Local Development Framework Consultation

Kendal

1 (1 of 6) Kendal Main Proposals

R121M

Oppose

Oppose

Oppose

No view

Support

No view

This merged site (including R121, R141 and R56) is on one of the highest and most visible and prominent sites in the proposed plans for the Kendal area, and thus poses a literally high potential for major negative impact on the landscape. The Kendal (First Part) “Factfile” reviews the large number of major problems with this site but fails to note the critical high elevation of the site. The whole of the merged R121M site in effect defines visible South-easterly boundary to the town, set against the background of the Hay Fell slopes to East and the green-gap to the South prior to the Castle Green Hotel. This green-space is mirrored and accentuated by the natural corridor it forms with the green-space marked as amenity space AS97. Most the proposed site is outside the existing LDP boundary (marked by the line of trees on the Eastern boundary). The swath of land to the South is particularly prominent from Kendal Castle Hill and from the approach to Kendal from the M6 via the Sedburgh Road.

The Factfile identifies other major problems with this site: issues of flooding on site, and in particular on the loss of local groundwater storage endangering the Stock Beck Flood Alleviation scheme; and impact on biodiversity.

The summary also notes that:
“The Kendal Transport Assessment makes no recommendation to lower the scale of development in this location, as only limited impact is likely to occur. Transport Assessment still required to demonstrate development will not have an adverse impact on local and wider highways.”

This statement does not correspond at all to the actual results of the assessment, which simply delivers traffic data and suggests how new junctions could be managed. A development of ~150 houses clearly has the potential to double the average number of vehicles from the local area. While some traffic can be expected to leave the area in the southerly Sedburgh direction, most of the traffic can be expected to transfer to Parkside Road or northwards towards Kendal via Sedburgh Road. The Kendal Traffic Assessment study identifies the most relevant points which will be impacted by this additional traffic is Junction 9 (at Sandylands Ave). The study clearly shows that J9 was already heavily congested in 2008 and hence the proposals will inevitably aggravate these problems. It is also the case that most of this additional traffic will then flow into the town and enter the Station Road area, further swamping this bottleneck.

In examining the sites near Natland the Factfile notes the proximity of the West Coast Mainline (WCM) to sites near Natland. Strangely no mention at all is made of this issue for proposed site R121M, yet the WCM runs very close to the eastern boundary of the proposed site. The rail-line at this location is on an elevated bank above the steeply sloping site. There are two obvious serious emergent issues that appear to have been completely ignored: the high noise pollution impact caused by the close proximity of the site; and the massive (albeit low probably) potentially catastrophic impact of a derailment at this location which is just after the southbound exit of a long curve to the north of the site.

Passenger trains travelling south which are not scheduled to stop at Oxenholme are travelling at high speed at this point. Conversely trains travelling north are climbing at a steep grade and traction units are likely to be maximum load and noise impact. Passenger trains which have just stopped at Oxenholme are still accelerating hard at this point.

Traffic on the WCM at present consists of diesel multiple units (Transpennine Express) sets and electric (Virgin) trains. A typical 9-coach Pendalino trainset has a weight of about 400T; but this is expected to rise to 500T soon as two extra coaches will be fitted to all trainsets increase capacity. There is also major goods train operation, particularly through the night and here train weight (which is related to vibration) is of the order of 1000T. Noise is produced both by the traction units and by areoacoustic noise (aerodynamic noise). Goods trains are very noisy even at low speed due to the large diesel locomotives working very hard to haul at heavy load factors, but the very fast passenger trains (whatever their motive power) have a large aerodynamic component.

On the first issue, mercifully derailments are rare, but not zero. There have been 15 derailments on the UK railways over the past 10 years, including the recent WCM derailment near Kendal at Grayrigg. Fortunately this event, involving a (Virgin) Pendalino trainset, took place in isolated countryside. The units left the track and ploughed into the surrounding fields which absorbed the impact energy. Had this event taken place at the Eastern edge of the proposed development of R121M it is likely that trainset units from a fast moving southbound train would fall to the west downward into the proposed site. Trains travelling at about 100mph would have a similar level of kinetic energy to the airplanes that were crashed in the World Trade Center (a massive steel reinforced concrete structure). In contrast the typical structural wall of a modern house would offer little resistance. The results in terms of loss of life can only be imagined.

The noise impact is less deadly (but still harmful) and is certain. Trains on the WCM already impact on properties on the Oak Tree Road area. Train noise increases with proximity. The health impact of high speed trains are much more severe than those of typical very low speed suburban trains where close proximity is common. Medical effects of high speed train noise is well documented, e.g. The Geography of Transport Systems, Jean-Paul Rodrigue, Claude Comtois, Brian Slack, ISBN: 978-0-415-48324-7, 2009, Routledge

The WCM route has been identified for major development. New signalling methods will undoubtedly increase train frequency. New designs currently being introduced in others parts of the world (e.g. in China using Siemens trainsets) with speeds over 300mph. New designs will enable increased speeds on the curve track sections through the LD and characteristic of the WCM. The location of a large part of the proposed site R121M is in harm’s way of the WCM.

The community needs carefully planned and scaled facilties that support the real potential of the town against real business plans, rather than the 'finger in the air proposals od the LDF. It does need full consultation on the views of local people.

Kendal

E4M

Oppose

Oppose

Oppose

Oppose

Support

No view

When located in open countryside the preservation of green space is seen as a key priority. Milthorpe Road is the approach to Kendal used by most visitors. The critical green space on each side of Milnthorpe Road defines the approach to Kendal and frames it as the “Gateway to the Lakes”. The proposed massive E4M industrial estate on the East side of the road will completely change the nature of this approach; in particular in combination with the mixed development M41KM on the Western side. The existing natural end of the town is marked by the long line of mature trees that current run alongside what would become an industrial park set below and alongside the roadside presently offering the green and beautiful landscape that delivers tourist to Kendal in large numbers creating a vibrant economy.

If the proposed development was allowed to continue the ‘Gateway to the Lakes’ will quickly become the ‘Backside industrial backwater that they couldn’t put in the LD national park’. The traffic assessment (figures 8.4 and 8.5) indicate that the LDF proposals place this area into the ‘red’ overload status. An assessment is of course completely unnecessary to determine these facts. Milnthorpe Road is already heavily congested.

The community needs carefully planned and scaled facilities that support the real potential of the town against real business plans, rather than the 'finger in the air proposals' of the LDF. It does need full consultation on the views of local people.

Kendal

1 (1 of 6) Kendal Main Proposals

M41KM

Oppose

Oppose

Oppose

Oppose

Support

No view

When located in open countryside the preservation of green space is seen as a key priority. In contrast the critical green space on each side of Milnthorpe Road defines the approach to Kendal and frames it as the “Gateway to the Lakes”. The proposed mixed developments on the West side of the road and to the South of Lumley Road will completely change the nature of the landscape on this approach, used by the majority of visitors accessing the town. This is even more acute in combination with the proposed massive E4M industrial site. Perhaps the ‘Gateway to the Lakes’ will quickly become the ‘Backside industrial site they couldn’t put in the LD national park’. This site in particular with its high location above the road will be particularly damaging to the landscape. The corresponding traffic assessment (Junctions 16, J17 and J18; figures 8.4, p46 and 8.5, p47, and p9 of Technical Note) indicate that the LDF proposals place this area into the ‘red’ overload status, with major delays forecast.

The community needs carefully planned and scaled facilities that support the real potential of the town against real business plans, rather than the 'finger in the air proposals od the LDF. It does need full consultation on the views of local people.