SHP2016 - Transport Assessment - Part 1

STONE HILL
PARK
LIVE WORK PLAY
SHP1-7
Transport
Assessment
A brighter future for

Thanet and East Kent
Stone Hill Park
Transport Assessment
Prepared by:
..........................................................
Caitlin Turley
Engineer
Checked by:
................................................................
Ian Varney
Principal Consultant
Verified by:
..........................................................
Justin Sherlock
Associate Director
Approved by:
................................................................
Nicholas Anderson
Regional Director
Quality information
Document name
Ref
Prepared for
Prepared by
Date
Reviewed by
Stone Hill Park Ltd
CT
April 2016
JS
60430453
60340453-M001-REP0002
Revision history
Revision
Revision date
Details
Name
Position
01
03/05/16
Revised following
GVA comment
J Sherlock
Associate Director
02
18/05/16
Revised following
legal review
J Sherlock
Associate Director
This document has been prepared by AECOM Limited for the sole use of our client (the Client) and in accordance with generally accepted consultancy
principles, the budget for fees and the terms of reference agreed between AECOM Limited and the Client. Any information provided by third parties and
referred to herein has not been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party may rely upon this
document without the prior and express written agreement of AECOM Limited.
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Contents
01 - Introduction .............................................................................................................................................................7
02 - Planning Policy Context ......................................................................................................................................... 10
03 Existing Conditions................................................................................................................................................ 20
04 - Development Proposals ......................................................................................................................................... 42
05 - Trip Generation...................................................................................................................................................... 53
06 - Transport Network Assessment.............................................................................................................................. 64
07 Summary and Conclusion ..................................................................................................................................... 88
Appendix A Site Location Plan ................................................................................................................................... 90
Appendix B Scoping Discussions ............................................................................................................................... 91
Appendix C TA Study Area......................................................................................................................................... 92
Appendix D Existing Site Access Points...................................................................................................................... 93
Appendix E Public Rights of Way and Pedestrian Isochrones ...................................................................................... 94
Appendix F Cycle Network and Cycle Isochrones ....................................................................................................... 95
Appendix G Public Transport...................................................................................................................................... 96
Appendix H Amenities................................................................................................................................................ 97
Appendix I Accident Data ........................................................................................................................................... 98
Appendix J Development Proposals ........................................................................................................................... 99
Appendix K Means of Vehicular Access .................................................................................................................... 100
Appendix L Stage 1 Road Safety Audit and Design Organisation Response .............................................................. 101
Appendix M Walking and Cycling Strategy ................................................................................................................ 102
Appendix N Public Transport Strategy ...................................................................................................................... 103
Appendix O Phase 1 Servicing Area Swept Paths ..................................................................................................... 104
Appendix P TRICS Data and Trip Generation ........................................................................................................... 105
Appendix Q Trip Distribution and Gravity Model ........................................................................................................ 106
Appendix R Junction Capacity Assessments............................................................................................................. 107
Appendix S Junction Mitigation Measures ................................................................................................................. 108
List of tables
Table 2.1: KCC SPG 4 Cycle Parking Standards ........................................................................................................... 12
Table 2.2: KCC SPG 4 Car Parking Standards .............................................................................................................. 13
Table 2.3: KCC Interim Guidance Note 3 - Minimum Car Parking Standards for residential development......................... 13
Table 2.4: 2006 Local Plan Car Parking Standards ........................................................................................................ 14
