of low carbon space heating options including the use of biomass and anaerobic digestion facilities.

Consideration of energy efficiency in refurbishment and use of biomass and anaerobic digestion facilities.

No local air quality issues identified (see Appendix D)


++ Use of existing terminal building minimises use of new materials and reduces waste in the medium term.

Maximise use of existing structures/ materials if terminal moves to the South side of airport.


+ Use of previously developed land, limited opportunity to improve sustainability through design in the medium term (see DZ3 for long term uses). Potential sources of contamination comprise operation and non-operational fuel compounds. Previous testing of adjacent ground did not find levels above commercial uses1. However, if the non-operational tanks are removed some further testing and remediation would be required.

Further testing and removal of above ground fuel tanks if land required for development.

1 South West Geotechnical (August 2013) TP05 Non-operational above ground fuel tanks; TP04 & TP06 Operational fuel tanks.

Northern Loop

Development Zone: Northern Loop

Description: No change to existing uses. Proposed landscape and biodiversity enhancement through planting along northern perimeter.


0 No change to existing land-uses so no new sources of disturbance.


0 No change to existing land uses so no change to economic growth nor tourism.


+ There is a strip of woodland along the northern and eastern boundary of this zone, which is an important feature of the landscape, this could be enhanced by additional planting of broadleaved native species along the airport boundary. Historic environment assets would not be affected: Carnanton House and Gardens is adjacent to the eastern boundary of this Zone and is an Historic Park & Garden, with several Grade II Listed Buildings. The radio mast and station would remain and have been assessed as being of moderate value from the Cold War period, being associated with the arrival of the Nimrod. There are no known archaeological features of value (former farm buildings and kennels) and the area is of generally of low potential. However, there is a small area of high archaeological potential around the radio mast and station. Features, although of low value, could

Enhance woodland strip along perimeter, wherever possible . The additional planting would increase buffer to Carloggas. Watergate and Lanherne AGLV, and if the eastern boundary is included Carnanton House and historic gardens.

provide potential information on past use of the airfield.


+ The area is largely of low to moderate habitat value. Semi-improved grassland and small patches of scrub have the potential to support reptiles. However, there is a strip of higher value broadleaved woodland along the northern perimeter which provides connectivity and diversity. There is also a strip of semi-natural coniferous woodland along the western boundary which would be retained and could be enhanced. Carnanton/ Nanskeval Wood County Wildlife Site (CWS) lies immediately to the north, although not affected.

Areas of woodland to be retained and managed to improve biodiversity. Additional planting proposed along northen and western perimeter.


0 There is no change considered to flood or pollution risk.


0 No surface access required.

Air Quality, Energy Use and Greenhouse Gas Emissions Does the option encourage the use of renewable sources of energy? Does the option directly or indirectly reduce

0 No change to existing energy use nor emissions.

Area could be used to store green or other waste for use in Biomass or AD systems in future.

energy consumption associated with the Airport? Does the option avoid any local air quality effects? Materials and Waste Does the option minimise requirements for use of raw materials? Does the option provide the opportunity for future waste management?

0 No new materials required nor waste generated.


+ There are no development proposals for this area, although additional planting will use available greenfield land for improving biodiversity.

Hardened Aircraft Shelters

Development Zone: Hardened Aircraft Shelters (HAS)

Description: Area to be retained with existing uses. Additional development of facilities to be sympathetic with existing HAS and their setting. Development area identified to the eastern end of this Zone.


0 The zone is isolated from local communities and changes to existing activities are limited.


+ Minor benefits from continued use from a number of small users in addition to providing areas for additional small scale development. Possible larger commercial development opportunities if the outdated industrial accommodation on the periphery of the HAS zone is taken into account.

Sympathetic development to immediate area around the HAS buildings could provide further commercial activity and opportunities.


+ / - - The Masterplan largely retains the military character and setting of the HAS within this area. To north lies the rough ground of the ‘Penvose Valley’ character area. The zone includes well-preserved group of Hardened Aircraft Shelters built in the late Cold War period and assessed as being of very high importance. There are a number of buildings at the western end2 that are associated with the HAS

Continue to retain HAS buildings and their setting through existing use and design codes to define scale and character of development in this area. Consider adaptive re-use of historic buildings, use of historic building recording to inform reuse

2 Newquay Cornwall Airport: Historic Environment Assessment and Characterisation buildings of Very High Importance A – HAS (68, 69, 70, 71, 72 , 73, 74); 78 generator house, decontamination building and operations block, 82 garage and 84 communication building. Other buildings of moderate (79, 90 including hangar and substation) or low value.

and are also of very high historical value may be lost by development in this zone. There would also be loss of visual association with the remaining HAS in RAF St Mawgan. The area is of low archaeological potential, with documentary evidence of previous houses on the western perimeter of the zone.

or removal.


- / + Masterplan retains one of the areas with highest biodiversity on the site. The northern edge of the zone and area lying immediately to the north is of high ecological value. It comprises a mosaic of semi-improved grassland, scrub and raised bog. It has the potential to support badger, bats, reptiles, amphibians and invertebrates.

Potential to enhance the biodiversity of this area by linking proposals for active management in BAP with development proposals in this area. Lighting strategy to avoid additional additional lighting in this area.


