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Newquay Transport Strategy Development

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Newquay Transport Strategy Development Newquay Transport Strategy Development Appendix B – Town Model May 2017 Bude and Stratton Town Model Technical Note 10 CORNWALL COUNCIL CORNWALL TOWNS MODELS NEWQUAY TOWN MODEL TECHNICAL NOTE 16 17TH OCTOBER 2012 PROJECT: 285300FN-HLV 1 EXECUTIVE SUMMARY This report examines how the highway network within Newquay is predicted to operate in 2030 with the levels of development growth proposed in the emerging Core Strategy. Allowances have been made for background traffic growth and development-related traffic. A series of strategic sustainable transport measures and highways network improvements are proposed to mitigate the impacts of this growth. A traffic model has been developed for Newquay which has been used to predict where congestion and delays will occur in 2030. An assumed level of modal switch from the private car was then modelled to reflect what could be achieved through the proposed sustainable transport measures. This highlighted any remaining key issues on the highway network; where necessary, potential highway improvement schemes have been identified and initial cost estimates for the works provided. The following table summarises those locations which are predicted to experience future capacity issues (after the sustainable measures have been implemented), along with the recommended improvements and indicative costs of these works. Junction Improvement Scheme Indicative Costs Reallocation of road space, implementation Porth Four Turns of “Henver Link” as part of Newquay £16,182 Strategic Route. Note no costs provided for Henver Link. Henver Road / Chester Road Creation of two-lane approach on Henver Signals £157,122 Road east. TOTAL £173,304 Table 1-1: Junction Improvements Summary There would be additional congestion at the Henver Road / Church Street priority junction. However, this only affects the Church Street minor arm, with no significant impact on Henver Road, the strategic route. The layout of the junction and distribution of the turning movements do not lend themselves to improvement without an adverse impact on Henver Road. It is therefore not considered that improvements to this junction would bring any strategic benefit, and they have not been pursued. Over a Century of Engineering Excellence -1- Newquay Town Model Technical Note 16 The recommended measures to form part of the transport strategy are: Committed highway improvement scheme (secured through consented development) at Treloggan Road roundabout1 Package of sustainable measures including: o Improved cycling and walking infrastructure (yet to be considered in detail); o Improved bus service provision and frequency (associated with the Cornwall Bus Vision), including o Increased bus service frequency to Truro (to every 10 minutes); o Increased bus service frequency to St Austell (to every 20 minutes); o Increased bus service frequency to Bodmin (to every 30 minutes). o Travel Planning and smarter choices. Newquay Strategic Route, including the provision of the “Henver Link” as part of the route; Junction improvement schemes at: o Porth Four Turns o Henver Road / Chester Road Signals The above measures are intended to address capacity issued outside the peak Summer months. During the Summer months, AM peak traffic is actually reduced, with traffic only increasing during the PM peak. The modelling indicates that the following additional junctions would experience congestion during the Summer PM peak period: Treloggan Roundabout Rialton Road / Priory Road priority junction Mount Wise / Berry Road / St Thomas Road / Trenance Road Signals Given the limited time period over which these congestion issues are experienced, it is not proposed to provide junction improvements to address them. 1 There may be other schemes within Newquay with committed funding but these are not necessary being reflected in this report. For a full list of schemes in the Newquay area please refer to the Transport Strategy Map. Over a Century of Engineering Excellence - 2 - Newquay Town Model Technical Note 16 2 INTRODUCTION 2.1 Background 2.1.1 Parsons Brinckerhoff (PB) has been commissioned by Cornwall Council (CC) to test future development allocations in 11 main towns in Cornwall, and develop transport strategies for these towns that will mitigate the impact of growth proposed through the emerging Core Strategy. This work is Phase 3 of the project, and builds on the work carried out for Phases 1 and 2 which have now been completed. 