Table 2.5: 2006 Local Plan Cycle Parking Standards ..................................................................................................... 15
Table 2.6: Emerging Local Plan Car Parking Standards ................................................................................................. 17
Table 2.7: Emerging Local Plan Cycle Parking Standards .............................................................................................. 18
Table 3.1: Bus Services, frequencies and routes in the vicinity of the site ....................................................................... 25
Table 3.2: Distribution of Census 2011 Journey to Work trips ......................................................................................... 26
Table 3.3: Access to facilities and amenities .................................................................................................................. 28
Table 4.1: Development Proposals ................................................................................................................................ 42
Table 4.2: Change of Use of Retained Buildings ............................................................................................................ 43
Table 4.3 Phase 1 Employment Development Proposals ............................................................................................... 44
Table 4.4: Phase 1 Employment Parking Standards....................................................................................................... 48
Table 4.5: Phase 1 Proposed Parking Provision ............................................................................................................ 49
Table 5.1: All Person Trip Rates .................................................................................................................................... 54
Table 5.2: Temporal Profile of Primary School Trips....................................................................................................... 55
Table 5.3: All Person Trip Generation Full Development (No Internalisation applied) .................................................... 55
Table 5.4: Residential split by Journey Purpose ............................................................................................................. 55
Table 5.5: All Person Trip Generation Full Development (With Internalisation Assumptions Applied)............................. 56
Table 5.6: Mode Shares by Land Use............................................................................................................................ 57
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Table 5.7: All Person Trip Generation by Mode Full Development (With Internalisation Assumptions Applied)............... 57
Table 5.8: All Person Trip Generation by Mode Phase 1.............................................................................................. 57
Table 5.9: TRICS Trip Rates - Heavy Goods Vehicles....................................................................................................58
Table 5.10: Vehicular Trip Generation by Development Phase Heavy Goods Vehicles ................................................. 58
Table 5.11: Trip Generation for Highway Network Capacity Assessment by Development Phase PCU ......................... 58
Table 5.12: Daily Construction Traffic Estimate .............................................................................................................. 59
Table 5.13: NTS and 2011 Census Journey to Work Mode Shares................................................................................. 60
Table 5.14: NTS and Furnessed Journey to Work (2011 Census) Mode Shares ............................................................. 60
Table 5.15: Assigned Access points for each Land Use (Full Development).................................................................... 61
Table 6.1: Committed Developments Considered in TA ................................................................................................. 66
Table 6.2: 2026 Forecast Year Peak Hour Development Impact ..................................................................................... 71
Table 6.3: 2021 Phase 1 Employment Capacity Assessments (AM and PM Peak Hours) ................................................ 77
Table 6.4: 2021 Junctions Operating at or near capacity in 2021 (AM and PM Peak Hours) ............................................ 78
Table 6.5: 2021 Junction Capacity Assessments AM and PM Peak Hours Kent International Airport and Proposed
Development ................................................................................................................................................................ 78
Table 6.6: 2021 Junction Capacity Assessments AM and PM Peak Hours (Junctions with potential Mitigation) ................ 80
Table 6.7: 2021 Junction Capacity Assessments Saturday Peak Hour ............................................................................ 80
Table 6.8: 2016 Baseline Traffic Flows on Manston Road (Northbound (NB) and Southbound (SB))................................ 81
Table 6.9: 2026 Baseline Traffic Flows on Manston Road .............................................................................................. 81
Table 6.10: 2026 Baseline Plus Development Traffic Flows on Manston Road................................................................ 82
Table 6.11: Traffic Volume Change anticipated on Manston Road .................................................................................. 82
Table 6.12: Traffic Speeds on Manston Road Recorded at Grid Reference 51.362120, 1.363030.................................... 82
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Introduction
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01 - Introduction
Introduction
AECOM has been appointed by Stone Hill Park Limited to provide transport advice for the redevelopment of the former
Manston Airport, renamed as Stone Hill Park (SHP), the Site.
In compliance with the National Planning Policy Framework (NPPF) (2012), this Transport Assessment (TA) accompanies
a hybrid planning application for the comprehensive redevelopment of the site and has been prepared in accordance with