+ Foul discharge considered to Kelda Water STW or east to Business Park pump station. Upgrading to water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately north towards the Penvose Stream.



0 No change to existing access via DZ2 (RAF St Mawgan and improved access via DZ1). No opportunities for improving access by public transport.

Air Quality, Energy Use and Greenhouse Gas 0 No change to existing energy use.

Emissions Does the option encourage the use of renewable sources of energy? Does the option directly or indirectly reduce energy consumption associated with the Airport? Does the option avoid any local air quality effects? Materials and Waste Does the option minimise requirements for use of raw materials? Does the option provide the opportunity for future waste management?

+ / - Some new building will be required, although there are opportunities to retain and re-use existing buildings and areas of hardstanding. Waste will be produced in the short-term during construction and to a more limited extent during long-term operation.

Maximise re-use and recycling of existing building and concrete. Consideration of how waste management will be undertaken at the site.


+ The use of existing facilities maximises re-use of land. Previous investigations of this site and bulk fuel storage area to the north did not find any evidence of contamination3.

3 South West Geotechnical (August 2013) – TP10 Bulk Storage Depot.

Development Zone

Development Zone: Development Zone 2 (DZ2)

Description: Area set aside for future uses including hangars, e.g. for Unmanned Aerial Systems, office space, parking and service yards.


- The zone is adjacent to RAF St Mawgan which includes residential properties and rehabilitation centre, which may be affected by occasional noise. It is isolated from other existing communities and will not be associated with any facilities for community use.

Where possible, minimise noise to receptors through site design to screen sensitive receptors from ground activities (e.g. engine testing). Consider timing of noisy activities, avoiding night-time, early morning and evening.


+ Potential benefits associated with new airside development, including hangars and ancilliary buildings/functions requiring access to the runway.


- Depending on height of structures may be visual effects and landscape effects to the west. Structures in this zone comprise pill boxes and blast walls of low historic importance. Moderate to low archaeological potential, documentary evidence of a field barn.

Landscape and visual appraisal of large/ tall structures. Archaeological recording in areas of moderate potential.

Biodiversity Does the option protect existing BAP habitats and species at the Airport? Does the option provide the opportunity to

- / + The area is of low to moderate habitat value. Semi-improved grassland and a strip of scrub adjacent to the disused runway have the potential to support reptiles.

Potential to enhance the biodiversity of the area north of the HAS Zone by active management.

enhance BAP habitats and species?

There is potential to enhance biodiversity north of the HAS Zone.

Prior to development of the area, surveys should be undertaken for reptiles and measures taken to prevent harm. Lighting strategy to limit general lighting at airport where possible for bats.


+ Foul discharge considered to Kelda Water STW or east to Business Park pump station. Upgrading to water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately north towards the Penvose Stream.



- No opportunities for improving access by public transport. Access to be provided via DZ1.

Opportunity to provide EV chargepoint facilities servicing parking area(s).


+/ - Although any new development will consume energy there is the opportunity to integrate energy efficiency measures into design. There will be greater embodied carbon in new build in the short-term but there are opportunities to incorporate renewable energy sources such as biomass for long-term reduction in greenhouses gases produced.

Design to incorporate energy efficiency measures and consider use of energy from renewable sources such as biomass.

Materials and Waste Does the option minimise requirements for use of raw materials?

+ / - New building will be required, although it is assumed that the existing taxi-way will be retained. Waste will be produced in the short-term during

Consideration of sustainability of materials to be used and how waste management will be

Does the option provide the opportunity for future waste management?

construction and to a more limited extent during long-term operation.

undertaken at the site.


+ The use of existing airfield maximises re-use of land.

Development Zone


Description: Areas defined for development include areas for new hangars and areas for parking. Demolition of some buildings would be required for access to DZ2 and for future development at the ATC. Access will also be provided to DZ3. An area has also been set aside for infiltration and biodiversity improvements.


0 The zone is isolated from local communities and activities similar to existing uses are proposed. RAF St Mawgan which includes residential properties and rehabilitation centre, although proposed use of this area will not be different to existing.


+ Provides a variety of hangar space for a number of users. Provides future access to other developments on the south side of the airport and improved access through the construction of the SAR.


- / + Depending on height of structures may be visual effects and landscape effects to the west. Wooded valley to the south of DZ1 is an important landscape feature and will be retained and enhanced. Proposals remove RAF Air Traffic Control Tower of high historical importance. Other associated buildings4 are of moderate value to low and would also be demolished. Proposal preserve the Nimrod Servicing Area - the Nimrod hangar is of very high historical importance and associated buildings (garage and storage

Landscape and visual appraisal of large/ tall structures. Need to retain wooded valley to the south of DZ1, including design of access road. Enhance through woodland management and grassland set aside for biodiversity. Consider retention and adaptive re-use of historic buildings, use of historic building recording to inform reuse or removal. Further archaeological

4 Newquay Cornwall Airport: Historic Environmental Assessment and Characterisation - Air raid shelters (19, 20, 21), fire station (23) and boiler house (29), storage building (26) are of moderate value. Buildings 18, 22, 25,26,27,28, 30 are of low value but contribute to setting.

buildings) contribute to setting. The Zone also covers the ‘hangars and technical areas’ character area. RAF buildings5 considered to be of moderate value and should be retained if possible. Fields within the south of this zone (around SAR) are of unknown archaeological potential.

investigation, including geophysical survey, prior to development.


