NEWQUAY STRATEGIC ROUTE: PHASE 2, 2A AND 3 PLANNING … · 2018. 3. 31. · Newquay Strategic Route...

March 2013

NEWQUAY STRATEGIC ROUTE:

PHASE 2, 2A AND 3

PLANNING APPLICATION

TRANSPORTATION ASSESSMENT

Duchy of Cornwall

F.28.1

Report Title : Newquay Strategic Route: Phase 2, 2A and 3 Planning Application

Transportation Assessment Report Status : Final Job No : 2512585A-HLV Date : March 2013

DOCUMENT HISTORY AND STATUS

Document control

Prepared by Chris Hill Checked by (technical) Rob Hayward

Approved by Ben Smith-Laing Checked by (quality assurance) Rob Hayward

Revision details Version Date Comments

1.0 15

February 2013

Draft Issue for Comment

2.0 06 March 2013 Amendments following AWP comments

Newquay Strategic Route: Phase 2, 2A and 3

Planning Application Transportation Assessment

Newquay Strategic Route Phase 2 Transportation Assessment Prepared by Parsons Brinckerhoff March 2013 Page 1 for Duchy of Cornwall

CONTENTS Page

1 BACKGROUND 8

1.1 INTRODUCTION 8

1.2 STUDY AREA 9

1.3 ENVIRONMENTAL IMPACT ASSESSMENT 10

1.4 SCOPE OF REPORT 10

2 POLICY CONTEXT 11

2.1 BACKGROUND 11

2.2 NATIONAL POLICY CONTEXT 11

2.3 LOCAL POLICY CONTEXT 12

3 EXISTING SITUATION 20

3.1 INTRODUCTION 20

3.2 PEDESTRIANS 20

3.3 CYCLISTS 23

3.4 PUBLIC TRANSPORT 23

3.5 SUSTAINABLE TRANSPORT SUMMARY 24

3.6 TRAFFIC FLOWS 24

3.7 ACCIDENT ANALYSIS 25

3.8 SECTION 1 27

3.9 SECTION 2 29

3.10 SECTION 3 29

3.11 SECTION 4 31

3.12 SECTION 5 31

3.13 SECTION 6 32

4 DESCRIPTION OF ROUTE 34

4.1 PURPOSE OF ROUTE AND OVERALL OBJECTIVES 34

Newquay Strategic Route Transport Assessment Prepared by Parsons Brinckerhoff March 2013 Page 2 for Duchy of Cornwall

4.2 PEDESTRIAN PROVISION 35

4.3 CYCLE PROVISION 36

4.4 PUBLIC TRANSPORT PROVISION 36

5 MODELLING METHODOLOGY 37

5.1 INTRODUCTION 37

5.2 STRATEGIC SATURN MODELLING 37

5.3 FUTURE DEVELOPMENT 39

5.4 RESIDENTIAL DEVELOPMENTS 40

5.5 NON-RESIDENTIAL DEVELOPMENTS 44

5.6 HIGHWAY MITIGATION MEASURES 46

5.7 TRIP RATES 46

5.8 MODAL SPLIT 47

5.9 TRIP GENERATION 49

5.10 GROWTH 51

5.11 SEASONALITY FACTORS 52

5.12 TRIP DISTRIBUTION 54

6 TRAFFIC IMPACT ASSESSMENT 55

6.1 IMPACT ON SURROUNDING HIGHWAY NETWORK 55

6.2 IMPACT ON STRATEGIC ROAD NETWORK 56

6.3 SEASONAL VARIATION 57

7 JUNCTION IMPACT ASSESSMENTS 58

7.1 INTRODUCTION 58

7.2 PORTH FOUR TURNS 60

7.3 QUINTRELL ROAD / RIALTON ROAD / HENVER ROAD JUNCTION 61

7.4 HENDRA ROUNDABOUT (PROPOSED) 62

7.6 NSR / A3058 QUINTRELL ROAD ROUNDABOUT (PROPOSED) 63

7.7 NSR / A3059 RIALTON ROAD JUNCTION (PROPOSED) 63

7.8 NSR WESTERN ARM / TREVENSON ROAD JUNCTION (PROPOSED) 64


7.9 TOWN CENTRE SIGNALS (PROPOSED) 65

7.10 CHURCH STREET / HENVER ROAD PRIORITY JUNCTION 66

7.11 TRELOGGAN ROUNDABOUT 67

7.12 JUNCTION MODELLING SUMMARY 69

8 JOURNEY TIME ANALYSIS 70

9 CONSTRUCTION TRAFFIC 73

10 SUMMARY AND CONCLUSIONS 75

10.1 SUMMARY 75

10.2 CONCLUSIONS 76

Newquay Strategic Route Transport Assessment Prepared by Parsons Brinckerhoff March 2013 Page 4 for Duchy of Cornwall

Figures

Figure 1 – Location of the Newquay Growth Area and the NSR ......................................................... 9 Figure 2 – Henver Road .................................................................................................................. 20 Figure 3 – West Road ...................................................................................................................... 21 Figure 4 – West Road ...................................................................................................................... 21 Figure 5 – West Road ...................................................................................................................... 21 Figure 6 – Trevenson Road ............................................................................................................. 22 Figure 7 – Quintrell Road ................................................................................................................. 22 Figure 8 – Quintrell Road ................................................................................................................. 22 Figure 9 – Cornish Way cycle route in relation to Nansledan ............................................................ 23 Figure 10 – 2010 Base Year Traffic Flow around Nansledan ............................................................ 25 Figure 11 - Accident Analysis Study Area (West) ............................................................................. 26 Figure 12 - Accident Analysis Study Area (East) .............................................................................. 26 Figure 13 - Phases 1 and 2 of NSR.................................................................................................. 35 Figure 14 - Original trip. ................................................................................................................... 49 Figure 15 – Trip including a stop at the Food Store. ......................................................................... 50 Figure 16 – Example change in trip matrix for a pass by trip. ............................................................ 50 Figure 17 – Original trip. .................................................................................................................. 50 Figure 18 – New trip, diverting into the new, closer food store. ......................................................... 50 Figure 19 – Example change in trip matrix for diverted trip. .............................................................. 51 Figure 20 – 2030 AM and PM Peak Traffic Flows ............................................................................. 55 Figure 21 - Traffic flows for A392 East Road and the A3058 south-bound ........................................ 56 Figure 22 - Port Four Turns aerial photograph ................................................................................. 60 Figure 23 - Proposed Hendra Roundabout Design Sketch ............................................................... 62 Figure 24 - Indicative Junction Layout – Town Centre Signals .......................................................... 65

Tables Table 3.8-1 – Accident Analysis for Henver Road ............................................................................ 28 Table 3.9-1 – Accident Analysis for Quintrell Road ........................................................................... 29 Table 3.10-1 – Accident Analysis for Section 3................................................................................. 30 Table 3.11-1 – Accident Analysis for Trencreek Road and Trevenson Road ..................................... 31 Table 3.12-1 – Accident Analysis for A392 East Road from Quintrell Downs to White Cross ............. 32 Table 3.13-1 – Accident Analysis for A392 from White Cross to A39 ................................................ 33 Table 5.4-1 – Summary of residential committed development ......................................................... 41 Table 5.4-2 – Summary of Future Residential Development ............................................................. 42 Table 5.4-3 – Summary of Nansledan Residential Development ...................................................... 43 Table 5.4-4 – Overall Summary of Residential Dwellings Assessed ................................................. 43 Table 5.5-1 – Summary of Non-Residential Committed Developments ............................................. 44 Table 5.5-2 – Summary of Non Residential Nansledan Development ............................................... 45 Table 5.5-3 – Overall Summary of Non Residential Development Assessed..................................... 46 Table 5.7—1 - Person Trip Rates for each land use class ................................................................ 47 Table 5.7—2 - Vehicle Trip Rates For Specific Land Use Classes .................................................... 47 Table 5.8—1 - Modal Split For Residential and Commercial Developments ...................................... 48 Table 5.8—2 - Modal Split For Retail Developments ........................................................................ 48 Table 5.9—1 - Vehicular Trip Rates ................................................................................................. 49 Table 5.9—2 - Agreed Quintrell Road Development Trip Rates ........................................................ 51 Table 5.10—1 – Alternative Planning Assumptions Applied (Ward 15UG2) ...................................... 52 Table 5.10—2 - Tempro growth factors ............................................................................................ 52 Table 5.10—3 - HGV growth rates ................................................................................................... 52 Table 5.11—1 - August Seasonality Factors .................................................................................... 53 Table 6.2—1 – Two-way peak hour flows for the A392 East Road.................................................... 57 Table 6.2—2 – Two-way peak hour flows for the A3058 south of Quintrell Downs ............................ 57 Table 7.1—1 - Existing Junctions Modelling Scenarios..................................................................... 59


Table 7.2—1 - Porth Four Turns ARCADY Modelling Results........................................................... 61 Table 7.3—1 – Quintrell Road / Rialton Road PICADY Modelling Results ........................................ 62 Table 7.4—1 – Proposed Hendra Roundabout Modelling Scenarios ................................................ 62 Table 7.4—2 - Proposed Hendra Roundabout ARCADY Modelling Results ...................................... 63 Table 7.7—1- NSR / Rialton Road Modelling Scenarios ................................................................... 64 Table 7.6—2 - Proposed NSR / A3059 Rialton Road Junction PICADY Modelling Results ............... 64 Table 7.7—1 - NSR Western Arm / Trevenson Road Junction PICADY Modelling Results ............... 64 Table 7.9—1 - Town Centre Signals Modelling Scenarios ................................................................ 66 Table 7.8—2 - Proposed Town Centre Signals performance summary statistics ............................... 66 Table 7.10—1 - Church Street / Henver Road junction PICADY Modelling Results ........................... 67 Table 7.11—1 - Treloggan Roundabout ARCADY Modelling Results ............................................... 68 Table 7.12—1 – Junction Modelling Summary ................................................................................. 69 Table 8-1 - Journey time analysis for the 2030 DM and DS scenarios ............................................. 71 Table 9-1 - Total Vehicle Construction Movements .......................................................................... 74

Appendices

Appendix 1 – Bus Routes Appendix 2 – PIA Scatter Plots Appendix 3 – Raw PIA Data Appendix 4 – Nansledan Drawing and Schedule Appendix 5 – Committed Developments (from Cornwall Council) Appendix 6 – SATURN Capacity Maps Appendix 7 – ARCADY Modelling Results Appendix 8 – PICADY Modelling Results Appendix 9 – LinSig Modelling Results Appendix 10 – Journey Time Analysis


EXECUTIVE SUMMARY

Introduction Parsons Brinckerhoff has been commissioned by the Duchy of Cornwall (DoC) to prepare a Transportation Assessment (TA) to be submitted as part of the planning application for Phase 2 (also referred to as 2, 2a and 3) of the Newquay Strategic Route (NSR), a new road in Newquay.

Phase 1 of the NSR was submitted for planning in July 2012 and comprises a highway extending from the A392 Hendra Road to a point 100m south of the Newquay to Par rail line. Phase 2 builds on Phase 1 and continues the route north over the railway line via a bridge before turning north east and connecting with Quintrell Road and Rialton Road to the north. A separate section of the NSR will link the route north of the Chapel Stream with Trevenson Road in the west.

The delivery of Phase 2 of the NSR serves a strategic function within the wider area in providing an alternative route for vehicles travelling across Newquay and forms links with communities on the outskirts of Newquay. The NSR would also act to facilitate and serve future development within Newquay, including the Nansledan settlement, also known as the Newquay Growth Area (NGA).

Whilst this TA takes into account traffic associated with Nansledan, committed development and general background growth, it should be noted that the current application is for Phase 2 of the NSR (i.e. the road only). In itself it will not result in any additional trips on the local highway network and will only allow traffic to distribute across the network using different routes.

Although future developments are taken account of within this TA in terms of likely traffic levels and distributions, no account is taken of any uncommitted mitigation works or highway improvements. These are matters that would be addressed within individual planning applications.

Strategic modelling is provided that includes the impact of committed and allocated future developments, including Nansledan and the Newquay Airport Aerohub.

Strategic modelling is used to determine the impact of the NSR on the local highway network, in particular its effect on journey times on key routes, traffic levels at key points and also to identify likely future areas where congestion may occur. Individual models are then included for junctions agreed as part of the scoping process and for those identified as likely congestion points.

Summary This TA demonstrates that:

The implementation of Phase 2 of the NSR is in-line with local and national planning and transport policies and aspirations;

There is no existing pattern of road accidents in the area that is likely to be adversely affected by the construction of Phase 2 of the NSR;

The NSR will facilitate future pedestrian, cycle and public transport links;

Of the individual junctions modelled, there are likely to be future congestion issues at the following junctions:

Porth Four Turns

Church Street / Henver Road Priority Junction

Henver Road / Chester Road Signals

Hillgrove Road / Chester Road Priority Junction


The issues at the above junctions result from future developments rather than the NSR and will need to be mitigated as part of future planning applications;

Whilst not required by the NSR, improvement schemes can be delivered within the highway boundary for:

Porth Four Turns


For the two Chester Road junctions, the signal timing could be amended to prioritise Henver Road and discourage rat running along Chester Road.

The performance of the Mount Wise / Berry Road / St Thomas Road / Trenance Road signals is marginally improved in the PM peak by the introduction of the NSR.

Journey times are generally similar to those examined in the “Do Minimum” scenarios, with some being significantly improved and others being marginally lengthened (generally by less than 1.5 minutes);

It is therefore concluded that the Phase 2 of the NSR is suitable to serve future development within Newquay and will help this development to be implemented without significant detriment to the operation of the local highway network.

It is however identified that there is likely to be a need for future development-related mitigation works at key points on the local highway network.

This sheet is intended as a summary only


1 BACKGROUND

1.1 Introduction

1.1.1 Parsons Brinckerhoff has been commissioned by the Duchy of Cornwall (DoC) to prepare a Transport Assessment (TA) to be submitted as part of the planning application for a new road in Newquay, known as the Newquay Strategic Route (NSR) Phase 2.

1.1.2 This planning application builds on a previously approved planning application (PA12/06962) for Phase 1 of the NSR. The Phase 1 scheme comprises a highway extending from the A392 Hendra Road to a point 100m south of the Newquay to Par Railway Line. Phase 2 builds on Phase 1 and continues the route north over the railway line via a bridge before turning right and connecting with Quintrell Road and Rialton Road to the north. A separate section of the NSR will link the route north of the Chapel Stream with Trevenson Road in the west.

1.1.3 The NSR has a strategic function within the wider area as it would provide an alternative route for vehicles travelling across Newquay and from links with communities on the outskirts of Newquay. The NSR would also act to serve proposed development within Newquay, including the settlement of Nansledan, also known as the Newquay Growth Area (NGA).