the National Planning Practice Guidance (NPPG) on Transport Assessments and Statements (2014) and Kent County
Councils (KCC) Guidance on Transport Assessments and Travel Plans (2008).
In addition to this TA a Travel Plan (TP) has also been prepared to encourage sustainable travel to and from the
development site. The findings of the TA and TP have fed into the preparation of the Environmental Statement (ES) that
also accompanies the planning application. These reports are inter-related and should be read in conjunction with one
another.
Background
The site is located to the west of the conurbation of Ramsgate, Margate and Broadstairs in the District of Thanet and is
bound by the A299 Hengist Way to the south, B2190 Spitfire Way and Minster Road to the west, arable farmland to the
north and Manston Court Road and further farmland to the east. The site is bisected by the B2050 Manston Road which
connects with Spitfire Way to the west and the A256 in the east. A site location plan detailing the extents of the planning
application boundary is included in Appendix A.
The site is a disused airfield with no aviation uses currently taking place. A small number of existing buildings are
occupied and low levels of activity occur associated with this at present.
Scope
Comprehensive discussions with both Thanet District Council (TDC) as the local planning authority and KCC as the local
highway authority have been undertaken in the development of the proposals for SHP. In addition, three separate public
consultation events were held between July 2015 and March 2016 to gauge the opinions of the local community and
identify potential issues that could be addressed through the masterplan.
It was agreed in principle with KCC during initial scoping discussions that the TA work would take the form of a two stage
approach:
Initially a TA would be developed, underpinned by a manual assignment spreadsheet based transport model
to assess the potential impacts of the development on the transport network surrounding the site and provide
the necessary traffic flow information for the noise and air quality teams to inform the Environmental
Statement.
Separately a strategic transport model using the SATURN modelling software would be developed by
AECOM to understand the wider impacts of the development on the highway network and identify what
infrastructure would be required to deliver the development proposals. This SATURN model would not be
ready in time for a Spring 2016 planning application due to the process required to validate and calibrate the
model to replicate existing traffic conditions. As such, it was agreed that the output from the model would
follow the TA as additional supporting information during the post application consultation period. A separate
scoping exercise to agree the parameters of the SATURN model was undertaken in January 2016 and the
model is currently being developed. Current timescales for the model envisage it being ready and the results
provided to KCC in Summer 2016.
Separate scoping exercises were undertaken for this TA and the strategic transport model with copies of the agreed
scoping documents contained in Appendix B.
During scoping discussions it was agreed with KCC that both a weekday and weekend assessment would be undertaken
to understand the impacts of the proposals, particularly on the A256 Haine Road corridor between the Lord of the Manor
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junction and Westwood Cross. The study area for the purposes of this planning submission TA and the junctions to be
assessed during the weekday and weekend peak periods is shown in Appendix C.
Further to this, particular consideration has been given to the roads to the north of the site and the ability of these to
accommodate additional traffic associated with the development. In particular a detailed assessment of Manston Road
between Spitfire Way and Shottendane Road has been presented.
In addition to undertaking scoping discussions regarding the TA work discussions were also held with Stagecoach East
Kent, the project team for the proposed Thanet Parkway Station and the Public Rights of Way officer at KCC. The output
from these discussions has been incorporated into the development proposals where appropriate and included within this
TA.
Report Structure
Following this introduction the TA is structured as follows:
Section Two provides the national, county and local planning policy context from a transport perspective;
Section Three describes the existing transport conditions at the site; including a review of access by all
modes and an assessment of existing highway safety;
Section Four details the development proposals that will form part of the Hybrid planning application;
Section Five outlines the anticipated trip generation and the potential transport impacts associated with the
proposed development;
Section Six details the transport network assessment; and
Section Seven provides a summary and conclusion to the TA.
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Planning Policy Context
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02 - Planning Policy Context
Introduction
This section considers the key transport policies which are pertinent to the development proposal. The relevant policy
documents are considered at national, county and local levels under their respective headings.
National Policy
National Planning Policy Framework
The Governments National Planning Policy Framework (NPPF) was published in March 2012, and outlines the
Governments planning policies and how they are expected to be applied. The document replaces all existing Planning
Policy Guidance notes and Planning Policy Statements.
The NPPF states that, the purpose of the planning system is to contribute to the achievement of sustainable
development. According to paragraph 9:
Pursuing sustainable development involves seeking positive improvements in the quality of the built, natural and historic
environment, as well as in peoples quality of life, including (but not limited to):
making it easier for jobs to be created in cities, towns and villages;
moving from a net loss of bio-diversity to achieving net gains for nature;
replacing poor design with better design;
improving the conditions in which people live, work, travel and take leisure; and
widening the choice of high quality homes.

