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.

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Newquay Town Model

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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.

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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.

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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.

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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.

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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 future development and committed highway schemes only

 AM Peak 2030 Do Something (no Henver Link) – as above, but also including the sustainable transport measures

 PM Peak 2030 Do Something (no Henver Link) – as above, but also including the sustainable transport measures

 Summer PM Peak 2030 Do Something (no Henver Link) – as above, but also including the sustainable transport measures

 AM Peak 2030 Do Something (with Henver Link) – as above, but also including the sustainable transport measures

 PM Peak 2030 Do Something (with Henver Link) – as above, but also including the sustainable transport measures

 Summer PM Peak 2030 Do Something (with Henver Link) – as above, but also including the sustainable transport measures 3.3 User Classes

3.3.1 There are two user classes defined in the model with a separate demand matrix for each. Further details regarding these user classes can be found within the ‘Core Strategy Modelling – Individual Town Models: TN01/02 Newquay SATURN Model Update’. The user classes are:

 UC1 – Light Vehicles

 UC2 – Heavy vehicles

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3.4 Model Area

3.4.1 A plan of the area modelled is shown in Figure 3-1. The model extends from the Quintrell Downs Roundabout on the A3058 to the southeast, up past the Quintrell Road / Rialton Road junction to the northeast and the west to the Headland Hotel area and south to the Trevemper roundabout.

Henver Link

NSR – Phase 2

NSR – Phase 1

Study Area

Image from Google Earth NSR Licence Key: JCPMUZR2QCHE23K

Figure 3-1: Newquay Model Study Area 3.4.2 A planning application has recently been submitted for Phase 1 of the Newquay Strategic Route (NSR), a new road in Newquay. The Phase 2 application will follow later in the year. Alongside the Phase 2 proposals, there is the potential to add the “Henver Link”, providing an alternative route through to Henver Road. The approximate layout of these proposals is shown above.

3.4.3 The delivery of the NSR has a strategic function within the wider area in providing an alternative route for vehicles travelling across Newquay and from links with communities on the outskirts of Newquay. The NSR would also act to facilitate and serve future development within Newquay, including the Newquay Growth Area (NGA).

3.4.4 The NGA is a proposed urban extension situated to the east of Newquay which has been identified by Cornwall Council as a suitable site to help to meet future housing and development needs. This 100 hectare site is located south of the A3058 Henver Road, west of the A3058 Quintrell Road and north of the A392 West Road.

3.4.5 The strategic nature of the NSR also allows better integration of public transport services throughout the area and maximises opportunities for sustainable travel within Newquay.

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3.4.6 The NSR is designed to complement the existing highways infrastructure in Newquay whilst serving a more strategic goal of reducing the potential for future traffic congestion and reducing carbon emissions. It will achieve this through decreased journey distances and journey times in addition to providing opportunities for using sustainable modes of transport.

3.4.7 Phase 1 of the NSR will begin at a new junction on the A392 adjacent to the Hendra Holiday Park, and travel north to stop just short of the Newquay to Par Railway line.

3.4.8 Phase 2 of the NSR will form a new bridge across the Newquay to Par Railway line connecting in a north-easterly direction to a new junction on A3058 Quintrell Road. From this point a link will continue north east to A3059 Rialton Road. An additional link will be included from the strategic route to form a route heading in a north-westerly direction to Trevenson Road, south of Tretherass School. Once the route over the railway is developed it is envisaged that the level crossing in Trencreek Village will be closed.

3.4.9 As part of the Phase 2 proposals, there is also the potential to provide an additional link through to Henver Road. This would run from the Trevenson Road section of the NSR north to join Henver Road. It is assumed that it would form the minor arm of a priority junction, with a ghost island right turning facility provided on Henver Road.

3.4.10 It is assumed within all the modelling carried out that the NSR is fully implemented and operational, with the Trencreek level crossing closed. Separate modelling is provided both with and without the Henver Link.

3.5 Zone System

3.5.1 The zone system remains largely the same as in the forecast models produced in the Phase 1 and 2 work as outlined in the ‘Core Strategy Modelling – Individual Town Models: TN01/02 Newquay SATURN Model Update’. Due to additional information becoming available on the likely locations of different developments within the NGA, a number of further zones have been added within this area.

3.5.2 In distributing the traffic generated by the additional NGA zones, the following methodology was employed:

 For new residential zones, 20% of traffic was proportionally distributed to new commercial zones and 80% was distributed in line with the distribution of a neighbouring residential zone;

 For new commercial zones, 20% was distributed proportionally to new residential zones and 80% was distributed in line with neighbouring commercial zones;

 For the new food retail zone, a distribution profile was applied which was obtained from the zone within the 2010 base model which contains the nearby Morrisons food store.

3.5.3 The 20% internalisation of trips between the new residential and commercial zones was agreed through the scoping process to be an appropriate figure which would reflect the mixed-use nature of the NGA site.

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3.5.4 Zones in the model have been categorised as internal, external or development zones. Internal zones represent areas in the town of Newquay; external zones cover the rest of Cornwall, Devon and the UK. Development zones represent specific development sites.

3.6 Model Network Development

3.6.1 The future year development scenario has been developed based on the information provided by CC and the Duchy of Cornwall. It includes growth in houses, jobs and other land uses within Newquay between the base year and the modelled forecasting year of 2030.

3.6.2 The model includes the committed improvement scheme at the Treloggan Road roundabout that is being secures as part of the Trevithick Manor proposals2 (shown in Appendix A).

2 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.

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4 2030 DO MINIMUM (NO HENVER LINK) SCENARIO

4.1 Overview

4.1.1 The diagram below summarises the process undertaken to produce the 2030 demand matrices. The steps are explained in more detail in the following sections.

Figure 4-1: Matrix development process

4.2 Initial Matrix

4.2.1 The base year (2010) trip matrices have been used as the basis for producing the 2030 future year matrices.

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4.3 Committed Developments

4.3.1 Table 4-1, Table 4-2, Table 4-3 and Table 4-4 below outline the residential development provided by CC which has been including within the future year models.

Development Planning Application Ref. No. Dwellings 1 Trebarwith Crescent 08/00475 28 61 Crantock Street 08/00023 12 Breakaway Lodge 10/05716 14 Land adj Chy an Gover 10/00070 131 Land at Trencreek 09/01460 22 Philema Hotel 05/01993 14 Tregarn Hotel 10/00405 64 Land east of Treloggan Road 08/01604 52 Quintrell Road 08/00848 200 West Road 08/01301 117 Land at Trevithick Manor 09/00095 120 Grand Palm Hotel 07/01310 13 14 Edgcumbe Gardens 08/00947 11 22-28 Island Crescent 07/01746 12 23 St Thomas Road 04/01336 12 31 Mountwise 10/00458 14 42-44 Lewarne Road 08/00430 12 60 Pentire Avenue 08/01026 14 Former John Nance 08/00296 35 Hotel Riviera 06/00012 12 La Felicia Hotel, Henver Rd 10/05714 14 Land adj Trevenson Road 11/00710 105 Land at Tregunnel Hill 07/01804 200 Newquay Fruit Sales 08/00839 14 Quintrell Road 07/01830 300 Safi Bunk House 07/01807 12 St Brannocks 10/00494 14 The Woodlands 06/01925 14 Land Off Trevenson Road 11/02770 44 TOTALS - 1626 Table 4-1: Committed Residential Developments for Newquay

Core Strategy allocation Planning Application Ref. No. Dwellings St Columb Major - 200 Trevemper - 200 TOTALS - 400 Table 4-2: Allocated Residential Development for Newquay

NGA development Planning Application Ref. No. Dwellings Land opposite Hendra - - Remainder of NGA - 800 Future Development - - TOTALS - 800 Table 4-3: NGA Residential Development

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Planning Application Ref. No. Dwellings Committed Development - 1626 Allocated Development - 400 NGA Development (uncommitted) - 800 Total Dwelling Numbers - 2826 Table 4-4: Residential Development Summary

4.3.2 Table 4-5, Table 4-6, Table 4-7 and Table 4-8 below outline the non-residential development provided by CC which has been included within the future year models.

