REPORT NO 70024617 ST AUSTELL TO A30 LINK TRAFFIC DATA COLLECTION REPORT
CONFIDENTIAL MARCH 2017 ST AUSTELL TO A30 LINK TRAFFIC DATA COLLECTION REPORT CORMAC Solutions
Type of document (version) Confidential
Project no: 70024617 Date: March 2017
– WSP | Parsons Brinckerhoff 11 High Cross Truro Cornwall
Tel: +44 (0) 1842 245 860 www.wsp-pb.com QUALITY MANAGEMENT
ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3
Remarks Draft Final
Date September 2016 March 2017
Niall Parkinson / Niall Parkinson / Prepared by Joanna Quinn Joanna Quinn
Signature
Checked by Rob Hayward Rob Hayward
Signature
Authorised by Thea Wattam Ian Beavis
Signature
Project number 70024617 70024617
Report number 70024617 70024617
File reference ii
PRODUCTION TEAM
CLIENT
Project Manager CORMAC Rick Clayton
WSP | PARSONS BRINCKERHOFF
Trainee Technician Niall Parkinson
Senior Engineer Rob Hayward
Technical Director Ian Beavis
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TABLE OF CONTENTS
1 INTRODUCTION ...... 1 1.1 CONTEXT FOR THE SCHEME ...... 1 1.2 DESCRIPTION OF SCHEME ...... 1 1.3 PREVIOUS WORK...... 3 1.4 PURPOSE OF THIS REPORT ...... 4 1.5 USE OF AVAILABLE PROCESSED DATA AND MODELS ...... 4 1.6 SPECIFICATION OF SURVEYS ...... 4
2 AUTOMATIC TRAFFIC COUNTS (ATC)...... 6 2.1 INTRODUCTION ...... 6 2.2 SITE LOCATIONS...... 6 2.3 ATC DATA LOSS ...... 8 2.4 ATC DATA ...... 9
3 MANUAL CLASSIFIED JUNCTION COUNTS (MCC) ...... 11 3.1 INTRODUCTION ...... 11 3.2 MCC LOCATIONS ...... 11 3.3 MCC DATA ...... 13
4 JOURNEY TIMES ...... 38 4.1 INTRODUCTION ...... 38 4.2 ANPR DATA ...... 39 4.3 ANPR DATA LOSS ...... 41
5 ROADSIDE INTERVIEWS (RSI) ...... 43 5.1 INTRODUCTION ...... 43 5.2 RSI PROCESS...... 45 5.3 RSI SECTOR MATRICES ...... 46 5.4 SITE 1 - CARTHEW - B3274 / C0298 INTERSECT ...... 48 5.5 SITE 2 - A391 – SOUTH OF A391 (NORTH/SOUTH) / B3374 ROUNDABOUT ...... 52 5.6 SITE 3 - A3058 – WEST OF THE WHITE PYRAMID ...... 56 5.7 SITE 4 - WEST OF INTERSECT - A390 / TREGONGEEVES LANE 60 5.8 SITE 5 - A390 – BETWEEN A391 AND PAR MOOR ROAD ...... 63
6 ACCIDENTS ...... 68 6.1 INTRODUCTION ...... 68
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7 SUMMARY & CONCLUSIONS...... 70 7.1 SUMMARY...... 70 7.2 CONCLUSIONS ...... 70
TABLES
TABLE 2-1 LOCATION AND DATES OF AUTOMATIC TRAFFIC COUNTS .....7 TABLE 2-2 COMBINED MONDAY TO THURSDAY DAILY FLOW SUMMARY .9 TABLE 2-3 COMBINED MONDAY TO THURSDAY VEHICLE CLASSIFICATION PROPORTION SUMMARY ...... 10 TABLE 3-1 MCC LOCATIONS AND DATE UNDERTAKEN ...... 12 TABLE 3-2 AM PEAK 0800-0900 ...... 13 TABLE 3-3 INTER-PEAK 1000-1600 ...... 13 TABLE 3-4 PM PEAK 1700-1800 ...... 14 TABLE 3-5 AM PEAK 0800-0900 ...... 14 TABLE 3-6 INTER-PEAK 1000-1600 ...... 15 TABLE 3-7 PM PEAK 1700-1800 ...... 15 TABLE 3-8 AM PEAK 0800-0900 ...... 16 TABLE 3-9 INTER-PEAK 1000-1600 ...... 16 TABLE 3-10 PM PEAK 1700-1800 ...... 16 TABLE 3-11 AM PEAK 0800-0900 ...... 17 TABLE 3-12 INTER-PEAK 1000-1600 ...... 17 TABLE 3-13 PM PEAK 1700-1800 ...... 18 TABLE 3-14 AM PEAK 0800-0900 ...... 18 TABLE 3-15 INTER-PEAK 1000-1600 ...... 19 TABLE 3-16 PM PEAK 1700-1800 ...... 19 TABLE 3-17 AM PEAK 0800-0900 ...... 20 TABLE 3-18 INTER-PEAK 1000-1600 ...... 20 TABLE 3-19 PM PEAK 1700-1800 ...... 20 TABLE 3-20 AM PEAK 0800-0900 ...... 21 TABLE 3-21 INTER-PEAK 1000-1600 ...... 21 TABLE 3-22 PM PEAK 1700-1800 ...... 21 TABLE 3-23 AM PEAK 0800-0900 ...... 22 TABLE 3-24 INTER-PEAK 1000-1600 ...... 22 TABLE 3-25 PM PEAK 1700-1800 ...... 23 TABLE 3-26 AM PEAK 0800-0900 ...... 23 TABLE 3-27 INTER-PEAK 1000-1600 ...... 24 TABLE 3-28 PM PEAK 1700-1800 ...... 24 TABLE 3-29 AM PEAK 0800-0900 ...... 24 TABLE 3-30 INTER-PEAK 1000-1600 ...... 25 TABLE 3-31 PM PEAK 1700-1800 ...... 25 TABLE 3-32 AM PEAK 0800-0900 ...... 25 TABLE 3-33 INTER-PEAK 1000-1600 ...... 26
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TABLE 3-34 PM PEAK 1700-1800 ...... 26 TABLE 3-35 AM PEAK 0800-0900 ...... 26 TABLE 3-36 INTER-PEAK 1000-1600 ...... 27 TABLE 3-37 PM PEAK 1700-1800 ...... 27 TABLE 3-38 AM PEAK 0800-0900 ...... 27 TABLE 3-39 INTER-PEAK 1000-1600 ...... 28 TABLE 3-40 PM PEAK 1700-1800 ...... 28 TABLE 3-41 AM PEAK 0800-0900 ...... 28 TABLE 3-42 INTER-PEAK 1000-1600 ...... 29 TABLE 3-43 PM PEAK 1700-1800 ...... 29 TABLE 3-44 AM PEAK 0800-0900 ...... 29 TABLE 3-45 INTER-PEAK 1000-1600 ...... 30 TABLE 3-46 PM PEAK 1700-1800 ...... 30 TABLE 3-47 AM PEAK 0800-0900 ...... 30 TABLE 3-48 INTER-PEAK 1000-1600 ...... 31 TABLE 3-49 PM PEAK 1700-1800 ...... 31 TABLE 3-50 AM PEAK 0800-0900 ...... 31 TABLE 3-51 INTER-PEAK 1000-1600 ...... 32 TABLE 3-52 PM PEAK 1700-1800 ...... 32 TABLE 3-53 AM PEAK 0800-0900 ...... 32 TABLE 3-54 INTER-PEAK 1000-1600 ...... 33 TABLE 3-55 PM PEAK 1700-1800 ...... 33 TABLE 3-56 AM PEAK 0800-0900 ...... 33 TABLE 3-57 INTER-PEAK 1000-1600 ...... 34 TABLE 3-58 PM PEAK 1700-1800 ...... 34 TABLE 3-59 AM PEAK 0800-0900 ...... 34 TABLE 3-60 INTER-PEAK 1000-1600 ...... 35 TABLE 3-61 PM PEAK 1700-1800 ...... 35 TABLE 3-62 AM PEAK 0800-0900 ...... 35 TABLE 3-63 INTER-PEAK 1000-1600 ...... 36 TABLE 3-64 PM PEAK 1700-1800 ...... 36 TABLE 3-65 AM PEAK 0800-0900 ...... 36 TABLE 3-66 INTER-PEAK 1000-1600 ...... 37 TABLE 3-67 PM PEAK 1700-1800 ...... 37 TABLE 4-1 JOURNEY TIME LINK FLOWS DESCRIPTIONS...... 38 TABLE 4-2 ANPR CAMERA ...... 39 TABLE 4-3 NUMBER OF VEHICLES OBSERVED PASSING BETWEEN IDENTIFIED ANPR SITES...... 40 TABLE 4-4 AVERAGE DURATION OF VEHICLES BETWEEN ANPR SITES. 41 TABLE 4-5 LINK TRAVEL TIMES (SECONDS) ...... 42 TABLE 5-1 RSI SURVEY LOCATION AND DATES ...... 43 TABLE 5-2 SECTOR AREAS ...... 47 TABLE 5-3 SITE 1 SECTOR MOVEMENTS ...... 48 TABLE 5-4 SITE 1 MCC SUMMARY ...... 49 TABLE 5-5 SITE 1 MCC VEHICLE CLASSIFICATION PERCENTAGES ...... 49
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TABLE 5-6 SITE 1 RSI SUMMARY BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 49 TABLE 5-7 SITE 1 RSI SAMPLE RATES BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 50 TABLE 5-8 SITE 1 RSI SUMMARY BY PURPOSE AND TIME PERIOD ...... 50 TABLE 5-9 EXPANDED SITE 1 RSI RECORDS BY PURPOSE AND TIME PERIOD ...... 51 TABLE 5-10 SITE 1 12 HOUR USER CLASS PROPORTIONS FOR CARS .....51 TABLE 5-11 SITE 2 SECTOR MOVEMENTS ...... 52 TABLE 5-12 SITE 2 MCC SUMMARY ...... 53 TABLE 5-13 SITE 2 MCC VEHICLE CLASSIFICATION PERCENTAGES ...... 53 TABLE 5-14 SITE 2 RSI SUMMARY BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 53 TABLE 5-15 SITE 2 RSI SAMPLE RATES BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 54 TABLE 5-16 SITE 2 RSI SUMMARY BY PURPOSE AND VEHICLE TYPE...... 54 TABLE 5-17 EXPANDED SITE 2 RSI RECORDS BY PURPOSE AND TIME PERIOD ...... 55 TABLE 5-18 12 HOUR USER CLASS PROPORTIONS FOR CARS ...... 55 TABLE 5-19 SITE 3 SECTOR MOVEMENTS ...... 56 TABLE 5-20 SITE 3 MCC SUMMARY ...... 57 TABLE 5-21 SITE 3 MCC VEHICLE CLASSIFICATION PERCENTAGES ...... 57 TABLE 5-22 SITE 3 RSI SUMMARY BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 57 TABLE 5-23 SITE 3 RSI SAMPLE RATES BY VEHICLE CLASS AND TIME PERIOD ...... 58 TABLE 5-24 SITE 3 RSI SUMMARY BY PURPOSE AND VEHICLE TYPE...... 58 TABLE 5-25 EXPANDED SITE 3 RSI RECORDS BY PURPOSE AND TIME PERIOD ...... 59 TABLE 5-26 12 HOUR USER CLASS PROPORTIONS FOR CARS ...... 59 TABLE 5-27 SITE 4 SECTOR MOVEMENTS ...... 60 TABLE 5-28 SITE 4 MCC SUMMARY ...... 61 TABLE 5-29 SITE 4 MCC VEHICLE CLASS PERCENTAGES...... 61 TABLE 5-30 SITE 4 RSI SUMMARY BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 61 TABLE 5-31 SITE 4 RSI SAMPLE RATES BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 62 TABLE 5-32 SITE 4 RSI SUMMARY BY PURPOSE AND VEHICLE TYPE...... 62 TABLE 5-33 EXPANDED SITE 4 RSI RECORDS BY PURPOSE AND TIME PERIOD ...... 63 TABLE 5-34 12 HOUR USER CLASS PROPORTIONS FOR CARS ...... 63 TABLE 5-35 SITE 5 SECTOR MOVEMENTS ...... 64 TABLE 5-36 SITE 5 MCC SUMMARY ...... 64 TABLE 5-37 SITE 5 MCC VEHICLE CLASSIFICATION PERCENTAGES ...... 65 TABLE 5-38 SITE 5 RSI SUMMARY BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 65 TABLE 5-39 SITE 5 RSI SAMPLE RATES BY VEHICLE CLASSIFICATION AND TIME PERIOD ...... 65
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TABLE 5-40 SITE 5 RSI SUMMARY BY PURPOSE AND VEHICLE TYPE...... 66 TABLE 5-41 EXPANDED SITE 5 RSI RECORDS BY PURPOSE AND TIME PERIOD ...... 66 TABLE 5-42 12 HOUR USER CLASSIFICATION PROPORTIONS FOR CARS 67 TABLE 6-1 A30 TO ST AUSTELL ACCIDENT DATA (PIA COLLISIONS) - JULY 2011 TO JUNE 2016 ...... 68
FIGURES
FIGURE 1-1. PROPOSED SCHEME...... 2 FIGURE 1-2. KEY OPTIONS CONSIDERED FOR LINK ROAD ...... 3 FIGURE 2-1 LOCATION MAP FOR ATC COUNTS ...... 8 FIGURE 3-1. LOCATION MAP FOR MANUAL CLASSIFIED COUNTS (MCC) ..11 FIGURE 3-2 LOCATION FOR MCC J1 ...... 13 FIGURE 3-3 LOCATION FOR MCC J2 ...... 14 FIGURE 3-4 LOCATION FOR MCC J3 ...... 15 FIGURE 3-5 LOCATION FOR MCC J4 ...... 17 FIGURE 3-6 LOCATION FOR MCC J5 ...... 18 FIGURE 3-7 LOCATION FOR MCC J6 ...... 19 FIGURE 3-8 LOCATION FOR MCC J7 ...... 20 FIGURE 3-9 LOCATION FOR MCC J8 ...... 22 FIGURE 3-10 LOCATION FOR MCC J9 ...... 23 FIGURE 3-11 LOCATION FOR MCC J10 ...... 24 FIGURE 3-12 LOCATION FOR MCC J11 ...... 25 FIGURE 3-13 LOCATION FOR MCC J12 ...... 26 FIGURE 3-14 LOCATION FOR MCC J13 ...... 27 FIGURE 3-15 LOCATION FOR MCC J14 ...... 28 FIGURE 3-16 LOCATION FOR MCC J15 ...... 29 FIGURE 3-17 LOCATION FOR MCC J16 ...... 30 FIGURE 3-18 LOCATION FOR MCC J17 ...... 31 FIGURE 3-19 LOCATION FOR MCC J18A...... 32 FIGURE 3-20 LOCATION FOR MCC J18B...... 33 FIGURE 3-21 LOCATION FOR MCC J18C ...... 34 FIGURE 3-22 LOCATION FOR MCC J19 ...... 35 FIGURE 3-23 LOCATION FOR MCC J20 ...... 36 FIGURE 4-1 MAP SHOWING ROUTES USED FOR JOURNEY TIMES ...... 39 FIGURE 4-2 ANPR LOCATIONS ...... 40 FIGURE 5-1 LOCATION MAP FOR ROAD SIDE INTERVIEWS (RSI) ...... 44 FIGURE 5-2 RSI SECTOR PLAN ...... 46 FIGURE 6-1 PIAS BY SEVERITY FOR THE PAST FIVE YEARS BETWEEN JULY 2011 AND JUNE 2016...... 69
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1 INTRODUCTION 1.1 CONTEXT FOR THE SCHEME
1.1.1 St Austell is one of the largest towns in Cornwall and is not served by an adequate link to the A30. There have long been aspirations to connect St Austell with the A30 with a strategic road link. With current improvements to the A30 at Temple, and developments and improvements underway at Newquay Enterprise Zone, and the Eco Town development at West Carclaze there is likely to be increasing pressure on existing routes which has renewed focus on the scheme.