- / + Wet woodland adjacent to a small stream lies within southern-most area of the zone and this would be retained by the Masterplan. There is also an area of scrub and semi-improved grassland on an earth bund adjacent to the SAR, which would be lost to development. These habitats have a high species diversity and has the potential to support a range of species including badgers, bats, birds, reptiles, invertebrates and otter. There is potential for adverse impacts on these species, e.g. from lighting, noise, habitat severance. The remainder of this zone is of low ecological value (improved & amenity grassland), with small areas of moderate value semi-improved grassland near the RAF Control Tower.

Areas of woodland to be retained and managed to improve biodiversity. Area of grassland to be enhanced for biodiversity to compensate for loss of area of scrub adjacent to the SAR. No lighting within 15m buffer. Prior to development of the area, surveys should be undertaken for reptiles and measures taken to prevent harm.


+ Foul discharge initially to Business Park pump station. Upgrading to water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately to the Porth

SUDS detailed design to ensure pollution prevention and existing run-off rates, with 10% betterment and appropriate climate change allowance. Assess and upgrade existing systems as

5 Hangars and Technical Areas – buildings 41 (office), 44 (Aircraft hangar, office, store, workshop) are of moderate value.

tributary.

required. Consider rainwater harvesting and grey water collection from buildings. Retain area designated for infiltration/ biodiversity.


+ Opportunity to improve public transport links through connection to Aerohub Business Park and Newquay/ Nansledan. Design also provides access to DZ2 and DZ3.

Surface Access Strategy targets and action plan, including opportunity to provide EV chargepoint facilities servicing parking area(s).


-/+ Although any new development will consume energy there is the opportunity to integrate energy efficiency measures into design. There will be greater embodied carbon in new build in the short-term but there are opportunities to incorporate renewable energy sources such as biomass for long-term reduction in greenhouses gases produced.



- / + Some new building will be required, although the re-use of buildings and existing hardstanding minuses requirement for new materials. Waste will be produced in the short-term during construction/ refurbishment and to a more limited extent during long-term operation.

Maximise re-use/ recycling of hardstanding on-site. Design to consider how future waste management will be undertaken at the site.


+ The use of existing facilities maximises re-use of land.

Development Zone


Description: Safeguarded for use of terminal at 600,000+ ppa. Access via the SAR and new road from DZ1 passing to north of valley.


+ Terminal removed from larger communities in terms of disturbance although there are a number of isolated dwellings along the south side. There is the opportunity for linkages with communities at Newquay and Nansledan, in terms of provision of jobs and facilities.


+ + Co-location with DZ1 and Aerohub Business Park enables greater economic potential through provision of serviced development land and potential buildings.


- This zone occupies one of the highest areas of land at the Airport. There are potential effects depending on scale and height of terminal building on historic landscape character to the south of the Airport (enclosed land). Wooded valley to the south and western edge of DZ3 is an important landscape feature. Design has retained the woodland, including buffer zone. There are no historical buildings in this area, although the area is of high archaeological potential.

Design to consider visual impact from the scale and height of the building. Detailed design to continue to retain wooded valley to the south and west of DZ3, including design of access road. Further archaeological investigation, including geophysical survey, prior to development.

Biodiversity Does the option protect existing BAP habitats and species at the Airport?

- Wet woodland adjacent to a small stream lies within the southern and western areas of the zone has been retained in the Masterplan. This habitat

Areas of woodland to be retained and managed to improve biodiversity.

Does the option provide the opportunity to enhance BAP habitats and species?

has high species diversity and has the potential to support a range of species including badgers, bats, birds, invertebrates and otter. There is potential for adverse impacts on these species, e.g. from lighting, noise, habitat severance. The remainder of the site, which would be used for the terminal and parking, is improved grassland with low ecological value.

Design of access road needs to avoid as much of wooded valley as feasible. No lighting with 15m buffer.


0 Foul discharge initially to Business Park pump station. Upgrading to water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately to the Porth tributary.



+ Opportunity to improve public transport links through connection to Business Park and Newquay/ Nansledan.



+/ - Opportunity to improve design of terminal to reduce energy use and reduce GHG emissions from surface transport. There will be greater embodied carbon in new build but there are opportunities to incorporate renewable energy sources such as biomass.


Materials and Waste Does the option minimise requirements for use of

- New building will be required, although it is assumed that the existing taxi-way will be retained.

Maximise re-use/ recycling of hardstanding on-site.

raw materials? Does the option provide the opportunity for future waste management?

Waste will be produced in the short-term during construction (also see land quality below) and to a more limited extent during long-term operation.

Design to consider how future waste management will be undertaken at the site.


- / + The area is currently greenfield land. There is also the opportunity to improve sustainability through design of new development. Previous investigation identified a couple of hot spots of contamination adjacent to the Delta taxiway6. This would form part of the future apron and future development would require further testing and possible remediation.

Design to maximise sustainability aspects, including use of energy, water and setting in the landscape. Further investigation and possible remediation/ disposal of contaminated hot spots.