Development Planning App. Ref. Land Use Unit Amount B1 m2 7450 A1 m2 500 Quintrell Rd (Phase1) 07/01830 Care beds 90 homes B1 m2 4645 Quintrell Rd (Phase2) 08/00848 A1 m2 800 2 Land adj Trevenson B1 m 270 11/00710 Rd A1 m2 405 B1 m2 9900 West Road 08/01301 A1 m2 100 Land at Trevithick 2 09/00095 B1 m 15700 Manor Land at Tregunnel Hill 07/01804 B1 m2 830 B1 m2 38795 TOTALS - A1 m2 1805 Care home beds 90 Table 4-5: Committed Non-Residential Developments for Newquay

Development Planning App. Ref. Land Use Unit Amount Newquay Airport - Various jobs 5,000 Table 4-6: Allocated Non-Residential Development for Newquay

Development Planning App. Ref. Land Use Unit Amount Sui – HWRC - Generis ha 0.48 NGA Employment - B1 m2 8700 NGA employment - B8 m2 400 A1 (non High Street Retail - 2 food) m 4700 National food retailer - A1 (food) m2 10665 Estate Yard + Orchard - - jobs 172 Primary School - D1 ha 1.24 Cottage Hospital - D1 / C2 jobs 100 Restaurant / Pub - A3 m2 1700 Table 4-7: NGA Non- Residential Development

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Development Planning App.Ref. Land Use Unit Amount B1 m2 38795 Committed 2 - A1 m 1,805 Development Care home beds 90 Newquay Airport - Various jobs 5000 HWRC Ha 0.48 B1 m2 8700 B8 m2 400 A1 (non m2 4,700 food) A1 (food) m2 10,665 NGA Development (uncommitted) Estate Yard + jobs 172 Orchard D1 ha 1.24 Cottage jobs 100 Hospital A3 ha 1700 HWRC Ha 0.48 B1 m2 47495 B8 m2 400 A1 (non- 2 m 6505 food) Total Non Residential A1 (non 2 - m 10665 Development food) Care beds 90 Homes D1 ha 1.24 A3 ha 1700 various jobs 5272 Table 4-8: Non-Residential Development Summary

4.4 Background Traffic Growth

4.4.1 It is assumed that development zones represent future development trip loading points. Traffic growth at all non-development zones was represented by applying traffic growth factors.

4.4.2 Growth factors were generated using Tempro version 6.2 and National Trip End Model (NTEM) dataset versions 6.2 for 2010-2014 and 2010-2030. As background growth in Tempro includes committed development within Newquay, growth factors had to be adjusted to avoid double counting.

4.4.3 This was done using Tempro’s Alternative Planning Assumptions tool. The predicted future numbers of households and jobs were adjusted to remove those specifically accounted for above; essentially it was assumed that there would be no additional housing or job growth other than that specifically accounted for. The following adjustments were applied.

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Baseline 2030 Future Base 2030 Amended Jobs H’holds Jobs H’holds Jobs H’holds 9287 9307 9767 9547 9287 9307 Table 4-9: Alternative Planning Assumptions Applied (Ward 15UG2) 4.4.4 Table 4-10 summarises the resulting Tempro growth rates for Newquay (ward 15UG2).

Original Growth Adjusted Growth AM PM AM PM Origin Dest. Origin Dest Origin Dest Origin Dest 2010 – 2030 1.151 1.114 1.136 1.158 1.099 1.081 1.098 1.107 Table 4-10: Tempro growth factors 4.4.5 NTEM Growth factors were applied to HGVs. These factors are shown in Table 4-11.

Year AM PM 2010-2014 1.03 1.03 2010-2030 1.27 1.29 Table 4-11: HGV growth rates 4.4.6 In order to avoid overestimating the expected increase in traffic flows for the future assessment years, the growth rates identified above were only applied to zones within the SATURN model which did not contain any future development.

4.5 2030 Demand

4.5.1 The trip matrices developed from the above process are the 2030 Do Minimum matrices, which contain background and development traffic growth between 2010 and 2030.

4.5.2 The 2030 matrices contain separate user classes for development and non-development traffic, which allows development traffic to be analysed separately if required.

4.5.3 Table 4-12 shows the overall growth in demand between the base year (2010) and the future year of 2030. It can be seen that overall, traffic demand is forecast to increase by approximately 38% in the AM and PM peaks.

Trips (PCU) AM Peak PM Peak Base 2010 7125 8626 Without Sustainable Measures Future 2030 9840 11862 Growth 38% 38% Table 4-12: Growth in 2030 Model (2010-2030)

4.6 Seasonality Factors

4.6.1 Traffic data from local Automatic Traffic Count (ATC) sites was used to derive a seasonal growth factor for June (base model month) to August.

4.6.2 Table 4-13 shows the growth factors derived for June to August.

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Rejerrah - A3075

To Chiverton To Newquay AM PM AM PM Jun-05 1 1 1 1 Aug-09 0.85 1.21 0.98 1.22 Quintrell Downs - A3058

To Quintrell Roundabout To Summercourt AM PM AM PM Jun-05 1 1 1 1 Aug-09 0.72 0.92 0.68 1.15 Rialton Barton - A3059

Trekenning Roundabout To Newquay AM PM AM PM Jun-05 1 1 1 1 Aug-09 0.75 1.35 0.74 0.94 Whitecross - A392

Indian Queens Quintrell Downs AM PM AM PM Jun-05 1 1 1 1 Aug-09 0.94 1.56 0.90 1.29 Trevemper Rd, Newquay

To Trevemper Roundabout To Newquay AM PM AM PM Jun-08 1 1 1 1 Aug-08 0.90 1.10 0.86 1.34 Table 4-13- August Seasonality Factors 4.6.3 The above data was used to determine the seasonality growth factor for the main routes into Newquay.

4.6.4 Traffic flows in the AM Peak are reduced in summer months; this period was therefore not included in the seasonal sensitivity testing.

4.6.5 From the ATC data, a growth rate of 1.20 was calculated which was applied to the seasonal PM peak hour scenario.

4.7 2030 Do Minimum (No Henver Link) Capacity and Delay Maps

4.7.1 Using the 2030 trip matrices developed from the above processes, capacity and delay maps have been produced for the 2030 Do Minimum scenario. These plans show where areas of congestion (in terms of capacity and delay impacts) are predicted on the network in 2030. The capacity maps are shown in Appendix B (Figures B1, B2 and B3), with the delay maps in Appendix C (Figures C1, C2 and C3).

4.7.2 The capacity maps use the volume over capacity (V/C) results from the 2030 AM and PM SATURN models. The delay results show the delay per vehicle experienced at the junctions. It should be noted that the figures listed in the detailed tables are taken from individual junction modelling using different software (rather than the wider SATURN network model) and may give slightly different values to those set out in the figures in Appendix B and Appendix C. These small discrepancies are commonplace and not a cause for concern.

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4.7.3 The capacity maps show that capacity issues are predicted to occur at a number of junctions in 2030 under this scenario. Capacity issues are predicted in the peak periods at the following junctions:

 NSR / Western Arm junction Town Centre Signals (proposed signalisation scheme);

 NSR / A392 roundabout junction;

 Porth Four Turns double mini-roundabout junction;

 Church Street / Henver Road Priority Junction;

 Henver Road / Chester Road Signals.

4.7.4 In addition to exacerbating the issues at the above junctions, additional capacity issues are predicted in the Summer PM peak period at the following junctions:

 Treloggan Roundabout

 Rialton Road / Priory Road priority junction

 Mount Wise / Berry Road / St Thomas Road / Trenance Road Signals

4.7.5 The above junctions are those which experience a V/C ratio in excess of 95% in one of the peak periods (shown as a red triangle or a black square on the capacity plans).

4.8 2030 Do Minimum (No Henver Link) Demand Flows

4.8.1 Appendix D shows the AM and PM traffic demand flows, comparing link flow between the base, 2030 Do Minimum and 2030 Do Something models.