1.1.4 Nansledan is a proposed urban extension situated to the east of Newquay which has been identified by Cornwall Council as a suitable site 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 (see Figure ).

1.1.5 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.

1.1.6 The construction of the NSR will be phased as funding and the need for infrastructure comes forwards. A detailed planning application has been approved for the first section of the NSR (Phase 1), which includes a new junction on the A392 and a link from this junction ending south of the railway line. This TA assesses the impact of both Phase 1 and Phase 2 of the route and forms part of the planning submission for Phase 2 of the NSR.

1.1.7 It should be noted that the sections of road proposed by the planning application which this TA supports do not include the full NSR. The application excludes sections of the NSR which already have consent, both at Phase 1, and a 300m section of the NSR stemming from a junction on the Quintrell Road. However, for the purpose of the assessment, the TA describes and assesses all sections of the NSR north of Phase 1 as Phase 2.

1.1.8 Separate planning permissions are being sought for development in Nansledan separately.

1.1.9 Whilst this TA takes into account traffic associated with Nansledan, committed development and general background growth, it must be remembered that the NSR itself will not result in any additional trips on the local highway network and will only allow traffic to distribute across the network using different routes.

1.1.10 Although future, as yet un-committed, developments are taken account of within this TA in terms of likely traffic levels and distributions, no account is taken of any


uncommitted mitigation works or highway improvements. These are matters that would be addressed with individual planning applications.

1.1.11 It can therefore be considered that the journey times and junction impacts presented within this report represent a robust, worst-case assessment, as mitigation works associated with individual developments are likely to improve the operation of the local highway network under predicted future traffic levels.

1.2 Study Area

1.2.1 The study area for this Transport Assessment, the location of Phase 1+2 of the proposed Newquay Strategic Route and land identified as the Newquay Growth Area are shown in Figure 1.

1.2.2 The NSR will facilitate future development in the Newquay Growth Area and deliver the settlement of Nansledan, which includes a large area owned, and proposed for development by the Duchy of Cornwall, which has undertaken a previous masterplanning exercise for the development site.

Figure 1 – Location of the Newquay Growth Area and the NSR

Image from Google Earth Licence Key: JCPMUZR2QCHE23K

NSR – Phase 1

NSR – Phase 2

Study Area

NSR

Growth Area


1.2.3 In addition to traffic associated with Nansledan, the NSR is also required to help manage the additional demand associated with the proposed development aspirations for the Newquay Airport Local Enterprise Zone. Future development of the Airport and Aerohub is expected to deliver up to 215,000m2 of employment land by 2030. The traffic associated with such a large-scale development is expected to have a material impact upon the Newquay highway network; this is accounted for within this Transport Assessment.

1.2.4 The NSR will affect the distribution of traffic and trips made in the local area, and create new opportunities for sustainable travel by utilising the latest in urban design to provide means of access for pedestrians, cyclists and public transport.

1.3 Environmental Impact Assessment

1.3.1 In addition to this TA, a separate Environmental Impact Assessment (EIA) is being undertaken as part of the scheme which will provide an assessment under the Design Manual for Roads and Bridges (DMRB), for pedestrians, cyclists, equestrians and community effects. The assessment will use this TA to identify proposed routes, community facilities and catchment areas within Nansledan for the future year of 2030. In terms of traffic modelling and engineering, the EIA assessment will detail changes to journey times and the effect that factors such as noise and air pollution will have upon the amenity of the surrounding area.

1.3.2 The EIA also addresses community severance, and will estimate the number of people whose journey will be affected and identify the presence of any vulnerable groups such as children or the elderly. The assessment will include vehicular traffic, pedestrians, cyclists and equestrians.

1.4 Scope of Report

1.4.1 Prior to the commencement of the Transport Assessment for Phase 1, the brief for the assessment was agreed with Cornwall Council. This report, the Phase 2 TA, will adopt the same structure:

Section 2 – Policy Context;

Section 3 – Existing Situation;

Section 4 – Description of Route;

Section 5 – Modelling Methodology;

Section 6 – Traffic Impact Assessment;

Section 7 – Junction Impact Assessments;

Section 8 – Journey Time Analysis;

Section 9 – Construction Traffic (additional section to agreed scope);

Section 10 – Summary and Conclusions.


2 POLICY CONTEXT

2.1 Background

2.1.1 This section reviews the national, regional and local transportation policies that are relevant to the proposed NSR development.

2.2 National Policy Context

National Planning Policy Framework (NPPF)

2.2.1 The NPPF (March 2012) sets out the Government’s economic, environmental and social planning policies for England. These policies articulate a national strategy for sustainable development. The Government intends that this vision should be interpreted and applied locally to meet local aspirations.

2.2.2 As part of the simplification of the planning process, the National Planning Policy Framework came into effect in March 2012 and replaced most of the existing Planning Policy Statements (PPSs) and Guidance Notes (PPGs) with immediate effect.

2.2.3 The main aims of the NPPF are:

That sustainable development embraces social and environmental as well as economic objectives and does so in a balanced way;

Councils should look for net improvements on all dimensions of sustainability;

The presumption in favour of sustainable development;

Recognises the intrinsic value and beauty of the countryside (whether specifically designated or not);

Requires local authorities to allow for a 5% ‘contingency’ of housing supply over and above 5 years already required or 20% where a local authority has consistently missed its housing targets.

2.2.4 Chapter 4 of the NPPF sets out how transport should be considered within the context of planning decisions and sustainable development. The framework states that encouragement should be given to solutions which offer to reduce congestion and serve to facilitate the use of sustainable transport.

2.2.5 The NPPF supersedes the information contained within PPG 13 ‘Transport’. One of the most notable changes is the abolition of maximum parking standards. The NPPF states that Local Highway Authorities should set maximum standards in line with the principles of sustainable development.

2.2.6 The NPPF states that local authorities should “develop strategies for the provision of viable infrastructure necessary to support sustainable development”. This is of particular relevance to the NSR as the scheme serves as an enabler to development in Nansledan.


Guidance on Transport Assessment (2007)

2.2.7 The DCLG / DfT document ‘Guidance on Transport Assessment’ (2007) echoes the NPPF which states that new developments should contain either a Transport Statement or a Transport Assessment (TA) as part of the planning application. It goes on to define a TA stating that consideration should be given to encouraging sustainable access, managing the existing network and mitigating residual impacts. It also states that the goal of a TA is to anticipate the transportation impacts, improve accessibility and safety for all transport modes whilst putting emphasis on walking, cycling and public transport.

2.2.8 All of the above documents emphasise the need to manage future travel demand and to encourage the use of public transport, walking and cycling as viable alternatives to the car. These areas are all addressed within this TA, and this guidance is strongly supported by the proposed NSR development.

Manual for Streets 2

2.2.9 Manual for Streets (MfS) 2 is a best practice document produced by the Chartered Institution of Highways and Transportation and builds on the guidance outlined in MfS 1, setting out the principles for good urban design on streets that are busier or non-trunk roads.

2.2.10 It is envisaged that the progression of the NSR will facilitate a new network of local streets, all with a high quality of finish in keeping with the principles of MfS 2. This will maximise the opportunities for sustainable travel and seek to promote sustainable travel behaviour. A hierarchy will be applied throughout Nansledan that means the provision of access for pedestrians, cyclists and public transport users will be put before access by private motor vehicle.

2.2.11 MfS 2 supports the development of the NSR by stating that: “In order to achieve connected growth, urban extensions should link in to the surrounding network of local and strategic routes. Developments with only one or two means of access should be avoided as they segregate existing and new development, and do not provide for good walking and cycling connections.”

2.3 Local Policy Context

Draft Cornwall Local Plan

2.3.1 Cornwall Council is currently in the process of preparing a Local Plan for the County, The Cornwall Local Plan: Strategic Policies Proposed Submission Version was referred to a special meeting in February 2013. The content of this document provides a strong indication of the future planning policies of CC.

2.3.2 Once adopted, the Local Plan will provide a strategic direction to future growth and development within Cornwall. The current draft focuses on the principles of sustainable development, particularly on environmental enhancement and improving economic productivity across the region.


2.3.3 The Newquay and St. Columb Community Network Area (CNA) Discussion Paper was prepared as part of the previous draft Core Strategy, provides a Preferred Approach and sets out the draft Newquay Town Framework (NTF). The NTF examines the strategic options for Newquay, identifying Newquay Urban Extension (Nansledan) as the largest potential mixed use development site for the town.

No. Policy Description and Objectives Achievement of Policy Objectives

Policy 1 Presumption in favour of sustainable development

When considering development proposals the Council will take a positive approach that reflects the presumption in favour of sustainable development contained in the National Planning Policy Framework and set out by the policies of this Local Plan.

We will work with applicants to find solutions which mean that proposals will be approved wherever possible, and to secure development that improves the economic, social and environmental conditions in the area.

Planning applications that accord with the policies in this Local Plan and supporting Development Plan and Supplementary Planning Documents (including, where relevant, with policies in Neighbourhood Plans) will be regarded as sustainable development and be approved, unless material considerations indicate otherwise.

Where there are no policies relevant to the application at the time of making the decision the Council will grant permission unless material considerations indicate otherwise – taking into account whether:

a) Any adverse impacts of granting permission would significantly and demonstrably outweigh the benefits, when assessed against the policies in the National Planning Policy Framework taken as a whole; or

b) Specific policies in that Framework indicate that development should be restricted.

The NSR will enhances the transport network, and the movement of vehicles in this part of Newquay improving the transport issues experienced by existing users of the highway network. The NSR is also an essential to delivering the Duchy’s ‘Nansledan’ proposals for the development of the Newquay Growth Area. Sustainable methods of transport will be a key part of the design of the Nansledan development, and this scheme will be integrated with these proposals.

Policy 2 Key targets and Spatial Strategy New development should provide the most sustainable approach to accommodating growth; making the best use of infrastructure and services whilst respecting the character of Cornwall. Overall, development should seek to*:

1. Improve conditions for business and investment providing for an overall increase of over 50,000 jobs supporting the provision of better paid full-time employment opportunities.

5. Positively manage new development in Cornwall through high quality design demonstrating a cultural, physical and aesthetic understanding of its location and the protection, enhancement and mitigation of environmental assets, appropriate and proportional to their value and wherever possible, adaptation to climate change.

7. Re-enforce the spatial strategy of a continued dispersed development pattern providing homes and jobs, in a proportional manner, where they can best sustain the role

The NSR will increase economic activity by enhancing the road network in Newquay and is essential for the delivery of the NGA and to providing improved links with the emerging Newquay Aerohub employment site. A high quality transportation network will be a key part of encouraging



and function of local communities in towns and villages and that of their catchment as set out in this Plan’s Community Network Area based policies and subsequent Neighbourhood Plans.

8. Reflect the importance to the strength of Cornwall’s economy as a whole, through;

b) optimising the economic opportunity and maximises existing linkages in mid-Cornwall by:

iv. supporting the Newquay Cornwall Airport and the Aerohub Enterprise Zone through improved linkages as an economic catalyst for the wider Newquay area and beyond.

g) supporting town centres, housing renewal and regeneration.

*irrelevant policies omitted for brevity

people to view Newquay as a good place to do live and do business, supporting the regeneration of the town.

Policy 28 Infrastructure

1. New development must be supported by appropriate infrastructure provided in a timely manner. The Council will continue to work in partnership with infrastructure providers and other delivery agencies to keep an up to date infrastructure delivery plan that will enable proposals, in accordance with the spatial objectives, to be brought forward.

2. Developer contributions, as a Community Infrastructure Levy and based on the strategic viability assessment, will be sought to ensure that the necessary physical, social, economic and green infrastructure is in place to deliver development. Contributions will be used to mitigate the adverse impacts of development (including any cumulative impact).

3. Developers will, in addition, be required to provide on-site mitigation measures or make financial contributions for site specific infrastructure provision not in the Regulation 123 list, including maintenance and management contributions, to be negotiated on a site-by-site basis.

4. Unless it can be demonstrated that it is not feasible to do so, the Council will seek to ensure all ‘allowable solutions’ or ‘biodiversity off setting’ payments are invested in projects within Cornwall with priority given to projects which achieve multiple benefits.

The NSR will provide greater access to services and facilities and importantly Nansledan, by providing additional, and enhancing the existing transport network, particularly footpaths and cycleways.

PP8

Newquay and St Columb CNA 1. Development will be permitted where it can be demonstrated that the following priorities for Newquay can be satisfied:

a) The protection of the vitality and viability of Newquay town centre through the promotion of retail, office and leisure uses. Proposals for change of use or redevelopment will only be permitted within the Primary Shopping Area if the proposal adds to the attractiveness of the centre and

The NSR supports the development of Nansledan, which is in turn key to delivering the CNA’s target of delivering local housing, and employment in Newquay. The



does not reduce the predominance of A1 retail use;

b) The provision of around 10,650sqm of B1a office accommodation and 12,150sqm of Industrial space has been identified. This has the potential of accommodating 900 jobs in the CNA over the plan period;

c) Employment proposals should aim to support diversification of the economy of Newquay and upskill the work force. Proposals should aim to provide linkages to the Enterprise Zone Aerohub at Newquay Cornwall Airport;

d) The provision of around 3,000 dwellings in the period up to 2030. To be identified in the Cornwall Towns Allocations DPD;

e) Restoration of heritage assets in the town;

f) The prioritisation of sustainable transport measures to reduce congestion;

g) Maintain and enhance the stock of tourist accommodation and facilities in Newquay with an aim to provide improvements and conditions that support extension to the tourist season.

2. In the remainder of the Community Network Area development will be permitted where it supports the following priorities:

a) The provision of around 600 dwellings in the period up to 2030. Additional housing and employment growth with a focus on St Columb Major;

b) Development should help rebalance the communities by providing facilities, economic development or housing for local needs of a scale that is appropriate to the settlement and reduces the need to travel;

c) Development should deliver community benefits in the form of affordable housing for local people and contributions to requirements for facilities, services and infrastructure identified locally.

amount of housing and employment land required will now be identified in the new Local Plan.

Newquay and St Columb Community Network Area Discussion Paper - NC 6

Newquay Town Framework – 6.5 Mixed Use Development Sites, Newquay Urban Extension Site: Newquay Growth Area (211ha)

The site mainly lies within Chapel Valley, a shallow contained basin to the east of Newquay. The site is adjacent to the existing urban fringe. The site crosses the ridge, along which runs the A3058, to fields lying to south and east of St. Columb Minor. There are two public rights of way across the site. The site has no environmental designations. The site is prominent only from the urban fringe and roads that bound it to the north and south.