1.1.2 The existing routes, the B3274 through Roche and the A391 through Bugle have limited improvement options. Both villages of Bugle and Roche suffer from heavy traffic including HGV vehicles generated by St Austell or the nearby china clay workings. Limited space through these villages creates a capacity constraint.
1.1.3 Creating a new strategic route from the A30 to St Austell would improve safety, reduce local congestion, improve air quality, reduce noise, and improve journey times bringing benefits to the local economy.
1.2 DESCRIPTION OF SCHEME
1.2.1 The scheme comprises a new Link Road which will deliver a high capacity, quicker route from St Austell to the A30, and will enable the economy of St Austell to prosper. Increased accessibility will achieve a wide range of benefits that will support business, investment and the economic restructuring required to regenerate the St Austell and China Clay areas.
1.2.2 The St Austell to A30 Link Road will be an important facilitator of economic activity, growth and development in St Austell and the surrounding area. This scheme comprises the following elements of work:
à A 6.2km single carriageway to the west of Roche designed to 60mph standard, which links to the old A30 west of Victoria and utilises part of the existing B3274 south of Trezaise. à Complementary traffic management measures in Bugle, Roche and Stenalees to prevent through traffic and enhance the village centres. These measures include HGV restrictions, widening of footways and provision of on street parking bays, traffic calming and speed limit reductions to create a low speed environment in the village centres. à Downgrading and restriction of traffic on the current A391 through Bugle and Stenalees.
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Figure 1-1. Proposed Scheme
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1.3 PREVIOUS WORK
1.3.1 An Options Appraisal Report (OAR) was produced in December 2015 by CORMAC Solutions to identify potential transport infrastructure improvements between St Austell and the A30. The OAR focused on routes around and between Roche and Bugle, Bugle Option 1 in red, and Roche Option 2 in purple, which are shown in Figure 1.2 below.
Figure 1-2. Key Options Considered for Link Road
1.3.2 The OAR report identified two potential routes that would be carried forward for a compliant assessment using WebTAG Transport Analysis Guidance. An Appraisal Specification Report (ASR) was produced in December 2015 by CORMAC Solutions to inform stakeholders and decision makers on how the scheme is to be assessed through economic, social and operational means. The ASR also included the methodology for building the base and future year networks, as well as the base and future year matrices.
1.3.3 Key aspirations from this report were as follows.
à Promote economic development by improving access to existing and planned employment, commercial and residential development areas; à Improve longer distance accessibility to the wider St Austell area, particularly to benefit non- tourism based business to create a more robust and sustainable year round economic base; à Improve journey times and journey reliability within the wider St Austell area for all modes of transport; and à Provide good value for money to tax payers.
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1.3.4 WSP | Parsons Brinckerhoff, on behalf of CORMAC Solutions, provided a report outlining Initial Option Testing and Appraisal of the two preferred schemes developed by CORMAC Solutions. The two preferred schemes being the Roche and Bugle routes shown in Error! Reference source not found. above.
1.3.5 The St Austell Town Model and Cornwall Strategic Model were used to help assess the suitability of these two routes. Initial analysis of flow differences, journey times and an economic appraisal outlined a route through Bugle providing the greater benefit to cost ratio. However, the value of this report is limited due to lack of journey time validation, or data regarding the inter-peak period. A full VISUM model with updated and validated data has provided a more accurate representation of the proposed schemes.
1.4 PURPOSE OF THIS REPORT
1.4.1 This report will detail the collection and analysis of traffic data to be used in the St Austell to A30 Link study. The data has been used to build the base year matrix for the St Austell VISUM Model.
1.4.2 Data has been obtained from a variety of different sources:
à Road Side Interview (RSI) data à Automatic Traffic Counts (ATCs) à Junction Counts à Journey Times à 2011 Census Data
1.4.3 Public Transport Data has not been collected as the scheme is a highways scheme and will not have any significant impact on public transport demand. Therefore analysis of public transport will not be included in this report.
1.5 USE OF AVAILABLE PROCESSED DATA AND MODELS
1.5.1 New data has been obtained in all instances except for RSIs obtained in 2013 for previous SATURN Transport Models regarding St Austell and Newquay urban areas.
1.5.2 Previous transport models based on SATURN software were identified for the St Austell and Newquay urban areas with a base year of 2011. Upon inspection these models were found to be inadequate for producing a suitable transport model for this scheme. This was due to the age of some data used in the models and the limited network coverage outside of the urban areas. The ASR deduced the need for a new transport model which has been built using VISUM.
1.5.3 The Cornwall Strategic Model provided by Cornwall Council is an amalgamation of town models linked by a basic network representing the major routes between the more detailed town models. The lack of detail between St Austell and the A30 means this model has not been used.
1.5.4 The collected data has been used to calibrate and validate a new VISUM model which has assessed the St Austell to A30 Scheme in more detail.
1.6 SPECIFICATION OF SURVEYS
1.6.1 CORMAC commissioned Tracsis Traffic and Data Services to obtain the necessary data to support the development of the new model through a range of surveys:
à Road Side Interviews (RSI) – 5 in total;
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à Automatic Traffic Counters (ATC) – 35 in total; à Manual Classified Turning Counts (MCC) – 27 in total (inc 5 at RSI sites); à Automatic Number Plate Recognition (ANPR) – 11 in total
1.6.2 The specified survey requirements were outlined by CORMAC with a requirement for completion in a two week window in the traffic neutral period in June 2016. The dates of the surveys are included in the relevant chapters of the report below.
1.6.3 Journey time data was supplied by Strag-e-gis who possess a database of journey times derived from a variety of GPS recordings.
1.6.4 ANPR cameras were set up in specific sites to record the number plates of vehicles on the highway network. A number plate matching exercise was undertaken to identify origin and destinations used to validate the journey time data.
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2 AUTOMATIC TRAFFIC COUNTS (ATC) 2.1 INTRODUCTION
2.1.1 Tracsis Traffic and Data Services collected Automatic Traffic Counts (ATC) for CORMAC over a two week period that coincided with the RSI and MCC dates. A full 14 day count was required.
2.1.2 Automatic traffic counts are obtained by installing a sensor in the road to record the vehicles that pass a given site. This usually involves installing a pair of parallel pneumatic tubes perpendicular to the direction of travel on carriageway which trigger the sensor each time a vehicle goes over it.
2.1.3 Data loss can occur at ATC locations as they are susceptible to damage by the vehicles passing over them.
2.1.4 The data acquired from the ATC locations is anticipated to be used for calibrating the A30 to St Austell Link Road traffic model.
2.1.5 All of the surveys and data collected for the purposes of this report and subsequent building of the St Austell/Newquay transport model were obtained during the month of June 2016.
2.2 SITE LOCATIONS
2.2.1 A plan showing the ATC locations around St Austell and the model study area is shown in Figure 2-1.
2.2.2 The ATCs where installed during the week beginning on the 10th of June 2016 and were in situ for 14 continuous days. On occasion, data loss was experienced during the second week at 6 different locations. The extent of this is expanded below in section 2.3.
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Table 2-1 Location and Dates of Automatic Traffic Counts SITE NO. ATC LOCATION A1 B3274 – Between Larkins Tremayne Farm, and Lowertremayne Farm A2 A39 – Between C0727 Intersect (North) and the bridge crossing (South) A3 A3059 – Between Newquay Road and Trekenning Road A4 Intersect – A392 / C0376 A5 A30 exit to Summercourt – South/East slip A6 Intersect - A3058 / U6093 A7 A389 (Truro Road) road split A8 C0120 - west of B3279 (North to South) / C0120 (West to East) intersect A9 C0184 – Between B3279 (North to East)/ Stamps Hill Roundabout and River Fal A10 B3279 – Between Gaverigan Farm and Alton Cottage A11 B3274 – Between the B3274 / C0120 intersect and B3274 road split A12 B3274 – South of Pentre Close A13 A391 – Between Lockengate and Bilberry A14 C0454 - Between Lockengate and Bodwen A15 C0064 - Heavy plant crossing with Kernick Dam to East A16 B3279 – West of disused Hendra China Clay works A17 Currian Hill Road – East of Fenton Farm A18 C0298 – Next to Bardon Aggregates A19 B3274 – North of Gunheath China Clay Works A20 B3374 – Road leading to Old Kerrow Farm Holiday Park and Kerrow Kutz Pet Grooming A21 Trethosa Road – North of St Stephen’s A22 B3279 (Carpalla Road) – Between A3058 and Hill Side Meadows Greensplat Road – Between Greensplat China Clay Works and the disused Biscovellet China A23 Clay works A24 B3274 – East of Trethowel China Clay Works and West of the Industrial Estate A25 Treverbyn Road – South of Drummer’s Hill Road A391- Between St Austell Business Park and Roundabout A391 (North to South) / St Austell A26 and Carclaze Road A27 B3273 (Pentewan Road) – South of Tregorrick Road and East of St Austell River A28 Intersect - A3082 and Pennys Lane A29 A390 (St Austell Road) – Between Pennys Lane and Biscovey Road A30 A30 exit to Summercourt – North / West slip
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2.2.3 The locations marked in Figure 2-1 show the individual site locations for each ATC. These sites have been identified as part of the development of the transport model.
