A259 ROUTE IMPROVEMENT STUDY · 2013. 3. 4. · A259 Route Improvement Study A259 RouteImprovement...

November 2012

A259 ROUTE IMPROVEMENT STUDY

Evidence for Improvements

West Sussex County Council

WSCC_2012/13_0015 Final – v4.0

A259 Route Improvement Study Evidence for Improvements

285358N-PTG

Prepared for West Sussex County Council

County Hall Chichester PO19 1RH

Prepared by Parsons Brinckerhoff

www.pbworld.com

Report Title : A259 Route Improvement Study PIMS Number : n/a Report Status : Final Job No : 285358N-PTG Date : November 2012

DOCUMENT HISTORY AND STATUS

Document control

Prepared by Richard Clarke Checked by (technical) Colin McKenna

Approved by Dan Hyde Checked by (quality assurance) Colin McKenna

Revision details

Version Date Pages affected Comments

1.0 November 2012 All First Draft

2.0 November 2012 Multiple Revised following feedback from WSCC

3.0 December 2012 Sections

5.1, 5.2 & 6 Revised following feedback from WSCC

4.0 January 2013 Sections 6 Revised following feedback from WSCC

AUTHORISATION SHEET

Client: WSCC Project: A259 Route Improvement Study Address: West Sussex County Council, County Hall. Chichester. PO19 1RH

PREPARED BY Name: Richard Clarke Position: Transport Planner Date: November 2012

AGREED BY Name: Dan Hyde Position: Senior Transport Planner Date: November 2012

AUTHORISED FOR ISSUE Name: Colin McKenna Position: Project Director Date: November 2012

DISTRIBUTION

ACCEPTED BY Name: David Marsh Position: Principal Planner Date: November 2012

ACCEPTED BY Name: Position: Date:

A259 Route Improvement Study

A259 RouteImprovement - Evidence for Improvements Note (Final) - R8.docx Prepared by Parsons Brinckerhoff November 2012 for West Sussex County Council

CONTENTS Page

1 Introduction 1 1.1 Study Background 1 1.2 Evidence for Improvements 1

2 Study Area 2 2.1 Geographical Boundaries 2

3 Data sources 3 3.1 Transport Assessments 3 3.2 WSCC Traffic Flow Data 3 3.3 Journey Time Data 3 3.4 WSCC Transport Model 3 3.5 DMRB Traffic Capacity of Urban Roads 3

4 Data analysis 4 4.1 2012 Base Year Assessment 4 4.2 2028 Future Year Assessment 7

5 Results 8 5.1 2012 Base Year Assessment 8 5.2 2028 Assessment 17

6 Conclusions 27 6.1 2012 Baseline Assessment 27 6.2 2028 Future Year Assessment 27 6.3 Next Steps 28

APPENDICES 29



FIGURES

Figure 1 – Study area

Figure 2 – WSCC ATC sites

Figure 3 - Eastbound route (to Worthing) Journey Times

Figure 4 - Westbound route (to Bognor Regis) Journey Time

Figure 5 – MVA V/C plot (2026 AM Option 3a)

Figure 6 – MVA Flow Bandwidths (2026 AM Option 3a)

TABLES

Table 1 – Study route junction references

Table 2 – TEMPRO 2012 baseline factors

Table 3 – Study Area Development Summary

Table 4 – 2028 growth factors

Table 5 – 2012 Link RFC Summary

Table 6 – JT Survey Summary

Table 7 - 2028 Link RFC Summary

Table 8 – PB & MVA RFC Comparison

Table 9 – PB & MVA Flow Comparison


1 INTRODUCTION

1.1 Study Background

1.1.1 The Joint East Arun Area Committee (JEAAC) has identified concerns about the ability of a key section of the A259 within Arun District to support anticipated future transport demand, including the implications of recent significant retail permissions and the emerging Arun Local Plan.

1.1.2 The section of road concerned is the A259 from the River Arun (west of Littlehampton) up to and including Goring Crossways roundabout (just east of the Arun District and Worthing Borough boundary).

1.1.3 Parsons Brinckerhoff (PB) has been procured by West Sussex County Council (WSCC) under the IESE framework contract to undertake an initial design study into improvements for the A259 within the study area. It has been acknowledged that the route currently has a number of capacity issues and that current levels of proposed development along the route are likely to further exhaust this capacity.

1.2 Evidence for Improvements

1.2.1 In order to undertake the initial design work it is first necessary to establish the need (and provide evidence for) any link and/ or junction improvements along the A259. This note provides a summary of the evidence gathered as part of this study, the subsequent analysis of it, and the conclusions drawn.

1.2.2 It should be noted that WSP are also currently undertaking a transport study for Arun DC which includes the A259 covered by this study and as such we anticipate that additional traffic flow and assessment data will be made available in due course, once WSP have completed their draft which is currently expected to be mid December. The data and outcomes presented here may be subject to change once this new data becomes available to the PB study team. However it is not anticipated that this would result in a significant change in the key outcomes.


2 STUDY AREA

2.1 Geographical Boundaries

2.1.1 The survey area (see Figure 1) includes the A259 within the Arun District from the River Arun (west of Littlehampton) up to and including the Goring Crossways junction within the Borough of Worthing.