4.9 Accident Hotspot List

4.9.1 Data provided by Cornwall Council indicates that the following sites within the area covered by the Newquay SATURN model have an accident history that is considered to be significant (the number in brackets refers to the site’s ranking within the data supplied by Cornwall Council).

 Trencreek Road / A392 junction (24);

 Narrowcliff Mini-Roundabout, Newquay (38);

 A3059 Rialton Road Barton Bend (52);

 St Johns Road / Mount Wise Junction (72);

 Porth Four Turns (94);

 Edgcumbe Avenue Mini-Roundabout, Newquay (111);

 Mount Wise (East), Newquay (route) (174);

 Berry Road J. St Thomas Road, Newquay (197).

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4.9.2 No detailed accident analysis has been undertaken as part of this exercise. This note addresses capacity issues only. It is recommended that a separate road safety assessment is undertaken in order to identify accident sites where remedial measures will be undertaken.

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5 2030 DO SOMETHING (NO HENVER LINK) SCENARIO

5.1 Overview

5.1.1 The future year Do Something models have incorporated demands set out above and applied the impact of the range of transport sustainable measures identified by CC that could form part of the transport strategy.

5.1.2 For Newquay, the sustainable measures proposed by Cornwall Council include:

 Improved cycling and walking infrastructure (yet to be considered in detail);

 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).

 Real Time Passenger Information and improved waiting facilities;

 Travel Planning and smarter choices.

5.1.3 Further details on the methodology used to model the impact of the sustainable measures on vehicle travel are provided in ‘Technical Note 01 – Application of Mode Shift’. A summary of the methodology is provided in the following sections.

5.2 Methodology

5.2.1 Based on the evidence collected from the documents stated below, a matrix type approach was taken, where a high, medium or low level of mode shift was applied depending on the level of sustainable travel options available. The documents used for the evidence base are:

 Department for Transport Cycle Demonstration Towns;

 Department for Transport Sustainable Towns Study;

 Department for Transport WebTAG Unit 3.10.6 (Draft).

5.2.2 The level of mode shift was applied at different levels within the trip matrices to zone types as follows:

1. New development zones – where it is seen that there is a greater opportunity to influence the mode choice patterns of residents

2. Existing internal zones within the towns

3. External zones – where only public transport options will be available for mode shift (under the assumption that walk / cycle improvements would not affect longer distance trips)

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5.2.3 The mode shift factors were only applied to the car user class (matrix level 1), as the sustainable measures would not be expected to apply to LGV and HGV trips. Table 5-1 below highlights the proposed level of modal shift; it should be noted that the figures in the table below represent the proposed increase in mode share for each mode (i.e. 65% represents a 65% increase in bus use).

Mode High Medium Low Cycle / Walk 25% 20% 15% Bus 65% 50% 35% Table 5-1: Proposed level of mode shift

5.2.4 For Newquay the following mode shift was used:

 Cycle/Walking – A factor of 25% (high) was applied to the new development zones and 20% (medium) to the existing internal zones. Whilst there are no set proposals, Newquay is a compact town, so there will good opportunity to influence travel behaviour to attain this level of shift.

 Bus – Internal Zones – The proposals for improvements to the town services indicate that all of the town will, in the future, have an improved level of service. Due to the compact nature of the town, it is expected that the improved service provision will capture all zones within the model area, therefore a factor of 65% (high) increase in bus usage has been applied to internal trips for the new development zones and 50% (medium) for existing zones.

 Bus – External Trips – It is expected that there will be improvements to bus services towards Truro, therefore a factor of 65% has been applied to the bus mode share on the A3075 link into the model area. Trips to other urban centres such as St Austell are also likely to see improvements (although not as regular) and increased bus travel, therefore a factor of 50% (medium) has been applied to trips to/from the other external zones.

5.2.5 Table 5-2 shows the growth in demand between the base year (2010) and 2030 following the implementation of the sustainable measures:

Trips (PCU) AM Peak PM Peak Base 2010 7125 8626 With Sustainable Measures Future 2030 9611 11472 Growth 35% 33%

Table 5-2: Growth in 2030 Model with Sustainable Measures (2010-2030)

5.3 Mode Shift from Private Car

5.3.1 The mode shift from private car was identified for each origin-destination pair within the trip matrix. Private car trips between internal zones were reduced by 3.2% after the effect of the sustainable travel measures were taken into account.

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5.3.2 The appropriate reduction in mode share in private car use for each origin-destination pair that included an external zone was made according to census travel to work data corresponding to the geographical area each external zone represents. This approach ensured that the appropriate increase in trips made by public transport was represented by the methodology. This methodology ensures that private car trips to zones which have a greater potential for mode shift (e.g. to a neighbouring urban area like Truro) are decreased more than zones where there is less potential (e.g. trips to a rural area with more infrequent bus services).

5.3.3 To identify the appropriate mode split for each external zone, the mode split for the electoral wards within a reasonable commuting time and distance of Newquay on public transport were sectored according to Figure 5-1 below. The sectoring is representative of the external zones in the SATURN model. These mode splits for the sectors for trips into and out of the Newquay area were used as the basis of the existing mode split.

Figure 5-1: South West Travel to Work Sectors for Newquay 5.3.4 Table 5-4 outlines the resultant average modal split from the private car with the sustainable transport strategy in place for the internal, external and development zones in Newquay.

Before Strategy After Strategy Mode Shift Internal 67% 65% 3% External 67% 68% 1% Development 67% 64% 4% Table 5-3: Modal Split Averages

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From / To Newquay A3058 A3059 A3075 A392 B3276 Newquay - 1.55% 0.00% 1.43% 0.88% 0.55% A3058 1.10% - 0.00% 2.05% 0.85% 0.00% A3059 0.00% 0.52% - 0.00% 0.61% 0.46% A3075 1.30% 0.87% 0.00% - 1.24% 0.00% A392 1.10% 1.12% 0.00% 1.17% - 0.00% B3276 2.13% 0.00% 1.14% 0.97% 0.55% - Table 5-4: Mode shift from private car for external zones. 5.3.5 Trips between zones in the Newquay growth area were modelled as ‘internal’ trips as the plans for the growth area already include a comprehensive sustainable transport package therefore the opportunities for reducing the amount of private car trips further are not as great as other ‘new’ development zones within the model.

5.3.6 Private car trips either starting or ending in ‘new’ development zones were reduced by 4.0% after the effect of sustainable travel measures were taken into account.

5.4 2030 Do Something (No Henver Link) Capacity and Delay Maps

5.4.1 Using the 2030 trip matrices developed from the above processes which incorporate the impact of the sustainable measures, capacity and delay maps have been produced for the 2030 Do Something scenario. These maps are shown in Appendix B (Figures B4, B5 and B6), with the delay maps in Appendix C (Figures C4, C5 and C6).

5.4.2 The capacity plans still identify that residual capacity issues remain at the same junctions that suffered without the benefit of the sustainable transport initiatives:

 NSR / Western Arm junction Town Centre Signals (proposed signalisation scheme);

 NSR / A392 roundabout junction;

 Porth Four Turns double mini-roundabout junction;

 Church Street / Henver Road Priority Junction;

 Henver Road / Chester Road Signals.

5.4.3 In addition to exacerbating the issues at the above junctions, additional capacity issues are predicted in the Summer PM peak period at the following junctions:

 Treloggan Roundabout;

 Rialton Road / Priory Road priority junction;

 Mount Wise / Berry Road / St Thomas Road / Trenance Road Signals.

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5.5 2030 Do Something (No Henver Link) Demand Flows

5.5.1 Appendix D shows the AM and PM traffic demand flows, comparing link flow between the base, 2030 Do Minimum and 2030 Do Something models.

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6 2030 DO SOMETHING (WITH HENVER LINK) SCENARIO

6.1 Overview

6.1.1 The future year Do Something (with Henver Link) models have incorporated demands and sustainable transport impacts set out above. The only difference between the 2030 Do Something (without Henver Link) and 2030 Do Something (with Henver Link) models is the incorporation of the Henver Link.