The Chapel Stream has been identified as having flood risk, development adjacent to the identified flood-zone would need to mitigate against this.

The proposed scheme will support the delivery of the Nansledan as a strategic housing site for Newquay, and will enable the Council’s to deliver on its vision for the growth of Newquay.



The site is large and provides significant land area to sustain a new neighbourhood centre as well as a series of local centres. There are opportunities for new highway infrastructure to create connections both north to south and east to west that will improve connectivity into Newquay town centre for vehicles and pedestrians.

The site has capacity to delivery approximately 3,800 dwellings (at 60% of total land area and 30 dwellings per hectare [dph]), including the existing permission at Quintrell Road. The aim for the development of the Growth Area is to deliver a significant amount of employment land to achieve a balanced mixed use scheme of employment and homes. A timeframe for delivery of development in the Growth Area by the major landowner is in the region of 40-50 years.

LTP3: Connecting Cornwall: 2030 (2011)

2.3.4 ‘Connecting Cornwall: 2030’ is Cornwall Council’s third local transport plan (LTP3) and was adopted by Cornwall Council on the 1st April 2011. The LTP3 sets out the priorities for local transport schemes to 2030.

2.3.5 The Connecting Cornwall document sets the transportation strategy over the next 20 years, and considers improvements to the transport network and services and how these may be delivered. The strategy aligns with the Sustainable Community Strategy and Local Development Framework, to produce an integrated strategy for sustainable travel across Cornwall, as well as planning for future sustainable development.

2.3.6 The key aims of Connecting Cornwall are:

Tackling climate change

Supporting economic prosperity

Respecting and enhancing the environment

Encouraging healthy active lifestyles

Supporting community safety and individual wellbeing

Supporting equality of opportunity

2.3.7 The NSR will contribute in each of these areas by providing high quality pedestrian, cycle and public transport facilities (including a potential connection to a future park and ride site) and facilitating economic and housing growth.

2.3.8 The proposed Newquay Strategic Route aims to support the objectives set out in the LTP3 in that it supports development within the Newquay Growth Area which would provide the opportunity to allow local residents to live and work locally and therefore reduce the need to travel to employment.

2.3.9 The provisions being made for pedestrians and cyclists as part of the development proposal, along with the proposed public transport connections through the growth area, will provide sustainable links to employment, education establishments and leisure facilities.


2.3.10 Section 6.2 of ‘Connecting Cornwall 2030: Implementation Plan 2011-2015’, lists 'Trencreek Relief Road Phase 1' (the former name given to Newquay Strategic Route) amongst strategic schemes that benefit Cornwall as a whole or wide areas of Cornwall that address identified constraints and deliver wider priorities. It is also listed as a Convergence Scheme in Appendix B (Connecting Cornwall funding programme 2011-2015). Phase 2 of the NSR is listed in Appendix C (Medium and Long Term Schemes for consideration in future delivery programmes) as a scheme to address congestion and traffic routing within Newquay, and facilitate improvements to rail connections to Truro.


2.4 Planning Context

Newquay Growth Area Sustainability Strategy (2009)

2.4.1 As set out in paragraph 1.1.4 above, Nansledan is one of the key development sites in the local area. The Duchy of Cornwall is the majority landowner of the site and has prepared a series of documents to ensure that development on the Growth Area will champion sustainable development environmentally, socially and economically.

2.4.2 On 14th February 2007, The Duchy of Cornwall announced a comprehensive sustainability strategy for Nansledan (then known as the Newquay Growth Area). This was submitted to the then planning authority, Restormel Borough Council, to be considered as part of the forthcoming Independent Examination of the Borough Council’s Core Strategy. The strategy was updated in 2009.

2.4.3 The Sustainability Strategy for Nansledan identifies a number of objectives. These include the control and minimisation of carbon emissions, and enabling and encouraging sustainable lifestyles.

2.4.4 One of the main areas where carbon emissions can be reduced is from energy used in transport. The document identifies that a good transport strategy can have significant impact on reducing the need to travel.

2.4.5 The Strategy details the need to promote public transport, opportunities for cycling and use of pedestrian routes. It goes on to state that no dwelling should be more than 400m from a bus stop.

Newquay Growth Area Transport Principles (2009)

2.4.6 The Newquay Growth Area Transport Principles document was prepared by the Duchy of Cornwall and submitted to the former Restormel Borough Council on the 14th February 2007 and updated in 2009. Whilst its current status is unclear, it does provide valuable guidance as to the principles behind the planning for the Growth Area. The document discusses the transport features likely to be associated with Nansledan, identifying the transport infrastructure required to assist in meeting the aims of Nansledan development.

2.4.7 The document contains information on the Trencreek relief road (a scheme now superseded by the NSR), a scheme designed to provide traffic relief to Trencreek village by providing an alternative route through the growth area to provide relief to Trencreek village.

2.4.8 It is desirable, from a safety perspective, that the existing railway crossing on Trencreek Road be closed and a new, grade-separated crossing be situated close by on the relief road. The current design of the NSR includes a bridge over the railway line which is expected to enable the closure of the crossing in Trencreek village. This would result in the existing Trencreek Road being limited to providing access to the properties that it serves rather than acting as a through route.

2.4.9 The Newquay Growth Area, within which the route is situated, will comprise new communities and facilities which will use the route. The Transport Principles for Newquay Growth Area set out the approach to transport infrastructure, and include prioritising pedestrians and access to public transport.

2.4.10 The NGA Transport Principles document states that any new junction between the Trencreek Relief Road and Trevenson Road should have restrictions so that vehicles from Nansledan cannot enter the residential area. This has the effect of reducing


traffic flow through Trencreek Village although access from Trencreek Village into NGA should be retained.


3 EXISTING SITUATION

3.1 Introduction

3.1.1 This section of the report discusses the existing transportation infrastructure and access within the study area. Information is provided with respect to the current provision for pedestrians, cyclists and public transport, in addition to the current highway network surrounding the site.

3.1.2 The majority of Nansledan is currently a green-field site therefore the current access through the site for pedestrians, cyclists and public transport users is limited. Where appropriate, this section of the report will detail the existing provision in proximity to Nansledan.

3.1.3 There are a number of communities on the outskirts of Newquay located in the vicinity of the Newquay Strategic Route, including Quintrell Downs, St Columb Minor, Trencreek and Tretherras. There are a range of facilities within these communities including schools, retail outlets and leisure facilities which would generate journeys on foot, by cycle or vehicle.

3.1.4 Newquay is a popular holiday destination with a range of local leisure facilities which attract high visitor numbers in the summer months.

3.2 Pedestrians

3.2.1 As set out in Section 5, local Census statistics indicate that 21.4% of journeys to work in Newquay are undertaken on foot.

3.2.2 The existing provision of access to Nansledan for pedestrians is varied. There is a mixture of residential roads with wide footpaths and pedestrian crossing facilities to a number of narrow footpaths or no formal pedestrian provision.

North Access

3.2.3 Access to the north of Nansledan is along Henver Road (Figure 2). Henver Road contains a mixture of residential dwellings and commercial retail development. The street is of an urban character with pedestrian footways running either side of the road along its length from Porth Four Turns to the Rialton Road junction to the east.

Figure 2 – Henver Road



3.2.4 The A392 West Road features a continuous footway on the west-bound carriageway which the links Quintrell Downs to the Hendra Holiday Park (Figure 3 and Figure 4). There is a break in the footway adjacent to the holiday park entrance (Figure 5) but the footway then resumes to the west of the holiday park all the way to the roundabout at Treloggan Road.

Figure 3 – West Road




3.2.5 The only provision for pedestrians on the eastbound carriageway of the A392 is between the Treloggan Roundabout and the priority junction for Trencreek Road.

3.2.6 Access to the west of Nansledan is via Trencreek Road and Trevenson Road. Pedestrian linkages along Trencreek Road are poor with no footways and a few small verges. The road is narrow in this location and any pedestrians are likely to conflict with traffic.

3.2.7 To the north of the level crossing on Trevenson Road pedestrian facilities are improved where there is footway provision on one or both sides of the road all the way to Porth Four Turns in the north (Figure 6). There are extensive traffic calming measures along this road, helping to keep vehicle speeds low.

Figure 6 – Trevenson Road

3.2.8 Along the eastern edge of Nansledan there is a continuous footway running from Rialton Road in the north to Quintrell Downs to the south. The footway is unsuitable for wheelchairs, pushchairs or mobility scooters as it is very narrow (Figure 7 and Figure 8). In order to use the footway, it also currently necessary to cross the road in an undesirable location close to a bend at North Way.

Figure 7 – Quintrell Road

Figure 8 – Quintrell Road


3.3 Cyclists

3.3.1 There are currently a number of cycle routes in proximity to Nansledan as part of the Cornish Way.

3.3.2 The Cornish Way cycle route runs through Newquay and travels through Cornwall from Bude in the north to Land’s End in the south west. The route splits at Bodmin, with one section going via Padstow to the north and another section going via St Austell to the south. A location map of the Cornish Way in relation to Nansledan is illustrated in Figure 9. The purple sections represent on-road parts of the route and the green sections are segregated from highway traffic.

Figure 9 – Cornish Way cycle route in relation to Nansledan

3.3.3 As set out in Section 5, local Census statistics indicate that 2.5% of journeys to work in Newquay are undertaken by bicycle.

3.4 Public Transport

Rail Services

3.4.1 As set out in Section 5, local Census statistics indicate that 0.1% of journeys to work in Newquay are undertaken by rail.

3.4.2 The rail service within Newquay is along the Par-Newquay branch line, known as The Atlantic Coast Line. Stations situated along this line are located at Par, Luxulyan, Bugle, Roche, St Columb Road, Quintrell Downs and Newquay. Newquay is the terminus of the line.


3.4.3 There are services running approximately 2 hourly from Monday – Friday, with reduced services on a Sunday. Additional services are run during the summer months.

Bus Services

3.4.4 As set out in Section 5, local Census statistics indicate that 3.3% of journeys to work in Newquay are undertaken by rail.

3.4.5 Bus routes within the area are service numbers 90, 505, 510, 251, 527, 547, 556, 586, 597 & 559. A map of the bus routes around Newquay is displayed in Appendix 1.

3.4.6 Changes to the existing bus services to cater for Nansledan are likely to be brought forwards under the planning applications for development in Nansledan. The NSR is designed to accommodate bus movements and potential service improvements are discussed briefly in Section 4.4.

3.5 Sustainable Transport Summary

3.5.1 The existing pedestrian, cycle and public transport facilities within the study area are of a variable standard.

3.5.2 The NSR will provide new pedestrian and cycle routes and could also be used as a public transport corridor. Although the NSR itself will not create any additional demand for these facilities, new pedestrian and cycle routes will be provided as part of the NSR scheme and there is the potential for the route to be used as a public transport corridor.

3.5.3 To ensure that development within Nansledan can proceed in a manner that encourages sustainable travel behaviour, it is essential that land adjoining the NSR can be made available if required to allow for the provision of future sustainable transport facilities.

3.5.4 With regards to deficiencies in the existing walking and cycling infrastructure surrounding Nansledan, it is recommended that these are addressed by future planning applications.

3.6 Traffic Flows

3.6.1 The adjacent roads to Nansledan serve a strategic purpose, linking Newquay with the A30 trunk road to the east for destinations outside of Cornwall and the A3075 to the south west to Truro and the far west of Cornwall.

3.6.2 Cornwall Council has a validated 2010 SATURN traffic model for the Newquay area for the AM and PM peak hours of 08:00 – 09:00 and 17:00 – 18:00 for a traffic neutral weekday. There is also a seasonally adjusted model reflecting the summer months. The seasonally adjusted model is based on an uplift factor derived from local traffic counts.

3.6.3 The SATURN model has been used to predict the impact of future development in Nansledan and the local highway network. Detail on the methodology for this is contained within Section 5 of this report.

3.6.4 Figure 10 illustrates the existing traffic flows on the highway network around Nansledan in the AM and PM peak hour on a traffic neutral weekday.


Figure 10 – 2010 Base Year Traffic Flow around Nansledan

3.7 Accident Analysis

3.7.1 Personal Injury Accident (PIA) data was obtained from Cornwall Council. The data obtained was the most recent data available covering a five year period from 01/07/2007 to 30/06/2012.

3.7.2 Through discussions with Cornwall Council, it was determined that the study area should encompass the highway network surrounding Nansledan and also the A392 to Halloon, as there is a known accident problem within this area.

3.7.3 The proposed study area for the accident analysis is detailed in Figure 11 and Figure 12.

3.7.4 The study area for the accident analysis is divided into the following sections of highway (including junctions):

Section 1: Henver Road from Porth Four Turns to Rialton Road;

Section 2: Quintrell Road;

Section 3: A392 West Road from Quintrell Downs to Trencreek Road;

Section 4: Trencreek Road and Trevenson Road;

Section 5: A392 East Road from Quintrell Downs to White Cross;

Section 6: A392 from White Cross to the A39.

AM PEAK HOUR

PM PEAK HOUR

2010 Base Year Traffic Flows

A3059 Rialton Road

A3058 Quintrell Road

A392 West Road

A392 East Road

A3058 Trevenson Road

A3058 Henver Road


3.7.5 There were no recorded PIAs within the 5 year study period at the A392 / Treloggan Road junction.

Figure 11 - Accident Analysis Study Area (West)

Figure 12 - Accident Analysis Study Area (East)

3.7.6 Scatter plots identifying the location of each PIA are provided in Appendix 2. The raw accident data is provided in Appendix 3.

3.7.7 The remainder of this chapter examines the causation of the PIAs over the 5 year study period for each section of highway.

Extent of accident study area

Extent of accident study area




3.8 Section 1

3.8.1 Section 1 of the study area covers Henver Road from the Trevenson Road / Porth Way double roundabout junction to Rialton Road and includes the Porth Four Turns, Porth Bean Road, Church Street and Rialton Road junctions.

3.8.2 A summary of the PIAs in section 1 throughout the 5 year study period is provided in Table 3.8-1.

3.8.3 There were a total of 23 PIAs recorded within this section; of which 21 were recorded as slight in severity and two were recorded as serious.

3.8.4 One accident recorded as serious involved a pedestrian being hit by a motorist at the Henver Road / Porth Bean Road junction (no. 10).

3.8.5 Eight of the accidents within this study were as a result of conflicting movements at junctions or private driveways and four were classified as rear shunt accidents. Two of the accidents involved only one vehicle and were attributed to a loss of control.

3.8.6 Further inspection of the data identified that pedestrians were involved in six of the 23 accidents within this section of highway network; although one of these was a result of a pedestrian deliberately running into the flow of oncoming traffic.

3.8.7 From examination of the accident data provided, it is not considered that the level of accidents occurring within this section of the study area is of a level which requires additional investigation.