Figure 1 – Study area

2.1.2 For the purposes of the overall project the major junctions along the study route have

been identified and assigned a reference (see Table 1).

Table 1 – Study route junction references

Junction Reference Bridge Road Roundabout J1 A259/ Eldon Way J2 A259/ New Courtwick Lane J3 Wick Roundabout J4 Fitzalan Link Road Roundabout J5 Body Shop Roundabout J6 Mill Lane Roundabout J7 Sainsbury’s Access J8 Station Road Roundabout J9 Roundstone Lane Roundabout J10 A280 Roundabout J11 ASDA Access J12 Langbury Lane J13 Goring Crossways Roundabout J14

2.1.3 A map of showing the locations of the junctions listed and aerial images can be found in Appendix A. It should be noted that an image for Junction 12 is missing due to the ASDA access only recently being completed.

Western Boundary

Eastern Boundary

A259


3 DATA SOURCES

3.1 Transport Assessments

3.1.1 During the scoping of the study it was deemed that adequate traffic flow data for each of the junctions within the study area existed in one form or another so no new traffic counts were proposed. One of the sources of data used is turning count survey data from Transport Assessments (TAs) that has been submitted with various planning applications within the Arun District. Where possible the baseline traffic flows have been extracted from these documents and used to generate a link flow spreadsheet model of the road network within the study area. Where the TAs contain junction model outputs, these have also been extracted to inform a junction capacity assessment.

3.2 WSCC Traffic Flow Data

Where it exists, WSCC survey data has been used to plug any gaps not covered by the information gathered from the TAs. Automatic Traffic Counter (ATC) link flows from WSCC’s online traffic data website have also been used to validate the flows extracted from the TAs.

3.3 Journey Time Data

3.3.1 Through the tender process and during the data collection and analysis period of the study it was identified that only limited Journey Time (JT) and delay information is currently available for the A259 within Arun District. Surveys were subsequently undertaken on Wednesday 7 th November 2012 and this note uses the data that was recorded to inform the assessment of how the network is currently operating. Full details of surveys can be found in the (D1b) Data Collection Note issued previously.

3.4 WSCC Transport Model

3.4.1 MVA Consultancy were appointed by Arun District Council to assess their Local Development Framework (LDF) Scenarios using the West Sussex County Model. The study looked at a future year of 2026 (in the AM peak) and had two main objectives:

To establish the absolute and relative impacts of potential strategic development locations on the road and rail networks in Arun District and beyond; and

To confirm where transport infrastructure improvements are likely to be required

3.4.2 The study has been used primarily to validate the results gained from analysing the traffic flow data from the TAs but link capacities used in the model have been also been used to inform the link flow spreadsheet model.

3.5 DMRB Traffic Capacity of Urban Roads

3.5.1 Any gaps in link capacity information have been filled using the Department for Transport’s Design Manual for Roads and Bridges (DMRB) Traffic Capacity of Urban Roads document. The advice note provides approximate one-way capacities for various urban road types.


4 DATA ANALYSIS

4.1 2012 Base Year Assessment

Transport Assessment Data

4.1.1 In order to get an understanding of current (2012) link and junction performance the baseline flows and junction model information from each of the TAs (where possible) has been extracted and transferred to a spreadsheet model of the study area network, or used to inform a junction capacity assessment.

4.1.2 Table 3 provides a summary of the TAs that were consulted, details of the proposed development, and the junctions they assessed. Where a junction is assessed by more than one application the most recent data has been used. If the data is from the same year the highest flows have been taken to ensure a robust assessment. A map showing the locations of the developments can be found in Appendix B. The map also highlights the junctions where improvements are proposed as part of the developments. Indicative layout drawings extracted from the TAs for the proposed schemes can be found in Appendix F.

4.1.3 It can be seen from Table 3 that no data was available for Junctions 12, and 13. They have therefore not been included in the spreadsheet model or junction capacity assessment. Initial JT results and observations from the survey day indicate that these junctions currently experience low levels of queuing/ delay so are not considered critical to the overall aims of the study. However, once the WSP modelling study is complete and flow data is available for these junctions we will reassess this assumption.

4.1.4 The TA submitted as part of the Sainsbury’s planning application did not assess Junction 7 and Junction 8 in the AM peak. 2006 WSCC data has been used to fill the gap at Junction 8 but no AM data could be found for Junction 7 so only the PM peak has been assessed.

4.1.5 Submissions accompanying the following development proposals concluded that their impact would be neutral (due to an extant planning permission on the site), not significant, or did not assess junctions within the study area:

ASDA (Junction 12 – neutral impact)

Windroos Nursery (Junction 6 – neutral/ not significant)

Worthing College (outside study area)

4.1.6 The years in which the traffic surveys were undertaken ranges between 2006 and 2011. To arrive at a universal base line the flows have been factored up to 2012 using TEMPRO (NTM adjusted - Dataset 62 - Littlehampton - urban trunk road). Table 2 displays the factors used.