6.2 2030 Do Something (With Henver Link) Capacity and Delay Maps

6.2.1 Using the 2030 trip matrices developed from the above processes which incorporate the impact of the sustainable measures, capacity and delay maps have been produced for the 2030 Do Something scenario. These maps are shown in Appendix B (Figures B7, B8 and B9), with the delay maps in Appendix C (Figures C7, C8 and C9).

6.2.2 The capacity plans still identify residual capacity issues at a number of the junctions within Newquay:

 NSR / Western Arm junction Town Centre Signals (proposed signalisation scheme)

 NSR / A392 roundabout junction

 Porth Four Turns double mini-roundabout junction

 Church Street / Henver Road Priority Junction

 Henver Road / Chester Road Signals

6.2.3 In addition to exacerbating the issues at the above junctions, additional capacity issues are predicted in the Summer PM peak period at the following junctions:

 Treloggan Roundabout

 Rialton Road / Priory Road priority junction

 Mount Wise / Berry Road / St Thomas Road / Trenance Road Signals

6.3 2030 Do Something (With Henver Link) Demand Flows

6.3.1 Appendix D shows the AM and PM traffic demand flows, comparing link flow between the base, 2030 Do Minimum and 2030 Do Something models.

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7 JUNCTION CAPACITY ASSESSMENTS

7.1 Overview

7.1.1 The capacity and delay maps presented in Section 5 highlight the areas of the network where capacity issues are predicted to occur in 2030. This section provides further assessment of these capacity issues, in terms of more detailed junction capacity analysis.

7.1.2 The assessments in Section 5 concluded that capacity issues are predicted to occur at the following junctions in 2030 (non Summer periods), with the preferred development allocations and implementation of the package of sustainable measures:

 NSR / Western Arm junction Town Centre Signals (proposed signalisation scheme)

 NSR / A392 roundabout junction

 Porth Four Turns double mini-roundabout junction

 Church Street / Henver Road Priority Junction

 Henver Road / Chester Road Signals

7.1.3 Additional capacity issues are predicted in Summer months, but due to the limited period over which these are experienced, no associated junction improvement works are proposed.

7.1.4 Of the above list, the first two are part of the NSR and their design is still to be finalised and separately addressed during the planning process. It is assumed that these junctions would be designed appropriately to accommodate the predicted traffic flows. No further modelling is therefore included for these two NSR junctions. The remaining three junctions are discussed in turn below. Individual junction modelling is only provided for the Do Something scenarios (i.e. with sustainable transport measures implemented).

7.2 Porth Four Turns

7.2.1 The SATURN software does not take into account all of the specific geometries of roundabouts when assessing their capacities. More detailed modelling has therefore been undertaken using the Transport Research Laboratory’s ARCADY software. This is specifically designed for assessing the performance of roundabouts and expresses performance as ratio of flows to capacity (RFC). When an RFC reaches a value of 1, the roundabout arm is operating at its maximum theoretical capacity.

7.2.2 The full ARCADY results are summarised below in Table 7-1 and Table 7-2. The results are split by each arm of the junction. Queue (in PCUs) and delay (in minutes per PCU) statistics are also presented for each of the modelling scenarios.

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AM PM Summer PM Peak Delay Queue Delay Queue Delay Queue Approach RFC RFC RFC (min) (PCU) (min) (PCU) (min) (PCU) Roundabout East - 0.35 0.10 0.53 0.29 0.08 0.41 0.30 0.08 0.43 Internal Link Roundabout East - 0.45 0.14 0.82 0.41 0.11 0.68 0.51 0.13 1.03 B3276 Porth Way Roundabout East - 0.68 0.17 2.10 0.69 0.17 2.21 0.93 0.64 10.30 Henver Road East Roundabout West - Henver Road 0.85 0.37 5.45 1.39 13.64 266.82 1.61 25.06 466.37 West Roundabout West 0.45 0.15 0.80 0.77 0.27 3.14 0.76 0.27 3.09 - Internal Link Roundabout West 0.58 0.15 1.36 0.80 0.28 3.72 0.93 0.65 9.88 - Trevenson Road Table 7-1: Porth Four Turns Junction Performance (no Henver Link)

AM PM Summer PM Peak Delay Queue Delay Queue Delay Queue Approach RFC RFC RFC (min) (PCU) (min) (PCU) (min) (PCU) Roundabout East - 0.30 0.08 0.42 0.35 0.10 0.53 0.29 0.07 0.41 Internal Link Roundabout East - 0.51 0.13 1.03 0.45 0.13 0.82 0.40 0.11 0.67 B3276 Porth Way Roundabout East - 0.76 0.23 3.15 0.67 0.17 2.00 0.59 0.13 1.41 Henver Road East Roundabout West - Henver Road 1.61 24.70 459.16 0.85 0.36 5.32 1.38 13.36 260.49 West Roundabout West 0.76 0.27 3.09 0.45 0.15 0.80 0.77 0.27 3.14 - Internal Link Roundabout West 0.93 0.65 9.88 0.56 0.14 1.28 0.80 0.28 3.83 - Trevenson Road Table 7-2: Porth Four Turns Junction Performance (with Henver Link)

7.2.3 The results show that Porth Four Turns will operate significantly over capacity in both peak periods in 2030, even with sustainable transport measures implemented. The junction continues to operate over capacity with the provision of the Henver Link, but its operation is improved.

7.2.4 The ARCADY software cannot model uneven lane usage. Examination of the lane markings and predicted traffic flows at the junction, it is clear that lane usage is not likely to be even; a further check was therefore carried out using JCT Consultancy’s LinSig software. This is generally used to model signalised junctions, but can be used to mode give-way and roundabout junctions.

7.2.5 The full LinSig results are summarised below in Table 7-3 and Table 7-4. The results are split by each arm of the junction. Queue (in PCUs) and delay (in minutes per PCU) statistics are also presented for each of the modelling scenarios.

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AM PM Summer PM Peak Deg Delay Queue Deg Delay Queue Deg Delay Queue Approach Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Roundabout East - 16.4 0.0 0.0 27.3 0.0 0.0 26.1 0.0 0.0 Internal Link - Left Roundabout East - Internal Link - 75.4 0.0 0.0 59.0 0.0 0.0 62.4 0.0 0.0 Ahead Roundabout East - 44.3 4.3 0.4 41.7 3.8 0.4 52.4 4.6 0.5 B3276 Porth Way Roundabout East - Henver Road East 65.4 5.5 0.9 60.1 4.8 0.8 74.3 7.5 1.4 – Ahead Roundabout East - Henver Road East 6.5 2.0 0.0 16.1 2.3 0.1 28.2 2.7 0.2 - Right Roundabout West - Henver Road 13.4 2.3 0.1 18.1 2.3 0.1 16.4 2.3 0.1 West - Left Roundabout West - Henver Road 80.7 10.0 2.0 126.0 443.2 247.7 146.3 673.7 357.7 West – Ahead Right Roundabout West 85.4 12.8 2.8 90.8 20.8 4.4 111.4 233.7 150.0 - Internal Link Roundabout West - Trevenson Road 30.0 3.3 0.2 66.0 6.2 1.0 76.9 9.1 1.6 - Left Roundabout West - Trevenson Road 35.5 3.5 0.3 22.7 2.7 0.1 26.8 2.9 0.2 - Right Table 7-3: Porth Four Turns Junction Performance (no Henver Link)