6 South West Geotechnical (August 2013) - Location DZ3 WS01 elevated TPH and Benzo(a)pyrene; WS02 elevated TPH assessed as being isolated hot-spots.

Business Park

Development Zone: Business Park (Phase 1, East and West)

Description: Development of Phase 1 and Business Park East. Business Park West Zone retained for future development and expansion.


+/ - Development potentially increases minor disturbance to number of isolated dwellings along the south side (noise, traffic, lighting). There is the opportunity for linkages with communities at Newquay and Nansledan, in terms of provision of jobs and facilities.


+ + The Business Park (Phase 1 and East) could provide a maximum of 115,000sqm of floorspace, although this is likely to be less depending on number of storeys in each building. It is estimated that once complete in 2030, it will lead to the direct creation of approximately 2,730 jobs and an additional 400 jobs outside the Business Park in Cornwall7.

The site infrastructure and servicing scheme is currently on site and will enhance the attractiveness of the site as a place for business growth. Potential for investment or linkages with local training schemes to maximise local jobs.

Landscape and Historic Environment Does the design avoid negative effects on local landscape character and designated assets and their setting from visual intrusion? Does the design protect historic assets, their setting and landscape features within the Airport? Does the design provide the opportunity to

- / + Potential effects depending on scale and height of building on historic landscape character to the south of the Airport (enclosed land). Development in the design codes for the business park, limits the effects on local landscape. The wooded valley along the northern edge of

Design codes are in place to visual impact from the scale and height of the buildings for Phase 1 and East Zones. Landscape and visual appraisal would also need to be undertaken for western zone.

7 Aerohub Business Park@ Newquay Cornwall Airport, Environmental Statement, 2012

enhance landscape of the local area? Business Park is an important landscape feature and has been retained in the design. Hedgerows also provide important landscape features and retained wherever possible, although sections will be lost for internal access roads. The area is of high archaeological potential. Geophysical surveys have identified a number of features in the fields, the most important is likely to be a prehistoric settlement to the south of Business Park West.

Need to retain wooded valley to the south and west of DZ3, including design of access road. Business Park West design to avoid earthworks in the vicinity of prehistoric settlement. Further archaeological investigation prior to development.


- / + Wet woodland adjacent to a small stream lies to the north of this zone and has been retained in design. This habitat has high species diversity and has the potential to support a range of species including badgers, bats, birds, invertebrates and otter. There is potential for adverse impacts on these species, e.g. from lighting, noise, habitat severance. Hedgerows also have a high ecological value, providing habitat connectivity and supporting a range of species. The remainder of the site is arable and of low ecological value.

Areas of woodland to be retained and managed to improve biodiversity. Hedgerows to be retained and strengthened with planting where possible. No lighting within 15m buffer throughout.


0 Foul discharge initially to Business Park pump station. Upgrading to water supply for increased numbers. Any development to be accompanied by SUDs stormwater drainage, to discharge at existing run-off rates to infiltration and ultimately to the Porth tributary.

SUDS detailed design to ensure pollution prevention and existing greenfield run-off rates and appropriate climate change allowance. Assess and upgrade existing systems as required. Consider rainwater harvesting and grey water collection from buildings.


+ Opportunity to improve public transport links through connection to Business Park and Newquay/ Nansledan.



+/ - Opportunity to improve design of terminal to reduce energy use and reduce GHG emissions from surface transport. There will be greater embodied carbon in new build but there are opportunities to incorporate renewable energy sources such as biomass. No local air quality issues identified from traffic.



-- New building will be required involving use of raw materials. Waste will be produced in the short-term during construction and to a more limited extent during long-term operation.

Consideration of sustainability of materials to be used and how waste management will be undertaken at the site.


- / + The area is currently greenfield land. There is also the opportunity to improve sustainability through design of new development.

Design to maximise sustainability aspects such as energy use.

Solar FarmNote: There is no Development Framework for this Zone as there is no change to the existing use proposed.

Development Zone: Solar Farm

Description: Current use as solar farm to continue - 25 year design life.


0 The closest residential properties, which lie in excess of 200m from the application site, consisting of the farmsteads of Treisaac Farm and Trebarber Farm. No source of disturbance identified from operation of solar farm.


+ Energy produced will provide income stream for Cornwall Council and would reduce energy costs at the Airport.


- The existing landscape features are to be retained. The solar farm can be viewed from a limited number of viewpoints. In terms of Historic Landscape Character, the development area appears to have once been part of a medieval strip field system. The area is of high archaeological potential. There are two possible enclosures of probable Iron Age or Romano-British date., which would be affected by below ground intrusion of solar panel structures.

Phased archaeological investigation has already been undertaken as part of the development of this site.

Biodiversity Does the option protect existing BAP habitats and species at the Airport? Does the option provide the opportunity to

0 Wet woodland adjacent to a small stream lies to the north of this zone and has been retained in design. This habitat has high species diversity and has the potential to support a range of species

Areas of woodland to be retained and managed to improve biodiversity.

enhance BAP habitats and species?

including badgers, bats, birds, invertebrates and otter. Hedgerows also have a high ecological value, providing habitat connectivity and supporting a range of species and have been retained apart from widening of existing road access. The remainder of the site is arable and of low ecological value.