Table 2 – TEMPRO 2012 baseline factors

Factor Forecast Year AM PM 2006-2012 1.0646 1.0678 2008-2012 1.0407 1.0427 2009-2012 1.0292 1.0306 2010-2012 1.0178 1.0188 2011-2012 1.0069 1.0073

4.1.7 For Junctions 1, 4, 6, and 14 it has been possible to check the flows extracted from the TAs against average 2012 ATC flow data (AM and PM – eastbound and westbound) from the WSCC traffic data website. The check showed that the flows from the TAs matched well against ATC data so no correction factors were applied. Figure 2 shows the location of the ATC sites.

Figure 2 – WSCC ATC sites


Table 3 – Study Area Development Summary

Junctions Assessed

Development Res Emp/ other (sqm)

J1 J2 J3 J4 J5 J6 J7 J8 J9 J10 J11 J12 J13 J14 Base Year Future Year 1

Future Year 2

Courtwick Lane 600 4,000 2008 2026 -

Morrisons - 4,744 2010 2016 - Northbrook College 117 - 2010 2015 2017 Roundstone Lane 150 - 2011 2013 2017 Sainsbury’s - 2,206 * * 2009 2017 -

North of Toddington 1,460 - 2008 2016 2026 West Durrington 700 - 2010 2015 2020 West End Nursery 195 - 2012 2017 - *J7 & J8 only assessed in PM peak

J1 Bridge Rd Rbt J2 Eldon Way J3 New Courtwick Ln J4 Wick Rbt J5 Fitzalan Link Rd J6 Body Shop Rbt J7 Mill Lane Rbt J8 Sainsbury’s Access J9 Station Rd Rbt J10 Roundstone Ln Rbt J11 A280 Rbt J12 Langbury Ln J13 ASDA Access J14 Goring Crossways


Journey Time Data

4.1.8 Our in-house bespoke GPS JT data collection system, based upon the moving observer method and using data loggers, was used to collect journey time, speed, and position information. The method enables us to collect highly accurate data to determine the significance of existing journey times and the level of queuing that exists along the route.

4.1.9 Following a data cleansing exercise to remove any obvious data entry errors, the time and position data from the loggers was processed in order to derive journey times, speed, and distance figures. These figures were then plotted on time/ distance graphs and speed maps (along with junction positions) so areas of queuing and delay can be visually represented.

4.1.10 The time/ distance graphs and speed maps are discussed further in Section 5.

4.2 2028 Future Year Assessment

4.2.1 To get an understanding of how links and junctions in the study area might operate in the future the baseline traffic flows have been factored up to 2028 using TEMPRO. It should be noted that this approach does not take into account traffic reassignment so the resultant RFC figures serve only to highlight areas where congestion may occur. Table 4 provide a summary of the factors used:

Table 4 – 2028 growth factors

Factor Forecast Year AM PM 2006-2028 1.3241 1.3456 2008-2028 1.2943 1.314 2009-2028 1.2799 1.2988 2010-2028 1.266 1.284 2011-2028 1.2523 1.2695


5 RESULTS

5.1 2012 Base Year Assessment

Transport Assessment Data – Link Assessment

5.1.1 The ‘growthed’ 2012 baseline traffic flows extracted from the TAs are shown in the network diagrams in Appendix C.

5.1.2 The Ratio of Flow to Capacity (RFC) link results, generated by combining the baseline traffic flows with the link capacity data, is provided in Appendix D. Table 5 below provides a summary of the 2012 link RFCs in each peak period and each direction.

Table 5 – 2012 Link RFC Summary

Eastbound RFC

Westbound RFC

Link AM PM Link AM PM 1 - 2 42 56 2 – 1 47 47 2 - 3 45 48 3 – 2 52 47 3 - 4 61 75 4 – 3 72 64 4 - 6 142 152 6 – 4 123 116 6 - 7 23 28 7 – 6 24 24 7 - 8 48 52 8 – 7 43 54 8 - 9 48 45 9 – 8 47 48 9 - 10 75 84 10 – 9 85 95 10 - 11 101 94 11 – 10 82 96 11 - 14 48 40 14 – 11 60 66

5.1.3 The results from the spreadsheet model show very high link RFCs between Junction

4 (Wick Rbt) and Junction 6 (Body Shop Rbt). This section has relatively high traffic flows but has been assigned a relatively low link capacity; this is due to the fact that around Junction 4 (Wick Rbt) in particular there are a number of side and front accesses as well as an at-grade pedestrian crossing.

5.1.4 The results also show high RFC figures between Junction 9 (Station Rd Rbt) and Junction 11 (A280 Rbt). This section is single carriageway with dual carriageway either side as acts as a bottleneck.

5.1.5 The spreadsheet model has not picked up known problems at Goring Crossways (Junction 14) it is thought that this is because the eastbound approach link has a high capacity, owing to its dual carriageway and 50 mph speed limit.

Journey Time Data

5.1.6 To further inform the assessment of how the network is currently operating and to validate the results of the spreadsheet model, the JT data from each run has been plotted on time/ distance graphs (see Figures 3 and 4).


5.1.7 Speed maps provide an alternative method of presenting the JT data and can be found in Appendix F. Table 6 provides a general summary of the speeds recorded at each junction in each peak period and each direction. More detailed analysis of delay caused at each junction is provided in the Data Collection Note.