AM PM Summer PM Peak Deg Delay Queue Deg Delay Queue Deg Delay Queue Approach Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Roundabout East - 16.00 0.0 0.0 27.2 0.0 0.0 26.0 0.0 0.0 Internal Link - Left Roundabout East - Internal Link - 75.7 0.0 0.0 61.7 0.0 0.0 65.0 0.0 0.0 Ahead Roundabout East - 44.3 4.3 0.4 41.8 3.8 0.4 52.7 4.7 0.6 B3276 Porth Way Roundabout East - Henver Road East 62.3 5.0 0.8 48.7 3.7 0.5 55.7 4.4 0.6 – Ahead Roundabout East - Henver Road East 7.0 2.0 0.0 16.0 2.3 0.1 28.3 2.7 0.2 - Right Roundabout West - Henver Road 13.3 2.3 0.1 18.0 2.3 0.1 16.9 2.3 0.1 West - Left Roundabout West - Henver Road 80.2 9.8 2.0 125.3 434.9 243.7 145.4 664.5 351.9 West – Ahead Right Roundabout West 78.8 9.0 1.8 76.2 8.8 1.6 90.4 20.2 4.3 - Internal Link Roundabout West - Trevenson Road 29.6 3.2 0.2 66.3 6.2 1.0 78.6 10.0 1.8 - Left Roundabout West - Trevenson Road 33.8 3.4 0.3 23.3 2.8 0.2 28.1 3.0 0.2 - Right Table 7-4: Porth Four Turns Junction Performance (with Henver Link)

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7.2.6 The LinSig results confirm that there would be significant capacity issues at the Porth Four Turns junction, particularly on the ahead and right turn from Henver Road (west).

7.2.7 It is therefore considered that a capacity improvement scheme is required at the junction.

7.3 Henver Road / Chester Road Signals

7.3.1 The SATURN modelling work suggests that capacity issues will occur at the Henver Road / Chester Road Signals. The operation of this junction has therefore been examined in more detail using JCT’s LinSig software. A summary of the level junction’s performance is shown in Table 7-5 and Table 7-6 below.

AM PM Summer PM Peak Delay Mean Delay Mean Delay Mean Deg Deg Deg Approach (sec / Max (sec / Max (sec / Max Sat Sat Sat veh) Queue veh) Queue veh) Queue A3058 Henver 101.8 112.7 40.2 116.1 333.1 97.2 128.0 498.4 162.0 Road (east) Chester Road 103.7 210.4 16.4 111.8 325.3 21.6 138.7 673.5 41.9 A3058 Henver 51.2 13.9 10.3 90.4 30.7 32.4 98.6 62.5 44.5 Road (west) Table 7-5: Henver Road / Chester Road Junction Performance (no Henver Link)

AM PM Summer PM Peak Delay Mean Delay Mean Delay Mean Deg Deg Deg Approach (sec / Max (sec / Max (sec / Max Sat Sat Sat veh) Queue veh) Queue veh) Queue A3058 Henver 101.9 114.5 40.5 115.0 315.4 93.3 131.5 543.5 175.5 Road (east) Chester Road 103.2 203.5 16.1 116.0 386.5 24.8 124.8 505.3 32.1 A3058 Henver 51.2 13.7 10.1 89.2 28.5 30.9 99.8 73.4 49.0 Road (west) Table 7-6: Henver Road / Chester Road Junction Performance (with Henver Link)

7.3.2 The results show that significant delays would be experienced at the Henver Road / Chester Road junction. The key movements are the ahead movement from Henver Road East and the right turn from Chester Road. The provision of the Henver Link has no significant impact on the operation of this junction.

7.3.3 It is therefore considered that a capacity improvement scheme is required at the junction.

7.4 Church Street / Henver Road Priority Junction

7.4.1 The junction impact assessment was undertaken using PICADY (v5.0) software. Demand flows were obtained from SATURN to assess the theoretical operation of the junction.

7.4.2 Table 7-7 and Table 7-8 below show the performance of the existing junction layout in the 2030 Do Something scenarios, both with and without the inclusion or the Henver Link.

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AM PM Summer PM Peak Delay Queue Delay Queue Delay Queue Approach RFC RFC RFC (min) (PCU) (min) (PCU) (min) (PCU) Church Street out 1.287 7.55 26.93 1.275 7.30 31.68 1.857 21.73 40.42 Henver Road (east) right to 0.326 0.24 0.75 0.351 0.23 0.85 0.488 0.33 2.19 Church Street and ahead Table 7-7: Church Street / Henver Road Junction Performance (no Henver Link)

AM PM Summer PM Peak Delay Queue Delay Queue Delay Queue Approach RFC RFC RFC (min) (PCU) (min) (PCU) (min) (PCU) Church Street out 1.297 7.72 27.26 1.277 7.33 30.78 2.104 27.48 38.75 Henver Road (east) right to 0.334 0.24 0.78 0.353 0.24 0.87 0.469 0.34 2.12 Church Street and ahead Table 7-8: Church Street / Henver Road Junction Performance (with Henver Link)

7.4.3 The results of the PICADY analysis indicate that the junction is likely to operate over its theoretical capacity for both the AM and PM peak hour periods. The provision of the Henver Link has no significant impact on the operation of this junction; it should however be noted that junctions do continue to operate at RFC values of over 1. When these values are reached with PICADY, the software tends to overestimate queuing, as it assumes that drivers simply cannot exit the junction. In reality this is not the case, as factors such as driver courtesy, etc. become important factors and are not accounted for within the program. The queues shown above are therefore likely to be longer than would be experienced in reality. It is however expected that the junction would experience congestion on the Church Street arm.

7.4.4 For this junction, the key Henver Road arms experience very little delay, but it is difficult for drivers to leave Church Street. There is therefore little strategic value in providing an improvement at this junction. Further examination of the turning movements from Church Road shows that the majority turn right towards Newquay, meaning that road widening would have little benefit in any event.

7.4.5 There would potentially be safety benefits in providing a wider right turn facility on Henver Road, but it is understood that there is no significant accident history at this junction and therefore no improvements are proposed.

7.5 Summary

7.5.1 The analysis of the junction capacity assessments has concluded that capacity improvements should be considered at the following junctions:

 Porth Four Turns double mini-roundabout junction;

 Henver Road / Chester Road Signals.

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8 IMPROVEMENT SCHEMES

8.1 Porth Four Turns

8.1.1 The junction assessments detailed in Section 7 demonstrate that congestion would be experienced at the Porth Four Turns junction in 2030. Due to this, an improvement scheme has been identified that would aim to provide additional capacity; this scheme is included in Appendix E (as Figure 1). The scheme involves the removal of the right turn lane from Henver Road (east) to allow two eastbound ahead lanes from the internal link, and in turn allow ahead movements from both lanes of Henver Road (west). This allows lane usage to be significantly more balanced.

8.1.2 The capacity assessment of this scheme has been undertaken using LinSig and is summarised in Table 8-1 and Table 8-2 below:

AM PM Summer PM Peak Deg Delay Queue Deg Delay Queue Deg Delay Queue Approach Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Roundabout East - Internal Link - Left 53.5 0.0 0.0 80.5 0.0 0.0 91.2 0.0 0.0 Ahead Roundabout East - Internal Link - 38.4 0.0 0.0 17.9 0.0 0.0 18.9 0.0 0.0 Ahead Roundabout East - 44.3 4.3 0.4 43.8 4.1 0.4 57.0 5.6 0.7 B3276 Porth Way Roundabout East - Henver Road East 71.9 6.7 1.3 76.2 8.0 1.6 102.5 92.6 120.9 – Ahead Right Roundabout West - Henver Road 47.2 3.7 0.4 71.3 6.6 1.2 81.0 10.0 2.1 West – Ahead Left Roundabout West - Henver Road 47.0 3.7 0.4 72.4 6.9 1.3 81.7 10.4 2.2 West – Ahead Right Roundabout West 85.4 12.8 2.8 95.4 34.9 7.4 120.2 367.5 176.0 - Internal Link Roundabout West - Trevenson Road 30.0 3.3 0.2 66.0 6.2 1.0 75.7 8.5 1.5 - Left Roundabout West - Trevenson Road 35.5 3.5 0.3 22.7 2.7 0.1 26.4 2.8 0.2 - Right Table 8-1: Porth Four Turns Improved Junction Performance (no Henver Link)