Hedgerows to be retained and strengthened where possible.


0 Only small areas of impermeable area have been built as part of the solar farm and infiltration swales have been used to reduce run-off. In addition scrape features throughout the site to limit the erosion risk posed by the intensification of rainwater as a result of the solar arrays.


0 Operational use of the zone does not require regular access.


+/ - The Kernow Solar Park will produce up to 5MW of renewable energy per annum. The yield is calculated at a factor of 983 (kWh/kWp). The CO2 benefit of this production is approximately 2,300-2,500 tonnes per annum.

Opportunity to couple Solar Park with an energy storage solution to enable airport to benefit from the low carbon power generated outside of daylight hours.


0 The solar panels required small amounts of raw materials and very small amounts of waste were produced in construction. However, the effects on minerals and waste during operation of this zone over the Masterplan period are negligible.

Land Use and Quality Does the option provide the opportunity for

+ The grassland on the site continues to be managed by grazing by sheep or another suitable species,

sustainability through design and land use? during the lifespan of the development. This maintains some sort of agricultural use on the site.



Appendix D – Air Quality Assessment

APPENDIX D: AIR QUALITY ASSESSMENT

1.1 Introduction

1.1.1 This appendix presents a strategic qualitative air quality assessment for NewquayCornwall Airport (NQY) Masterplan.

1.1.2 Since the economic downturn in 2008, the airport has seen a drop in passengernumbers. This drop has also affected projected future year passenger numbers,which are unlikely to increase at the rate originally anticipated. As a result theMasterplan for the airport is in the process of being recast.

1.1.3 This air quality assessment reflects the proposed changes to the NQY operations andwill provide an overview of potential impacts. The assessment will focus on impactsduring operations as due to the nature of the proposed changes to the Terminal nosignificant impacts are expected during construction.

1.1.4 The principal sources of emissions to air from NQY include the following:

· emissions from aircrafts (airborne and when on the ground);

· emissions from road traffic accessing NQY;

· emissions from airside vehicles and plant; and

· emissions from any energy plant.

1.1.5 Given the rural location of NQY and the generally good air quality, the assessmentwill focus on the main source of emissions to local air quality which are emissionsfrom road traffic1. Studies have shown that emissions from aviation relatedoperations reduce rapidly beyond the immediate area around the runway2. Theassessment will assess the impacts of the proposed changes to the access roads tothe airport and will reference the Surface Access Strategy that has been updated aspart of the Masterplan.

1.1.6 The main pollutants of concern from traffic are nitrogen dioxide (NO2) and particulatematter (measured as PM10 and PM2.5). The air quality assessment will assessimpacts from these pollutants on human receptors. A review of the area in theimmediate vicinity of the airport has shown that no statutory designated ecologicalsites are present and therefore the assessment has not considered impacts onecological receptors.

1.1.7 To ensure the assessment reflects future increases in road traffic due to committeddevelopment likely to impact traffic numbers on airport access roads, it makesreference to the following:

· Aerohub Enterprise Zone: comprising two Local Development Orders, includingthe Aerohub Business Park (part of the Masterplan) on the south side of theAirport perimeter. Access will be provided via the Southern Access Road, linkeddirectly from the A3059; and

· Newquay Growth Area: An urban extension to the east of Newquay that willinclude the Newquay Strategic Route (NSR) and a new road linking the A3058Henver Road with the A392. The link road is expected to ease local congestionsand improve links to NQY.

1 Cornwall Council, 2013 Air Quality Progress Report, October 20132 Secretary of State for Transport, Aviation Policy Framework, March 2013

1.2 Approach

1.2.1 The approach of the qualitative air quality assessment include the following:

· A review of national and local legislation, policies and guidelines in relation to airquality;

· Description of the study area and access roads to NQY;

· Characterisation of baseline conditions;

· Identification of key receptors;

· Identification of risks to air quality receptors from the NQY and hence the likelyimpacts.

1.3 Policy and Guidance

UK Air Quality Strategy and EU Directives

1.3.2 Under the requirements of the Environment Act 1995, the UK government publishedan Air Quality Strategy3 (1997, revised in 2000 and 2007). The Strategy sets out theUK’s national standards and objectives for ambient air quality, and measures to helpachieve the objectives. The overall aim of the Strategy is to achieve steadyimprovement in air quality into the long term.

1.3.3 The Environment Act also set out the principles for Local Air Quality Management(LAQM) under which, Local Authorities are required to review current and future airquality within their area against the air quality objectives. Where it is anticipated thatan air quality objective will not be met, the Local Authority is required to declare an AirQuality Management Area (AQMA) and to produce an Action Plan in pursuit of theachievement of the air quality objectives.

1.3.4 The air quality standards set out in the Strategy are purely health-based, and reflectlevels of pollution thought to ensure the avoidance or minimisation of risks to health.The associated air quality objectives are policy targets, expressed as maximumpermissible ambient (outdoor) concentrations4 that take into account economicefficiency, practicability, technical feasibility and timescales.

1.3.5 The European Union Ambient Air Quality Directive5 sets similar limit values for theconcentration of pollutants in air for the protection of health and ecosystems. Incontrast to the objectives in the UK Air Quality Strategy, which are policy targets, thelimit values in the Directive are legally binding on Member States. The EU Directivewas transposed to UK law by the Air Quality Standards Regulations6.