Table 6 – JT Survey Summary

Eastbound Westbound Junction AM PM AM PM

1

2

3

4

6

7

8

9

10

11

14

No Issues identified Minor issues identified Moderate issues identified Significant issues identified

5.1.8 The time/ distance graphs and speed maps confirm the results of the spreadsheet model with the key outcomes being a) queues and delay between Junction 4 and Junction 6 and between Junctions 9 and 11, but also b) highlight known problems at Junction 14 (Goring Crossways), particularly on the eastbound and westbound approaches in the AM peak.

5.1.9 Attention is also drawn to the fact that where queuing/ delay occurred in the AM it was primarily in the eastbound direction, whereas in the PM peak congestion was found to be relatively equally significant in both directions.


A259 RouteImprovement - Evidence for Improvements Note (Final) - R8.docx Prepared by Parsons Brinckerhoff November 2012 for West Sussex County Council - 11 -

Figure 3 - Eastbound route (to Worthing) Journey Times

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JUNCTION AM - Run 1 AM Run 2 PM Run 1 PM Ru n 2

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Figure 4 - Westbound route (to Bognor Regis) Journey Time

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Transport Assessment Data – Junction Assessment

5.1.10 Base (2012) junction performance has also been assessed using ARCADY models, created using the traffic flows (factored up to 2012 where necessary) and geometries supplied within the TAs. It has been assumed that geometries and traffic flows submitted with the TAs have been signed off and are fit for purpose.

5.1.11 In some cases (Junctions 7, 9, 10, and 11) ARCADY models have been created from scratch due to a lack of geometric data in the TAs. A lack of queue data also means that it has not been possible to validate/ calibrate the models. Where junctions have been modelled using software other than ARCADY (Junctions 3 and 8) the best suited outputs available have been lifted straight from the TAs.

5.1.12 The Courtwick Lane TA did not provide a base case assessment of Junction 2 (Eldon Way) because it proposes a major change to the junction layout; therefore it so has only been included in the 2028 assessment (see Section 5.2). The following section provides a summary of the model outputs:

Junction 1 – Bridge Road Rbt

Arm 1 = A259 North, Arm 2 = Tesco Access, Arm 3 = B2187 Bridge Rd, Arm 4 = A259 Bridge Rd

Junction 3 – New Courtwick Lane (2010)

Junction 4 – Wick Rbt

Arm 1 = A284, Arm 2 = A259 East, Arm 3 = A284 Wick St, Arm 4 = A259 West. Arm 5 = Hawthorn Rd



Junction 6 – Body Shop Rbt

Arm 1 = A259 North, Arm 2 = B2187 Worth ing Rd, Arm 3 = B2187 Horsham Rd, Arm 4 = A259 West, Arm 5 = Body Shop access

Junction 7 – Mill Lane Rbt

Arm 1 = Golfers Ln, Arm 2 = A259 East, Arm 3 = Mill Ln, Arm 4 = A259 West

Junction 8 – Sainsbury’s Access (2013 with development)



Junction 9 – Station Road Rbt

Arm 1 = Station Rd N, Arm 2 = A259 East, Arm 3 = Station Rd South, Arm = A259 West

Junction 10 – Roundstone Lane Rbt

Arm 1 = Roundstone Ln N, Arm 2 = A259 East, Arm 3 = Roundstone Ln S, Arm 4 = A259 West

Junction 11 – A280 Rbt

Arm 1 = A280, Arm 2 = A259 East, Arm 3 = B2140 Old Worthing Rd, Arm 4 = A259 West

Junction 14 – Goring Crossways Rbt

Arm 1 = A2700, Arm 2 = A259 East, Arm 3 = A259 Goring St, Arm 4 = A259 West



Summary

5.1.13 The results from the junction models indicate that Junction 1 (Bridge Rd Rbt) all the way through to Junction 8 (Sainsbury’s Access) operate well within theoretical capacity, with only the eastbound approach to Junction 6 (Bodyshop Rbt) approaching critical values (>0.85 RFC).

5.1.14 This would suggest that congestion between Junction 4 (Wick Rbt) and 6 (Body Shop Rbt) is at present primarily a link capacity issue as opposed to a lack of junction capacity.

5.1.15 For the Junction 9 (Station Rd Rbt) to Junction 11 (A280 Rbt) section, the junction capacity assessment suggests that at present congestion is both a link and junction capacity issue. Junction 9 and Junction 11 in particular have some arms approaching or exceeding theoretical capacity.

5.1.16 The ARCADY models also replicate the known issues at Goring Crossways, particularly on the eastbound approach in the AM peak. What is not picked up by the ARCADY model is a known issue on the eastbound approach to the Junction 9 caused by traffic calming measures upstream of the northbound exit.



5.2 2028 Assessment

5.2.1 The ‘growthed’ 2028 traffic flows are shown in the network diagrams in Appendix C.

5.2.2 The RFC link results generated by combining the baseline traffic flows with the link capacity data is provided in the network diagrams in Appendix D. Table 7 below provides a summary of the 2028 link RFCs in each peak period and each direction.

5.2.3 It should be noted that the link capacities have not changed between the 2012 and 2028 assessments. The schemes proposed by the various developments focus on junction capacity rather significantly altering link capacity.