Figure 2-1 Location Map for ATC Counts
2.3 ATC DATA LOSS
2.3.1 Data loss was recorded by Tracsis Traffic and Data Services at six different locations during the second week of collection, this data loss is detailed below:
à ATC 2 (A39 St Columb). Monday the 13th of June to Wednesday the 15th of June, and Monday the 20th of June to Sunday the 26th of June. à ATC 11 (B3274 North of Roche). No data recorded for second week between Monday the 20th of June and Thursday the 23rd of June. à ATC 12 (B3274 Victoria Road). No data between 00:00 and 11:00 Thursday the 23rd of June, and no data collected for the entire second week. à ATC 15 (Unnamed Road Stepaside). No data recorded for the second week between Monday the 20th of June and Thursday the 23rd of June. à ATC 16 (B3279 Nanpean). Survey only completed between 09:30 Friday the 24th of June to 16:00 Wednesday the 29th of June. No second week undertaken. à ATC 24 (B3274 Trethowel). No data recorded for the second week between Monday the 20th of June and Thursday the 23rd of June. à ATC 29 (A390 St Blazey Gate). No data collected between 14:00 and 23:45 hours on Thursday the 23rd of June.
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2.3.2 The data loss outlined above is not deemed significant as sufficient neutral month weekday data has been collected.
2.3.3 All of the ATC data obtained complies with section 3.3 of WebTAG unit M1.2 (January 2014) which provides advice on ‘neutral’ time periods to carry out traffic surveys which are considered to represent typical traffic conditions.
2.4 ATC DATA
2.4.1 Table 2-2 below shows the average (Monday to Thursday) combined daily flows at each individual ATC site across the 14 day period when the surveys were undertaken.
Table 2-2 Combined Monday to Thursday Daily Flow Summary SITE AM AM PEAK IP PM PM PEAK 12 HOUR 1 289 108 723 382 143 1394 2 3039 1133 6393 3304 1267 12736 3 2124 826 4387 2500 977 9010 4 2040 745 4302 2425 926 8766 5 235 104 431 238 95 904 6 1021 411 1943 1159 446 4123 7 2223 858 3936 2511 1024 8671 8 1450 544 2468 1626 632 5544 9 379 126 505 444 167 1328 10 832 322 1277 917 363 3026 11 1181 431 2093 1366 532 4640 12 1356 524 2338 1573 615 5267 13 2110 820 4030 2524 962 8665 14 216 85 489 244 91 949 15 349 156 603 420 164 1371 16 801 340 1488 908 329 3196 17 512 215 844 535 201 1890 18 149 54 291 130 45 570 19 1868 779 3325 2186 847 7379 20 707 279 1400 879 336 2986 21 642 304 1169 736 282 2546 22 847 328 1729 974 346 3550 23 50 21 102 60 24 211 24 1394 574 2812 1696 650 5902 25 1518 657 2773 1768 654 6059 26 2291 977 4535 2635 996 9461 27 1689 581 5138 2490 889 9317 28 1724 683 4652 2115 791 8491 29 3648 1427 7328 4120 1541 15096 30 428 181 785 518 201 1731
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2.4.2 Table 2-3 shows the combined weekday (Monday to Thursday) trips as a proportion of vehicle classification across all the ATC sites.
Table 2-3 Combined Monday to Thursday Vehicle Classification Proportion Summary SITE CAR LGV OGV1 OGV2 1 90.6% 8.7% 0.3% 0.3% 2 82.7% 13.6% 2.4% 1.3% 3 89.5% 9.1% 0.9% 0.6% 4 88.1% 9.0% 1.8% 1.1% 5 85.2% 11.4% 2.7% 0.7% 6 89.0% 9.4% 1.0% 0.6% 7 89.7% 8.3% 0.9% 1.0% 8 88.6% 8.7% 1.9% 0.7% 9 82.8% 9.4% 4.4% 3.4% 10 87.7% 9.6% 1.5% 1.2% 11 89.6% 7.5% 1.5% 1.4% 12 80.5% 10.9% 4.5% 4.1% 13 88.1% 8.8% 1.0% 2.2% 14 85.5% 8.7% 2.3% 3.6% 15 80.5% 17.9% 1.2% 0.5% 16 87.8% 9.5% 1.9% 0.8% 17 81.4% 11.5% 3.0% 4.1% 18 60.4% 10.5% 15.4% 13.7% 19 89.9% 8.0% 1.2% 0.9% 20 87.5% 10.0% 1.3% 1.1% 21 87.5% 8.8% 2.9% 0.9% 22 90.6% 8.0% 1.1% 0.3% 23 87.0% 12.4% 0.2% 0.3% 24 90.7% 8.2% 0.7% 0.3% 25 92.2% 6.7% 0.6% 0.6% 26 90.0% 7.7% 0.8% 1.5% 27 91.7% 7.7% 0.3% 0.2% 28 84.8% 13.4% 0.6% 1.2% 29 88.7% 9.7% 0.8% 0.7% 30 85.7% 11.4% 2.2% 0.8%
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3 MANUAL CLASSIFIED JUNCTION COUNTS (MCC) 3.1 INTRODUCTION
3.1.1 Manual classified counts (MCC) and junction turning counts were undertaken at 22 locations shown in Table 3-1.
3.1.2 The junction counts have been selected due to their location and relevance to the study, providing turning flows and proportions for the given junctions between 07:00 to 19:00 hours. The data was only collected for one traffic neutral weekday at each site.
3.2 MCC LOCATIONS
3.2.1 The MCC sites are listed in Table 3-1. The junctions have been selected due to their location and relevance to the study. Junctions of a strategic importance have been surveyed.
3.2.2 Five further MCC surveys were undertaken at the RSI locations which are detailed in Table 5-1. These surveys provide a basis to analyse the RSI data.
3.2.3 The purpose of the MCC surveys is to provide turning flows and proportions for a given junction between 07:00 to 19:00 hours on the day of the survey.
Figure 3-1. Location map for Manual Classified Counts (MCC)
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Table 3-1 MCC Locations and Date Undertaken NO. COUNT LOCATION DATE J1 Roundabout – A39 (North to South) / A3059 / Station Road Tuesday 14th of June 2016 Roundabout – A39 (North to West) / A392 / Park Road (North to J2 Tuesday 14th of June 2016 South) J3 Roundabout – A39 / A30 (West to East) / B3279 Tuesday 14th of June 2016 J4 Roundabout – B3279 (North) / B3279 (East) / C0184/ Stamps Hill Tuesday 14th of June 2016 J5 Intersect – B3279 (North to South) / C0120 (West to East) Tuesday 14th of June 2016 J6 Intersect – B3274 (Victoria Road) / B3274 (North East) / C0120 Tuesday 14th of June 2016 Victoria Interchange South Roundabout – B3274/ A30 slipways J7 Tuesday 14th of June 2016 (West to East)/ Victoria Interchange North Roundabout Innis Downs South Roundabout – A391 / A30 slipways (West and J8 Thursday 14th of July 2016 East) / Innis Downs North Roundabout Roundabout – B3274 road divide (Edgcumbe Road / Fore Street / J9 Tuesday 21st of June 2016 Victoria Road) J10 Intersect – B3274 (Fore St) / Harmony Road Tuesday 21st of June 2016 J11 Roundabout – B3274 (Fore St) / B3274 (Trezaise Road) / C0018 Tuesday 21st of June 2016 J12 Intersect – A 391 (Fore St) / B3274 / C0018 / Park Lane Wednesday 29th of June 2016 J13 Roundabout – B3274/ A391 Tuesday 21st of June 2016 J14 Roundabout – A391 (North/South) / B3374 Tuesday 21st of June 2016 Roundabout – A391 (North to South) / Treverbyn Road / St Austell J15 Tuesday 21st of June 2016 Enterprise East exit J16 Roundabout –A3058 (West to East) / B3275 (North to South) Tuesday 21st of June 2016 J17 Intersect – A3058 (Carpella Road) / B3279 Tuesday 21st of June 2016 A390 - Intersect – on the A390 (West to East) / A3058 (East and J18a Thursday 14th of July 2016 west) Intersect A3058 east- on the A390 (West to East) / A3058 (East and west) J18b Thursday 14th of July 2016 Intersect A3058 west – on the A390 (West to East) / A3058 (East and J18c Thursday 14th of July 2016 west) Intersect J19 Intersect – A390 (West to East) / A391 Tuesday 21st of June 2016 J20 Roundabout – A390 (West to East) / Par Moor Road Tuesday 21st of June 2016
3.2.4 Each junction turning count occurs on a single day and so the same time period on another day can be calculated by utilising nearby ATC sites to factor the turning flows to the correct month and year, whilst maintaining the turning proportions.
3.2.5 These turning counts have then been used within the calibration process to ensure that the turning flows and proportions within the traffic assignment model at the locations are correct in the identified base year.
3.2.6 The following sections of the report detail a summary of the data acquired from the MCC surveys at the junctions listed in Table 3-1.
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3.3 MCC DATA
3.3.1 J1: A39/A3059/Station Road. Trekenning Roundabout.
Figure 3-2 Location for MCC J1
Table 3-2 AM Peak 0800-0900 ARM A B C D E TOTAL A 1 71 372 130 23 597 B 66 0 21 136 47 270 C 340 15 1 163 78 597 D 143 175 207 0 18 543 E 21 31 59 10 0 121 TOTAL 571 292 660 439 166 2128
Table 3-3 Inter-peak 1000-1600 ARM A B C D E TOTAL A 4 340 1875 867 129 3215 B 322 2 169 605 188 1286 C 2147 122 122 1091 210 3692 D 1050 602 602 3 103 2360 E 3628 217 217 90 0 4152 TOTAL 7151 1283 2985 2656 630 14705
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Table 3-4 PM Peak 1700-1800 ARM A B C D E TOTAL A 0 62 435 159 18 674 B 52 1 22 218 34 327 C 361 26 1 225 59 672 D 227 169 175 0 11 582 E 23 67 84 29 0 203 TOTAL 663 325 717 631 122 2458