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AM PM Summer PM Peak Deg Delay Queue Deg Delay Queue Deg Delay Queue Approach Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Sat (s/pcu) (PCU) Roundabout East - Internal Link - Left 53.1 0.0 0.0 79.5 0.0 0.0 90.9 0.0 0.0 Ahead Roundabout East - Internal Link - 38.6 0.0 0.0 22.1 0.0 0.0 22.1 0.0 0.0 Ahead Roundabout East - 44.3 4.3 0.4 44.0 4.2 0.4 57.5 5.7 0.7 B3276 Porth Way Roundabout East - Henver Road East 69.3 6.1 1.1 64.7 5.4 0.9 84.1 11.9 2.5 – Ahead Right Roundabout West - Henver Road 46.8 3.7 0.4 71.2 6.6 1.2 80.8 9.9 2.1 West – Ahead Left Roundabout West - Henver Road 46.6 3.7 0.4 72.1 6.8 1.3 81.5 10.3 2.1 West – Ahead Right Roundabout West 78.8 9.0 1.8 79.8 10.7 1.9 98.9 55.8 11.8 - Internal Link Roundabout West - Trevenson Road 29.6 3.2 0.2 66.3 6.2 1.0 78.6 10.0 1.8 - Left Roundabout West - Trevenson Road 33.8 3.4 0.3 23.3 2.8 0.2 28.1 3.0 0.2 - Right Table 8-2: Porth Four Turns Improved Junction Performance (with Henver Link)

8.1.3 The results show that even with the improvements, the junction would operate significantly over capacity without the provision of the Henver Link. Queuing and delays are however reduced when compared to its existing layout.

8.1.4 With the Henver Link provided, the junction would operate within capacity in the AM and PM peaks. There would still be some congestion in the Summer PM Peak, but its operation is significantly improved when compared to the situation without the Henver Link.

8.1.1 It is therefore recommended that the improvements are implemented alongside the introduction of the Henver Link. An indicative cost for the junction improvement is £16,182. A breakdown of this cost estimate is provided in Appendix F. Estimated costs are not provided for the Henver Link as it is assumed that this would form part of the NSR.

8.2 Henver Road / Chester Road Signals

8.2.1 The junction assessments detailed in Section 7 demonstrate that congestion would be experienced at the Henver Road / Chester Road in 2030. It is understood that the junction currently benefits from MOVA (Microprocessor Optimised Vehicle Actuation) control. This is a system of signal control that continually optimises signal timings to adapt to changes in traffic flows. It is well suited to sites with pronounced peaks or seasonal flows. There is thus little opportunity to improve signal timings at the junction.

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8.2.2 Examination of the LinSig modelling for the existing layout shows that the key movements at this junction are those from Henver Road east, with very few vehicles making a right turn from Henver Road west into Chester Road. At present, this movement has its own lane. It is considered that road space could be more efficiently allocated to allow two approach lanes on Henver Road east, allowing the left turn its own short lane.

8.2.3 In order to create this additional lane, it would be necessary to use the existing verge and to relocate the footway. Depending on the amount of verge provided, it would be possible to maintain the existing footway width (circa 3m) through this point. The lanes would have to be relatively narrow, although this is in general accordance with the guidance set out in paragraph 2.23 of TD 50/04 – Geometric Layout of Signal Controlled Junctions and Signalised Roundabouts, which states:

Where an existing signal-controlled junction or an uncontrolled junction is being improved or modified and available road space is restricted, then the permitted lane widths for straight ahead entry lanes may be reduced to 2.5m providing that the 85th percentile approach speed does not exceed 56kph (35mph), and the reduced width enables a necessary extra lane to be provided on multilane entries. In exceptional circumstances lane widths may be reduced to 2.25m where it is not necessary to make particular provision for large goods vehicles.

8.2.4 This improvement scheme is shown in Appendix E (as Figure 2). Its operation has been modelled using LinSig. The results are summarised in Table 8-3 and Table 8-4 below:

AM PM Summer PM Peak Delay Mean Delay Mean Delay Mean Deg Deg Deg Approach (sec / Max (sec / Max (sec / Max Sat Sat Sat veh) Queue veh) Queue veh) Queue A3058 Henver 75.2 19.5 13.0 81.5 19.6 16.7 91.4 28.7 26.7 Road (east) Chester Road 76.2 61.6 7.6 94.6 125.4 11.2 108.5 281.0 20.3 A3058 Henver 55.8 16.4 10.3 93.7 38.5 33.5 103.0 113.8 66.0 Road (west) Table 8-3: Henver Road / Chester Road Signals Improved Junction Performance (no Henver Link)

AM PM Summer PM Peak Delay Mean Delay Mean Delay Mean Deg Deg Deg Approach (sec / Max (sec / Max (sec / Max Sat Sat Sat veh) Queue veh) Queue veh) Queue A3058 Henver 75.3 19.5 13.0 81.6 19.6 16.7 92.6 31.8 28.6 Road (east) Chester Road 75.9 61.0 7.5 93.7 120.2 10.8 104.0 220.9 16.5 A3058 Henver 55.7 16.4 10.3 93.3 37.3 33.0 103.4 119.5 62.4 Road (west) Table 8-4: Henver Road / Chester Road Signals Improved Junction Performance (with Henver Link) 8.2.5 The above tables demonstrate that the junction would operate within capacity during the neutral AM and PM Peaks. In Summer, it would continue to operate over capacity, but delays would be considerably reduced when compared to its existing layout.

8.2.6 An indicative cost for this improvement is £157,122. A breakdown of this cost estimate is provided in Appendix F.

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8.3 Risks

8.3.1 It should be noted that the designs and cost estimates for the improvement schemes outlined above must be considered preliminary at this stage. There are a number of risks and assumptions made in the design and cost estimate process, including:

 Existing highways boundaries have been assumed using the boundaries shown in aerial photographs (from Google Maps); no formal land ownership boundaries have been obtained or reviewed;

 The estimates have been prepared using approximate quantities with rates derived from either analogous historic rates which have been indexed to current rates or from the Spons 2012 price book with an appropriate enhancement for overheads and profit;

 An allowance of 45% has been added in respect of risk / contingency which is to reflect the outline nature of the design at this stage. This is based on advice contained in the Highways Agency Annex 1 estimating forms for schemes at this stage of development;  The following are not included in the cost estimates: o Land costs including compensation; o Design and supervision; o Inflation; o Statutory undertakers, equipment diversions, etc.; o VAT.

8.3.2 Further assumptions regarding the cost estimate process are detailed in Appendix F.

8.3.3 Specific risks for the locations where improvements have been outlined are:

 Porth Four Turns o No land required, although deflection should be checked and swept path analysis undertaken o Potential increased accident risk due to increased lane usage on circulatorys and requirement to merge on eastbound exit  Henver Road / Chester Road Signals

o Land required (although assumed to be within highways boundary) o Services covers currently located within footway in this area suggesting that diversions may be required; o Existing layout is unsuitable for HGV use due to restricted turning radii - this would continue with the new arrangements;

o Length of pedestrian crossing on eastern side of junction would increase

8.3.4 It is assumed that detailed designs and cost estimates for these schemes would be produced prior to construction, and that any scheme would be taken through the safety audit process.

8.3.5 Accident analysis should also be undertaken at Porth Four Turns, which is understood to have experienced four slight accidents in the last three years.

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9 TRANSPORT STRATEGY

9.1 Summary

9.1.1 This note has documented the strategic and detailed traffic modelling assessments that have been undertaken to assess the impact of future development proposals within Newquay on the local and strategic highway network. The modelling has included an assessment of a package of suitable transport measures aimed at encouraging sustainable travel and reducing car usage.

9.1.2 The modelling work clearly demonstrates the strategic importance of the Henver Link from the NSR and it is therefore strongly recommended that this is provided.

9.1.3 From the assessment work, the recommended measures to form part of the transport strategy are:

 Committed highway improvement scheme (secured through consented development) at Treloggan Road roundabout3  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

9.1.4 The assessment work concludes that these measures would allow the preferred development allocations in Newquay to come forward without significantly compromising the operation of the local and highway network.