No. Description Severity Time Conditions

Porth Four Turns

1 Motorist collided with pedestrian Slight 16:15 Dry Daylight

2 Pedestrian hit by bus/coach Slight 08:45 Dry Daylight

3 Motorcyclist braked harshly to avoid collision and skidded and fell off motorcycle Slight 16:00 Wet/Damp Daylight

4 Collision between a motorist and a motorcycle at junction Slight 11:25 Dry Daylight

Henver Road from Porth Four Turns to Porth Bean Road

5 Rear shunt involving 3 vehicles Slight 15:30 Dry Daylight

6 Pedestrian ran (deliberately) into oncoming traffic Slight 15:30 Dry Daylight

7 Motorist hit pedestrian after overtaking parked school bus Slight 15:18 Dry Daylight

8 Motorcyclist lost control of vehicle causing them to fall off Slight 11:58 Wet/Damp Daylight

9 Rear shunt Slight 11:25 Dry Daylight

Porth Bean Road junction

10 Pedestrian hit by motorist Serious 18:09 Dry Dark

Porth Bean Road to Church Street

11 Collision between two vehicles after motorist in front indicated to turn into driveway Slight 13:30 Wet/Damp Daylight

Church Street junction

12 Rear shunt accident involving 3 vehicles Slight 09:06 Wet/Damp Daylight

13 Collision between two vehicles undertaking conflicting turning movements at junction Slight 11:20 Wet/Damp Daylight

14 Collision between motorist and cyclist at junction Slight 15:45 Dry Daylight

15 Collision between two vehicles undertaking conflicting turning movements at junction Slight 11:16 Dry Daylight

16 Hit and run driver knocked down pedestrian Serious 07:35 Dry Dark

Church Street to Rialton Road

17 Collision between two vehicles undertaking conflicting turning movements at Parklands Close junction

Slight 20:05 Dry Daylight

18 Rear shunt Slight 15:32 Wet/Damp Daylight

Rialton Road junction

19 Motorcyclist lost control of vehicle. No other vehicles involved. Slight 20:50 Dry Daylight

20 Accident involving 2 vehicles (No details on causation available)


21 Collision between two vehicles undertaking conflicting turning movements at Parklands Close junction


22 Collision between two vehicles after motorist exiting junction pulled out too early Slight 13:30 Dry Daylight

23 Collision between two vehicles after motorist failed to see parked car due to poor visibility (due to sunlight glare)


Table 3.8-1 – Accident Analysis for Henver Road


3.9 Section 2

3.9.1 Section 2 of the study area covers Quintrell Road from Rialton Road to Quintrell Downs.

3.9.2 A summary of the PIAs in section 2 is provided in Table 3.9-1.


24 Rear shunt incident involving 4 vehicles Slight 16:53 Dry Dark (no streetlights)

25 Collision between two vehicles travelling in opposite directions Slight 15:15 Dry Daylight

26 Rear shunt incident involving 4 vehicles Slight 11:30 Dry Daylight Table 3.9-1 – Accident Analysis for Quintrell Road

3.9.3 Throughout the 5 year study period, there were a total of three PIAs recorded within this section. All three were recorded as slight in severity.


3.10 Section 3

3.10.1 Section 3 of the study area covers the A395 West Road from Quintrell Downs to Trencreek Road and includes the Quintrell Downs roundabout and the West Road / Trencreek Road junction.

3.10.2 A summary of the PIAs in section 3 throughout the 5 year study period is provided in Table 3.10-1

3.10.3 Throughout the 5 year period, there were a total of 16 PIAs recorded within this section of highway (including junctions). All 16 PIAs were recorded as slight in severity.

3.10.4 There were 3 recorded PIAs within the study period which occurred at the Quintrell Downs roundabout. One of the accidents involved a motorist exiting the junction and then colliding with another vehicle. One of the PIAs involved a collision between a motorist and a motorcyclist on the junction, although it was recorded that the driver was distracted by events occurring inside the vehicle.

3.10.5 One incident involved the driver losing control of the vehicle at the junction - no other parties were involved.

3.10.6 There were six recorded PIAs at the West Road / Trencreek Road junction. All six were reported to be the result of conflicting turning movements at the junction, although one of the incidents appears to be attributed to the driver falling asleep at the wheel.




Quintrell Downs junction

27 Collision between motorist and motorcyclist at junction Slight 14:47 Dry Daylight

28 Collision between vehicle exiting roundabout and vehicle travelling in opposite direction Slight 22:12 Dry Dark

(streetlights)

29 Collision between two vehicles, motorist collided with parked car in poor weather conditions Slight 18:00 Wet/Damp Dark

(Streetlights)

Quintrell Road to Trencreek

30 Motorist lost control of vehicle. No other vehicles involved Slight 02:50 Frost/Ice Daylight

31 Accident as a result of vehicle attempting overtaking manoeuvre Slight 07:00 Wet/Damp Daylight

32 Accident involving 2 vehicles

(No details on causation available) Slight 11:15 Wet/Damp Daylight

33 Collision between two vehicles travelling in opposite directions Slight 17:09 Wet/Damp Dark (no

streetlights)

34

Collision between two vehicles travelling in opposite directions after one vehicle swerved to

avoid collision between vehicle turning into driveway

Slight 10:27 Wet/Damp Daylight


Trencreek Road junction





40 Collision between two vehicles undertaking

conflicting turning movements at junction (driver was reportedly asleep at wheel)


41 Collision between two vehicles after motorists signal failed to cancel. Slight 10:09 Dry Daylight

Treloggan Road Junction

42 Low impact rear shunt Slight 17:12 Wet/Damp Dark Table 3.10-1 – Accident Analysis for Section 3


3.11 Section 4

3.11.1 Section 4 of the study area examines the PIAs which occurred on Trencreek Road and Trevenson Road.

3.11.2 A summary of the PIAs in section 4 is provided in Table 3.11-1.


43 Collision between two vehicles where one vehicle had pulled over but was partially on carriageway


44 Collision between two vehicles undertaking conflicting turning movements at minor junction Slight 11:50 Wet/Damp Daylight


46 Rear shunt Slight 13:30 Dry Daylight

47 Pedestrian collided with side of a car outside school Slight 15:20 Dry Daylight

48 Collision between two vehicles undertaking conflicting turning movements at minor junction Slight 08:40 Wet/Damp Daylight

Table 3.11-1 – Accident Analysis for Trencreek Road and Trevenson Road

3.11.3 There were a total of six PIAs recorded within this section; all of which were recorded as slight in severity.

3.11.4 From further analysis of the raw accident data, it was identified that one of the five PIAs involved pedestrians.

3.11.5 From examination of the accident data provided, it is not considered that the level of accidents occurring within this section of the study area is of a level which requires additional investigation. Additionally, it should be noted that the provision of Phase 2 of the NSR would allow for the closure of the level crossing at Trencreek Road which would consequently reduce the level of traffic along this route.

3.12 Section 5

3.12.1 Section 5 of the study area examines the A392 East Road from Quintrell Downs to White Cross.


3.12.3 Throughout the 5 year period, there were a total of nine recorded PIAs; six were classified as slight in severity, two were classified as serious in severity and there was one fatal accident.

3.12.4 PIA number 60 was a fatal accident which involved a motorist being thrown from the vehicle after striking the near side hedge. No other vehicles were involved.

3.12.5 PIA number 61 was recorded as serious in severity and was the result of a motorist hitting a tree after mounting the verge. No other vehicles were involved in this incident.

3.12.6 The majority of the accidents were as a result of conflicts between vehicles at minor junctions or rear shunt accidents.




55 Collision at junction due to conflicting turning movements Slight 19:25 Wet/Damp Dark

56 Rear shunt accident involving 3 vehicles after failing to stop in time for queue of vehicles situated over brow of hill


57 Rear shunt accident involving 3 vehicles after failing to stop in time for queue of vehicles situated over brow of hill


58 Collision between car and HGV after car exited private driveway onto A392 into part of HGV. Slight 16:40 Wet/Damp Dark

59 Motorist collided with kerb to avoid colliding with vehicle in front Slight 17:45 Dry Daylight

60 Motorist collided with hedge and was thrown from vehicle. No other vehicles involved Fatal 06:40 Wet/Damp Daylight

61 Vehicle mounted verge and collided with tree. No other vehicles involved Serious 22:45 Dry Dark

62 Motorist collided with cyclist during overtaking manoeuvre Slight 07:40 Dry Daylight

63 Motorist was waiting to turn right when hit by a motorcyclist Serious 22:00 Dry Dark

Table 3.12-1 – Accident Analysis for A392 East Road from Quintrell Downs to White Cross

3.13 Section 6

3.13.1 Section 6 of the study area examines the A392 from White Cross to the A39 junction at Halloon.


3.13.3 There were a total of 18 recorded PIAs throughout the 5 year period; 14 were classified as slight in severity and 4 were classified as serious.



64 Collision between two vehicles travelling in opposite direction after one vehicle undertook an overtaking movement on a bend

Serious 13:49 Dry Daylight

65 Collision between vehicles travelling in opposite directions after one vehicle attempted to overtake a bus/coach on a bend


66 Rear shunt accident involving three vehicles Slight 09:05 Dry Daylight

67 Collision between two vehicles travelling in opposite directions after one vehicle veered into opposite lane Slight 13:51 Wet/Damp Daylight

68 Vehicle collided with hedge after losing control of vehicle on a bend. No other vehicles involved Slight 16:40 Dry Dark

69 Collision between two vehicles travelling in opposite directions (no further details) Serious 16:17 Dry Daylight

70 Motorist lost control of vehicle and collided with wall. Second vehicle was unable to avoid colliding with vehicle.

Slight 01:35 Dry Dark

71 Rear shunt accident involving two vehicles after lead vehicle slows to turn into private driveway Slight 09:20 Dry Daylight

72 Rear shunt accident involving three vehicles after lead vehicle slowed to turn into private driveway Slight 08:31 Wet/Damp Daylight

73 Collision between two vehicles after vehicle emerged from lay-by into path of oncoming vehicle Slight 13:30 Wet/Damp Daylight

74 Vehicle collided with hedge. No other vehicles involved Slight 01:10 Wet/Damp Dark

75 Vehicle collided with hedge after losing control of vehicle. No other vehicles involved Slight 20:42 Wet/Damp Daylight

76 Vehicle struck raised kerb after negotiating corner at speed. No other vehicles were involved Serious 00:45 Dry Dark

77 Motorist lost control of vehicle and collided with roundabout. No other vehicles were involved Serious 23:13 Wet/Damp Dark

78 Vehicle collided with roundabout. No other vehicles involved Slight 09:30 Dry Daylight

79 Driver lost control of agricultural vehicle. No other vehicles involved Slight 06:10 Wet/Damp Daylight

80 Driver collided with roundabout after travelling at speed. No other vehicles involved Slight 09:30 Dry Daylight

81 Collision between vehicle entering roundabout and vehicle already on roundabout Slight 17:17 Wet/Damp Daylight

Table 3.13-1 – Accident Analysis for A392 from White Cross to A39

3.13.4 Examination of the accident data identifies that 8 out of the 18 accidents, including two serious accidents, involved only one vehicle and were attributed to the driver losing control.

3.13.5 There were a total of nine PIAs which occurred at the A39 Halloon junction; five of which involved only one vehicle.

3.13.6 Five of the accidents occurred between vehicles travelling in opposite directions and often involved overtaking manoeuvres. Three of the accidents were classified as rear shunt accidents.

3.13.7 Excessive speed, especially on approach to junctions or around bends and dangerous overtaking manoeuvres appear to be the main contributing factors for accidents on this section of the highway network.


4 DESCRIPTION OF ROUTE

4.1 Purpose of Route and Overall objectives

4.1.1 The purpose of Phase 2 of the NSR is to it is to facilitate growth while providing a strategic function for traffic travelling from and through Nansledan. It will also facilitate the development of Nansledan in a way that is commensurate with the overarching principles of sustainable development and best practice in urban design. In addition to serving a strategic function, the route provides a means of access to a range of proposed development, including

Residential Dwellings;

Employment Land (Offices, Businesses, Light Industry);

Food Retail;

Non-Food Retail;

Church;

Household Waste Recycling Centre;

Park and Ride.

4.1.2 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.

4.1.3 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.

4.1.4 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 (the ‘western arm’) will be included from the strategic route to form a route heading in a north-westerly direction to Trevenson Road, south of Tretherass. Once the route over the railway is developed it is envisaged that the level crossing in Trencreek Village will be closed. Figure 13 shows the location of the NSR in relation to Newquay.

4.1.5 The western arm will provide the main access to the foodstore included within the Nansledan development. There will be an additional access to the north from Phase 2. Between these two junctions (both of which will be signalised) will be a ‘High Street’ area, with on-street echelon (chevron) parking, shops and a low-speed, pedestrian friendly environment.

4.1.6 The same design criteria will be applied to both phases in order to ensure continuity of the route on completion.


Figure 13 - Phases 1 and 2 of NSR

4.1.7 There will be a roundabout junction where Phase 2 crosses Quintrell Road. The design of this roundabout is addressed in a separate application and discussed only briefly within this report.

4.1.8 Where Phase 2 joins Rialton Road and Trevenson Road, it will become the major arm of the junction, with the western end of Rialton Road and the southern section of Trevenson Road reverting to the minor arms.

4.1.9 It is also anticipated that the section of Phase 2 linking Quintrell Road and Rialton Road will facilitate a downgrade to the existing Rialton Road / Qunitrell Road prioprity junction. It is likely that the short section of Rialton Road between Henver Road and the new Phase 2 junction will be downgraded to allow westbound movements only. This will significantly reduce traffic on this section of road and also reduce traffic using the existing junction, which has a poor layout. This downgrade has been included in the modelling.

4.2 Pedestrian Provision

4.2.1 The consented Phase 1 development of the NSR on the land adjacent to Hendra Holiday Park has been designed with pedestrian access as integral to the design. The NSR in this location will feature a 3m wide shared cycle/footway on the western side of the carriageway and a 1.8m footway on the eastern side of the carriageway. The footways around the proposed Hendra roundabout will be 3m in width.

4.2.2 Continuous footways will be provided along Phase 2 of the NSR.

4.2.3 The side roads within the Nansledan development will generally have continuous raised footways across them to demonstrate to road users that pedestrians are the priority mode, with implied right of way at junctions. The presence of the raised crossings will naturally make road users more cautious as they approach the junctions. It should be noted that the side roads do not form part of this application and will be covered separately.