3.3.2 J2: A39/A392/Parka Road. Halloon Roundabout.
Figure 3-3 Location for MCC J2
Table 3-5 AM Peak 0800-0900 ARM A B C D E F TOTAL A 0 2 9 0 0 4 15 B 7 1 12 256 0 453 729 C 7 10 0 4 0 61 82 D 6 194 3 0 0 63 266 E 0 0 0 0 0 0 0 F 9 436 128 96 0 1 670 TOTAL 29 643 152 356 0 582 1762
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Table 3-6 Inter-peak 1000-1600 ARM A B C D E F TOTAL A 0 10 40 28 1 31 110 B 28 21 92 1302 1 2557 4001 C 28 96 5 35 0 518 682 D 14 1161 1161 1 2 449 2788 E 1 0 0 1 0 1 3 F 105 2081 2081 556 1 4 4828 TOTAL 176 3369 3379 1923 5 3560 12412
Table 3-7 PM Peak 1700-1800 ARM A B C D E F TOTAL A 0 10 9 3 0 9 31 B 11 3 14 244 0 474 746 C 6 22 2 9 0 113 152 D 1 357 5 0 0 83 446 E 0 0 0 1 0 0 1 F 4 505 138 95 0 0 742 TOTAL 22 897 168 352 0 679 2118
3.3.3 J3: A39/A30/B3279 (Under A30) Highgate Hill Junction
Figure 3-4 Location for MCC J3
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Table 3-8 AM Peak 0800-0900 ARM A B C D E TOTAL A 0 36 0 208 66 310 B 28 0 53 54 28 163 C 0 90 1 389 71 551 D 165 105 317 1 38 626 E 76 61 75 67 0 279 TOTAL 269 292 446 719 203 1929
Table 3-9 Inter-peak 1000-1600 ARM A B C D E TOTAL A 1 135 0 1247 281 1664 B 123 1 315 283 255 977 C 0 275 275 2195 205 2950 D 1061 326 326 3 260 1976 E 1455 170 170 286 1 2082 TOTAL 2640 907 1086 4014 1002 9649
Table 3-10 PM Peak 1700-1800 ARM A B C D E TOTAL A 1 42 0 218 90 351 B 39 0 109 117 65 330 C 0 45 0 367 116 528 D 271 107 471 1 59 909 E 79 45 57 55 1 237 TOTAL 390 239 637 758 331 2355
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3.3.4 J4 B3279/C0184/Stamps Hill
Figure 3-5 Location for MCC J4
Table 3-11 AM Peak 0800-0900 ARM A B C D E TOTAL A 0 219 63 1 8 291 B 100 0 1 0 1 102 C 54 2 0 0 0 56 D 1 0 0 0 0 1 E 5 1 0 0 0 6 TOTAL 160 222 64 1 9 456
Table 3-12 Inter-peak 1000-1600 ARM A B C D E TOTAL A 15 601 250 11 20 897 B 655 2 5 1 3 666 C 283 9 9 4 0 305 D 10 4 4 0 0 18 E 975 7 7 0 0 989 TOTAL 1938 623 275 16 23 2875
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Table 3-13 PM Peak 1700-1800 ARM A B C D E TOTAL A 5 136 89 2 1 233 B 236 0 1 1 0 238 C 86 2 0 0 0 88 D 1 3 0 0 0 4 E 1 1 0 0 0 2 TOTAL 329 142 90 3 1 565
3.3.5 J5 B3274/C0120 (Goss Moor Iron Bridge)
Figure 3-6 Location for MCC J5
Table 3-14 AM Peak 0800-0900 ARM A B C D TOTAL A 0 29 46 5 80 B 18 1 49 134 202 C 20 41 0 135 196 D 1 103 149 0 253 TOTAL 39 174 244 274 731
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Table 3-15 Inter-peak 1000-1600 ARM A B C D TOTAL A 0 168 189 19 376 B 151 1 210 538 900 C 285 226 226 598 1335 D 16 628 628 0 1272 TOTAL 452 1023 1253 1155 3883
Table 3-16 PM Peak 1700-1800 ARM A B C D TOTAL A 0 28 41 3 72 B 34 0 38 126 198 C 58 76 0 198 332 D 6 164 142 0 312 TOTAL 98 268 221 327 914
3.3.6 J6 B3274 Victoria Road/B3274/C0120
Figure 3-7 Location for MCC J6
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Table 3-17 AM Peak 0800-0900 ARM A B C TOTAL A 0 305 175 480 B 288 1 30 319 C 167 18 0 185 TOTAL 455 324 205 984
Table 3-18 Inter-peak 1000-1600 ARM A B C TOTAL A 0 1237 882 2119 B 1260 2 97 1359 C 989 117 117 1223 TOTAL 2249 1356 1096 4701
Table 3-19 PM Peak 1700-1800 ARM A B C TOTAL A 0 292 197 489 B 365 0 22 387 C 225 44 0 269 TOTAL 590 336 219 1145
3.3.7 J7 A30/B3274. Victoria Interchange South Roundabout
Figure 3-8 Location for MCC J7
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Table 3-20 AM Peak 0800-0900 ARM A B C D E TOTAL A 0 6 64 310 0 380 B 0 0 0 0 0 0 C 0 0 0 0 0 0 D 304 309 46 43 0 702 E 37 0 70 141 0 248 TOTAL 341 315 180 494 0 1330
Table 3-21 Inter-peak 1000-1600 ARM A B C D E TOTAL A 3 58 506 1374 0 1941 B 0 0 0 0 0 0 C 0 4 4 0 0 8 D 1475 1603 1603 262 0 4943 E 1623 4 4 545 0 2176 TOTAL 3101 1669 2117 2181 0 9068
Table 3-22 PM Peak 1700-1800 ARM A B C D E TOTAL A 1 4 74 296 0 375 B 0 0 0 0 0 0 C 0 0 0 0 0 0 D 419 347 61 50 0 877 E 28 2 70 125 0 225 TOTAL 448 353 205 471 0 1477
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3.3.8 J8 A30/A391. Innis Downs South Roundabout
Figure 3-9 Location for MCC J8
Table 3-23 AM Peak 0800-0900 ARM A B C D E TOTAL A 2 37 274 9 0 322 B 0 0 0 0 0 0 C 97 121 0 2 0 220 D 10 1 4 0 0 15 E 161 0 84 1 0 246 TOTAL 270 159 362 12 0 803
Table 3-24 Inter-peak 1000-1600 ARM A B C D E TOTAL A 9 221 1315 42 0 1587 B 0 0 0 0 0 0 C 863 967 967 18 0 2815 D 36 17 17 0 0 70 E 1745 22 22 24 0 1813 TOTAL 2653 1227 2321 84 0 6285
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Table 3-25 PM Peak 1700-1800 ARM A B C D E TOTAL A 3 34 274 6 0 317 B 0 0 0 0 0 0 C 263 306 2 4 0 575 D 8 3 1 0 0 12 E 212 3 68 2 0 285 TOTAL 486 346 345 12 0 1189
3.3.9 J8 B3274 Edgcumbe Road/Victoria Road/ Fore Street
Figure 3-10 Location for MCC J9
Table 3-26 AM Peak 0800-0900 ARM A B C TOTAL A 0 32 249 281 B 11 0 393 404 C 209 283 4 496 TOTAL 220 315 646 1181
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Table 3-27 Inter-peak 1000-1600 ARM A B C TOTAL A 1 115 1049 1165 B 121 7 1578 1706 C 992 1468 1468 3928 TOTAL 1114 1590 4095 6799
Table 3-28 PM Peak 1700-1800 ARM A B C TOTAL A 0 22 252 274 B 34 2 279 315 C 287 413 2 702 TOTAL 321 437 533 1291
3.3.10 J10 B3274 Fore Steet/Harmony Road
Figure 3-11 Location for MCC J10
Table 3-29 AM Peak 0800-0900 ARM A B C TOTAL A 0 525 121 646 B 428 0 30 458 C 66 33 0 99 TOTAL 494 558 151 1203
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Table 3-30 Inter-peak 1000-1600 ARM A B C TOTAL A 1 2223 445 2669 B 2068 1 164 2233 C 434 176 176 786 TOTAL 2503 2400 785 5688
Table 3-31 PM Peak 1700-1800 ARM A B C TOTAL A 0 442 92 534 B 574 0 22 596 C 132 38 0 170 TOTAL 706 480 114 1300
3.3.11 J11 B3274 Fore Steet/B3274 Trezaise Road/C0018
Figure 3-12 Location for MCC J11
Table 3-32 AM Peak 0800-0900 ARM A B C TOTAL A 0 154 366 520 B 127 0 64 191 C 352 57 0 409 TOTAL 479 211 430 1120
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Table 3-33 Inter-peak 1000-1600 ARM A B C TOTAL A 25 582 1725 2332 B 584 0 235 819 C 1527 185 185 1897 TOTAL 2136 767 2145 5048
Table 3-34 PM Peak 1700-1800 ARM A B C TOTAL A 2 124 354 480 B 163 0 40 203 C 384 50 0 434 TOTAL 549 174 394 1117
3.3.12 J12 A391/B3374 Bugle.
Figure 3-13 Location for MCC J12
Table 3-35 AM Peak 0800-0900 ARM A B C D E TOTAL A 0 138 297 1 36 472 B 92 0 20 0 41 153 C 289 17 0 0 33 339 D 0 0 0 0 0 0 E 40 38 31 1 0 110 TOTAL 421 193 348 2 110 1074
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Table 3-36 Inter-peak 1000-1600 ARM A B C D E TOTAL A 0 453 1614 0 189 2256 B 527 0 78 2 242 849 C 1833 89 89 2 188 2201 D 1 0 0 0 1 2 E 2569 208 208 4 0 2989 TOTAL 4930 750 1989 8 620 8297
Table 3-37 PM Peak 1700-1800 ARM A B C D E TOTAL A 0 112 391 2 54 559 B 145 0 16 0 61 222 C 370 11 0 2 30 413 D 1 0 0 0 0 1 E 30 29 35 0 3 97 TOTAL 546 152 442 4 148 1292
3.3.13 J13 B3274/A391
Figure 3-14 Location for MCC J13
Table 3-38 AM Peak 0800-0900 ARM A B C D TOTAL A 1 20 310 56 387 B 29 0 177 105 311 C 269 220 0 32 521 D 99 178 46 0 323 TOTAL 398 418 533 193 1542
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Table 3-39 Inter-peak 1000-1600 ARM A B C D TOTAL A 1 65 1277 446 1789 B 81 0 440 429 950 C 997 723 723 157 2600 D 329 634 634 0 1597 TOTAL 1408 1422 3074 1032 6936
Table 3-40 PM Peak 1700-1800 ARM A B C D TOTAL A 0 17 314 85 416 B 18 4 162 168 352 C 311 194 0 48 553 D 74 172 22 0 268 TOTAL 403 387 498 301 1589
3.3.14 J14 A391/B3374 Great Treverbyn Roundabout
Figure 3-15 Location for MCC J14
Table 3-41 AM Peak 0800-0900 ARM A B C TOTAL A 0 71 491 562 B 69 0 134 203 C 471 230 0 701 TOTAL 540 301 625 1466
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Table 3-42 Inter-peak 1000-1600 ARM A B C TOTAL A 4 317 1751 2072 B 489 0 1237 1726 C 1555 1344 1344 4243 TOTAL 2048 1661 4332 8041
Table 3-43 PM Peak 1700-1800 ARM A B C TOTAL A 0 86 429 515 B 77 0 233 310 C 487 216 0 703 TOTAL 564 302 662 1528
3.3.15 J15 A391/Treverbyn Road/St Austell Enterprise Park
Figure 3-16 Location for MCC J15
Table 3-44 AM Peak 0800-0900 ARM A B C D TOTAL A 2 11 357 236 606 B 42 0 36 44 122 C 351 18 0 90 459 D 308 9 107 1 425 TOTAL 703 38 500 371 1612
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Table 3-45 Inter-peak 1000-1600 ARM A B C D TOTAL A 19 67 1618 1297 3001 B 68 1 121 90 280 C 1693 138 138 315 2284 D 1130 90 90 3 1313 TOTAL 2910 296 1967 1705 6878
Table 3-46 PM Peak 1700-1800 ARM A B C D TOTAL A 1 32 328 305 666 B 15 0 18 20 53 C 414 51 2 75 542 D 275 47 70 2 394 TOTAL 705 130 418 402 1655
3.3.16 J16 A3058/B3275 Brighton Cross
Figure 3-17 Location for MCC J16
Table 3-47 AM Peak 0800-0900 ARM A B C D TOTAL A 1 22 71 3 97 B 17 1 21 185 224 C 52 27 0 19 98 D 2 157 18 0 177 TOTAL 72 207 110 207 596
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Table 3-48 Inter-peak 1000-1600 ARM A B C D TOTAL A 10 115 397 22 544 B 78 8 108 844 1038 C 283 103 103 115 604 D 32 889 889 4 1814 TOTAL 403 1115 1497 985 4000
Table 3-49 PM Peak 1700-1800 ARM A B C D TOTAL A 0 19 141 2 162 B 18 2 44 180 244 C 95 21 0 30 146 D 3 246 24 1 274 TOTAL 116 288 209 213 826
3.3.17 J17 A3058/B3279
Figure 3-18 Location for MCC J17
Table 3-50 AM Peak 0800-0900 ARM A B C TOTAL A 0 116 29 145 B 177 0 367 544 C 37 274 0 311 TOTAL 214 390 396 1000
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Table 3-51 Inter-peak 1000-1600 ARM A B C TOTAL A 1 793 173 967 B 797 0 1437 2234 C 136 1527 1527 3190 TOTAL 934 2320 3137 6391
Table 3-52 PM Peak 1700-1800 ARM A B C TOTAL A 0 185 27 212 B 145 0 341 486 C 25 367 0 392 TOTAL 170 552 368 1090
3.3.18 J18a A390/A3058 Northern Intersect
Figure 3-19 Location for MCC J18a
Table 3-53 AM Peak 0800-0900 ARM A B C D TOTAL A 0 25 166 223 414 B 27 0 1 397 425 C 106 4 0 20 130 D 106 265 13 0 384 TOTAL 239 294 180 640 1353
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Table 3-54 Inter-peak 1000-1600 ARM A B C D TOTAL A 0 151 663 797 1611 B 156 0 19 1946 2121 C 557 7 7 73 644 D 657 2082 2082 0 4821 TOTAL 1370 2240 2771 2816 9197
Table 3-55 PM Peak 1700-1800 ARM A B C D TOTAL A 0 30 180 166 376 B 22 0 1 304 327 C 115 2 0 5 122 D 202 399 32 0 633 TOTAL 339 431 213 475 1458
3.3.19 J18b A390/A3058 Eastern Intersect
Figure 3-20 Location for MCC J18b
Table 3-56 AM Peak 0800-0900 ARM A B C D TOTAL A 0 295 0 0 295 B 425 0 0 513 938 C 0 0 0 0 0 D 1 535 1 0 537 TOTAL 426 830 1 513 1770
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Table 3-57 Inter-peak 1000-1600 ARM A B C D TOTAL A 0 2214 0 11 2225 B 2145 0 4 2879 5028 C 0 1 1 0 2 D 9 3011 3011 0 6031 TOTAL 2154 5226 3016 2890 13286
Table 3-58 PM Peak 1700-1800 ARM A B C D TOTAL A 0 419 0 4 423 B 341 0 0 635 976 C 0 1 0 0 1 D 2 641 1 0 644 TOTAL 343 1061 1 639 2044
3.3.20 J18c A390/A3058 Western Intersect
Figure 3-21 Location for MCC J18c
Table 3-59 AM Peak 0800-0900 ARM A B C TOTAL A 0 3 186 189 B 4 0 511 515 C 123 533 0 656 TOTAL 127 536 697 1360
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Table 3-60 Inter-peak 1000-1600 ARM A B C TOTAL A 0 44 755 799 B 39 3 2855 2897 C 595 2998 2998 6591 TOTAL 634 3045 6608 10287
Table 3-61 PM Peak 1700-1800 ARM A B C TOTAL A 0 23 191 214 B 5 0 632 637 C 118 619 0 737 TOTAL 123 642 823 1588
3.3.21 J19 A390/A391
Figure 3-22 Location for MCC J19
Table 3-62 AM Peak 0800-0900 ARM A B C TOTAL A 0 275 70 345 B 368 0 618 986 C 86 765 0 851 TOTAL 454 1040 688 2182
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Table 3-63 Inter-peak 1000-1600 ARM A B C TOTAL A 0 1528 749 2277 B 1478 0 4182 5660 C 722 4239 4239 9200 TOTAL 2200 5767 9170 17137
Table 3-64 PM Peak 1700-1800 ARM A B C TOTAL A 0 332 96 428 B 307 0 926 1233 C 119 707 0 826 TOTAL 426 1039 1022 2487
3.3.22 J20 A390/A3082 Par Moor Road
Figure 3-23 Location for MCC J20
Table 3-65 AM Peak 0800-0900 ARM A B C TOTAL A 1 42 606 649 B 79 0 404 483 C 711 331 1 1043 TOTAL 791 373 1011 2175
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Table 3-66 Inter-peak 1000-1600 ARM A B C TOTAL A 10 341 3270 3621 B 405 10 2537 2952 C 3126 2688 2688 8502 TOTAL 3541 3039 8495 15075
Table 3-67 PM Peak 1700-1800 ARM A B C TOTAL A 2 63 847 912 B 47 1 408 456 C 644 408 3 1055 TOTAL 693 472 1258 2423
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4 JOURNEY TIMES 4.1 INTRODUCTION
4.1.1 Journey time data has been taken from the Strat-e-gis database. This database is populated using vehicle GPS recordings. It provides journey data from approved third party data suppliers appointed by the Department for Transport (DfT) for the principle road network across the study area.