Table 7 - 2028 Link RFC Summary

Eastbound RFC

Westbound RFC

Link AM PM Link AM PM 0 - 1 78 81 1 - 0 79 72 1 - 2 53 70 2 - 1 58 59 2 - 3 56 60 3 - 2 65 59 3 - 4 76 95 4 - 3 90 81 4 - 6 177 192 6 - 4 153 146 6 - 7 28 36 7 - 6 30 30 7 - 8 60 66 8 - 7 53 68 8 - 9 60 57 9 - 8 58 60 9 - 10 94 106 10 - 9 105 120 10 - 11 126 118 11 - 10 103 121 11 - 14 59 51 14 - 11 75 83

5.2.4 As one would expect the results show the areas of high RFCs highlighted by the 2012 assessment continue to get worse. The link between Junction 14 (Goring Crossways) and Junction 11 (A280 Rbt) is the only new link that moves to approach critical levels (>80%). This link is single carriageway immediately west of Goring Crossways but opens out to dual carriageway as it approaches the A280 Roundabout so to be robust has been modelled as high-standard wide single carriageway (1860 veh/hr) as opposed to a lower standard dual carriageway (2950 veh/hr).

5.2.5 It should be noted that unlike the WSCC Transport Model the results above assume that no changes are made to existing traffic patterns such as reduce, re-mode, re-route or re-time. The RFC figures significantly higher than 100 would therefore never materialise in reality.

WSCC Transport Model

5.2.6 To validate the 2028 results from the spreadsheet model they have been compared with traffic flows and Volume over Capacity (V/C) bandwidth plots from Arun’s LDF Scenarios report produced by MVA. The report tests various 2026 future year scenarios in the AM peak. The Option 3a scenario is thought to provide the best



comparison for validation purposes. Option 3a does not include Ford Eco-town, has only minor mitigation schemes and uses typical mode share and distributions.

5.2.7 As noted above the WSCC model takes into account a number of factors that the spreadsheet assessment does not, as such results are not expected to match exactly but they are expected to broadly correlate.

5.2.8 Figures 5.27 and 5.37 from the MVA report have been extracted for comparison and can be found on the next page (Figure 5 and Figure 6).The 2028 traffic flows and RFCs from the spreadsheet model can be found in Appendices C and D, respectively



Figure 5 – MVA V/C plot (2026 AM Option 3a)

Junction 9 - 11

Junction 4 - 6



Figure 6 – MVA Flow Bandwidths (2026 AM Option 3a)

1

4

6 7 9 10

11

14



5.2.9 Table 8 provides a comparison of the RFC link results generated by the spreadsheet model and those published in MVA’s report (where possible).

Table 8 – PB & MVA RFC Comparison

Eastbound RFC

Westbound RFC

Link PB MVA Link PB MVA 0 - 1 78 95 1 - 0 79 97 4 - 6 177 99 6 – 4 153 91 9 - 10 94 102 10 – 9 105 74 10 - 11 126 112 11 – 10 103 102

5.2.10 It can be seen that areas that are approaching or are over capacity within the WSCC model generally correspond well to the spreadsheet model results. The obvious exceptions being the eastbound and westbound l inks at Junction 1 (Bridge Rd Rbt) and the westbound link between Junctions 10 (Roundstone Rbt) and 9 (Station Rd Rbt).

5.2.11 Observations recorded on the survey day would suggest that the WSCC model is likely to be more representative at Junction 1 but is thought to be underestimating congestion on the westbound link between Junction 10 and 9.

5.2.12 Table 9 provides a comparison of the link flow results generated by the spreadsheet model and those published in MVA’s report (where possible).

Table 9 – PB & MVA Flow Comparison

Eastbound Flow

Westbound Flow

Link PB MVA % diff Link PB MVA % diff 0 - 1 1452 1354 7% 1 - 0 1474 1403 5% 6 - 7 1139 1512 -33% 7 – 6 1199 1241 -4% 7 - 9 2172 1759 19% 9 – 7 2084 1356 35% 9 – 10 1310 1471 -12% 10 – 9 1476 1108 25% 10 – 11 1759 1515 14% 11 – 10 1436 1406 2% 12 - 14 2080 2358 -13% 14 - 12 1399 1776 -27%

5.2.13 The comparison shows the spreadsheet flows are broadly comparable. There are some areas, particularly on the eastern side of the study area, where relatively high differences occur but the spreadsheet model is based on survey data undertaken on a single day and the developments included within TEMPRO are unlikely to match exactly what developments MVA included in the WSCC model so the flows cannot be expected to match that closely.



Transport Assessment Data - Junction Capacity Assessment

5.2.14 To assess future (2028) junction performance the 2012 flows have been factored up using TEMPRO. As with the 2012 assessment, junctions that have been modelled using software other than ARCADY (Junctions 2, 3, 4, and 8) the best available outputs have been taken straight from the TAs.

5.2.15 Junction 1 has included an increased entry width and flare that was proposed as part of the Courtwick Ln development. No exact geometries could be found in the TA so an entry width of 10.5m and an effective flare length of 40m were used.