NSR – Phase 1

NSR – Phase 2


4.2.4 As a whole, the NSR will be designed to have a road width of 6m and a speed limit of 30mph or less. Keeping the road (relative to the A392) narrow and having a low speed limit will improve the environment for pedestrians and ensure safety is paramount. Additional design features such will be incorporated into the final design of the NSR to effectively reduce the design speed to 20mph. This will be via non-carriageway features such as on-street parking, landscaping and limits to visibility, creating a ‘closed-in’ feel to the road. There will not be any carriageway based measures such as speed cushions or tables.

4.2.5 The provision of a bridge over the Par to Newquay railway would provide the potential for closure of level crossings at Trencreek and Chapel.

4.3 Cycle Provision

4.3.1 Provision for cyclists using Nansledan has been considered from the outset.

4.3.2 The 6m road width along the length of the NSR will keep traffic speeds low, allowing more competent cyclists to use the road without the fear they will be mixing with high-speed traffic. This will be supported by a 30mph (or less) speed limit along the whole of the route which will keep traffic speeds down. Less competent cyclists will be able to use alternative routes through side roads.

4.3.3 The NSR will feature a shared cycle/footway on the western side of the carriageway from the Hendra roundabout to the south and along its length continuously until the NSR meets the more urban sections of Nansledan to the north.

4.3.4 The bridge over the railway line will feature a shared cycle/footway on the western side of the deck, meaning the cycleway will run continuously from the Hendra roundabout to south to the northern end of Nansledan. This will allow cyclists to move around Nansledan without needing to mix with road traffic if they chose not to.

4.3.5 There are no specific cycle facilities on Phase 2 of the NSR, as it is anticipated that the design of the road will be sufficient to ensure low vehicle speeds. In addition, there will be alternate routes available through quiet residential side roads, etc.

4.3.6 Links with other cycling routes in the area will be utilised to integrate the proposed developments in Nansledan with the surrounding communities and facilitate the shops and services created within Nansledan to be accessed by the residents of Newquay, St Columb Minor, and Quintrell Downs.

4.4 Public Transport Provision

4.4.1 The construction of the NSR within Nansledan will allow for high quality public transport to be considered in parallel with the proposed development so that any new homes built in Nansledan are served with high quality public transport from day 1.

4.4.2 Bus operating companies will be liaised with to ensure that Nansledan can utilise existing services. If this cannot be achieved, new services specifically for Nansledan will be commissioned.

4.4.3 The NSR will feature a bus route through the growth area to Newquay Town Centre. This route will serve both the new and existing communities.

4.4.4 Phase 1 of Nansledan includes a reserved Park and Ride site located to the east of the NSR. This is likely to be seasonal in operation. At this early stage, its viability is still under examination. It is unknown whether it will use the NSR, although it does have the potential to enhance public transport provision along the NSR.


5 MODELLING METHODOLOGY

5.1 Introduction

5.1.1 This section of the report outlines the modelling methodology used to assess Phase 2 of the NSR.

5.1.2 The scope of the methodology used was agreed with Cornwall Council prior to any modelling work being undertaken.

5.1.3 As set out in the in the introduction to this report, this TA takes account of numerous future developments. These are discussed in detail below. However, these developments are only examined in terms of the traffic levels associated with them. No account is taken of any associated mitigation or off-site improvement works.

5.1.4 The reasoning behind this is that the application that is the subject of this TA is limited to the NSR itself. The NSR has no intrinsic traffic generation or attraction, and merely allows existing and future trips to distribute across the local highway network. This is a particularly important characteristic of the Phase 2 route. Phase 2 will connect to Phase 1 of the route allowing the existing traffic on the A392 and A3059 to distribute onto alternative routes. It will enable vehicles travelling from St Columb Minor, Newquay Airport and Aerohub and St Columb Major travelling to destinations to the south and west of Newquay, including Truro, to bypass the village of Quintrell Downs.

5.1.5 Any traffic impact in terms of additional vehicles using the highway network comes only from background traffic growth and new development. Future mitigation works associated with individual developments should be considered within their respective TAs.

5.1.6 Any such mitigation works will act to improve the operation of the local highway network. The journey times presented in this report should therefore represent a worst case, as the modelling only takes account of the detrimental impact of likely future development trips without accounting for the beneficial effect of their associated mitigation and off-site improvement works.

5.1.7 A similar logic would apply to traffic levels seen to “rat run” through more minor roads in order to avoid delays on the principal routes within the model. As these principal routes are improved by mitigation works, there would be fewer delays and hence less rat-running traffic.

5.1.8 Similar modelling as carried out for the consented Phase 1 application. It should however be noted that the Nansledan development assumptions have since changed and there is now a higher level of traffic associated with the Nansledan proposals. All Nansledan development assumptions have been supplied by the Duchy and are understood to represent a worst-case scenario and also allow for future development on land outside of the Duchy’s control (but still within the growth area).

5.2 Strategic SATURN Modelling

5.2.1 The NSR will facilitate future development on the eastern edge of Newquay, including land owned by the Duchy of Cornwall (DoC), who has undertaken a previous Master Planning exercise within this area.

5.2.2 In order to assess the operation of the NSR and associated junctions, strategic SATURN modelling was undertaken where all known committed and proposed future development was included.


5.2.3 SATURN traffic models were developed for the main towns in Cornwall, including Newquay, as part of the evidence base for the preparation of Cornwall Council’s Local Development Framework.

5.2.4 The Newquay SATURN model was originally developed 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 Model: TN01 Newquay SATURN Model Update’ report, dated 28th September 2011.

5.2.5 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.

5.2.6 Forecast models was developed for the 2030 future assessment year to assess the ‘worst-case’ scenario in terms of traffic generation. In order to compare the Phase 2 traffic flows to the ‘existing’ future assessment year situation, (i.e. if Phase 2 were not built) the 2030 Phase 2 traffic flows can be compared to the ‘Reference Case – Do Minimum’ (DM) model from the NSR Phase 1 TA.

5.2.7 Models were produced for the AM (0800-0900) and PM (1700-1800) peak periods for each of the assessment phase.

5.2.8 In summary, two modelling scenarios were developed in order to evaluate the future operation of the study area with and without the NSR in place:

2030 ‘Phase 1’ – Phase 1 of NSR with associated Nansledan development + committed development + allocated development.

2030 ‘Phase 2’ – Full NSR scheme, associated Nansledan development + committed development + allocated development.

5.2.9 As it is expected that the NSR would need to be in place to allow future development to come forward, the level of future development accounted for in the Phase 1 scenario is less than that included in the Phase 2 scenarios. Full details of the level of development included within each scenario are provided in section 5.2.

5.2.10 One issue with the base model that was noted during the modelling work undertaken is that the Priory Road / Church Street link through St Columb Minor was coded as a reasonably quick / high capacity route; in reality it is a constrained and narrow route.

5.2.11 This caused no issues within the base model, but in future scenarios, with more traffic approaching Newquay from the east along Rialton Road, the model was routing a large number of vehicles along this link and thus giving unrealistic results in this area.

5.2.12 In order to correct this, the coding of the Priory Road / Church Street link has been amended in the two scenarios outlined above to reflect its constrained nature.


5.3 Future Development

5.3.1 This section identifies the level of development within Newquay and the surrounding areas which have been included within the strategic Saturn model so that the traffic impact associated with these developments can be assessed. For the purpose of this assessment, this development can be divided into three types of development;

Committed development - development which has extant planning permission but which has not yet been implemented;

Future development – development which does not yet have planning permission but where there is development potential, either as part of Cornwall Council’s Consultation Draft Core Strategy or any other future development proposal;

Nansledan development – development associated with the Newquay Growth Area which is expected to be delivered once the NSR has been provided.

5.3.2 The figures used in the development assumptions for the Nansledan development have been supplied by the Duchy of Cornwall. These figures are provided in Appendix 4 and represent the likely maximum development scenario for the growth area.

5.3.3 For further robustness, an additional 400 ‘future development’ houses (200 at Trevithick Manor and 200 at St Columb Major) have also been tested within the Newquay area to reflect a position that may occur post 2030 and again ensure that the NSR will meet long-term future needs beyond this date. The NSR itself has been designed as being residential in nature, with low traffic speeds and relatively narrow width. It is important to establish that a road design of this constrained nature is also suitable to serve a strategic function.

5.3.4 In addition, various further developments have been accounted, such as the impact of housing growth allocations in St Columb Major. These are discussed in detail below.

5.3.5 For the purpose of the Saturn Modelling, all committed, allocated and proposed development has been assessed as a means of undertaking the most robust assessment of the Phase 2 infrastructure and the surrounding highway network. It should be re-stated at this point that the Phase 2 highway infrastructure is not expected to generate any trips but will facilitate a means of distributing traffic on the existing highway network.


5.3.6 The 2030 modelling year fits with the Core Strategy period and as considered to be the furthest period into the future that traffic modelling can be undertaken with real reliability.

5.4 Residential Developments

Committed residential development

5.4.1 Cornwall Council provided PB with details of all known committed residential developments within Newquay, along with the expected phasing of these developments. This is provided in Appendix 5. A summary of these developments and the modelling scenarios they are included in is provided in Table 5.4-1.


Committed Residential Development

Development

Planning Application

Ref.

Model Scenario

2030

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

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

Truscott Land, Trevenson Road 11/02770 44

TOTALS - 1613 Table 5.4-1 – Summary of residential committed development


Future residential development

5.4.2 Using figures from the NSR Phase 1 TA, 200 residential units at St Columb Major were allowed for as part of allocated development and with a further 200 future (delivered beyond 2030) residential units at Trevithick should be accounted for within the Saturn assessments. These are summarised in Table 5.4-2.

Core Strategy allocation Model Scenario

2030

St Columb Major 200

Land at Trevithick Manor 200

TOTALS 400 Table 5.4-2 – Summary of Future Residential Development

Nansledan residential development

5.4.3 The Consultation Draft of the Core Strategy estimated that a total of 3,842 residential units could be delivered within the Newquay growth area. The data supplied by the DoC allows for 3,773 units therefore there is a minor discrepancy in the estimated housing capacity of the area. Of these, 500 units are already subject to planning permission and are therefore included as committed development in application references 08/00848 & 07/01830).

5.4.4 For robustness, the provision of 198 residential units on land opposite the Hendra Holiday Park site is assessed. These currently do not have any planning status so are included in the Nansledan development schedule.

5.4.5 An additional 3,075 residential units associated with the DoC development schedule are fully included within the Phase 2 modelling scenarios. It is unlikely that this full number will be delivered within this timeframe so this represents a robust approach. This level of development is considered to be enabled development which is unlikely to be delivered before the full NSR is operational.


A summary of the as yet uncommitted (i.e. not included within application references 08/00848 & 07/01830) Nansledan developments and the modelling scenarios they are included in is provided in Table 5.4-3.

Nansledan development

Model Scenario

2030

Land opposite Hendra 198

Mixed Use Quarter 800

North-West Corner 851

North-East Quarter 593

South West Quarter 356

South East Quarter 262

Land East of Hendra 213

TOTALS 3273 Table 5.4-3 – Summary of Nansledan Residential Development

Overall residential summary

5.4.6 For clarity, the numbers of residential dwellings assessed in the model are summarised in the following table:

Model Scenario

2030

Committed Development - 1613

Allocated Development - 400 Nansledan Development (uncommitted) - 3273

Total Dwelling Numbers - 5286 Table 5.4-4 – Overall Summary of Residential Dwellings Assessed


5.5 Non-Residential Developments

Committed non-residential development

5.5.1 A summary of the non-residential committed developments in the model are summarised in Table 5.5-1

Development Planning App. Ref. Land Use Unit

Model scenario

2030

Quintrell Rd (Phase1)

07/01830

B1 m2 7,450

A1 m2 500 Care home beds 90

Quintrell Rd (Phase2) 08/00848

B1 m2 4,645

A1 m2 800

Land adj Trevenson Rd 11/00710

B1 m2 270

A1 m2 405

West Road 08/01301

B1 m2 9,900

A1 m2 100 Land at Trevithick Manor 09/00095 B1 m2 15,700

Land at Tregunnel Hill 07/01804 B1 m2 830

Land at Hendra 12/07685 B1 m2 8,329

Newquay Airport Aerohub LDO 1

Local Development

Order B1/B2/B8 m2 100,000

Newquay Airport Aerohub LDO 2

Local Development

Order B1/B2/B8 m2 115,000

TOTALS -

B m2 253,795

A1 m2 1,805 Care home beds 90

Table 5.5-1 – Summary of Non-Residential Committed Developments

5.5.2 The proposed Newquay Local Enterprise Zone (LEZ) at Newquay Airport is currently undergoing a period of public consultation and is accounted for within the models. This development is expected to create up to 5000 new jobs within the future assessment period and is included within the traffic assessments.

Nansledan non-residential development

5.5.3 The Nansledan master plan identifies a number of land uses, including residential, commercial, household waste site, food store and education. There is the potential for a seasonal park and ride facility within the Nansledan, but this has not been accounted for in the modelling, as the modelling reflects a neutral month, when the park and ride would be unlikely to operate.

5.5.4 A total of 51,341m2 of commercial development (B1) is proposed within Nansledan. However, 20,424m2 of this development forms part of planning permissions 07/01830


(7,450m2), 08/00848 (4,645m2) and 12/07685 (8,329m2) and is already accounted for within the committed developments.

5.5.5 Those elements of Nansledan not already accounted for (i.e. not committed as part of applications 07/01830 and 08/00848) are summarised in Table 5.5-2.


Model scenario

2030

HWRC - Sui – Generis Ha 0.49

Employment - B1 m2 30917 National food retailer -

A1 m2 10665

Retail - A1 7624

Primary School - Sui – Generis Jobs 30

Estate Yard - Sui – Generis Jobs 172

Cottage Hospital - D1 Jobs 100 Restaurant & Cafes -

A3 m2 8890

FE facility - D1 Jobs 30

TOTALS - B1 m2 30917

A1 (food) m2 10665

A1 m3 7624

Sui-Generis Ha 0.49

Table 5.5-2 – Summary of Non Residential Nansledan Development


Overall – Non Residential Summary

5.5.6 For clarity, the total non-residential development assessed in the model is summarised in the following table:


Model scenario

2030

Committed Development -

B1 m2 38,795


Newquay Airport - B1/B2/B8 m2 215,000

Nansledan Development (uncommitted)

-

B1 m2 23,917

A1 (food) m2 10,665 Sui-

Generis Ha 0.49

Total Non Residential

Development -

B1 m2 277,712


A1 (food) m2 10,665 Sui-

Generis Ha 0.49 Table 5.5-3 – Overall Summary of Non Residential Development Assessed

5.6 Highway Mitigation Measures

5.6.1 Clearly, many of the committed developments will be required to carry out mitigation measures on the local highway network. The majority of these are minor. The only significant improvements that have been included in the modelling are widening works at the Treloggan Road roundabout in association with application 09/0095. These have been included in all scenarios modelled.