4.1.2 Journey time data has also been collected from ANPR surveys.
Table 4-1 Journey Time Link Flows Descriptions
SITE ID JOURNEY TIME ROUTE DESCRIPTION 1 A391 between A390 and A30 2 A30 between A3058 and A391 3 A392 between A3058 and A39 4 A39 between B3274 and A30 5 A390 between Lostwithiel and Probus 6 A3058 between A390 and A392 7 A3059 between A392 and A39 8 B3274 between A39 and A390 9 B3275 between A39 and A3058 10 B3279 between A30 and A3058
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Figure 4-1 Map Showing Routes Used For Journey Times
4.2 ANPR DATA
4.2.1 Tracsis data collection services collected ANPR data on behalf of CORMAC was collected on Monday the 20th of June 2016 at 11 different sites. Both directions of travel were recorded at each site. The survey period ran from 07:00 to 19:00 hours. The locations are described in more detail in Table 4-2 and shown in Figure 4-2.
4.2.2 All of the ANPR data obtained complies with section 3.3 of WebTAG unit M1.2 (January 2014) which provides advice on ‘neutral’ time periods to carry out traffic surveys which are considered to represent typical traffic conditions.
Table 4-2 ANPR Camera NO. COUNT LOCATION N1 B3279 – Between A30 slipway and Roundabout N2 B3274 – North of B3279 (North to South) / C0120 (West to East) Intersect and South of A30 N3 C0120 – West of B3279 (North to South) / C0120 (West to East) Intersect N4 B3274 – Between Victoria Interchange and the Filling Station N5 A391- Between South Innis Downs Roundabout and Castle Hill N6 B3279 – West of Disused Hendra China Clay Works N7 B3274 – North of Gunheath China Clay Works N8 Intersect – A391 (Stannary Road) / Caudledown Lane N9 B3279 (Carpella Road) – Near Hillside Meadows Intersect N10 B3274 (Bodmin Road) – South of the Drummers Hill Intersect / North of the Mill House N11 A391 – South of A391 / C774 Intersect and North of the Roundabout
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Figure 4-2 ANPR Locations
4.2.3 Table 4-3 shows the number of vehicles passing between identified ANPR sites on Monday the 20th of June 2016. Site N10 was subject to data loss, the affected outputs are highlighted in yellow.
Table 4-3 Number of Vehicles Observed Passing Between Identified ANPR Sites. VEHICLE N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 COUNT N1 375 61 3 154 3 39 N2 1 237 7 4 12 130 N3 4 537 19 9 36 344 N4 17 393 34 27 20 223 N5 4 22 1565 8 204 822 N6 392 0 4 18 2 405 3 30 N7 45 101 549 483 33 37 213 1441 N8 6 3 23 36 1205 13 402 1305 N9 116 4 6 33 2 293 36 25 N10 3 12 36 34 129 3 201 312 N11 36 80 430 370 784 38 1523 1285
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4.2.4 Table 4-4 shows the average duration in minutes that vehicles have taken to travel between ANPR survey sites. Site N10 is highlighted due to partial data loss.
Table 4-4 Average Duration of Vehicles Between ANPR Sites. AVERAGE N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 DURATION N1 00:11:48 00:23:41 00:36:40 00:17:36 00:34:31 00:22:08 N2 00:27:31 00:08:13 00:22:13 00:26:40 00:11:09 00:11:02 N3 00:39:37 00:10:11 00:24:02 00:23:25 00:13:06 00:13:47 N4 00:28:20 00:14:05 00:29:44 00:25:27 00:19:20 00:18:15 N5 00:39:21 00:35:24 00:08:12 00:37:52 00:13:39 00:13:00 N6 00:12:40 00:44:13 00:24:06 00:52:38 00:10:39 00:18:57 00:34:46 N7 00:24:43 00:11:14 00:10:58 00:13:16 00:28:18 00:32:11 00:08:12 00:07:23 N8 00:38:25 00:41:46 00:27:01 00:24:45 00:09:29 00:34:26 00:07:32 00:07:27 N9 00:18:59 00:40:30 00:28:20 00:29:18 00:41:03 00:13:44 00:36:15 00:37:25 N10 00:32:57 00:16:46 00:13:23 00:18:20 00:15:04 00:32:19 00:09:55 00:08:46 N11 00:28:12 00:13:53 00:14:04 00:16:33 00:13:53 00:30:25 00:08:40 00:09:04
4.3 ANPR DATA LOSS
4.3.1 Data loss occurred at Site N10 (B3274 Bodmin Road) between the hours of 12:15 and 16:15 hours. The data affected is highlighted in yellow in the following tables.
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Table 4-5 Link Travel Times (Seconds) ROUTE DIR AM IP PM Northbound 823 832 1 Southbound 795 812 Eastbound 645 650 2 Westbound 641 636 Eastbound 521 523 3 Westbound 525 529 Northbound 573 589 4 Southbound 606 614 Eastbound 658 677 5 Westbound 685 688 Eastbound 1187 1171 6 Westbound 1139 1146 Eastbound 473 477 7 Westbound 547 560 Northbound 1017 1017 8 Southbound 1028 1037 Northbound 268 274 9 Southbound 269 265 Northbound 504 498 10 Southbound 657 660
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5 ROADSIDE INTERVIEWS (RSI) 5.1 INTRODUCTION
5.1.1 Roadside Interviews (RSI) are required to ensure vehicle trip matrices to be developed for use in the transport model are accurate. RSIs attain trip origin and destination movements at different times of the day to provide a daily overview of typical travel patterns in and around the St Austell area. Data has been collated to help develop the base year for the St Austell to A30 Link Road transport model.
5.1.2 DMRB (Volume 5 Section 1 Part 4 Chapter 7) sets out the required sample size for Roadside Interviews (RSI). The number of interviews needed to obtain a representative sample of vehicles using a particular route is dictated by the needs of a particular study.
5.1.3 A manual classified count (MCC) was carried out at each RSI site to accompany the RSI data. All the RSIs were carried out within a three day period during the same working week beginning Monday the 13th June of 2016 to Wednesday the 15th of June 2016.
5.1.4 It should be noted that the time periods are as follows; AM Peak Hour (08:00-09:00 hours), PM Peak Hour (17:00-18:00 hours), AM Period (07:00-10:00), Inter-peak (10:00-16:00 hours), PM Period (16:00-19:00 hours). Due to the small number of motorcyclists surveyed, the motorcycle category has been merged with cars, and the PSV category has been included with OGV1. Pedal cycles were counted in the MCC but were not included in the cleaned dataset.
5.1.5 A description of the RSI locations and dates are shown in Table 5-1 RSI Survey Location and Dates. The St Austell to A30 Link Road Study RSIs was carried out in five different locations for a 12 hour period (07:00-19:00 hours) on a weekday. It was envisaged that the interviews would capture trips outbound from St Austell.
Table 5-1 RSI Survey Location and Dates NO. RSI COUNT LOCATION DATE R1 Carthew - B3274 / C0298 Intersect Wednesday 15th June 2016 R2 A391 – South of A391(North/South) / B3374 Monday 13th June 2016 R3 A3058 – West of The White Pyramid Tuesday 14th June 2016 R4 A390 / Tregongeeves Lane Tuesday 14th June 2016 R5 A390 – Between A391 and Par Moor Road Wednesday 15th June 2016
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Figure 5-1 Location Map for Road Side Interviews (RSI)
A391 RSI Site 1
RSI Site 3
A390
RSI Site 5 RSI Site 2 St Austell A3058
A390
RSI Site 4
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5.2 RSI PROCESS
5.2.1 The data recorded during the interviews was consistent with CORMAC’s standard RSI questionnaire and included:
à Time à Trip origin à Trip origin purpose à Trip destination à Trip destination purpose à Vehicle type à Vehicle Occupancy à Return trip planned à Return trip intended time
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5.2.2 In total, 4119 records were collected across the 5 sites.
5.2.3 Due to safety issues, postcards were handed out on RSI site 5, A390 between A391 and Par Moor Road between 12:00 and 14:00 hours.
5.2.4 The data has been cleaned by Tracsis Traffic and Data Services so that illogical and incorrect records were removed. A total of 1100 records were removed based on illogical origins or destinations. Records with an origin and destination purpose of home have been considered illogical and removed from the dataset.
5.2.5 The surveyed origin and destination purpose combinations were classified into 11 trip purposes for use in the traffic modelling. The 11 classifications are; Education, Holiday Home, Home, On Employers Business, On Holiday (Recreation/Leisure), Other (Specify), Personal Business, Recreation/Leisure, Shopping, Visiting Friend/Family, Work (Usual Workplace).
5.3 RSI SECTOR MATRICES
5.3.1 Sector desire line plots and tables have been produced to illustrate the sector movements captured by the RSI datasets. The sector matrices have been defined by postal addresses, with sector matrices in the detailed Study Area broken down by postcode sector boundaries. A further five larger sectors were created within Cornwall using postcode districts and sector boundaries not covered by the detailed Study Area. One further sector covers the remainder of trips with origins or destinations outside of Cornwall. The sectors are shown and described in Figure 5-2 and Table 5-2.
Figure 5-2 RSI Sector Plan
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5.3.2 Sector Areas:
Table 5-2 Sector Areas RSI SECTOR RSI SECTOR DESCRIPTION POSTCODE SECTORS/ NUMBER DISTRICTS 1 Newquay - Pentire/Centre/Treninnick TR7 1 TR7 2 2 Newquay - Porth TR7 3 3 Trencreek/St Mawgan TR8 4 Summercourt/St Newlyn TR8 5 4 East/Crantock/Cubert 5 St Columb/Fraddon TR9 6 6 Bugle/Luxulyan/Lanivet PL30 5 7 Bodmin North PL31 2 8 Bodmin South PL31 1 9 Lostwithiel PL22 0 10 Fowey/Polruan PL23 1 11 St Blazey/Par/Twardreath PL24 2 12 St Austell/Carlyon Bay PL25 3 13 St Austell Centre PL25 4 14 St Austell West PL25 5 15 Pentewan/Mevagissey/Gorran PL26 6 16 Sticker/St Stephen/Foxhole PL26 7 17 St Dennis/Roche/Penwithick PL26 8 PL28 PL27 18 Padstow/ Wadebridge/Port Isaac PL29 PL30 3 PL30 4 19 Bodmin Moor/Launceston PL 15 PL33 PL34 20 North Cornwall PL35 PL32 EX23 PL13 PL14 PL17 21 South East Cornwall PL18 PL12 PL11 PL10 TR2 TR1 22 Truro/Falmouth TR3 TR10 TR11 TR4 23 Perranporth/St Agnes TR6 TR5
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RSI SECTOR RSI SECTOR DESCRIPTION POSTCODE SECTORS/ NUMBER DISTRICTS TR14 24 CPIR TR15 TR16 TR12 TR13 TR17 TR18 25 West Cornwall/Penwith/Lizard TR19 TR20 TR26 TR27 26 Rest Of Country All Other Postcodes
5.4 SITE 1 - CARTHEW - B3274 / C0298 INTERSECT
5.4.1 A summary of the MCC data for Site 1 is provided below in Table 5-4. The survey was completed between the hours of 07:00 and 19:00 hours in the northbound direction, therefore capturing trips flowing out of St Austell.