5.2.16 Junction 4, modelled in LinSig, includes a new pedestrian crossing proposed as part of the Courtwick Lane development. The new junction proposed as part of the North of Toddington Lane development, Junction 5 (Fitzalan Link Rd Rbt), has also been included in the 2028 junction assessment and the following section provides a summary of the model outputs where available:

Junction 1 Bridge Road Rbt

Junction 2 – Eldon Way (Courtwick Lane Access) (2026)



Junction 3 – New Courtwick Lane (2016 with development)

Junction 4 – Wick Rbt (2026)



Junction 5 – Fitzalan Link Road Rbt (2026 with Toddington & Courtwick)



Junction 8 – Sainsbury’s Access (2017 with development)



Junction 9 – Station Road Rbt

Junction 10 – Roundstone Ln Rbt


Junction 14 – Goring Crossways

5.2.17 It can be noted that Junction 12 (Langbury Ln) and 13 (ASDA) are not included above as no count data currently exist for those junctions. Although no data exist it not considered to be an issue as these junctions are understood to operate within capacity with sufficient reserve capacity to facilitate future demand.



Summary

5.2.18 The results from the 2028 models indicate that the northern A259 approach to Junction 1 (Bridge Rd Rbt) is above 0.85 and the southern A259 approach is close to theoretical capacity.

5.2.19 The LinSig model outputs for Junction 4 (Wick Rbt) that are taken from Courtwick Lane TA do not suggest there will be any capacity issues in 2026 but it should be noted that their assessment does not include the North of Toddington Lane or the Morrison’s developments. The TA does state that a post application assessment taking into account the North of Toddington Lane development would be undertaken but to our knowledge this has not been completed.

5.2.20 The results for Junctions 5 (Fitzalan Link Rd Rbt), Junction 7 (Mill Ln Rbt), and Junction 8 (Sainsbury’s Access) do not indicate any capacity issues. Some of the arms are in and around 0.85 RFC but resultant queuing is not significant

5.2.21 Junction 6 (Body Shop Rbt) is generally operating well, the only exception being the eastbound A259 approach, which is close to theoretical capacity.

5.2.22 The capacity issues highlighted in the 2012 assessment for Junctions 9 (Station Rd Rbt), Junction 11 (A280 Rbt), and Junction 14 (Goring Crossways) as one would expect continue to get worse as a result of the extra traffic flows in 2028, with most arms now operating above theoretical capacity,

5.2.23 Junction 10 (Roundstone Ln Rbt) is also beginning to experience capacity issues.

5.2.24 The issues on the Golfers Ln approach to Junction 7 (Mill Ln Rbt) are thought to be a model anomaly caused by the high opposing flows across the entry.



6 CONCLUSIONS

6.1 2012 Baseline Assessment

6.1.1 The 2012 baseline assessment and observations recorded during the Journey Time surveys predominantly highlight capacity issues at the following locations:

Link between Junction 4 (Wick Rbt) and 6 (Body Shop Rbt)

Link between Junction 9 (Station Rd Rbt) and 11 (A280 Rbt)

Junction 9 (Station Rd Rbt)

Junction 11 (A280 Rbt)

Junction 14 (Goring Crossways Rbt)

6.1.2 The results from the junction models suggest that congestion between Junction 4 and 6 is (at present) primarily a link capacity issue as opposed to a lack of junction capacity. The section is single carriageway and has a number of side and front accesses as well as three pedestrian crossings which contribute to the poor link performance. The addition of the Fitzalan link Road and associated re-routing of traffic through this link may resolve the issue but this will need to be assessed in more detail.

6.1.3 The results from the junction models indicate that congestion between Junction 9 and 11 is both a link and junction capacity issue. The section is a single carriageway road sandwiched between two sections of dual carriageway and the junctions at either end are noted to be operating at or above capacity.

6.2 2028 Future Year Assessment

6.2.1 The 2028 link–based spreadsheet assessment has not identified any new areas in the study area where capacity is anticipated to be an issue, as a result of future background traffic growth.

6.2.2 In addition to the junctions identified in the 2012 assessment, the 2028 junction capacity assessment identified issues at the following locations:

Junction 1 (Bridge Road Rbt)

Junction 6 (Body Shop Rbt)

Junction 10 (Roundstone Lane Rbt)

6.2.3 Schemes have been proposed at Junction 1 and 6 as part of the Courtwick Lane and North of Toddington Lane developments but they may need to be enhanced to cater for anticipated 2028 flows.

6.2.4 None of the TAs consulted propose improvements within the J9 to 11 section, whilst only minor alignment changes are proposed at Junction 14 as part of the Northbrook College and West Durrington planning applications.

6.2.5 As noted previously the LinSig assessment that was undertaken as part of the Courtwick Lane development for Junction 4 (Wick Rbt) did not include the North of Toddington Lane and Morrison’s developments. For this reason further modelling



work would be beneficial in order to fully understand how the junction will operate when all development is taken into account.