Regarding transport and travel, paragraphs 29-31 encourage sustainable transport modes for the movement of goods and
people. Plans and decisions will take account of whether safe and suitable access to sites can be achieved for all people,
whilst ensuring developments are designed to accommodate the efficient delivery of goods and supplies, give priority to
pedestrian movements, and create safe and secure layouts which minimise conflicts between traffic and pedestrians.
Paragraph 32 requires all developments that generate a significant amount of movements to be supported by a Transport
Statement or TA. Plans and decisions should take account of whether:
The opportunities for sustainable transport modes have been taken up depending on the nature and location
of the site, to reduce the need for major transport infrastructure.
Safe and sustainable access to the site can be achieved for all people.
Improvements can be undertaken within the transport network that cost effectively limit the significant
impacts of the development. Development should only be prevented or refused on transport grounds where
the residual cumulative impacts of development are severe.
The NPPF states that a TA should consider the impact of the proposals on the surrounding road network, identifying
transport issues relating to proposed development, and outlining measures to mitigate these impacts where necessary.
The process should also identify what measures will be required to improve accessibility and safety for all modes of travel.
A Transport Statement is a simplified version of a TA, required where it is agreed that the transport issues arising out of
development proposals are limited and a full transport assessment is not required, whilst a TA is defined as being a longterm management strategy for an organisation or site that seeks to deliver sustainable transport objectives through action
and is articulated in a document that is regularly reviewed.
Paragraph 34 states that, plans and decisions should ensure developments that generate significant movement are
located where the need to travel will be minimised and the use of sustainable transport modes can be maximised.
However this needs to take account of polices set out elsewhere in this Framework, particularly in rural areas.
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Paragraph 36 identifies that all developments that are likely to generate a significant amount of movement should provide
a TP.
Paragraphs 37-38 encourage the development of mixed use sites:
Planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise
journey lengths for employment, shopping, leisure, education and other activities.
For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide
opportunities to undertake day-to-day activities including work on site. Where practical, particularly within large-scale
developments, key facilities such as primary schools and local shops should be located within walking distance of most
properties.
National Planning Practice Guidance