Table 5-3 Site 1 Sector Movements RSI SECTOR ORIGIN % DESTINATION (%) Sector 1 0.0% 1.0% Sector 2 0.2% 1.0% Sector 3 0.0% 2.6% Sector 4 0.0% 1.0% Sector 5 0.0% 2.2% Sector 6 0.0% 4.3% Sector 7 0.0% 11.5% Sector 8 0.0% 3.6% Sector 9 0.0% 0.2% Sector 10 0.0% 0.0% Sector 11 1.2% 2.2% Sector 12 3.3% 0.0% Sector 13 41.6% 0.0% Sector 14 19.1% 0.0% Sector 15 14.6% 0.0% Sector 16 6.7% 1.2% Sector 17 5.0% 34.9% Sector 18 0.0% 11.5% Sector 19 0.0% 3.8% Sector 20 0.0% 3.8% Sector 21 0.0% 3.1% Sector 22 7.2% 0.0% Sector 23 0.2% 0.0% Sector 24 0.0% 0.0% Sector 25 0.5% 0.0% Sector 26 0.2% 12.2%
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5.4.2 Table 5-3 shows the sector system used. It shows that most origins are from the St Austell area and that the primary destination is St Dennis/Roche/Penwithick with 34.9% of trips. Other destinations of note include Rest of the Country (12.2%), Bodmin North (11.5%) and Padstow/Wadebridge/Port Isaac (11.5%).
5.4.3 The total number of vehicles recorded by the MCC at Site 1 during the 12 hour RSI survey (2327) was lower than any of the other RSI sites.
Table 5-4 Site 1 MCC Summary SITE 1 CARTHEW - B3274 / C0298 INTERSECT Time period Car LGV OGV1 OGV2 Total AM Peak 138 30 7 0 175 AM 384 104 23 2 513 Inter-peak 892 162 36 5 1095 PM Peak 260 31 3 2 296 PM 634 73 9 3 719 12 Hour 1910 339 68 10 2314
5.4.4 The MCC shows that the proportion of HGV vehicles averaged 25.14% in the AM period and fell to 11.82% into the PM period.
Table 5-5 Site 1 MCC Vehicle Classification Percentages SITE 1 CARTHEW - B3274 / C0298 INTERSECT Time period Car LGV OGV1 OGV2 AM Peak 78.86% 17.14% 4.00% 0.00% AM Total 74.85% 20.27% 4.48% 0.39% Inter-peak Total 81.46% 14.79% 3.29% 0.46% PM Peak 87.84% 10.47% 1.01% 0.68% PM Total 88.18% 10.15% 1.25% 0.42% 12 Hour Total 82.08% 14.57% 2.92% 0.43%
5.4.5 The cleaned RSI dataset has been summarised by vehicle classification and time period in Table 5-6. Data has been cleaned where responses were deemed illogical or missing; 58 illogical records and 163 incomplete records were removed.
Table 5-6 Site 1 RSI Summary by Vehicle Classification and Time Period SITE 1 CARTHEW - B3274 / C0298 INTERSECT Time period Car LGV OGV1 OGV2 Total AM Peak 34 4 2 0 40 AM Total 94 16 3 0 113 Inter-peak Total 184 11 1 0 196 PM Peak 39 1 0 0 40 PM Total 105 4 0 0 109 12 Hour Total 383 31 4 0 418
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5.4.6 Sample rates for each vehicle type during each time period have been calculated by dividing the number of RSI records by the number of vehicles recorded in the MCC, the sample rates are presented in Table 5-7.
5.4.7 It is evident from Table 5-7 that a sample rate exceeding 15% has been maintained throughout the day for cars, LGV and OGV classes were poorly represented in all the PM periods with the PM Period being the worst performing overall. Low sample rates were achieved due to the small number of LGV and OGV vehicles passing through during the afternoon. No OGV2 + vehicles were sampled at all.
Table 5-7 Site 1 RSI Sample Rates by Vehicle Classification and Time Period SITE 1 CARTHEW - B3274 / C0298 INTERSECT Time period Car LGV OGV1 OGV2 Total AM Peak 24.6% 13.3% 28.6% 0.0% 22.9% AM Period 24.5% 15.4% 13.0% 0.0% 22.0% Inter-peak 20.6% 6.8% 2.8% 0.0% 17.9% PM Peak 15.0% 3.2% 0.0% 0.0% 13.5% PM Period 16.6% 5.5% 0.0% 0.0% 15.2% 12 Hour 20.1% 9.1% 5.9% 0.0% 18.0%
5.4.8 RSI data was also organised by destination purpose; LGV and OGV vehicles were still given their own category. Most people drove to work in the AM period, but a significant number were commuting in the Inter-peak period. As expected, most trips home were in the Inter-peak and PM periods as commuters returned home.
Table 5-8 Site 1 RSI Summary by Purpose and Time Period SITE 1 CARTHEW - B3274 / C0298 INTERSECT Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 48 9 27 6 2 81 Employers 0 0 2 0 0 2 Business Personal 9 6 12 4 1 25 Business Shopping 1 0 15 3 1 19 Home 26 16 73 70 25 169 Holiday 5 1 24 10 3 39 LGV 16 4 11 4 1 31 OGV1 3 2 1 0 0 4 OGV2 0 0 0 0 0 0 Other 5 2 31 12 7 48 Total 113 40 196 109 40 418
5.4.9 The inverse of the sample rates have been used to assign each RSI record an expansion factor which is then multiplied by the original RSI data (Table 5-8). The RSI dataset has been expanded so that the traffic user classes are similar to those recorded in the MCC for each given RSI site. Table 5-9 illustrates the expanded RSI records.
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Table 5-9 Expanded Site 1 RSI Records by Purpose and Time Period SITE 1 CARTHEW - B3274 / C0298 INTERSECT Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 196.1 36.5 130.9 36.2 13.3 403.9 Employers 0.0 0.0 9.7 0.0 0.0 10.0 Business Personal 36.8 24.4 58.2 24.2 6.7 124.7 Business Shopping 4.1 0.0 72.7 18.1 6.7 94.8 Home 106.2 64.9 353.9 422.7 166.7 842.8 Holiday 20.4 4.1 116.3 60.4 20.0 194.5 LGV 104.0 30.0 162.0 73.0 31.0 339.0 OGV1 23.0 7.0 36.0 0.0 0.0 68.0 OGV2 0.0 0.0 0.0 0.0 0.0 0.0 Other 20.4 8.1 150.3 72.5 46.7 239.4 Total 511.0 175.0 1090.0 707.0 291.0 2317.0
5.4.10 . According to the guidance from WebTAG Data Book July 2016 Table A 3.3.4 the proportion of car journeys at Site 1 is lower than the WebTAG average, and the proportion of business trips is significantly lower.
Table 5-10 Site 1 12 Hour User Class Proportions for Cars SITE 1 CARTHEW - B3274 / C0298 INTERSECT
Purpose RSI July 2016 WebTAG Average Weekday
Commute 21.15% 25.40% Employers Business 0.52% 6.50% Other 78.33% 68.10%
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5.5 SITE 2 - A391 – SOUTH OF A391 (NORTH/SOUTH) / B3374 ROUNDABOUT
5.5.1 A further four RSI surveys were undertaken under the same conditions and timings as Site 1. An RSI was carried out at Site 2 on Monday the 13th of June 2016 between 07:00 and 19:00 hours, with an MCC count undertaken alongside. The RSI surveys were conducted in the northbound direction, therefore capturing outbound traffic from St Austell.
5.5.2 The survey site sits at the southern end of the proposed routes through Bugle and Roche and therefore this site will provide the most information regarding potential users of the new scheme.
5.5.3 The scheduled count and RSI surveys ran smoothly without incident. Unlike Site 1, OGV3 and OGV4 vehicles were counted in the MCC, and were merged with the OGV2 category. Pedal cycles were counted in the MCC but were not included in the cleaned dataset.
5.5.4 Table 5-11 shows the sector movements captured by the RSI datasets and the proportions involved. Table 5-2 provides a description of the sector areas.
Table 5-11 Site 2 Sector Movements RSI SECTOR ORIGIN % DESTINATION (%) Sector 1 0.0% 1.2% Sector 2 0.0% 1.3% Sector 3 0.0% 2.1% Sector 4 0.0% 0.7% Sector 5 0.1% 3.9% Sector 6 0.0% 2.8% Sector 7 0.0% 9.7% Sector 8 0.0% 2.3% Sector 9 0.4% 0.0% Sector 10 1.5% 0.0% Sector 11 11.8% 2.8% Sector 12 31.7% 0.0% Sector 13 37.7% 0.0% Sector 14 4.4% 0.0% Sector 15 7.1% 0.0% Sector 16 2.0% 4.4% Sector 17 0.3% 40.9% Sector 18 0.0% 7.1% Sector 19 0.0% 2.3% Sector 20 0.0% 2.3% Sector 21 0.1% 0.9% Sector 22 1.7% 0.0% Sector 23 0.1% 1.3% Sector 24 0.1% 2.6% Sector 25 0.3% 0.5% Sector 26 0.5% 10.7%
5.5.5 Most traffic passing through this RSI survey originated from St Austell Centre (37.7%) and St Austell/Carlyon Bay (31.7%), with sub groups originating from St Blazey/Par/Twardreath (11.4%). There is also some traffic crossing from St Austell West (4.4%), and Pentewan/Mevagissey/Gorran (7.1%) areas. The primary destinations include St Dennis/Roche/Penwithick (40.9%), Bodmin North (9.7%) and Rest of the Country (10.7%).
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Table 5-12 Site 2 MCC Summary SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Time period Car LGV OGV1 OGV2+ Total AM Peak 452 105 2 11 570 AM 1162 278 8 45 1493 Inter-peak 2370 259 17 108 2754 PM Peak 539 62 3 10 614 PM 1368 175 11 20 1574 12 Hour 4900 712 36 173 5821
5.5.6 Vehicle classification remain similar to Site 1, with HGV vehicles peaking in the AM and decreasing in volume throughout the rest of the day.
Table 5-13 Site 2 MCC Vehicle Classification Percentages SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Time period Car LGV OGV1 OGV2+ AM Peak 79.30% 18.42% 0.35% 1.93% AM Total 77.83% 18.62% 0.54% 3.01% Inter-peak Total 86.06% 9.40% 0.62% 3.92% PM Peak 87.79% 10.10% 0.49% 1.63% PM Total 86.91% 11.12% 0.70% 1.27% 12 Hour Total 84.18% 12.23% 0.62% 2.97%
5.5.7 Roadside interviews were conducted between 07:00 and 19:00 hours on Monday the 13th of June 2016. The cleaned RSI dataset has been summarised by vehicle class and time period in Error! Reference source not found.. Data has been cleaned where responses were deemed illogical or missing; 137 illogical records and 185 incomplete records were removed. No OGV2+ vehicles were interviewed.
Table 5-14 Site 2 RSI Summary by Vehicle Classification and Time Period SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Time period Car LGV OGV1 OGV2 Total AM Peak 74 6 0 0 80 AM Total 208 26 1 0 235 Inter-peak Total 277 31 2 0 310 PM Peak 71 9 0 0 80 PM Total 179 19 1 0 199 12 Hour Total 664 76 4 0 744
5.5.8 Sample rates were calculated by dividing number of RSI records by the totals recorded by the MCC.
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Table 5-15 Site 2 RSI Sample Rates by Vehicle Classification and Time Period SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Time period Car LGV OGV1 OGV2 Total AM Peak 16.4% 5.7% 0.0% 0.0% 14.0% AM 17.9% 9.4% 12.5% 0.0% 15.7% Inter-peak 11.7% 12.0% 11.8% 0.0% 11.3% PM Peak 13.2% 14.5% 0.0% 0.0% 13.0% PM 13.1% 10.9% 9.1% 0.0% 12.6% 12 Hour 13.6% 10.7% 11.1% 0.0% 12.8%
5.5.9 RSI data was also organised by destination purpose; LGV and OGV vehicles were still given their own category. Like Site 1, home and commute trips by cars form the core proportion of trips, with most people commuting to work in the AM and Inter-peak periods.