6.3 Next Steps

6.3.1 Based on the conclusions drawn above it is proposed that the next steps of the study are to identify schemes for the links and junctions identified as experiencing capacity issues. In alignment with the study scope, it is confirmed that the following junctions will be assessed in detail:

Junction 1 – Bridge Road Rbt



Junction 9 – Station Rd Rbt

Junction 10 – Roundstone Lane Rbt


Junction 14 – Goring Crossways Rbt

6.3.2 In addition, and in alignment with the study scope, it is confirmed that the following links will also be assessed in detail:

Link between Junction 4 (Wick Rbt) and 6 (Body Shop Rbt)

Between Junction 9 (Station Rd Rbt) and 10 (Roundstone Lane Rbt)

Between Junction 10 (Roundstone Lane Rbt) and 11 (A280 Rbt)

Between Junction 11 (A280 Rbt) and 14 (Goring Crossways Rbt)

6.3.3 In addition to the above link and junction assessments, the following four junctions will be modelled using appropriate modelling software:


Junction 10 - Roundstone Lane Rbt

Junction 11 - A280 Rbt

Junction 14 - Goring Crossways Rbt



APPENDICES

A – Junction Locations & Aerial Images B – Arun / A259 related Development Locations C – 2012 & 2028 Traffic Flows (AM & PM) D – 2012 & 2028 RFCs E – Speed Maps F – Committed & Previously Proposed Highway Improvements


A259 RouteImprovement - Evidence for Improvements Note (draft) - R3.docx Prepared by Parsons Brinckerhoff November 2012 for West Sussex County Council

Appendix A – Junction Locations & Aerial Images


Junction Reference

Bridge Road Roundabout J1

A259/ Eldon Way J2

A259/ New Courtwick Lane J3

Wick Roundabout J4

Fitzalan Link Road Roundabout J5

Body Shop Roundabout J6

Mill Lane Roundabout J7

Sainsbury’s Access J8

Stat ion Road Roundabout J9

Roundstone Lane Roundabout J10

A280 Roundabout J11

ASDA Access J12

Langbury Lane J13

Goring Crossways Roundabout J14

4 6

7 11

9 10 12

1

3

8

2

14 13

5


Junction 1 – Bridge Rd Rbt

Junction 2 – Eldon Way


Junction 3 – Courtwick Lane



Junction 6 –Body Shop Rbt



Junction 8 – Sainsbury’s Access



Junction 10 – Roundstone Ln Rbt



Junction 13 – Langbury Ln




Appendix B – Arun / A259 related Development Locations



Appendix C – 2012 & 2028 Traffic Flows (AM & PM)

J1 Bridge Rd RbtJ2 Eldon Way

2006-2012 1.06462008-2012 1.0407J2 Eldon Way

J3 New Courtwick LnJ4 Wick Rbt Priority/ Signalised X-road Jct RoundaboutJ6 Body Shop RbtJ7 Mill Lane RbtJ8 Sainsburys AccessJ9 Station Rd RbtJ10 Roundstone Ln RbtJ11 A280 RbtJ14 Goring Crossways

2010-2012 1.01782011-2012 1.0069

69 1

2008-2012 1.04072009-2012 1.0292

305839 795 368

646 30845

1208 1672916 0 429

964975 1043 1746 1741 1053 1415

9781125

940 1110

76

414

8

32

Base 2012 AM Flows

1125787 98 495

544 1531 1676 1187 1155

1167

1102451

868 500

287

574

114 368 233

1185

1

1098


2006-2012 1.06782008-2012 1.0427J2 Eldon Way

J3 New Courtwick Ln Priority/ Signalised X-road Jct RoundaboutJ4 Wick RbtJ6 Body Shop RbtJ7 Mill Lane RbtJ8 Sainsburys AccessJ9 Station Rd RbtJ10 Roundstone Ln RbtJ11 A280 RbtJ12 Goring Crossways

2008-2012 1.04272009-2012 1.03062010-2012 1.01882011-2012 1.0073

85 24 481 479222

534890 975 97 213

14061139 33 463

1294960

869 983 1879 1627 1179 13141170

1222835 11

107

6

414

8

32

Base 2012 PM Flows

12221034 132 629

442 1938 1727 1337 1348 1109494

865 658 186491 375 120

516

529

1068

1202

1

1098


2006-2028 1.32412008-2028 1.2943J2 Eldon Way

J3 New Courtwick LnJ4 Wick Rbt Priority/ Signalised X-road Jct RoundaboutJ6 Body Shop RbtJ7 Mill Lane RbtJ8 Sainsburys AccessJ9 Station Rd RbtJ10 Roundstone Ln RbtJ11 A280 RbtJ14 Goring Crossways

2010-2028 1.2662011-2028 1.2523

86 1

2008-2028 1.29432009-2028 1.2799

3791043 989 457

804 38456

1503 20801139 0 533

11991212 1298 2172 2165 1310 1759

12171399

1170 1110

76

414

8

32

2028 Future Year AM Flows

1399979 121 615

676 1904 2084 1476 1436

1452

1371561

1080 622

357

714

142 457 289

1474

1

1098


2006-2028 1.34562008-2028 1.314J2 Eldon Way

J3 New Courtwick Ln Priority/ Signalised X-road Jct RoundaboutJ4 Wick RbtJ6 Body Shop RbtJ7 Mill Lane RbtJ8 Sainsburys AccessJ9 Station Rd RbtJ10 Roundstone Ln RbtJ11 A280 RbtJ12 Goring Crossways

2008-2028 1.3142009-2028 1.29882010-2028 1.2842011-2028 1.2695

107 31 606 603280

6731122 1229 122 268

17721435 42 584

16311210

1096 1239 2368 2050 1485 16551474

15401053 11

107

6

414

8

32

2028 Future Year PM Flows

15401303 167 792

557 2442 2177 1685 1699 1398623

1090 829 235618 472 151

650

666

1346

1515

1

1098



Appendix D – 2012 & 2028 RFCs

J1 Bridge Rd Rbt Link RFCJ2 Eldon WayJ2 Eldon WayJ3 New Courtwick LnJ4 Wick Rbt Priority/ Signalised X-road Jct RoundaboutJ6 Body Shop RbtJ7 Mill Lane RbtJ8 Sainsburys AccessJ9 Station Rd RbtJ10 Roundstone Ln RbtJ11 A280 RbtJ14 Goring Crossways

#DIV/0!#DIV/0!