5.6.2 There are no secured mitigation works associated with future development sites, and thus no allowance has been made for such works. Whilst it is likely that mitigation would be required when these developments come forwards, this will be addressed in their individual applications and falls outside of this Phase 2 NSR application. Therefore no further allowances for mitigation works have been included in the strategic traffic models.

5.7 Trip Rates

5.7.1 In order to predict the amount of traffic expected to be generated as a result of the proposed developments, trip rates were derived from the TRICS 2012(a) v6.9.1 database.

5.7.2 Many of the committed developments have established and agreed trip rates which were derived for the purpose of assessing the transport impacts of each individual development. However, for the purpose of assessing Phase 2 of the NSR, trip rates have been used from the NSR Phase 1 TA and have been accepted by Cornwall Council as part of the panning application for the Phase 1 route. This allows a


consistent approach to be taken in assessing the effects of all future proposed development across the entire study area.

5.7.3 The resulting person trip rates for the main land use classes are summarised in Table 5.7—1.

Development Type Unit AM Peak Hour PM Peak Hour

Arrivals Departures Arrivals Departures

Residential (Private Housing) Per Dwelling 0.27 0.88 0.62 0.42

Residential (Private Flats) Per Dwelling 0.31 0.50 0.65 0.37

Employment (B1 Office) Per 100 m2 1.91 0.17 0.14 1.57

Food Retail Per 100 m2 4.89 3.64 10.80 11.22

Non-Food Retail (Local Shops) Per 100 m2 12.51 11.84 9.78 10.67

Table 5.7—1 - Person Trip Rates for each land use class

5.7.4 For the care home included within planning permission 07/01830, the vehicle trip rate identified within the accompanying transport assessment was used. For the HWRC, vehicle trip rates were derived from TRICS. These additional trip rates are summarised in Table 5.7—2.

Development Type Unit

AM Peak Hour PM Peak Hour

Arrivals Departures Arrivals Departures

Care Home (D2 land class)

Per Bed 0.08 0.06 0.06 0.07

HWRC Per ha 43.16 41.75 9.43 11.70

Table 5.7—2 - Vehicle Trip Rates For Specific Land Use Classes

5.8 Modal Split

5.8.1 The modal split for each development type was established in order to calculate the trip generation by mode from the person trip rates. Travel to work census data for the Newquay area was used to calculate the modal split for residential and commercial development.

5.8.2 The modal splits for each development type are contained in Table 5.8—1 and Table 5.8—2.


Residential and Commercial

Mode Percentage Modal Split

Car (car driver or taxi) 62.6 Car (passenger) 7.8 Motorcycle 1.7 Bus 3.3 Train 0.1 Cyclist 2.5 Pedestrian 21.4 Other 0.7 TOTAL 100

Table 5.8—1 - Modal Split For Residential and Commercial Developments

Mode Percentage Modal Split

Food Retail Local Shops AM PM AM PM

Car 85.5 90.2 39.0 41.0 Public Transport 2.4 1.5 1.4 1.0 Pedestrians 11.8 8.0 57.9 54.3 Cyclists 0.3 0.3 1.6 3.8 TOTAL 100 100 100 100

Table 5.8—2 - Modal Split For Retail Developments


5.9 Trip Generation

5.9.1 The vehicular impact of the committed developments was calculated using the person trip rates and modal splits identified in Section 5.3 and Section 5.8. The resulting vehicle trip rates and are summarised in Table 5.9—1.

Land Use Vehicle trip rates

AM peak period PM peak period Arrivals Departures Arrivals Departures

Residential (houses) per dwelling 0.17 0.55 0.39 0.26

Residential (flats) per dwelling 0.19 0.31 0.41 0.23

Employment per 100m2 1.20 0.10 0.09 0.98

Retail (food) per 100m2 3.10 2.24 6.79 6.21

Retail (local shops) per 100m2 4.88 4.62 4.01 4.37

Table 5.9—1 - Vehicular Trip Rates

5.9.2 For the new food retail zone, a profile was created on the following trip proportions:

20% Pass by trips; this is the number of trips made to the food store because the original route was passing by it. For example, if the food was in zone C, and a trip was being made from zone A to zone B which passes near or through zone C. An example of this would be somebody stopping at the store on their way home from work. Their journey would take them past the store in any event.

Figure 14 - Original trip.


Figure 15 – Trip including a stop at the Food Store.

Figure 16 – Example change in trip matrix for a pass by trip.

20% New trips; these are wholly new trips attracted by the food store. The distribution for these trips was obtained from the zone within the 2010 base model which contains the nearby Morrison’s food store.

50% Diverted trips; these are existing shopping trips diverted from other food stores. The number of trips diverted is proportional to the trade draw, obtained from the retail assessment. An example of this would be someone deciding to shop in the new food store instead of the Newquay Morrisons.

Figure 17 – Original trip.

Figure 18 – New trip, diverting into the new, closer food store.


Figure 19 – Example change in trip matrix for diverted trip.

10% Internal trips; trips to the store from within the development.

5.9.3 The 20% internalisation of trips between the new residential and commercial zones was agreed with CC that it would represent a suitable level of interaction owing to the mixed-use nature of the site. These levels were not applied to the food store traffic, which remained at 10% in order to avoid unrealistically high spend from internal trips.

5.9.4 The agreed rates set out above are broadly similar to those agreed by CC on other nearby mixed-use developments. For example, the Quintrell Road site (applications 07/01830 and 08/00848) agreed the following rates:

Land Use Vehicle trip rates

AM peak period PM peak period Arrivals Departures Arrivals Departures

Residential (houses) per dwelling 0.13 0.42 0.36 0.21

Residential (flats) per dwelling - - - -

Employment per 100m2 1.38 0.13 0.18 1.17

Retail (food) per 100m2 - - - -

Retail (local shops) per 100m2 4.02 3.78 3.01 1.75

Table 5.9—2 - Agreed Quintrell Road Development Trip Rates

5.9.5 Comparison of Table 5.9—1 and Table 5.9—2 demonstrates that the trip rates used are similar to those accepted on nearby developments. They are therefore considered to be a suitable basis for the modelling work undertaken. They have been accepted by CC through the scoping process.

5.10 Growth

5.10.1 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.

5.10.2 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.


Baseline 2030 Future Base 2030 Amended

Jobs H’holds Jobs H’holds Jobs H’holds

9287 9307 9767 9547 9287 9307

Table 5.10—1 – Alternative Planning Assumptions Applied (Ward 15UG2)

5.10.3 Table 5.10—2 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 5.10—2 - Tempro growth factors

5.10.4 NTEM Growth factors were applied to HGVs. These factors are shown in Table 5.10—3.

Year AM PM 2010-2030 1.2696 1.2841

Table 5.10—3 - HGV growth rates

5.10.5 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.

5.10.6 This approach and the growth factors applied were agreed with CC through the scoping process.

5.11 Seasonality Factors

5.11.1 Newquay experiences very high traffic levels in August due to the impact of the tourist season. Sensitivity testing was undertaken to examine the impact on the local highway network in this month.

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

5.11.3 Examination of the ATC data revealed that traffic flows in the AM peak in Newquay actually decrease in the summer months; therefore only the PM peak model has been used within these sensitivity tests. Table 5.11—1 shows the growth factors derived for June to August.


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 5.11—1 - August Seasonality Factors


5.12 Trip Distribution

5.12.1 It is the aspiration of the Master Plan that the mixed-use nature of Nansledan reduces the need to travel, particularly by car. Therefore when calculating the vehicular impact arising from Nansledan, 20% of the trips were distributed internally, limiting the development’s effect on the wider highway network infrastructure. The remainder of the trips were distributed using distributions synthesised from existing zones within the model.

5.12.2 In the creation of the forecast models for the future year assessments, new zones were created within the model to accommodate the future development. In distributing the traffic generated by the additional Nansledan 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 for new trips to and from the zone (20% of the total). This distribution was obtained from the zone within the 2010 base model which contains the nearby Morrisons food store.

5.12.3 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 Nansledan site.

5.12.4 In distributing traffic associated with the LEZ at Newquay airport, traffic data published in the ‘Aerohub Business Park @ Newquay Cornwall Airport Transport Assessment Consultation Draft’ was used as the basis for the assessment. This document can be found on Cornwall Council’s website at the following address: http://www.cornwall.gov.uk/default.aspx?page=33179


6 TRAFFIC IMPACT ASSESSMENT

6.1 Impact on Surrounding Highway Network

6.1.1 As set out in the in paragraphs 5.1.3-5.1.7 of this report, the journey times and rat running traffic levels in this report should be viewed as being robust, as the modelling only takes account of the detrimental impact of likely future development trips without accounting for the beneficial effect of their associated mitigation and off-site improvement works (with the exception of the Treloggan Roundabout approach widening – application 09/00095).

6.1.2 Figure 20 illustrates the predicted AM and PM peak hour traffic flows on the highway network in proximity to Nansledan.

6.1.3 In the 2030 scenario, it is assumed that the NSR is constructed. The existing level crossing on Trevenson Road is closed as the NSR features a bridge over the railway line.

6.1.4 Due to the additional level of traffic associated with the future development expected from the Nansledan, Newquay Airport and additional committed development, traffic levels on the routes surrounding the development area are generally predicted to increase above the base levels. However, the construction of the Newquay Strategic Route alleviates traffic travelling along certain links by providing an alternative route for traffic travelling from the south of Newquay to the Airport and the north east of the development area. It should also be noted that the additional traffic results from development rather than the NSR itself.

Figure 20 – 2030 AM and PM Peak Traffic Flows


6.2 Impact on Strategic Road Network

6.2.1 The Strategic Road Network (SRN) is the motorway and trunk road network in England and Wales. In Cornwall, the SRN consists of the A30 and the A38 trunk roads. The nearest SRN junctions which are likely to be impacted by traffic travelling to and from Newquay are:

A39 / A30 junction at Highgate Hill

A30 / A3058 junction at Summercourt;

A30 / A3076 junction at Mitchell.

6.2.2 As the network within the SATURN model does not extend out as far as these junctions, traffic flows for the A392 East Road and the A3058 south of Quintrell Downs are used as a proxy to help identify the potential impact on the SRN, with the East Road flows heading towards Highgate Hill and the A3058 southbound flows heading towards Summercourt and Mitchell.

6.2.3 AM and PM peak hour traffic flows for the 2010 base year, after Phase 1 has been completed and Phase 2 for the aforementioned links are shown in Figure 21.

Figure 21 - Traffic flows for A392 East Road and the A3058 south-bound


6.2.4 Table 6.2—1 and Table 6.2—2 summarise the two-way traffic flows for links heading to or from the direction of the SRN and the net increase in traffic flows compared to the 2010 base year flows.

2 WAY FLOWS NET INCREASE FROM 2010

BASE FLOWS

AM PEAK HOUR

PM PEAK HOUR

AM PEAK HOUR

PM PEAK HOUR

2010 BASE 540 679 0 0 Phase 1 589 751 49 72 Phase 2 609 823 69 144 Table 6.2—1 – Two-way peak hour flows for the A392 East Road

2 WAY FLOWS NET INCREASE FROM 2010

BASE FLOWS

AM PEAK HOUR

PM PEAK HOUR

AM PEAK HOUR

PM PEAK HOUR

2010 BASE 609 689 0 0 Phase 1 666 749 57 60 Phase 2 763 880 154 191 Table 6.2—2 – Two-way peak hour flows for the A3058 south of Quintrell Downs

6.2.5 The net increase in traffic flows for the 2030 ‘Do Something’ scenario when compared to the 2010 Base conditions are 144 and 191 two way trips for the A392 and the A3058 respectively. However, it should be remembered that these are the flows at the Quintrell Downs roundabout. This is some 8km from the Highgate Hill junction, 6km from Summercourt and 6.5km from Mitchell. There is ample opportunity for traffic to dissipate before it reaches the A30, so the impact on the A30 is likely to be significantly lower than indicated above.

6.2.6 It should further be notes that any increases in traffic flows on the A30 are associated with background traffic growth and future development within Newquay rather than the NSR itself. The actual impact of individual developments at the SRN junctions would need to be considered within their respective Transport Assessments.

6.3 Seasonal Variation

6.3.1 As Newquay experiences very high traffic levels in August due to the tourist season, it was determined through the scoping process that sensitivity testing would be undertaking by creating additional scenarios to understand the traffic impact that would be expected during the height of the summer period.

6.3.2 As identified in Section 5.11, data from ATC sites was used to determine the seasonality growth factor for the main routes into Newquay. From the ATC data, a growth rate of 1.20 was calculated which was applied to all PM peak hour scenarios.

6.3.3 Capacity Maps showing the effect of the summer traffic levels on the Newquay network can be found in appendix 6.


7 JUNCTION IMPACT ASSESSMENTS

7.1 Introduction

7.1.1 Following the outputs of the strategic modelling, the following junctions have been assessed where a capacity issue has been identified. These junctions have been assessed for a neutral month in terms of detailed junction modelling:

Existing Junctions:

Quintrell Downs Roundabout;

Porth Four Turns double mini roundabout junction;

Quintrell Road / Rialton Road / Henver Road junction.

Committed Junctions

Hendra Roundabout;

Proposed Junctions:

NSR / A3058 Quintrell Road roundabout;

NSR / A3059 Rialton Road junction;

NSR western arm / Trevenson Road junction;

7.1.2 The Hendra roundabout is not currently built, however it does have an extant planning

permission so is expected to be built in model period before 2030. The impact of the Phase 2 scheme on this roundabout is discussed in this section.

7.1.3 Maps of the area modelled indicating SATURN capacity results for key junctions are included as Appendix 6.

7.1.4 Following on from the strategic SATURN modelling, it was identified that the following junctions should also be examined in further detail:

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


Treloggan Roundabout

7.1.5 The SATURN modelling undertaken identifies a number of further junctions as

potentially experiencing congestion:

Henver Road / Chester Road

Hillgrove Road / Chester Road

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

7.1.6 For all of the above junctions, the potential for improvement is extremely limited due

to land constraints. However, the signalised junction of Henver Road with Chester Road could be re-phased in order to favour movements on Henver Road (the major route to the town). This would reduce rat-running along Chester Road and thus also improve the situation at the Hillgrove Road / Chester Road junction, which is indicated to suffer capacity issues on the minor arm. Whilst the Henver Road signals may


operate over capacity as a whole, the effect on the key route to the town could be minimised in this manner. No further examination is made of this junction.