1.3.6 For the pollutants of interest to the assessment of the Project, the EU limit values arenumerically identical to the UK’s air quality objectives. They are, however, statutorylimits rather than policy targets. Compliance with limit values is the duty of centralgovernment rather than Local Authorities.

1.3.7 Table 1 provides details of the air quality objectives relevant to this assessment.

3 Air Quality Strategy for England, Wales, Scotland and Northern Ireland, 2007, Department for Environment, Food and RuralAffairs4 Maximum concentrations not to be exceeded either without exception or with a permitted number of exceedences within aspecific timescale.5 European Union Directive on ambient air and cleaner air for Europe, 2008/50/EC6 The Air Quality Standards Regulations 2010 No 1001

Table 1: Ambient air quality objectives relevant to the air quality assessment ofimpacts for the NQY Masterplan

Pollutant AQS Objective/Limit Value Measured as

Set for the protection of human health

NO2

200 μg/m3 1hr mean; not to be exceeded more than 18 timesper year

40 μg/m3 Annual mean

PM10

50 μg/m3 24hr mean not to be exceeded more than 35 timesper year

40 μg/m3 Annual mean

National Planning Policy Framework (NPPF)

1.3.8 In relation to air quality, the NPPF states (para. 124) that:

“Planning policies should sustain compliance with and contribute towards EU limitvalues or national objectives for pollutants, taking into account the presence of AirQuality Management Areas and the cumulative impacts on air quality from individualsites in local areas. Planning decisions should ensure that any new development inAir Quality Management Areas is consistent with the local air quality action plan.”

1.3.9 Furthermore, NPPF states (para. 120) that

“To prevent unacceptable risks from pollution and land instability, planning policiesand decisions should ensure that new development is appropriate for its location.The effects (including cumulative effects) of pollution on health, the naturalenvironment or general amenity, and the potential sensitivity of the area or proposeddevelopment to adverse effects from pollution, should be taken into account.”

1.3.10 In this context, pollution is taken to include both local air pollutants, covered by theUK’s air quality strategy and EU directives (e.g. particulate matter, nitrogen dioxide),and dust. In relation to the Masterplan and air quality, this statement implies thatparticulate matter and dust emissions during construction should not result in adverseimpacts on human health or any loss of general amenity.

Aviation Policy Framework

1.3.11 The 2013 Aviation Policy Framework seeks to improve surface access to airport andstates:

“High quality, efficient and reliable road and rail access to airports contributes greatlyto the experience of passengers, freight operators and people working at the airport.Greater use of low carbon modes to access airports also has the potential to reduceCO2 emissions, as well as leading to less congestion and improved air quality.”

1.3.12 Furthermore it states:

“to seek to improve international standards to reduce emissions from aircraft andvehicles and to work with airports and local authorities as appropriate to improve airquality, including encouraging HGV, bus and taxi operators to replace or retrofit withpollution-reducing technology older, more polluting vehicles.”

Guidance

1.3.13 The air quality assessment will be undertaken with regard to the following guidancedocuments:

· Local Air Quality Management Technical Guidance LAQM TG(09) (Defra, 2009),including supplementary guidance published by Defra through its website

· Design Manual for Roads and Bridges (DMRB) Volume 11 Section 3 Part 1, AirQuality (HA207/07); and

· Development Control – Planning for Air Quality, 2010 Update, EnvironmentProtection UK (EPUK).

1.4 Study Area and Access Roads

1.4.1 The study includes areas in the immediate vicinity of the access roads to the airport.Vehicles access the Terminal via an entrance in Ball Lane with two main roads to theroad network:

· A3059 connecting Newquay in the west and the A39 (for A30) in the east; and

· B3276 coastal route connecting the airport to Newquay to the west, and Padstowto the east.

1.4.2 The assessment is based on the assumption that as part of the Masterplan, theexisting Terminal on the north of the airport will accommodate the future increase inpassenger’s numbers to 600,000. The Masterplan has safeguarded DevelopmentZone 3 to the south of the NQY for a new Terminal when passenger numbers exceed600,000.

1.5 Baseline Conditions and Receptors

1.5.1 Baseline air quality in the study area has been assessed with reference to the reportsprepared by Cornwall Council (CC), under the requirements of the Local Air QualityManagement regime and the mapped data provided by Defra. Monitoring undertakenby Parsons Brinckerhoff in Newquay in 2012 is also presented.

Local Air Quality Management

1.5.2 In their 2013 Progress Report7, CC stated that exceedences of the annual NO2objective have been recorded in a number of locations, including Camborne, Pool,Redruth, Bodmin and Tideford. CC has declared three Air Quality ManagementAreas (AQMAs), in the Camborne, Pool and Redruth area in 2005, Bodmin in 2008and Tideford in 2011. New AQMAs for NO2 were declared in Gunnislake and StAustell in March 2014. Further AQMAs for NO2 are proposed for Truro in 2014/15.The main pollutant of concern in Cornwall is NO2 from road traffic.