The Government has undertaken a review of the planning guidance that supports the delivery of the NPPF and published
updated NPPG online at http://planningguidance.planningportal.gov.uk/. The updated planning practice guidance includes
guidance on TPs, TAs and Transport Statements.
The Planning Practice Guidance on TPs, TAs and Transport Statements includes guidance on:
When TPs, TAs and Transport Statements are required;
How the scope of the plans and assessment should be defined; and,
What should be included within the documents.

This TA has been prepared in accordance with this guidance.
Countywide Policy
Local Transport Plan (April 2011)
Kents third Local Transport Plan (LTP3) sets out KCCs Strategy and Implementation Plans for local transport investment
for the period 2011-16. The plan explains how Kent will prioritise planned measures under the following themes:
Growth without gridlock;
A safer and healthier county;
Supporting independence;
Tackling a changing climate; and
Enjoying life in Kent.

The LTP3 provides details of existing transport related problems, the aims and objectives of KCC, the LTP3 Strategy and
defines future transport priorities.
Growth without Gridlock (December 2010)

KCCs Growth without Gridlock is a key document that sets out the transport delivery plan for the county over the next 20
years. The plan pulls together the big strategic transport solutions that are considered to be deliverable within the county.
The document states:
Growth without Gridlock outlines how economic growth and regeneration can be delivered in a sustainable way and what
infrastructure is needed to deliver an integrated transport network which is fit for purpose in the 21st Century.
The plan sets out Kents offer to work alongside Central Government in order to achieve its goals. The plan also identifies
new ways to raise revenue in response to reduced government funding. In the foreword chapter of the plan, Kent outline
their desire to work with Central Government and ask of them:
Give KCC and its partners the power and funding to take forward strategic transport projects which were
previously the responsibility of Central Government; to identify and realise efficiencies; and to deliver swift and
meaningful growth.
Need for cheaper and faster ways to deliver strategic infrastructure. Kent CC proposes the transfer of Highway
Agencies budgets and powers to local authorities.
The need for Government to play its part.
In respect of Thanet District the document outlines the following major schemes for implementation:
East Kent Access Phase Two;
Thanet Parkway Station; and
Ashford to Ramsgate Line Speed Improvements.

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East Kent Access Phase Two involved the part creation and part widening of existing roads to provide a dual carriageway
link between the A299 Canterbury Road and the A256 at Sandwich. The scheme was implemented in 2012 and a dual
carriageway now bounds the site to the south providing a high quality route connecting the site to the A2/M2 at Brenley
Corner in the west, Ramsgate in the east and Sandwich and Dover to the south via the A256.
Thanet Parkway Station is a proposed railway station on the Ramsgate to Ashford International line that would serve as a
new connection point to allow access to high speed services to and from London St Pancras. Whilst the original proposal
envisaged enhancing rail based public transport access to the site the station is now seen as an economic driver for
growth within Thanet and the north Dover Districts. The station is currently at the end of Grip 3 design and is envisaged to
be open by 2019.
Alongside the proposals for Thanet Parkway Station are a series of journey time improvements to the Ramsgate to
Ashford International line with the aim of bringing journey times to London to within approximately one hour.
Kent and Medway Structure Plan 2006 Mapping out the future Supplementary
Planning Guidance SPG 4 Kent Vehicle Parking Standards (July 2006)
The Supplementary Planning Guidance (SPG4) sets out car and cycle parking standards for new development.
The maximum car and minimum cycle parking standards with respect to various land uses proposed on site are
summarised in Table 2.1 and Table 2.2 respectively.
Table 2.1: KCC SPG 4 Cycle Parking Standards
Land-Use
Short Term
Long Term
1 space per 2000sqm
1 space per 200 sqm
1 space per 1000 sqm
1 space per 200 sqm
1 space per 1000 sqm
1 space per 200 sqm
B1
B1(high tech/research/light industry)
B2
B8
1 space per bedroom/ unit
Residential (C3)
1 space per 300 seats
1 space per 300 seats
Multi Activity Sports and Leisure Centre (D2)

Primary School (D1)
1 space per 50 pupils
Further and Higher Education (D1)
1 space per 7 pupils/students
Hotel (C1)
1 space per 10 beds
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Table 2.2: KCC SPG 4 Car Parking Standards

Land-Use
Indicative maximum spaces

Offices over 2500 sqm :1 space per 30 sqm
B1
1 space per 35 sqm
B1(high tech/research/light industry)
2
Over 200m : 1 space per 50 sqm

B2
1 space per 110 sqm
B8 Storage and Distribution
1 space per 35 sqm
B8 Wholesale Trade Distribution
Residential
1 bedroom: 1 space per dwelling

2/3 bedrooms: 2 spaces per dwelling
4+ bedrooms: 3 spaces per dwelling
Multi Activity Sports and Leisure Centre
1 space per 22 sqm + 1 space per 15 seats where

appropriate
Primary School (D1)
1 space per staff + 10%
Further and Higher Education (D1)
1 space per 1 staff and 1 space per 7 students
Hotel
Employees: 1 space per 2 staff