Table 5-16 Site 2 RSI Summary by Purpose and Vehicle Type SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 92 33 42 21 10 155 Employers 1 1 6 2 0 9 Business Personal 16 4 15 8 3 39 Business Shopping 17 2 30 7 4 54 Home 47 23 87 101 44 235 Holiday 10 2 35 6 2 51 LGV 26 6 31 19 9 76 OGV1 1 0 2 1 0 4 OGV2 0 0 0 0 0 0 Other 25 9 62 34 8 121 Total 235 80 310 199 80 744
5.5.10 The records above in Table 5-16 were multiplied by the inverse of the sample rates (the expansion factor). The RSI dataset has been expanded so that the traffic user classes are similar to those recorded in the MCC for each given RSI site. Table 5-17 illustrates the expanded RSI records.
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Table 5-17 Expanded Site 2 RSI Records by Purpose and Time Period SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 514.0 201.6 359.4 160.5 75.9 1143.8 Employers 5.6 6.1 51.3 15.3 0.0 66.4 Business Personal 89.4 24.4 128.3 61.1 22.8 287.8 Business Shopping 95.0 12.2 256.7 53.5 30.4 398.5 Home 262.6 140.5 744.4 771.9 334.0 1734.2 Holiday 55.9 12.2 299.5 45.9 15.2 376.4 LGV 278.0 105.0 259.0 175.0 62.0 712.0 OGV1 8.0 0.0 17.0 11.0 0.0 36.0 OGV2 0.0 0.0 0.0 0.0 0.0 0.0 Other 139.7 55.0 530.5 259.8 60.7 892.9 Total 1448.0 557.0 2646.0 1554.0 601.0 5648.0
5.5.11 Data from this MCC count can be compared against the latest guidance from the WebTAG Data Book July 2016 Table A-3.3.4. Business trips are lower than the WebTAG average but higher than the volumes experienced at Site 1. Commute trips are about the same level as the WebTAG guidance.
Table 5-18 12 Hour User Class Proportions for Cars SITE 2 SOUTH OF A391(NORTH/SOUTH) / B3374 ROUNDABOUT
Purpose RSI July 2016 WebTAG Average Weekday
Commute 23.34% 25.40% Employers Business 1.36% 6.50% Other 75.30% 68.10%
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5.6 SITE 3 - A3058 – WEST OF THE WHITE PYRAMID
5.6.1 RSI Site 3 was located on the A3058, west of The White Pyramid, on Tuesday the 14th of June 2016 between 07:00 and 19:00 hours. Surveys were taken in the eastbound direction, capturing traffic inbound to St Austell. There were no incidents reported. As per Site 1 there were no OGV3 or OGV4 vehicles observed during this survey. Pedal cycles were recorded in the MCC but were not included in the cleaned dataset.
Table 5-19 Site 3 Sector Movements RSI SECTOR ORIGIN (%) DESTINATION (%) Sector 1 9.3% 0.0% Sector 2 1.5% 0.0% Sector 3 2.2% 0.0% Sector 4 3.7% 0.0% Sector 5 4.3% 0.0% Sector 6 0.0% 0.2% Sector 7 0.2% 0.2% Sector 8 0.0% 0.0% Sector 9 0.0% 0.6% Sector 10 0.0% 1.3% Sector 11 0.0% 7.5% Sector 12 0.0% 7.1% Sector 13 0.0% 50.4% Sector 14 0.0% 14.6% Sector 15 0.0% 9.0% Sector 16 47.8% 5.0% Sector 17 8.0% 0.4% Sector 18 1.9% 0.0% Sector 19 0.0% 0.2% Sector 20 0.0% 0.2% Sector 21 0.0% 0.4% Sector 22 2.6% 1.9% Sector 23 3.7% 0.0% Sector 24 7.8% 0.0% Sector 25 3.4% 0.2% Sector 26 3.5% 1.1%
5.6.2 Primary movements shown in Table 5-19 show that the majority of trips originate in the Sticker/St Stephen/Foxhole area (47.8%). Secondary movements come from Newquay - Pentire/Centre/Treninnick (9.3%). The majority of trips are destined for St Austell Centre (50.4%), with secondary flows to other sectors in and around St Austell.
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Table 5-20 Site 3 MCC Summary SITE 3 A3058 Time period Car LGV OGV1 OGV2 Total AM Peak 457 51 18 0 526 AM 1083 138 49 9 1279 Inter-peak 1697 224 75 7 2003 PM Peak 366 63 6 2 437 PM 1073 156 20 2 1251 12 Hour 3853 518 144 18 4533
5.6.3 The proportion of cars (including motorbikes) at Site 3 is notably higher than at the previous two sites. Proportions of OGV vehicles are a little lower than before but stay relatively steady throughout the day.
Table 5-21 Site 3 MCC Vehicle Classification Percentages SITE 3 A3058 Time period Car LGV OGV1 OGV2 AM Peak 86.88% 9.70% 3.42% 0.00% AM Total 84.68% 10.79% 3.83% 0.70% Inter-peak Total 84.72% 11.18% 3.74% 0.35% PM Peak 83.75% 14.42% 1.37% 0.46% PM Total 85.77% 12.47% 1.60% 0.16% 12 Hour Total 85.00% 11.43% 3.18% 0.40%
5.6.4 Roadside interviews were conducted between 07:00 and 19:00 hours on Tuesday the 14th of June 2016. The cleaned RSI dataset has been summarised by vehicle class and time period in Table 5-22. Data has been cleaned where responses were deemed illogical or missing; 104 illogical records and 126 incomplete records were removed. No OGV2 vehicles were interviewed.
Table 5-22 Site 3 RSI Summary by Vehicle Classification and Time Period SITE 3 A3058 Time period Car LGV OGV1 OGV2 Total AM Peak 45 9 0 0 54 AM Total 147 17 3 0 167 Inter-peak Total 216 12 0 0 228 PM Peak 44 4 0 0 48 PM Total 131 10 0 0 141 12 Hour Total 494 39 3 0 536
5.6.5 Sample rates were calculated by dividing number of RSI records by the totals recorded by the MCC.
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Table 5-23 Site 3 RSI Sample Rates by Vehicle Class and Time Period SITE 3 A3058 Time period Car LGV OGV1 OGV2 Total AM Peak 9.8% 17.6% 0.0% 0.0% 10.3% AM 13.6% 12.3% 6.1% 0.0% 13.1% Inter-peak 12.7% 5.4% 0.0% 0.0% 11.4% PM Peak 12.0% 6.3% 0.0% 0.0% 11.0% PM 12.2% 6.4% 0.0% 0.0% 11.3% 12 Hour 12.8% 7.5% 2.1% 0.0% 11.8%
5.6.6 RSI data was also organised by destination purpose; LGV and OGV vehicles were still given their own category. Commute trips formed a greater proportion of overall trips compared to other sites, but home trips accounts for the greatest number of trips.
Table 5-24 Site 3 RSI Summary by Purpose and Vehicle Type SITE 3 A3058 Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 76 32 39 13 0 128 Employers 1 0 2 1 1 4 Business Personal 10 2 21 3 1 34 Business Shopping 11 2 46 18 5 75 Home 35 2 62 55 27 152 Holiday 0 0 9 7 1 16 LGV 17 9 12 10 4 39 OGV1 3 0 0 0 0 3 OGV2 0 0 0 0 0 0 Other 14 7 37 34 9 85 Total 167 54 228 141 48 536
5.6.7 The above records in Table 5-24 were multiplied by the inverse of the sample rates (the expansion factor). The RSI dataset has been expanded so that the traffic user classes are similar to those recorded in the MCC for each given RSI site. Table 5-25 illustrates the expanded RSI records.
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Table 5-25 Expanded Site 3 RSI Records by Purpose and Time Period SITE 3 A3058 Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 559.9 325.0 306.4 106.5 0.0 998.3 Employers 7.4 0.0 15.7 8.2 8.3 31.2 Business Personal 73.7 20.3 165.0 24.6 8.3 265.2 Business Shopping 81.0 20.3 361.4 147.4 41.6 585.0 Home 257.9 20.3 487.1 450.5 224.6 1185.5 Holiday 0.0 0.0 70.7 57.3 8.3 124.8 LGV 138.0 51.0 224.0 156.0 63.0 518.0 OGV1 49.0 0.0 0.0 0.0 0.0 144.0 OGV2 0.0 0.0 0.0 0.0 0.0 0.0 Other 103.1 71.1 290.7 278.5 74.9 663.0 Total 1270.0 508.0 1921.0 1229.0 429.0 4515.0
5.6.8 Data from this MCC count can be compared against the latest guidance from the WebTAG Data Book July 2016 Table A-3.3.4. Commute trip proportions are higher than both Sites 1 and 2 but in line with the WebTAG guidance. Business trips compare negatively against the WebTAG guidance.
Table 5-26 12 Hour User Class Proportions for Cars SITE 3 A3058
Purpose RSI July 2016 WebTAG Average Weekday
Commute 25.91% 25.40% Employers Business 0.81% 6.50% Other 73.28% 68.10%
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5.7 SITE 4 - WEST OF INTERSECT - A390 / TREGONGEEVES LANE
5.7.1 Site 4 was located west of the A390 / Tregongeeves Lane junction on Tuesday the 14th of June 2016 between 07:00 and 19:00 hours. Eastbound traffic, which is inbound to St Austell, was captured by the survey. There were no incidents reported. Motorcycles were included within the car category and there was provision for OGV3 and OGV4 vehicles in the MCC dataset, to be included with OGV2 vehicle category. Pedal cycles were counted in the MCC but were not included in the cleaned dataset.
Table 5-27 Site 4 Sector Movements RSI SECTOR ORIGIN (%) DESTINATION (%) Sector 1 0.2% 0.0% Sector 2 0.5% 0.0% Sector 3 0.3% 0.0% Sector 4 0.2% 0.0% Sector 5 0.0% 0.0% Sector 6 0.0% 0.6% Sector 7 0.0% 0.8% Sector 8 0.0% 0.0% Sector 9 0.0% 3.2% Sector 10 0.0% 4.0% Sector 11 0.0% 16.6% Sector 12 0.0% 18.5% Sector 13 0.0% 23.7% Sector 14 0.0% 10.9% Sector 15 1.9% 4.7% Sector 16 21.8% 4.9% Sector 17 0.0% 3.5% Sector 18 0.2% 0.6% Sector 19 0.0% 0.2% Sector 20 0.0% 0.2% Sector 21 0.0% 2.8% Sector 22 61.4% 0.0% Sector 23 2.8% 0.0% Sector 24 3.5% 0.0% Sector 25 5.9% 0.0% Sector 26 1.4% 4.7%
5.7.2 Most of the trip origins come from the Truro/Falmouth area (61.4%) with a further (21.8%) coming from Sticker/St Stephen/Foxhole. Most trips are destined for the St Austell area and are split across Sectors 11, 12, 13 and 14. Table 5-28 gives the description of the sectors in more detail.
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Table 5-28 Site 4 MCC Summary SITE 4 A390 / TREGONGEEVES LANE Time period Car LGV OGV1 OGV2+ Total AM Peak 544 65 4 19 632 AM 1223 190 10 56 1479 Inter-peak 2732 342 16 110 3200 PM Peak 757 86 8 6 857 PM 2023 203 13 14 2253 12 Hour 5978 735 39 180 6932
5.7.3 The proportion of cars at Site 4 is notably higher than Sites 2 and 3. Proportions of OGV vehicles are a little lower than Sites 1 to3 and hold steady throughout the day.
Table 5-29 Site 4 MCC Vehicle Class Percentages SITE 4 A390 / TREGONGEEVES LANE Time period Car LGV OGV1 OGV2+ AM Peak 86.08% 10.28% 0.63% 3.01% AM Total 82.69% 12.85% 0.68% 3.79% Inter-peak Total 85.38% 10.69% 0.50% 3.44% PM Peak 88.33% 10.04% 0.93% 0.70% PM Total 89.79% 9.01% 0.58% 0.62% 12 Hour Total 86.24% 10.60% 0.56% 2.60%
5.7.4 RSIs were conducted between 07:00 and 19:00 hours on Tuesday the 14th of June 2016. The cleaned RSI dataset has been summarised by vehicle classification and time period in Table 5-30. Data has been cleaned where responses were deemed illogical or missing; 73 illogical records and 116 incomplete records were removed.