1.5.3 The Council measures NO2 at a number of locations using automatic and non-automatic monitoring. The monitoring locations are primarily in the AQMAs and nomonitoring data is available for Newquay town and NQY. The 2013 progress reportindicated that monitoring will be undertaken in Newquay due to a number of proposeddevelopments associated primarily with the Newquay Growth Area. However no datawas available at the time of writing.

1.5.4 A detailed monitoring survey of air quality within Newquay was undertaken in 2004,concluding that roadside pollutant concentrations at residential receptors within thetown were within the air quality objective. However, it was acknowledged that the

7 Cornwall Council, 2013 Air Quality Progress Report, October 2013

survey results were subject to some minor uncertainty due to the monitoring onlyoccurring over the summer months.

Monitoring survey in 2012

1.5.5 A monitoring survey was undertaken in Newquay by Parsons Brinckerhoff for a periodof three months in 2012. Monitored concentrations of NO2 undertaken at sensitivereceptors locations and were for the majority of time within the air quality objective of40µg/m3 (Table 2). However NO2 samples collected at the Treninnick Hill site wereidentified as exceeding the air quality objective for the entire sampling period.Annualised concentration for 2013 show that concentrations of NO2 are within theannual air quality objective all locations.

Table 2: Nitrogen dioxide concentrations in the Newquay, monitored usingdiffusion tubes.

Location DistancefromRoad (m)

Nitrogen Dioxide Concentration 2012(µg/m3)

AnnualisedConcentrations to2013* (µg/m3)

17/2/2012to19/03/2012

19/03/2012to18/04/2012

18/04/2012to18/05/2012

58 Quintrell Road 5 18.72 18.13 14.37 15.19

Trevenson road 8 30.02 32.33 27.47 26.64

Henver Road 5 22.8 26.43 18.25 20.01

Hillgrove Road 10 19.23 20.22 15.40 16.27

13 Cliff Road 1 20.67 23.9 13.02 17.08

19 St ThomasRoad

1 30.05 29.85 22.95 24.58

Treninnick Hill 2 41.08 53.17 36.62 38.81

Mount Wise/MichellAve

5 23.24 24.343 18.23 19.52

Mount WiseRoundabout/HigherTown Rd

5n/a 25.954 34.14 19.52

Terrace housing onMount Wise Rd.

5 n/a 14.64 10.46 26.73

*Annualised using Automatic Urban and Rural Network (AURN) monitoring data from Plymouth and Exeter

Mapped Background Pollutant Concentrations

1.5.6 Defra provide mapped background pollutant concentrations for the UK on a 1km x1km grid. For nitrogen oxides and particulate matter, data have been provided byDefra as hindcasts/predictions for all years from 2010 to 2030. For carbon monoxide,data have been provided for 2001 with factors to project data to later years.

1.5.7 The background pollutant concentrations are currently well within the air qualityobjectives for the protection of human health (Table 3). It is anticipated thatconcentrations will, in general, decrease over time as result of a predicted overallreduction in emissions from all emission sources and sectors, both in the UK and inEurope. However, the rate of improvement is uncertain, particularly in the short tomedium term and, as such, the quantitative assessment of impacts does take intoaccount this expected improvement in air quality.

Table 3: Background pollutant concentrations from Defra mapped data for2014.

Annual Mean Concentration µg/m3

Location Nitrogen Oxides NOx Nitrogen Dioxide NO2 Particulate Matter PM10

Objective 30 µg/m3 40 µg/m3 40 µg/m3

NewquayCornwallAirport

5.7 4.5 16.4

NewquayTown 6.8 – 9.8 5.3 – 7.6 14.0– 15.8

1.5.8 Table 3 shows that ambient background concentrations of NO2 in NQY and inNewquay town are well below the 40 µg/m3 annual objective. This also confirmed bythe monitoring data collected in Newquay in 2012, where concentrations are wellwithin the air quality objective away from the road and elevated at locations within afew metres form the road. Concentrations along the main access roads to Newquayduring the summer period are expected to be elevated but still within the annualobjective.

Receptors

1.5.9 The area in the vicinity of the airport is largely rural in character, interspersed withsmall residential settlements and holiday accommodation including:

· Carloggas located in the immediate vicinity (150 m northeast) of the NQYTerminal;

· St Mawgan located 800 m north east of the Terminal;

· Trevarrian located 1.8 km northwest of the Terminal;

· Treggurian located 1.5 km to the southwest of Terminal;

· St Columb Major located 4 km to the southeast of the Terminal;

· Treloy Touring Park located in the vicinity of the southern boundary of the airport;

· Isolated dwellings and hamlets off the A3059 on the southern boundary of thesite including Nanswhyden, Treissac, Trebarber),

1.5.10 Newquay town lies 8 km south west of airport. The most relevant receptors inNewquay town are receptors along A3059 and future residents associated with theNewquay Growth Area.

1.5.11 Sensitive receptors are also located along the B3276 and include Trevarrian,Tregurrian, Watergate Bay and Trevelgue.

1.5.12 As mentioned previously no statutory designated ecological sites have been identifiedin the vicinity of the Terminal.

1.6 Assessment of Impacts

1.6.1 Impacts from construction are expected to be not significant considering that thedevelopment zones are situated some distance from residential receptors. Works tothe Terminal are mainly associated with minor alterations to the existing building. Inaddition given the size of the works, construction will be temporary in nature and withgood construction practices and a construction traffic plan any potential impacts canbe mitigated.