Guests: 1 space per bedroom
Kent Design Guide Review: Interim Guidance Note 3: Residential Parking (2008)
Kent Design Guide Review: Interim Guidance Note 3: Residential Parking (2008) outlines minimum standards for car
parking in residential areas. Minimum parking provision within the standard is determined by the location of the proposed
development. Based upon the site being located in a Suburban Edge location, Table 2.3 outlines the minimum level of car
parking provision required in the residential part of the development.
Table 2.3: KCC Interim Guidance Note 3 - Minimum Car Parking Standards for residential development
Land-Use
Parking Required (minimum)
Visitor Parking Required
1 and 2 bed flats
1 space per unit
0.2 spaces per unit
1 and 2 bed houses
1.5 spaces per unit
0.2 spaces per unit
3+ bed houses
2 independently accessible spaces per dwelling
0.2 spaces per unit
Local Policy and Guidance

Thanet District Council are currently preparing a new local plan to guide the growth and development of the district up to
2031. The previous version of the Local Plan dates from 2006 and covers the period up to 2011. The Local Plan is
therefore out of date. However, in the absence of a current Local Plan, consideration has been given to the 93 saved
policies from the 2006 Local Plan.
The Thanet Local Plan Saved Policies (2006)

The saved policies considered pertinent to this TA are presented below.
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Policy TR3 Provision of Transport Infrastructure The district and county councils will ensure, by means of a
legal agreement that proper provision is made for transport infrastructure that is necessary and relevant to the
development to be permitted. Proposals for transport infrastructure will be assessed in terms of their impact on
capacity and safety of the transport network together with their social and economic impacts.
Policy TR12 Cycling - in order to promote increased use of cycling the Local Plan states:
The council will seek the provision at the earliest opportunity, of a network of cycle routes. Planning
permission will not be granted for any development, which would prejudice the implementation of
proposed cycle routes.
The council will seek the incorporation of facilities for cyclists into the design of new and improved
roads, junction improvements and traffic management proposals.
Substantial development generating travel demand will be required to provide convenient and secure
cycle-parking and changing facilities. Proposals to provide such facilities as part of development
proposals in town centres and at transport interchanges, schools and places of employment will be
permitted, and
In new residential development facilities for the secure parking and storage of cycles should be provided
or, in exceptional circumstances where not provided, the design should facilitate the provision in future.
Policy TR15 - Green Travel Plans Development proposals likely to generate significant travel demand and/or traffic
movement will be required to demonstrate, through green travel plans, specific measures to encourage and facilitate
use of walking, cycling and public transport in preference to private car travel. The council will seek to approve
measures, which will assist implementation of green travel plans and school travel plans.
Policy TR16 - Car Parking Provision Proposals for development will be required to make satisfactory provision for
the parking of vehicles (including, where appropriate, service vehicles). Proposals seeking car parking provision
above the standards set out in Appendix G will not be permitted. In conservation areas where provision of parking in
line with this policy would be detrimental to the character of the conservation area or have an adverse effect on the
setting of a listed building or ancient monument then exceptions may be made.
Appendix G of the Local Plan outlines the current TDC parking standards. These are provided for a limited range of land
uses with all other uses expected to be limited to 70% of the levels established within the KCC Vehicle Parking Standards.
The standards that are specified are outlined in Table 2.4 below.
Table 2.4: 2006 Local Plan Car Parking Standards
Land-Use
1 space per
20sqm gross floorspace
Food Retail
Non-Food Retail
7 seats
Cinemas and Conference Facilities
Assembly and Leisure
B1 Office
Minimum cycle parking standards by land use are outlined within Appendix E of the Local Plan. These standards are
replicated below in Table 2.5 for the land uses of relevance to this planning application.
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Table 2.5: 2006 Local Plan Cycle Parking Standards

Land-Use
Parking Requirement
A1 Shops
Up to 1000sqm
Up to 5000sqm
Over 5000sqm
1 space per 200sqm - employees and

customers
1 space per 400sqm - employees and
customers
1 space per 2500sqm employees and
customers
A2 Financial and Professional