48%#DIV/0!

#DIV/0!

23%61% #DIV/0! #DIV/0!

#DIV/0!

75% 101% #DIV/0!#DIV/0! 24% 48%

#DIV/0! 48%

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52% 72% 123%#DIV/0! #DIV/0!

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1110

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2012 AM - RFCs

#DIV/0! 60%

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#DIV/0!#DIV/0!

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28%75% #DIV/0! #DIV/0!

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84% 94% #DIV/0!#DIV/0! 24% 45%

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47% 64% 116%#DIV/0! #DIV/0!

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48%

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1110

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414

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2012 PM - RFCs

#DIV/0! 66%

#DIV/0!

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96%

#DIV/0!#DIV/0!

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56% #DIV/0! 47% 54% 48% 95%

57%

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65%

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#DIV/0! #DIV/0! #DIV/0!#DIV/0!

#DIV/0!#DIV/0! #DIV/0!

28%76%

#DIV/0!

#DIV/0! #DIV/0!

60%177%#DIV/0!

#DIV/0!#DIV/0! 60%30%

#DIV/0!

#DIV/0!#DIV/0!153%90% #DIV/0!

56%

65%

59%

126%94%

1110

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414

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2028 AM - RFCs

#DIV/0!

#DIV/0!#DIV/0!

#DIV/0!#DIV/0! #DIV/0! #DIV/0!

58%53% #DIV/0!#DIV/0! #DIV/0!

79%

53% 58%

78%

75%

103%105%

#DIV/0!

#DIV/0!

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#DIV/0!

1

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#DIV/0!#DIV/0!

51%#DIV/0!

#DIV/0!

36%95% #DIV/0! #DIV/0!

#DIV/0!

106% 118% #DIV/0!#DIV/0! 30% 57%

#DIV/0! 66%

#DIV/0!#DIV/0!

59% 81% 146%#DIV/0! #DIV/0!

192%

60%

#DIV/0!

#DIV/0! #DIV/0!

1110

76

414

8

32

2028 PM - RFCs

#DIV/0! 83%

#DIV/0!

#DIV/0!

#DIV/0!

121%

#DIV/0!#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!

#DIV/0!#DIV/0!

70% #DIV/0! 59% 68% 60% 120%

72%

#DIV/0!

81%

#DIV/0!

1

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Appendix E – Speed Maps

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This ma p is reproduced from Ordnance Surveymaterial w ith the perm ission of Ordnance Su rveyon behalf of t he Co ntroller of Her Majesty'sStat ionary Office.

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Appendix F – Committed & Previously Proposed Highway Improvements

Junction 1 – Bridge Road Roundabout

Junction 2 – Eldon Way

Junction 4 – Wick Roundabout

AR

UN D

ISTR

ICT

COUN

CIL

LU

/47/

11/

Junction 5 – Fitzalan Link Road

Amendments following meeting with WSCC.A 24/03/09MPto residential areas. Fitzalan Link Road realigned to increase gapB 21/08/09

Mill Lane Link amended following WSCC C 19/10/09preliminary design assessment.

Mayer Brown Limited Lion HouseOriental Road Woking Surrey GU22 8ARTelephone 01483 750 508 Fax 01483 750 [email protected] www.mayerbrown.co.uk

ISO 14001RE GISTE RED FIRM 012

BM TRADA

copyright. Unauthorised reproduction infringes Crowncopyright and may lead to prosecution or civil proceedings.Mayer Brown Limited. MB Licence No - 100002189.

Junction 6 - Body Shop Roundabout

Titnore Lane

A203 2 -

L ittle Ha m

p ton Road

A20 3 2 -

L it tle Ham

p to n Roa d

Goring Street

Tie in to existing kerblineto avoid existing services

Entry width increased to 8m (+0.6m)to increase capacity by realigning kerb

line and moving back 3m footway/cycleway

Entry width increased to 7.0m (+0.6m)to increase capacity by realigning white lining

and kerb lines

New split ter island constructed and refresh white lining

Minimum lane width 2.5m

22.5m radius

Entry width increased to 7.4m (+0.1m) toincrease capacity by realigning kerb line

Notes

1. Based on Peter Brett Associates DrawingNumber 5969/T01/0022. Ex isting road marking to be removed where theyconflict with proposed design.3. Plans based on topographic al survey by KingsLand Surveyors Ltd in January 20104. This is an out line des ign and should not be usedfor construct ion purposes

A259 ROUTE IMPROVEMENT STUDY · 2013. 3. 4. · A259 Route Improvement Study A259 RouteImprovement...

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