1.6.2 The assessment of potential impacts on human receptors from increase traffic on theaccess road is presented in Table 4.

Table 4: Air Quality Assessment

1.7 Summary and Concussions

1.7.1 It is considered unlikely that there will be permanent effects associated with theNewquay Cornwall Airport Masterplan in regards to air quality. Impacts duringconstruction of development zones are not likely to be significant given the short

Receptor name anddescription

Assessment of Impacts

Terminal

Residential receptors inCarloggas, located in thevicinity of the terminal

Minor impacts are expected due to increases in traffic to the airport from themain access point along Ball Lane. The increase in traffic is unlikely to resultin persistent congestion issues given the numbers of vehicles accessing theTerminal. Although there is an effort to increase bus travel and cycle use(primarily for airport staff), it is anticipated that no significant modal shift willoccur. Proposals to improve pedestrian access from Carloggas and StMagwan can have a positive impact on traffic numbers. As existing air qualitybaseline condition are good, impacts due to increase traffic are considered notsignificant.

Residential receptors in thesurrounding area of theTerminal (St Magwan, StColumb Major, Treloy TouringPark)

Negligible impacts are expected due to the changes in operations at theTerminal given the location of St Mawgan and St Columb Park. The TreloyTouring Park is likely to be impacted by the Aerohub Enterprise scheme.However impacts are still likely to be negligible. As existing air qualitybaseline condition are good, impacts due to increase traffic are considered notsignificant.

Future receptors on theproposed Aerohub BusinessPark adjacent to the southernboundary of the Terminal

Minor impacts are expected due to the increase in traffic accessing the airportvia the A3059, the main access road to Newquay from the Aerohub BusinessPark. According to the air quality assessment for the Business Park, theproject is unlikely to adversely affect air quality along Newquay existing roadnetwork. Considering the existing low levels of NO2 and PM10 in the area,impacts due to increase traffic from the airport Masterplan proposals areconsidered not significant.

Access Roads

Residential receptors alongB3276 (including Trevarrian,Treggurian)

Minor impacts are expected due to increase traffic accessing the airport viathe B3276. The potential impacts are expected to be more prevalent on theapproach to Newquay, which has the highest share of passenger numbers(19.2% on average). Current signage direct traffic to Newquay though thecostal route, which can cause issues for large vehicles. This approach ispopular with tourists causing congestion in summer months. However plannedinfrastructure improvements including the Newquay Strategic Route areexpected to alleviate existing congestion points along the access road fromthe airport, as it is going to improve access to Newquay from the A3059.Therefore, when also considering current levels of NO2 and particulateimpacts which are well within the air quality objective, impacts are consideredto be not significant.

Residential receptors (includingholiday accommodation ) alongthe A3059

Minor impacts are expected due to increase traffic accessing the airport viathe A3059 and additional traffic from the Aerohub Enterprise Zone and theNewquay Growth Area. The potential impacts are expected to be greatest onthe approach to Newquay, which has the highest share of passenger numbers(19.2% on average). However planned infrastructure improvements includingthe Newquay Strategic Route are expected to alleviate existing congestionpoints along the access road from the airport. Therefore, when alsoconsidering current levels of NO2 and particulate impacts, which are wellwithin the air quality objective, impacts are considered to be not significant.

construction period and the rural location of the airport. Good construction practicesand a construction traffic plan will ensure that any potential impacts can be mitigated.

1.7.2 During operation of the existing Terminal, impacts are expected to be not significantconsidering that the location of the Terminal will remain unchanged in the mediumterm and proposed infrastructure, specifically the Newquay Strategic Route, is likelyto improve access to Newquay by diverting traffic from the B3276, which currentlyexperiences some congestion during the summer months.

1.7.3 The impacts from the operation of the Aerohub Business Park, which for part of theMasterplan, are also expected to be not significant. According to the 2012 air qualityassessment8 , the Aerohub Business Park is unlikely to adversely affect air quality onalong the Newquay road network, which includes the A3059 main access road to theTerminal.

1.7.4 This assessment has focused on the current proposals of maintaining the Terminal athis current locations to the north of the airport. However the Masterplan has alsoconsidered an area to the south for a new Terminal, when passenger numbersexceed 600,000. A new Terminal to the south of the airport has the potential to impactlocal air quality in the vicinity of the A3059 and future receptors at the AerohubBusiness Park.

1.7.5 Potential impacts associated with this option are likely to be mitigated with a newSurface Access Strategy that will address the increase in traffic along the A3059,which is likely remain the main access road to the airport from Newquay. It isreasonable to assume, considering the current levels of NO2 and PM10 that are wellbelow the relevant objectives, that increases in traffic as a result of new Terminal tothe south, will not result in levels of NO2 and PM10 exceeding the objectives. Inaddition a new Terminal to the south will also result in a drop in traffic numbers in thevicinity of the north Terminal and along the B3276.

1.7.6 It can be concluded that the proposed Masterplan is unlikely to result in significantimpacts on local air quality during construction and operation when appropriatemitigation and design solutions are implemented.

8 Aerohub Business Park at Newquay Cornwall Airport, Environmental Statement, 2012