2.1.2 Phases 1 and 2 of the project involved developing or updating existing transport models for the towns and assessing a series of development scenarios in each town for the year of 2030. Phase 3 of the project has involved modelling the preferred development scenario for each town (identified using the outputs from the previous work) to assess the impact of future development, and identifying measures, including sustainable measures and highway improvements, to allow the impact of development growth to be mitigated. The sustainable measures were provided by CC and modelled using the methodology detailed in ‘Technical Note 01 – Application of Mode Shift’. 2.1.3 Models have been developed for the following towns: Bude and Stratton; Falmouth and Penryn; Hayle, St Ives and Carbis Bay; Launceston; Liskeard; Newquay; Penzance; Saltash; St. Austell; Truro. 2.1.4 Models which have previously been developed for Camborne-Pool-Redruth (by Mott MacDonald) and Bodmin (by WSP) for other projects have also been used in this project. 2.1.5 The sustainable measures aim to improve and promote sustainable travel in all towns by improving walking, cycling, bus and rail services. This supports the aims set out in Cornwall’s transport strategy, Connecting Cornwall: 2030. Further details regarding the sustainable transport strategy for Newquay can be found in Section 5 of this report. 2.1.6 The sustainable measures, further public transport improvements and highways schemes will form a transport strategy for each town, with the aim of mitigating the impact of future development growth and encouraging sustainable travel. 2.1.7 This report focuses on the model of Newquay. Over a Century of Engineering Excellence - 3 - Newquay Town Model Technical Note 16 2.2 Structure of Report 2.2.1 The structure of this report is as follows: Section 3 – Provides details on the model development; Section 4 – Provides details on the 2030 Do Minimum (Without Henver Link) scenario; Section 5 – Provides details on the 2030 Do Something (Without Henver Link) scenario; Section 6 – Provides details on the 2030 Do Something (With Henver Link) scenario; Section 7 – Provides details of the junction capacity assessments; Section 8 – Provides details of the proposed highway improvement schemes; Section 9 – Provides a summary of the transport strategy. Over a Century of Engineering Excellence - 4 - Newquay Town Model Technical Note 16 3 MODEL DEVELOPMENT 3.1 Model Software 3.1.1 The Newquay Town Model has been developed using the SATURN highways assignment model version 10.9.17. 3.1.2 The Newquay SATURN model was originally developed by Mouchel in 2005 based on a cordon of roadside interview surveys on the major links into the town and synthesised internal trip movements. A recent revalidation exercise was undertaken to produce a 2010 base year model. The updated model was validated against traffic count and journey time data for the AM Peak (0800-0900) and PM peak (1700-1800) periods using April 2010 count data. The model update and validation is described further in ‘Core Strategy Modelling – Individual Town Models: TN01/02 Newquay SATURN Model Update’ report, dated 16th December 2011. 3.1.3 Whilst the model has been constructed using DfT best practice and guidance detailed in WebTAG and the Design Manual for Roads and Bridges (DMRB), and calibrated using DMRB model calibration criteria, the model is not fully WebTAG compliant. 3.1.4 The 2010 revised model was found to validate well on link flows within the whole of Newquay and is therefore deemed to be an adequate model to assess the base year situation and be used as the basis for detailed junction modelling. 3.2 Modelled Years and Time Periods 3.2.1 The base year model was constructed to present a neutral, non-seasonal month in 2010. Future year models have been developed for a neutral month in the future year of 2030. The base and future year models represent both the AM and PM peak periods: AM peak hour – 08:00 to 09:00 PM peak hour – 17:00 to 18:00 3.2.2 Models were produced for two scenarios: 2030 Do Minimum – including future development and committed highway schemes only 2030 Do Something – as above, but also including the sustainable transport measures 3.2.3 Newquay experiences very high traffic levels in August due to the impact of the tourist season. Additional sensitivity testing was therefore undertaken to examine the impact on the local highway network in this month. 3.2.4 Examination of the traffic flow data revealed that traffic flows in the AM peak in Newquay actually reduce in the summer months; therefore only the PM peak model has been used within these sensitivity tests. Over a Century of Engineering Excellence - 5 - Newquay Town Model Technical Note 16 3.2.5 In summary, a total of nine models have been produced: AM Peak 2030 Do Minimum (no Henver Link) - including future development and committed highway schemes only PM Peak 2030 Do Minimum (no Henver Link) - including future development and committed highway schemes only Summer PM Peak 2030 Do Minimum (no Henver Link) - including
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