Table 5-30 Site 4 RSI Summary by Vehicle Classification and Time Period SITE 4 A390 / TREGONGEEVES LANE Time period Car LGV OGV1 OGV2 Total AM Peak 60 4 2 1 67 AM Total 142 18 7 1 168 Inter-peak Total 252 35 3 3 293 PM Peak 50 6 0 0 56 PM Total 152 17 0 0 169 12 Hour Total 546 70 10 4 630
5.7.5 Sample rates were calculated by dividing the number of RSI records by the totals recorded by the MCC.
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Table 5-31 Site 4 RSI Sample Rates by Vehicle Classification and Time Period SITE 4 A390 / TREGONGEEVES LANE Time period Car LGV OGV1 OGV2 Total AM Peak 11.0% 6.2% 50.0% 5.3% 10.6% AM 11.6% 9.5% 70.0% 1.8% 11.4% Inter-peak 9.2% 10.2% 18.8% 2.7% 9.2% PM Peak 6.6% 7.0% 0.0% 0.0% 6.5% PM 7.5% 8.4% 0.0% 0.0% 7.5% 12 Hour 9.1% 9.5% 25.6% 2.2% 9.1%
5.7.6 RSI data was also organised by destination purpose. Proportions follow a similar pattern to Sites 1 to 3, with the trend of commute trips being approximately half of the proportion of home trips.
Table 5-32 Site 4 RSI Summary by Purpose and Vehicle Type SITE 4 A390 / TREGONGEEVES LANE Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 73 35 23 1 0 97 Employers 4 1 10 1 0 15 Business Personal 16 5 26 9 1 51 Business Shopping 9 0 30 9 4 48 Home 13 5 86 85 26 184 Holiday 2 0 20 10 4 32 LGV 18 4 35 16 6 69 OGV1 8 2 3 0 0 11 OGV2 1 1 3 0 0 4 Other 24 14 57 38 15 119 Total 168 67 293 169 56 630
5.7.7 The above records in Table 5-32 were multiplied by the inverse of the sample rates (the expansion factor). The RSI dataset has been expanded so that the traffic user classes are similar to those recorded in the MCC for each given RSI site. Table 5-33 illustrates the expanded RSI records.
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Table 5-33 Expanded Site 4 RSI Records by Purpose and Time Period SITE 4 A390 / TREGONGEEVES LANE Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 628.7 317.3 249.3 13.3 0.0 1062.0 Employers 34.5 9.1 108.4 13.3 0.0 164.2 Business Personal 137.8 45.3 281.9 119.8 15.1 558.4 Business Shopping 77.5 0.0 325.2 119.8 60.6 525.5 Home 112.0 45.3 932.3 1131.3 393.6 2014.6 Holiday 17.2 0.0 216.8 133.1 60.6 350.4 LGV 190.0 65.0 342.0 191.1 86.0 724.5 OGV1 11.4 4.0 16.0 0.0 0.0 42.9 OGV2 56.0 19.0 110.0 0.0 0.0 180.0 Other 206.7 126.9 618.0 505.8 227.1 1302.9 Total 1471.8 632.0 3200.0 2227.4 843.0 6925.4
5.7.8 Data from this MCC count can be compared against the latest guidance from the WebTAG Data Book July 2016 Table A-3.3.4. Commute trips are significantly lower than Sites 1 to 3, but business trips are higher.
Table 5-34 12 Hour User Class Proportions for Cars SITE 4 A390 / TREGONGEEVES LANE
Purpose RSI July 2016 WebTAG Average Weekday
Commute 17.77% 25.40% Employers Business 2.75% 6.50% Other 79.49% 68.10%
5.8 SITE 5 - A390 – BETWEEN A391 AND PAR MOOR ROAD
5.8.1 Site 5 was situated on the A390, Holmbush Road, between A391 and Par Moor Road on Wednesday the 15th of June 2016 between 07:00 and 19:00 hours. Traffic was captured in the Westbound direction, encompassing St Austell inbound flows.
5.8.2 Due to safety reasons, during the Inter-peak period, postcards were given out for people to fill out later and send back. Motorcycles were included with cars and OGV3 and OGV4 vehicles included with the OCV2 category. Pedal cycles were counted in the MCC but were not included in the cleaned dataset.
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Table 5-35 Site 5 Sector Movements RSI SECTOR ORIGIN % DESTINATION (%) Sector 1 0.0% 0.4% Sector 2 0.0% 0.4% Sector 3 0.0% 0.9% Sector 4 0.0% 0.6% Sector 5 0.0% 0.9% Sector 6 1.0% 0.0% Sector 7 1.7% 0.0% Sector 8 1.2% 0.1% Sector 9 6.3% 0.0% Sector 10 13.2% 0.0% Sector 11 45.5% 1.0% Sector 12 10.6% 20.2% Sector 13 0.0% 26.9% Sector 14 0.0% 11.6% Sector 15 0.0% 10.3% Sector 16 0.0% 4.9% Sector 17 0.1% 3.5% Sector 18 0.0% 0.9% Sector 19 0.7% 0.3% Sector 20 0.7% 0.3% Sector 21 13.2% 0.0% Sector 22 0.0% 8.9% Sector 23 0.0% 1.3% Sector 24 0.0% 2.2% Sector 25 0.0% 2.0% Sector 26 5.7% 2.3%
5.8.3 Table 5-35 shows that the primary source of trips originates in St Blazey/Par/Twardreath (45.5%) with two secondary flows coming from Fowey/Polruan, and South East Cornwall (Both at 13.2%). The majority of trips are destined for Sectors in and around St Austell with St Austell Centre (26.9%) being the most popular.
5.8.4 It is interesting to note that there is a small presence of trips from Bodmin North and South (1.7% and 1.2%) as well as North Cornwall and Launceston (Both at 0.7%) shown in these sector movements; these trips are presumed to use the B3269 via Lostwithiel and Sweetshouse which is a route outside of the identified detailed Study Area.
Table 5-36 Site 5 MCC Summary SITE 5 A390 - HOLMBUSH RD Time period Car LGV OGV1 OGV2+ Total AM Peak 641 118 7 29 795 AM 1699 352 27 85 2163 Inter-peak 3860 433 25 159 4477 PM Peak 838 104 2 12 956 PM 2272 266 12 39 2589 12 Hour 7831 1051 64 283 9229
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5.8.5 The proportion of cars at Site 5 is consistent with the other sites. The proportion of HGV vehicles remains similar throughout the day.
Table 5-37 Site 5 MCC Vehicle Classification Percentages SITE 5 A390 - HOLMBUSH RD Time period Car LGV OGV1 OGV2+ AM Peak 80.63% 14.84% 0.88% 3.65% AM Total 78.55% 16.27% 1.25% 3.93% Inter-peak Total 86.22% 9.67% 0.56% 3.55% PM Peak 87.66% 10.88% 0.21% 1.26% PM Total 87.76% 10.27% 0.46% 1.51% 12 Hour Total 84.85% 11.39% 0.69% 3.07%
5.8.6 Roadside interviews were supposed to be conducted throughout the standard survey period between 07:00 and 19:00 hours as per the methodology set out. However because of safety issues, postcards were given out during the Inter-peak period. The cleaned RSI dataset has been summarised by vehicle classification and time period in Table 5-38. Data has been cleaned where responses were deemed illogical or missing; 94 illogical records and 44 incomplete records were removed.
Table 5-38 Site 5 RSI Summary by Vehicle Classification and Time Period SITE 5 A390 - HOLMBUSH RD Time period Car LGV OGV1 OGV2 Total AM Peak 69 7 0 0 76 AM Total 192 13 1 2 208 Inter-peak Total 187 19 0 0 206 PM Peak 51 7 0 0 58 PM Total 234 25 2 0 261 12 Hour Total 613 57 3 2 675
5.8.7 Sample rates were calculated by dividing number of RSI records by the totals recorded by the MCC.
Table 5-39 Site 5 RSI Sample Rates by Vehicle Classification and Time Period SITE 5 A390 - HOLMBUSH RD Time period Car LGV OGV1 OGV2 Total AM Peak 10.8% 5.9% 0.0% 0.0% 9.6% AM 11.3% 3.7% 3.7% 2.4% 9.6% Inter-peak 4.8% 4.4% 0.0% 0.0% 4.6% PM Peak 6.1% 6.7% 0.0% 0.0% 6.1% PM 10.3% 9.4% 16.7% 0.0% 10.1% 12 Hour 7.8% 5.4% 4.7% 0.7% 7.3%
5.8.8 RSI data was also organised by destination purpose. Commute trips formed a greater number of overall trips than other sites, but home trips still lead.
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Table 5-40 Site 5 RSI Summary by Purpose and Vehicle Type SITE 5 A390 - HOLMBUSH RD Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 9 3 10 11 6 30 Employers 3 2 1 4 0 8 Business Personal 4 0 9 8 2 21 Business Shopping 9 1 33 31 8 73 Home 138 54 70 85 23 293 Holiday 12 2 32 39 2 83 LGV 13 7 19 25 7 57 OGV1 1 0 0 1 0 2 OGV2 2 0 0 0 0 2 Other 17 7 32 57 10 106 Total 208 76 206 261 58 675
5.8.9 The above records in Table 5-40 were multiplied by the inverse of the sample rates (the expansion factor). The RSI dataset has been expanded so that the traffic user classes are similar to those recorded in the MCC for each given RSI site. Table 5-41 illustrates the expanded RSI records.
Table 5-41 Expanded Site 5 RSI Records by Purpose and Time Period SITE 5 A390 - HOLMBUSH RD Purpose AM AM Peak IP PM PM Peak 12 Hour Commute 79.6 27.9 206.4 106.8 98.6 383.2 Employers 26.5 18.6 20.6 38.8 0.0 102.2 Business Personal 35.4 0.0 185.8 77.7 32.9 268.3 Business Shopping 79.6 9.3 681.2 301.0 131.5 932.6 Home 1221.2 501.7 1444.9 825.3 377.9 3743.0 Holiday 106.2 18.6 660.5 378.7 32.9 1060.3 LGV 352.0 118.0 433.0 266.0 104.0 1051.0 OGV1 27.0 0.0 0.0 6.0 0.0 42.7 OGV2 85.0 0.0 0.0 0.0 0.0 283.0 Other 150.4 65.0 660.5 553.4 164.3 1354.1 Total 2163.0 759.0 4293.0 2553.7 942.0 9220.4
5.8.10 Data from this MCC count can be compared against the latest guidance from the WebTAG Data Book July 2016 Table A-3.3.4. Commute and Employers Business purpose trips are lower than at the WebTAG guidance.
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Table 5-42 12 Hour User Classification Proportions for Cars SITE 5 A390 - HOLMBUSH RD
Purpose RSI July 2016 WebTAG Average Weekday
Commute 17.77% 25.40% Employers Business 2.75% 6.50% Other 79.49% 68.10%
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6 ACCIDENTS 6.1 INTRODUCTION
6.1.1 Summary of traffic Personal Injury Accidents (PIA) collisions was completed within the A30 to St Austell study area between the 01/07/2011 and the 30/06/2016. During this time period there was 1 Fatal, 24 serious and 115 slight collisions.
6.1.2 Table 6-1 below shows the collision results along with the percentage of collisions where someone was killed or seriously injured (KSI).
Table 6-1 A30 to St Austell Accident Data (PIA Collisions) - July 2011 to June 2016 ALL ROUTES SLIGHT SERIOUS FATAL KSI KSI % COLLISIONS Roche B3274 21 7 1 29 8 28% Bugle A391 32 7 0 39 7 18% Old A30 7 2 0 9 2 22% Penwithick 23 5 0 28 5 18% Link St Dennis 32 3 0 35 3 9% Total 115 24 1 140 25 23%
6.1.3 Figure 6-1 below shows the locations of the PIAs within the A30 to St Austell study area. Within the study area collisions appear to be consistently spread along the A391 and B3274. In the eastern section of the study area there are clusters of collisions in the villages of Bugle, Stenalees and Penwithick. Other clusters of collisions can also be seen in the villages of Roche and St Dennis. On the sections of road outside these villages collisions appear to be more spread out but small clusters are present and can be attributed to the routes higher speed limits and a large number of concealed entrances.
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St Austell to A30 Link WSP | Parsons Brinckerhoff CORMAC Solutions Project No 70024617 Confidential March 2017 69 Figure 6-1 PIAs by severity for the past five years between July 2011 and June 2016.
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7 SUMMARY & CONCLUSIONS 7.1 SUMMARY
7.1.1 Data has been collected from a number of different sources. These sources are as follows
à ATC Data; à Manual Classified Junction Counts; à Journey Time Data (Strat-e-GIS); à RSIs; and à ANPR Surveys. 7.2 CONCLUSIONS
7.2.1 This data collection report informs the reader of the different datasets collected and their consistency with one another. The datasets are a robust base from which a VISUM transport model can be created the road network in and around St Austell and Newquay. The collected data will help with the build, validation and calibration of this model.
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