3 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.

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Appendix A – Committed Highways Schemes

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Newquay Town Model

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Appendix B – Network Capacity Maps

Over a Century of Engineering Excellence B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Towns Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Minimum Figure NEWQ - B 1 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Towns Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Minimum Figure NEWQ - B 2 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Towns Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ - B 3 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Something Figure NEWQ- B 4 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Something Figure NEWQ- B 5 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ- B 6 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Something Figure NEWQ- B 7 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Something Figure NEWQ- B 8 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Capacity Key

Values equate to the ratio of flow through a junction divided by it's capacity (RFC).

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ- B 9 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB Newquay Town Model

Technical Note 16

Appendix C – Network Delay Maps

Over a Century of Engineering Excellence B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Minimum Figure NEWQ- C 1 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Minimum Figure NEWQ- C 2 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ- C 3 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Something Figure NEWQ- C 4 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Something Figure NEWQ- C 5 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ- C 6 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - AM - Scenario Do_Something Figure NEWQ- C 7 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Do_Something Figure NEWQ- C 8 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB B3276

A3059

A3058

Newquay A392 A3058

Junction Delay Key

Values equate to turn delay in seconds.

A3075 A3078 A3058

CLIENT: PROJECT FINAL Cornwall Council: Core Strategy Modelling - Individual Town Models

TITLE Key Junctions: Newquay - 2030 - PM - Scenario Summer Figure NEWQ- C 9 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED

Jul-12 Not to Scale RH BSL IB Newquay Town Model

Technical Note 16

Appendix D – Traffic Flow Diagrams

Over a Century of Engineering Excellence Porth Way

301 690 231 342

19/07/2012 870 226 335 395 853 222 706 B3276 Henver Road 483 920 483 792 902 A3059 893 288 874 686 Henver Road 260 341 333 282 690 282 367 341 532 394 678 273 173 517 384 - 188 Trevenson Road 247 Porth Four Turns 241

- Berry Road - 595 202 775 250 583 230 626 849 242 470 239 223 647 Newquay 833 - 550 267 633 132 823 541 259 137 538 802 381 133 603 344 595 339 645 77 Mount Wise St Thomas' Road 661 214 178 84 645 220 191 82 - - 437 215 188 501 594 612 316 302 615 612 582 599 312 331 Mount Wise Signals Trenance Road 457 604 841 A392 328 505 826 A3058 494 443 451 452 634 697 395 262 585 577 A3058 623 1019 389 382 281 568 759 999 432 279 745 615 460 249 427 497 664 698 287 543 166 656 686 284 530 215 670 Henver Road 676 A3058 215 213 770 838 268 755 Key A3075 830 265 Base Traffic Flows No Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Web: cornwall.gov.uk Demand Traffic Flow on Key Links - Newquay 2030 AM Period Figure NEWQ-D1 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright © Copyright Parsons Brinckerhoff 2012 © Porth Way

301 690 231 342

19/07/2012 870 226 334 395 854 222 706 B3276 Henver Road 483 920 483 792 952 A3059 893 288 875 686 Henver Road 260 341 333 282 690 282 367 341 532 394 676 273 173 503 318 - 188 Trevenson Road 247 Porth Four Turns 177

- Berry Road - 595 202 775 250 580 230 626 849 230 470 239 224 647 Newquay 834 - 550 267 633 132 823 542 260 137 538 797 381 133 603 344 596 339 645 77 Mount Wise St Thomas' Road 661 214 178 84 646 220 191 82 -- 437 215 188 501 594 612 316 302 615 612 586 600 308 331 Mount Wise Signals Trenance Road 457 602 841 A392 328 505 826 A3058 494 443 451 452 634 697 395 262 585 577 A3058 621 1019 387 382 281 568 759 998 432 279 745 615 460 249 427 497 664 698 287 543 166 656 688 284 530 215 670 Henver Road 676 A3058 215 213 770 838 268 756 Key A3075 830 264 Base Traffic Flows with Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Web: cornwall.gov.uk Demand Traffic Flow on Key Links - Newquay 2030 AM Period Figure NEWQ- D2 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright Copyright Parsons Brinckerhoff 2012 © Porth Way

305 792 384 352

19/07/2012 1354 422 340 310 1345 409 694 B3276 Henver Road 419 838 413 765 815 A3059 1032 412 1014 691 Henver Road 326 443 286 232 767 365 298 440 759 940 714 355 226 756 917 - 273 Trevenson Road 653 Porth Four Turns 641

- Berry Road - 562 346 695 635 561 524 561 934 638 501 431 518 726 Newquay 922 - 642 566 707 127 722 503 562 139 808 776 428 134 791 709 777 653 598 120 Mount Wise St Thomas' Road 697 214 253 125 681 250 308 121 -- 504 237 296 795 424 656 667 350 856 914 424 721 612 387 Mount Wise Signals Trenance Road 734 810 1171 A392 383 967 1110 A3058 960 739 696 545 902 761 806 339 1037 673 A3058 846 1365 674 257 382 1031 1216 1301 304 376 1211 862 594 444 296 396 922 951 521 525 160 906 927 514 519 205 672 Henver Road 779 A3058 205 307 903 860 404 890 Key A3075 837 396 Base Traffic Flows No Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Web: cornwall.gov.uk Demand Traffic Flow on Key Links - Newquay 2030 PM Period Figure NEWQ- D3 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright Copyright Parsons Brinckerhoff 2012 © Porth Way

305 792 384 352

19/07/2012 1354 422 336 310 1338 408 694 B3276 Henver Road 419 838 413 765 852 A3059 1032 412 1018 691 Henver Road 326 443 286 232 767 365 298 440 759 940 606 354 226 762 765 - 224 Trevenson Road 653 Porth Four Turns 490

- Berry Road - 562 346 695 635 530 524 561 934 645 501 431 520 726 Newquay 895 - 642 566 693 127 722 516 563 139 808 717 428 134 791 709 776 663 598 120 Mount Wise St Thomas' Road 697 214 253 125 674 250 308 121 -- 504 240 288 795 424 656 667 350 856 914 424 708 616 387 Mount Wise Signals Trenance Road 734 814 1171 A392 383 967 1117 A3058 956 739 696 545 902 761 806 339 1037 673 A3058 856 1365 684 257 382 1026 1216 1299 304 376 1204 862 594 444 296 396 922 951 521 525 160 904 930 516 517 205 672 Henver Road 779 A3058 203 307 903 860 404 891 Key A3075 836 400 Base Traffic Flows with Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Web: cornwall.gov.uk Demand Traffic Flow on Key Links - Newquay 2030 PM Period Figure NEWQ- D4 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright Copyright Parsons Brinckerhoff 2012 © Porth Way

367 975 462 438

19/07/2012 1545 507 425 372 1505 498 885 B3276 Henver Road 503 960 503 886 942 A3059 1194 495 1169 807 Henver Road 389 531 340 256 943 436 415 529 904 1170 936 423 147 887 1143 - 145 Trevenson Road 893 Porth Four Turns 836

- Berry Road - 765 408 912 820 705 602 714 1155 769 672 500 591 926 Newquay 1115 - 959 654 898 153 769 924 637 166 954 736 508 162 960 970 933 937 720 143 Mount Wise St Thomas' Road 845 252 328 150 822 290 405 146 -- 574 288 393 985 426 562 920 420 1169 1055 421 570 887 464 Mount Wise Signals Trenance Road 899 1127 1483 A392 459 1287 1439 A3058 1244 893 877 670 1025 925 1156 407 1193 837 A3058 1012 1680 1114 310 458 1163 1392 1641 364 454 1357 1035 704 532 360 469 1109 1067 623 582 204 1092 1059 612 574 210 780 Henver Road 933 A3058 209 349 1045 1033 475 1024 Key A3075 1021 465 Base Traffic Flows No Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Demand Traffic Flow on Key Links - Newquay 2030 PM Summer Web: cornwall.gov.uk Period Figure NEWQ- D5 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright Copyright Parsons Brinckerhoff 2012 © Porth Way