7.1.7 At the Mount Wise / Berry Road / St Thomas Road / Trenance Road signals, improvement opportunities are again limited due to land constraints. It is not considered possible to provide capacity improvements at this junction. However, its performance is not significantly adversely affected in comparison with the Phase 1 scenario, and is actually improved in the PM peak. It is therefore not examined any further within this report.

7.1.8 The signalised junctions have been modelled using LinSig v 3.1 software. Roundabouts have been modelled using JUNCTIONS 8 software. Priority junctions have been modelled using PICADY 5. All of these are “industry standard” software for assessing the performance of these junction types.

7.1.9 Where the junction is signalised the Practical Reserve Capacity (PRC) statistic will be used to determine how close a junction is to capacity. A junction is said to be operating at capacity with a value of 0. A positive PRC indicates there is spare capacity at the junction and a negative PRC indicates there is a capacity issue and queuing or delay may occur.

7.1.10 In the case of a roundabout or priority junction, the Ratio of Flow to Capacity (RFC) statistic will be used to determine how close a junction is to capacity. An RFC value below 0.85 indicates a junction is operating within capacity and a RFC value above 0.90 indicates a potential capacity issue at the junction.

7.1.11 As previously discussed, the NSR itself will not result in any additional trips on the local highway network. Additional trips will result from new developments, which may bring forwards mitigation works at local junctions. The following should therefore be regarded as worst case assessments.

7.1.12 The assessment of the above junctions has been conducted for up to 4 modelling scenarios. A summary of the modelling scenarios is included in Table 7.1—1.

Year Development Scenario

Time Period

2030 Phase 1

AM PM

Phase 2 AM PM

Table 7.1—1 - Existing Junctions Modelling Scenarios

7.1.13 The Phase 1 modelling is the same as the ‘Reference Case’, Do-Minimum 2030 scenario from the NSR Phase 1 TA. This scenario represents the predicted traffic flows in the future year of 2030 if the Phase 2 scheme is not constructed.


7.2 Porth Four Turns

7.2.1 The junction of the A3058 Henver Road / Trevenson Road / B3276 Porth Way is a double mini-roundabout. There is an informal pedestrian refuge on the Trevenson Road arm and controlled crossings on the Henver Road (west) and Porth Way arms. These controlled crossings are a reasonable distance from the junction and unlikely to affect its operation. They are therefore not included within the modelling.

Figure 22 - Port Four Turns aerial photograph

7.2.2 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.

7.2.3 The full ARCADY results are included as Appendix 7 and are summarised below in Table 7.2—1. 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.


Henver Road

Henver Road

Trevenson Road

Porth Way


AM PM

Arm Queue (PCU)

Delay (min) RFC Queue

(PCU) Delay (min) RFC

Phase 1

Roundabout East - Internal Link 0.58 0.11 0.37 0.43 0.08 0.30

Roundabout East - B3276 Porth Way 0.86 0.14 0.46 0.70 0.11 0.41

Roundabout East - Henver Road East 5.57 0.37 0.86 5.49 0.36 0.86

Roundabout West - Henver Road West 4.13 0.30 0.81 12.114 0.70 0.94

Roundabout West - Internal Link 0.80 0.15 0.45 0.55 0.10 0.36

Roundabout West - Trevenson Road 2.07 0.19 0.68 0.72 0.09 0.42

Phase 2

Roundabout East – Internal Link 0.34 0.07 0.25 6 0.37 0.88

Roundabout East – B3276 Porth Way 0.6 0.11 0.38 69.75 12.04 1.33

Roundabout East – Henver Road East 4.49 0.29 0.82 641.78 53.91 1.75

Roundabout West – Henver Road West 3.45 0.22 0.78 405.6 25.22 1.36

Roundabout West – Internal Link 1.99 0.19 0.67 3 0.25 0.76

Roundabout West – Trevenson Road 0.87 0.11 0.46 43.09 4.97 1.08

Table 7.2—1 - Porth Four Turns ARCADY Modelling Results

7.2.4 The modelling indicates that there is expected to be a significant capacity issue at the Porth Four Turns junction in the Phase 2 scenario PM Peak where all approaches exceed their maximum theoretical capacity.

7.2.5 Mitigation will be required at this junction in the future to accommodate the expected increase in traffic demand from the proposed development and background growth.

7.2.6 The future potential capacity issues at the junction will be addressed in any forthcoming TAs for developments in the Newquay area. This TA sets out the likely traffic issues on local highway network in proximity to the Nansledan development and Phase 2 of the NSR. Phase 2 alone does not have the effect of a material increase in traffic through the Porth Four Turns junction.

7.3 Quintrell Road / Rialton Road / Henver Road junction

7.3.1 As set out in paragraph 4.1.9, this junction will be downgraded to permit westbound movements only. Examination of the SATURN model shows that traffic generally uses the new NSR link and no longer uses this junction. Its operation has therefore not been modelled in detail. If desired, it could potentially be stopped up without adverse effect on the wider highway network.


Phase 2

AM Peak PM Peak

Queue Av. Delay / Veh RFC Queue Av. Delay /

Veh RFC

Henver Road 0.00 0.00 0.00 0.00 0.00 0.00

Rialton Road 0.01 0.20 0.015 0.56 8.3 0.360

Quintrell Road 0.00 0.00 0.00 0.00 0.00 0.000

Table 7.3—1 – Quintrell Road / Rialton Road PICADY Modelling Results

7.4 Hendra Roundabout (Proposed)

7.4.1 An initial design for the proposed Hendra Roundabout is shown below:

Figure 23 - Proposed Hendra Roundabout Design Sketch

7.4.2 The assessment of the proposed Hendra Roundabout has been conducted for 4 modelling scenarios, as set out in Table 7.4—1.


Time Period

2030 Phase 1 AM

PM

Phase 2 AM PM

Table 7.4—1 – Proposed Hendra Roundabout Modelling Scenarios

7.4.3 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 JUNCTIONS software. This is specifically designed for assessing the performance of roundabouts and

Nansledan

Newquay

Quintrell Downs


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.

7.4.4 The full JUNCTIONS results are included as Appendix 7 and are summarised below in Table 7.4—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.

AM PM

Arm Queue (PCU)

Delay (min) RFC Queue

(PCU) Delay (min) RFC

Phase 1

NSR 0.17 0.07 0.15 0.11 0.07 0.09

A392 from Quintrell Downs 0.91 0.07 0.47 1.85 0.10 0.64

Hendra 0.09 0.07 0.07 0.11 0.09 0.09

A392 from Newquay 0.93 0.07 0.48 1.26 0.09 0.55

Phase 2

NSR 3.08 0.2 0.75 31.31 1.54 1.02

A392 from Quintrell Downs 0.58 0.08 0.36 1.14 0.12 0.54

Hendra 0.09 0.09 0.08 0.15 0.13 0.13

A392 from Newquay 2.68 0.14 0.72 11.94 0.53 0.94

Table 7.4—2 - Proposed Hendra Roundabout ARCADY Modelling Results

7.4.5 The modelling indicates that the consented Hendra roundabout would have some capacity issues with the new level of traffic being assessed. A revised junction layout with increased flare lengths on the NSR is currently being considered and would be submitted as a non-material amendment to the consented Phase 1 application.

7.5 NSR / A3058 Quintrell Road Roundabout (proposed)

7.5.1 This junction is identified within the SATURN model as experiencing capacity issues. However, the design of this junction is still ongoing and will be submitted has been considered under a separate application (PA 12/09350).

7.5.2 It was therefore input into SATURN in a basic form and without detailed consideration of layout. Given that the junction design is yet to be finalised, it will be amended in order to address any capacity issues. It is therefore not modelled in detail within this report. Detailed modelling of the Quintrell Road Roundabout will be included in the AWP Supplementary TA for the Planning Application for the Mixed-Use Quarter of the Nansledan development.

7.6 NSR / A3059 Rialton Road junction (proposed)

7.6.1 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 in the 2030 AM and PM peak hour periods.


7.6.2 The assessment of the NSR / Rialton Road junction has been conducted for 2 modelling scenarios as set out in Table 7.6—1.


Time Period

2030 Phase 2 AM PM

Table 7.6—1- NSR / Rialton Road Modelling Scenarios

7.6.3 The PICADY output files are provided in Appendix 8 and are summarised below in Table 7.6—2:

Phase 2

AM Peak PM Peak


Veh RFC

A392 0.01 0.01 0.008 4.69 72.4 0.679

NSR 0.00 0.00 0.000 0.00 0.00 0.000

Rialton Road 0.00 0.00 0.000 0.00 0.00 0.000

Table 7.6—2 - Proposed NSR / A3059 Rialton Road Junction PICADY Modelling Results

7.6.4 The results of the PICADY analysis indicate that the junction is likely to operate within capacity for both the AM and PM peak hour periods.

7.7 NSR Western Arm / Trevenson Road junction (proposed)

7.7.1 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 in the 2030 AM and PM peak hour periods.

7.7.2 The assessment of the NSR Western Arm / Trevenson Road junction has been conducted for 2 modelling scenarios as set out in Table 7.6—1 above.

7.7.3 The PICADY output files are provided in Appendix 8 and are summarised below in Table 7.7—1:

Phase 2

AM Peak PM Peak


Veh RFC

Trevenson Road 0.52 0.17 0.316 1.59 0.28 0.542

Nansledan 0.00 0.00 0.000 0.00 0.00 0.000

Residential 1.70 0.34 0.634 0.73 0.25 0.423

Table 7.7—1 - NSR Western Arm / Trevenson Road Junction PICADY Modelling Results

7.7.4 The results of the PICADY analysis indicate that the junction is likely to operate within capacity for both the AM and PM peak hour periods.


7.8 Town Centre Signals (proposed)

7.8.1 The Town Centre Signals will lie in the close to the supermarket within Nansledan, where the western arm meets the main NSR. There will be an additional set of signals to the north providing an additional access to the foodstore. The pedestrian-friendly high street area lies between these two junctions. Due to their proximity, it is anticipated that these two sets of signals would be linked. They have therefore been modelled together.

7.8.2 For the purposes of the modelling cycle times have been set at 90 seconds to minimise pedestrian delays. Pedestrians are called every other cycle.

Figure 24 - Indicative Junction Layout – Town Centre Signals

7.8.3 The assessment of the Town Centre Signal has been conducted for 2 modelling scenarios. A summary of the modelling scenarios is included in Table 7.8—1.

J1: NGA Town Centre JunctionPRC: 9.3 %Total Traff ic Delay: 24.6 pcuHrAve. Route Delay Per Ped: 0.0 s/PedController: 1

J2: NGA Town Centre JunctionPRC: 13.8 %Total Traff ic Delay: 14.0 pcuHrAve. Route Delay Per Ped: 0.0 s/PedController: 2

Arm J1

:1 - N

SR S

outh

1

C1:A

Arm J1:2 - Foodstore Access1

2

C1:BC1:B

Arm J1

:3 - N

SR Nort

h

1

C1:C

Arm J1:4 - Resi Access

1

C1:DArm J1

:5 -

1

Arm J1:6 -

1 Arm J1

:7 -

1

Arm J1:8 - 1

Arm J2

:1 - N

SR S

outh

1

C2:A

Arm J2:2 - NSR Ph2a

1

C2:B

Arm J2

:3 - N

SR N

orth

1

C2:C

Arm J2

:4 -

1

Arm J2:5 -

1

Arm J2

:6 -

1

A

B

C

D

E



Time Period

2030 Phase 2 AM PM

Table 7.8—1 - Town Centre Signals Modelling Scenarios

7.8.4 Queuing information for the junction is presented as the average maximum queue for each arm of the junction. Delay is presented as the average delay per pcu in seconds for each arm of the junction.

7.8.5 The modelling indicates that, based on the assumed layout, the junction would operate within its maximum capacity in both peaks in the in the 2030 peaks. This is detailed in Table 7.8—2 below:

AM Peak PM Peak

Lane Description Deg Sat (%)

Av. Delay Per PCU (s/pcu)

Mean Max

Queue (pcu)

Deg Sat (%)

Av. Delay Per PCU (s/pcu)

Mean Max

Queue (pcu)

J1: Nansledan Town Centre Junction 59.30% 82.30%

NSR South Left Ahead Right 56.20% 8.6 5.1 75.90% 34.5 10.2

Foodstore Access Right Left Ahead 52.20% 50.8 3 82.30% 52.1 18

NSR North Ahead Right Left 59.30% 12.2 11.4 81.70% 44.6 18.8

Resi Access Left Ahead Right 50.40% 53 3.5 65.70% 35.6 13.2

J2: Nansledan Town Centre Junction 71.30% 79.10%

NSR South Left Ahead 70.90% 18.5 14.5 74.70% 19.8 21.2

NSR Ph2a Right Left 71.30% 51.6 7.5 79.10% 63.3 7.9

NSR North Ahead Right 66.00% 12.5 9.5 78.80% 23.3 21.2

C1 PRC (%) 51.7 9.3

C1 Delay over all lanes (pcu Hr) 7.81 24.58

C1 PRC (%) 26.1 13.8

C1 Delay over all lanes (pcu Hr) 9.91 13.96

Signal Cycle Time (seconds) 180 180

Table 7.8—2 - Proposed Town Centre Signals performance summary statistics

7.8.6 The LINSIG output file is provided in Appendix 9.

7.9 Church Street / Henver Road Priority Junction

7.9.1 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 in the 2030 AM and PM peak hour periods as set out in Table 7.1—1.

7.9.2 The PICADY output files are provided in Appendix 8 and are summarised below in Table 7.9—1.


AM PM

Queue Av.

Delay / Veh

RFC Queue Av.

Delay / Veh

RFC

Phase 1

Church Street out 141.87 26.37 1.943 151.79 29.76 2.059

Henver Road (east) right to Church Street and ahead 0.24 0.21 0.192 0.29 0.23 0.227

Phase 2

Church Street out 16.82 5.38 1.032 61.59 17.44 1.306

Henver Road (east) right to Church Street and ahead 0.27 0.18 0.216 0.33 0.20 0.251

Table 7.9—1 - Church Street / Henver Road junction PICADY Modelling Results

7.9.3 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. 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.

7.9.4 The queues shown above are therefore likely to be longer than would be experienced in reality. It is however acknowledged that the junction would experience congestion on the Church Street arm. This congestion results from background growth in traffic on Henver Road and development traffic, rather than the NSR and it is recommended that this be addressed in future planning applications.

7.9.5 Mitigation will be required at this junction in the future to accommodate the expected increase in traffic demand from the development proposals, allocated development and increase from background traffic.

7.10 Treloggan Roundabout

7.10.1 The Treloggan Roundabout has a committed development immediately to its south. This development includes mitigation works on the east and west arms of the junction. This is how the junction has been coded within the SATURN modelling.

7.10.2 The SATURN capacity maps provided in Appendix 6 indicate that the junction has capacity issues when additional dwellings are added for the PM Peak scenario. The junction has therefore been modelled for this time period.

7.10.3 More detailed modelling has been undertaken using the Transport Research Laboratory’s JUNCTIONS software. This is specifically designed for assessing the performance of roundabouts and expresses performance as ratio of flow to capacity (RFC). When an RFC reaches a value of 1, the roundabout arm is operating at its maximum theoretical capacity.

7.10.4 The full JUNCTIONS results are included as Appendix 7 and are summarised below in Table 7.10—1. 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.


PM

Arm Queue (PCU)

Delay (min) RFC

Phase 2

Treloggan Road 0.85 0.11 0.46

A392 (east) 5.28 0.21 0.85

Development Access 0.66 0.17 0.4

A392 (west) 5.73 0.32 0.86

Table 7.10—1 - Treloggan Roundabout ARCADY Modelling Results

7.10.5 The modelling indicates that the Treloggan Roundabout has sufficient capacity to accommodate the expected increase in traffic associated with the construction of the NSR and known committed developments in the Newquay area.


7.11 Junction Modelling Summary

7.11.1 For ease of reference, a summary of the junction modelling results is shown below:

Junction Comments

Quintrell Downs Roundabout Operates within capacity when tested using ARCADY

Porth Four Turns double mini roundabout junction

Future improvement required. Signalised scheme deliverable within highway boundary

Quintrell Road / Rialton Road / Henver Road junction

Operates over capacity, but performance improved by introduction of NSR

Hendra Roundabout Operates within capacity when tested using ARCADY

NSR / A3058 Quintrell Road roundabout

Detailed design to be undertaken as part of planning application for Mixed Use Quarter.

NSR / A3059 Rialton Road junction Design yet to be completed, but PICADY modelling indicates that it is likely to operate within capacity.

NSR western arm / Trevenson Road junction

Design yet to be completed, but PICADY modelling indicates that it is likely to operate within capacity.

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

Design yet to be completed, but LINSIG modelling indicates that it is likely to operate within capacity.


Future improvement required. Widening scheme deliverable within highway boundary

Treloggan Roundabout Operates within capacity when tested using ARCADY

Henver Road / Chester Road Operates over capacity. Potential to prioritise Henver Road movement within signal timings

Hillgrove Road / Chester Road Operates over capacity on minor arm. Above prioritisation of Henver Road movement should reduce traffic flows on Chester Road.

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

Operates over capacity, but performance marginally improved in PM peak by introduction of NSR.

Table 7.11—1 – Junction Modelling Summary

7.11.2 It should be noted that the NSR in itself does not trigger a requirement for any junction improvements. These result instead from future development and would be considered in future planning applications as individual developments come forwards. However at this early stage, there do appear to be deliverable improvement schemes for the majority of junctions affected.


8 JOURNEY TIME ANALYSIS

8.1.1 In order to assess the effect that Phase 2 of the NSR would have upon journey times across Newquay, the 2030 forecast models were used to compare average journey times. Journey times for Phase 1 of the NSR were compared to the Phase 2 journey times.

8.1.2 The journey times for Phase 1 (i.e. the already consented scheme as part of planning application PA12/06962) were sourced from the 2030 DM scenario in the Newquay Strategic Route TA.

8.1.3 For the purpose of the assessment, 8 different routes were identified:

Route 1: Quintrell Downs to St Columb Minor

(Quintrell Downs >> Quintrell Downs Roundabout >> Quintrell Road >> Church Street >> St Columb Minor).

Route 2: St Columb Minor to Quintrell Downs

(St Columb Minor >> Church Street >> Quintrell Road >>Quintrell Downs Roundabout >> Quintrell Downs)

Route 3: Trevemper Roundabout to Porth Four Turnings

(Trevemper Roundabout >> West Road >> Trencreek Road >> Trevenson Road >> Porth Four Turnings >> Porth Way)

Route 4: Porth Four Turnings to Trevemper Roundabout

(Porth Way >> Porth Four Turnings >> Trevenson Road >>Trencreek Road >>West Road >>Trevemper Roundabout)

Route 5: Quintrell Downs to Newquay Town Centre

(Quintrell downs >> Quintrell Downs Roundabout >> Quintrell Road >> Henver Road >> Narrowcliff >> Cliff Road >> Cliff Road / Berry Road / East Street junction)

Route 6: Newquay Town Centre to Quintrell Downs

(Cliff Road / Berry Road junction >> Cliff Road >> Narrowcliff >> Henver Road >> Quintrell Road >> Quintrell Downs Roundabout >> Quintrell Downs)

Route 7: Rialton Road to Trevemper Roundabout

(Rialton Road >>Quintrell Road >> West Road >> Trevemper Roundabout)

Route 8: Trevemper Roundabout to Rialton Road

(Trevemper Roundabout >> West Road >> Quintrell Road >> Rialton Road)

8.1.4 Table 8-1 compares the average journey times for the AM and PM peak hour periods in the Phase 1 and Phase 2 scenarios.


Route

2030 AM Peak Hour 2030 PM Peak Hour

Phase 1 Phase 2 Phase 1 Phase 2

1 3m 52s 4m 30s 3m 53s 5m 44s

2 23m 3s 19m 32s 23m 23s 5m 27s

3 5m 33s 7m 17s 5m 30s 7m 29s

4 6m 42s 7m 17s 7m 6s 7m 53s

5 7m 35s 8m 18s 7m 34s 8m 57s

6 7m 30s 8m 16s 13m 51s 13m 22s

7 23m 49s 6m 33s 29m 52s 22m 55s

8 6m 48s 7m 13s 6m 45s 6m 47s

Table 8-1 - Journey time analysis for the 2030 DM and DS scenarios

Key > 1 minute decrease in journey time 0 – 1 minute change in journey time > 1 minute increase in journey time

8.1.5 The results of the analysis show that, for the majority of the specified routes, there are

expected to be increases in average journey times in the Phase 2 scenarios when compared with the Phase 1 scenario, most are probably as a result of additional traffic associated with the Nansledan development rather than resulting from Phase 2 of the NSR itself. These journey time increases are generally small, with the majority being less than a minute.

8.1.6 Route 7 showed a significant reduction in average journey time in the Phase 2 scenario during the AM peak hour when compared to the Phase 1 scenario. This is due to the provision of the NSR allowing an alternative route for vehicles to travel around the existing Henver Road/Rialton Road priority junction via a new roundabout on Quintrell Road. It is the queuing at this junction which makes the journey time for Phase 1 appear significantly higher.


8.1.7 It was identified that for Route 2 has a long journey times expected in the AM and PM peak hour periods in Phase 1. Further examination of these routes identified that the delay in journey times was occurring due to queuing at the Church Street / Henver Road junction. These journey times are significantly reduced in the Phase 2 scenario.

8.1.8 It should however be noted that the Phase 1 scenarios contains large volumes of development traffic associated with Cornwall Council’s Core Strategy aspirations for St Columb Major. However, as these developments are not committed, no potential infrastructure improvements in terms of mitigation measures to counteract the effect of traffic associated with these developments has been included within the modelling work undertaken. Any associated mitigation works are likely to improve the Rialton Road / Henver Road and Church Street / Henver Road junctions, and thus reduce future journey times. The analyses should therefore be considered to be a ‘worse case’ scenario in the forecast year assessments.


9 CONSTRUCTION TRAFFIC

9.1.1 A summary of the construction impacts are discussed below.

9.1.2 This TA forms part of the planning submission for Phase 2, and as such, the phasing and building methods employed in order to complete the construction this phase are currently unknown. This section therefore uses average vehicle movements associated with modern construction to assess the effects and determine whether these would be potentially significant. Whilst it is acknowledged that there are likely to be periods where construction traffic is higher than average, these will by their nature be short lived and therefore limited in impact.

9.1.3 The full construction programme will be produced by the successful contractor prior to the construction start date.

9.1.4 Construction plant and materials would be conveyed to the site by existing roads. The access points for construction will be the A3058 Quintrell Road from the south and the north east. The A3058, via the A392, links the site to the A30 trunk road and the A3075 to west Cornwall. No construction vehicles will be permitted to access the site via Trencreek Road or Treloggan Road. A map showing the routes to be used for construction traffic is illustrated in the Construction Traffic Management Plan.

9.1.5 A site for the contractor’s compound has not yet been identified but it is envisaged that this could be to the south west of the proposed Quintrell Road roundabout. This area is easily accessible and will minimise internal site traffic and thus minimising any risks to other vehicular or non-motorised road users.

9.1.6 The contractor will be responsible for ensuring that all potential environmental impacts are fully identified, assessed and mitigated with regard to current legislation, plans, policy and guidance.

9.1.7 It is expected that normal working day hours would be from 7.00am to 7.00pm Monday to Friday. Working days and hours would be determined in agreement with the highway authority where they impact upon the road network, and the contractor would be required to work within the constraints of the embargo periods set by the local highway authority.

9.1.8 During construction, parking off site will not be permitted and construction vehicles will only be allowed to park within designated parking areas within the works compounds.

9.1.9 During construction there would be a high proportion of Heavy Good Vehicles (HGV) traffic associated with the Site. To minimise impact, these would be routed away from sensitive locations such as dense residential areas, schools, etc. In addition, the safety measures such as sheeting and washing down would be observed to minimise the spread of foreign materials onto the highway network. This would be managed through a Construction Management Plan for the construction period.

9.1.10 Construction vehicle numbers have been estimated based on the TRICS Research Report on Construction Traffic and on a figure of 1,250 HGVs per £1m contract value suggested in “Construction Site Transport, The Next Big Thing” published by the BRE in 2003.

9.1.11 The contract has an estimated value of £10.9M, leading to an overall figure of 118,750 HGVs.

9.1.12 Taking the overall (i.e. Phase 1 and Phase 2) construction period at 60 months (104 weeks), a 5 day working week and an 12 hour working day, and 2 movements per


load, the total number of HGV movements for the project has been calculated and the average loads per time period is shown in Table 9-1 below:

Total Movements Time Period Considered Average HGV Loads / Time Period

118,750

Hour 8

Day 91

Week 457 Table 9-1 - Total Vehicle Construction Movements

9.1.13 The number of vehicle movements set out above is fewer than those predicted once the Nansledan is fully developed. The effects during the Nansledan operational phase can therefore be considered a worst case, and thus no further consideration is given to vehicle movements in the construction phase.

9.1.14 In terms of HGV movements, every effort will be made to minimise the import and export of material from the site. Given that the detailed information cannot be calculated on an outline application such as this, only an estimate can be made at this stage.

9.1.15 Overall, disruption from construction is expected to be slight to moderate, but would be localised and temporary in nature. Implementation of the Construction Environmental Management Plan (CEMP) would ensure temporary construction impacts of the proposed Scheme are kept to a minimum during the construction period.

9.1.16 A series of mitigation measures potential construction traffic impacts. These include inter alia:

Agreeing construction traffic routing with the Local Planning Authority;

Ensuring “just-in-time” deliveries;

Providing for sheeting and washing of vehicles to prevent mud on roads;

Providing a Construction Travel Plan aimed at keeping levels of construction traffic at the site to a minimum.

9.1.17 With respect to worker trips to and from the site, mitigation would concentrate on trying to reduce works related car trips rather than implementing any physical changes to the local network. This will be done through a Workplace Travel Plan which would include measures such as a car sharing scheme for employees.


10 SUMMARY AND CONCLUSIONS

10.1 Summary

10.1.1 Parsons Brinckerhoff has been commissioned by The DoC to prepare a TA to be submitted as part of the planning application for Phase 2 of the NSR, a new road in Newquay.

10.1.2 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 Nansledan.

10.1.3 Furthermore, the strategic nature of the NSR will allow better integration of public transport services throughout the area and maximise opportunities for sustainable travel within Newquay.

10.1.4 The construction of the NSR will be phased as funding and the need for infrastructure materialises. A detailed planning application has been consented for the first section of the NSR (Phase 1), which includes a new junction on the A392 and a link from this junction ending south of the railway line. The current planning application is for the remaining elements of the NSR (Phase 2); this includes the route continuing over the railway line and joining Quintrell Road, leading on to Rialton Road and the western arm to Trevenson Road. This TA assesses the impact of both Phase 1 and Phase 2 of the route.

10.1.5 It should be noted that the current application is for the NSR only. Whilst this TA takes into account traffic associated with Nansledan, committed development and general background growth, it must be remembered that the NSR itself will not result in any additional trips on the local highway network and will only allow traffic to distribute across the network using different routes.

10.1.6 Although future developments are taken account of within this TA in terms of likely traffic levels and distributions, no account is taken of any associated mitigation works or highway improvements. These are matters that would be addressed within individual planning applications.

10.1.7 This TA has been prepared in accordance with best practice set out in the Department for Transport document “Guidance on Transport Assessment” and examines the following areas:

Policy Context;

Existing Situation;

Description of Route;

Modelling Methodology;

Traffic Impact Assessment;

Junction Impact Assessment;

Journey Time Analysis;

Summary and Conclusions.


10.1.8 Strategic modelling is provided that includes the impact of committed and future developments, including Nansledan and the Newquay Airport Aerohub.

10.1.9 The strategic modelling is used to determine the impact of the NSR on the local highway network, in particular its effect on journey time on key routes, traffic levels at key points and also to identify likely future areas where congestion may occur. Individual models are then included for junctions agreed as part of the scoping process and for those identified as likely congestion points.

10.2 Conclusions

10.2.1 This TA demonstrates that:

The implementation of Phase 2 of the NSR is in-line with local and national planning and transport policies and aspirations;

There is no existing pattern of road accidents in the area that is likely to be adversely affected by the construction of Phase 2 of the NSR;

The completed NSR will facilitate future pedestrian, cycle and public transport links;

Of the individual junctions modelled, there are likely to be future congestion issues at the following junctions:

Porth Four Turns


Henver Road / Chester Road Signals

Hillgrove Road / Chester Road Priority Junction

The issues at the above junctions result from future developments rather than the NSR and will need to be mitigated as part of future planning applications;

Journey times are generally similar to those examined in the “Do Minimum” scenarios, with some being significantly improved and others being marginally lengthened (generally by less than 1.5 minutes);

10.2.2 It is therefore concluded that Phase 2 of the NSR is suitable to serve future development within Newquay and will help this development to be implemented without significant detriment to the operation of the local highway network.

10.2.3 It is however identified that there is likely to be a need for development-related mitigation works at key points on the local highway network. It will therefore be necessary for future developments to include their own TA as part of their planning applications in order to address these issues.

Date post:	29-Sep-2020
Category:	Documents
Upload:	others
View:	2 times
Download:	0 times