367 975 462 438

19/07/2012 1545 507 425 372 1499 498 885 B3276 Henver Road 503 960 503 886 978 A3059 1194 495 1175 807 Henver Road 389 531 340 256 943 436 415 529 904 1170 776 423 147 882 931 - 129 Trevenson Road 893 Porth Four Turns 594

- Berry Road - 765 408 912 820 667 602 714 1155 735 672 500 590 926 Newquay 1107 - 959 654 899 153 769 921 637 166 954 625 508 162 960 970 937 937 720 143 Mount Wise St Thomas' Road 845 252 328 150 824 290 405 146 -- 574 287 393 985 426 562 920 420 1169 1055 424 567 887 464 Mount Wise Signals Trenance Road 899 1122 1483 A392 459 1287 1444 A3058 1234 893 877 670 1025 925 1156 407 1193 837 A3058 1016 1680 1111 310 458 1158 1392 1636 364 454 1349 1035 704 532 360 469 1109 1067 623 582 204 1091 1057 613 573 210 780 Henver Road 933 A3058 209 349 1045 1033 475 1029 Key A3075 1021 475 Base Traffic Flows with Do Minimum Do Something Henver Link Chester Road Chester Road Signals

CLIENT: PROJECT Carrick House, Cornwall Council: Pydar Street, Truro, Core Strategy Modelling - Individual Town Models TR1 1EB

TITLE Tel: (01872) 224 241 Demand Traffic Flow on Key Links - Newquay 2030 PM Summer Web: cornwall.gov.uk Period Figure NEWQ- D6 Issue: 1

DATE SCALE PRODUCED CHECKED APPROVED 11 High Cross, Truro, Cornwall TR1 2AJ Jul-12 Not to Scale RH BSL IB Tel: (01872) 245 860 Web: pbworld.com Copyright Parsons Brinckerhoff 2012 Brinckerhoff Parsons Copyright Copyright Parsons Brinckerhoff 2012 © Newquay Town Model

Technical Note 16

Appendix E – Proposed Junction Improvement Schemes

Over a Century of Engineering Excellence - Revision:

Figure Drawing Number: 285300FN-HLV Project Number: W:\Cornwall Council Projects\Transport Planning\285300FN-HLV Town Models Phases 3&4\ACAD\Sketches\Concept_Plans.dwg File Name:

PRELIMINARY DESIGN

Rev Date Description By Chk App Notes: Client: Title: Drawn: JRP Checked: BSL Cornwall Council Designed: BSL Approved: IB A3058 Henver Road / Porth Way Date: 25/05/2012 Scale: 1:500 A3 Sheet: 1 of 1 Project Number: Drawing Number: Revision: Project: Preliminary Design

18/07/2012 12:08:33 285300FN-HLV/60.3 Riverside Chambers, Towns Model Figure 1 - Perkins,James Castle Street, Tel: 44-(0)1823-281190 Taunton TA1 4AP Newquay © Copyright Parsons Brinckerhoff Login: Plot Date: - Revision:

Figure Drawing Number: 285300FN-HLV Project Number:

Chester Road and Henver Road eastbound stop lines W:\Cornwall Council Projects\Transport Planning\285300FN-HLV Town Models Phases 3&4\ACAD\Sketches\Concept_Plans.dwg unchanged from existing layout. NOTE - Unsuitable for large File Name: vehicles. PRELIMINARY DESIGN

Rev Date Description By Chk App Notes: Client: Title: Drawn: JRP Checked: BSL Cornwall Council Designed: BSL Approved: IB A3058 Henver Road / Chester Rd Date: 25/05/2012 Scale: 1:500 A3 Sheet: 1 of 1 Project Number: Drawing Number: Revision: Project: Preliminary Design

18/07/2012 11:17:54 285300FN-HLV/60.3 Riverside Chambers, Towns Model Figure - Perkins,James Castle Street, Tel: 44-(0)1823-281190 Taunton TA1 4AP Newquay © Copyright Parsons Brinckerhoff Login: Plot Date: Newquay Town Model

Technical Note 16

Appendix F – Proposed Junction Improvement Scheme Cost Estimates

Over a Century of Engineering Excellence Cornwall Town Road Junctions Estimates; Notes and general assumptions Preparation of estimates The estimates have been prepared using approximate quantities with rates derived from either analogous historic rates which have been indexed to current rates or from Spons 2012 price book with an appropriate enhancement for overheads and profit. The base date of the estimates is Q2 2012 and no allowance has been made for future inflation. Allowances have been made for Preliminaries and Traffic Management. Provisional sums specific to each junction have been included for works by statutory undertakers and service providers. An allowance of 45% has been added in respect of risk/contingency which is to reflect the outline nature of the design at this stage. This is based on advice contained in the Highways Agency Annex 1 estimating forms for schemes at this stage of development. The estimates cannot be used as a prediction for outcome costs and should be used for comparative purposes only. New carriageways and footways assumed to be at existing level and therefore only excavation of construction depth required. All excavated material to be disposed off site. No capping layer taken generally unless specifically indicated in site specific assumptions. Construction assumed to be 40 surface course, 60 binder, 200 base, 250 sub-base. Where applicable capping assumed to be 350 with 150 sub-base. Generally grass seeding only included. Planting has been included for some particular sites and this is stated in the site specific assumptions. Where carriageways have been widened, it has been assumed that the existing surfaces adjacent will be planed and overlaid to a depth of 40mm (surface course only). This assumption does not apply to all sites depending on the specific conditions and the site specific assumptions will indicate what has been included. High friction surfacing for a length of 50 metres has been included on approaches to traffic signals and roundabouts. Generally new gullies with branches connected to the existing systems have been allowed for the length of widened carriageways. Additional carrier drain has been included for some sites and this is stated in the site specific assumptioons. Road restraint systems, lamp standards and signs have been included where they need to be removed to suit the proposals. This information has been obtained from Google Earth. The following are not included: Land costs including compensation. Design and supervision. Inflation VAT Cornwall Small Towns Junction Improvements

Parsons Brinckerhoff Drawing 285300FN-HLV/60.3 Mini Roundabouts Design A3058 Henver Road/Porth Way, Newquay £ Item Cost Allowance Amount

Site clearance 200 1,000

Fencing 300 0

Drainage 500 0

Earthworks 600 1,900

Pavements 700 3,800

Kerbs, footways and paved areas 1100 1,100

Traffic signs, road markings, bollards and traffic signals 1200 1,000

Lighting columns 1300 0

Electrical work for road lighting and traffic signs 1400 500

Works for statutory undertakers 2700 0

Landscape and ecology 3000 0

Retaining walls 1700/2400 0

9,300

Preliminaries 100 10% 930

Traffic management 100 10% 930

11,160

Contingency/risk 45% 5,022

Site specific assumptions: Plane and surface course to full road width adjacent relocated island One new traffic sign One new illuminated bollard

Total £ 16,182 Cornwall Small Towns Junction Improvements

Parsons Brinckerhoff Drawing 285300FN-HLV/60.3 Figure

Henver Road/Chester Road Junction, Newquay £ Item Cost Allowance Amount

Site clearance 200 1,500

Fencing 300 0

Drainage 500 700

Earthworks 600 14,200

Pavements 700 18,300

Kerbs, footways and paved areas 1100 10,400

Traffic signs, road markings, bollards and traffic signals 1200 23,200

Lighting columns 1300 2,000

Electrical work for road lighting and traffic signs 1400 0

Works for statutory undertakers 2700 20,000

Landscape and ecology 3000 0

Retaining walls 1700/2400 0

90,300

Preliminaries 100 10% 9,030

Traffic management 100 10% 9,030

108,360

Contingency/risk 45% 48,762

Site specific assumptions: Plane and surface course to area adjacent to widened highway Three new traffic signs Three new non illuminated bollards One additional traffic signal head and relocate two heads Relocate one traffic monitoring camera Provisional sum of £20,000 for alterations to services

Total £ 157,122