Services
1 space per 200sqm - employees

1 space per 1000sqm - visitors
A3 Food and Drink
1 space per 20 seats - employees

1 space per 10 seats - visitors
B1 - Business

B2 General Industrial

B8 Storage and Distribution

C1 - Hotels
1 space per 10 beds
C2 Residential Institutions
1 space per 10 bed spaces

1 space per 5 students
D1 Non-residential Institutions
Non-residential Institutions
Primary Schools
Secondary School and Sixth Form
Colleges
Libraries and Places of Worship
D2 Assembly and Leisure
1 space per 2 consulting rooms employees

and patients
1 space per 50 seats/100sqm
1 space per 300 seats employees and
customers
1 space per 10 staff
1 space per 10 participants plus 10% changeover provision
Draft Thanet Local Plan to 2031 Preferred Options Consultation Document

Thanets emerging Local Plan will supersede the Saved Policies from the Local Plan 2006, and will establish policies to
support growth across the district up to 2031. The following policies from Thanets Local Plan Preferred Options
Consultation Document (January 2015) have been identified as pertinent to this TA. However, it should be noted that this
is not an adopted plan and therefore the policies outlined here are only provided for reference to indicate current policy
direction within the District.
Section six of the Preferred Options Consultation sets out the transport strategy for Thanet and notes that KCC and
Thanet District Council are jointly working on a Transport Strategy for the district that aims to increase the efficiency and
effectiveness of the transport network.
Policy SP34 - Safe and Sustainable Travel notes that, The Council will work with developers, transport service
providers, and the local community to manage travel demand, by promoting and facilitating walking, cycling and use
of public transport as safe and convenient means of transport. Development applications will be expected to take
account of the need to promote safe and sustainable travel. New developments must provide safe and attractive
cycling and walking opportunities to reduce the need to travel by car.
Policy SP35 - Accessible location states that, Development generating a significant number of trips will be
expected to be located where a range of services are or will be conveniently accessible on foot, by cycle or public
transport. The Council will seek to approve proposals to cluster or co-locate services at centres accessible to local
communities by public transport and on foot.
Policy SP36 - Transport Infrastructure states that, Development proposals will be assessed in terms of the type
and level of travel demand likely to be generated. Development will be permitted only at such time as proper provision
is made to ensure delivery of relevant transport infrastructure. Where appropriate, development will be expected to
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contribute to the provision, extension or improvement, of walking and cycling routes and facilities and to highway
improvements.
Subject to individual assessments, schemes may be required to provide or contribute to:
Capacity improvements/connections to the cycle network

Provision of pedestrian links with public transport routes/interchanges
Improvements to passenger waiting facilities
Facilities for display of approach time information at bus stops along identified quality bus corridors
Improvement and expansion of public transport services
Improvements to the road network
Thanet benefits from connection to the domestic High Speed rail line known as HS1 which runs between Ashford
International and London St Pancras. A project to improve journey times to London from the East Kent towns is currently
underway and Policy SP37 - Connectivity outlines that the Council will lobby for further journey time improvements to
high speed services.
KCC are promoting a new rail station to the south of the site known as Thanet Parkway Station. Policy SP39 New Rail
Station notes that land has been safeguarded to the west of Cliffsend for the station and that a planning application will be
supported.
In respect of the strategic road network the document outlines that Highways England has identified congestion at the M2
Junction 7 (Brenley Corner) and the A2/A256 junction. Whilst acknowledging that these junctions are located outside of
Thanet Policy SP38 Strategic Road Network states that the Council will, prepare a joint assessment of planned
development and the expected volume and direction of road traffic movement it would generate, to understand its potential
impact on these junctions and how this may, if appropriate, be mitigated.
Section 18 Transport contains a number of policies that are considered relevant to the development proposals including:
Policy TP01 - Transport assessments and Travel Plans Development proposals which the Council considers
would have significant transport implications shall be supported by a Transport Assessment and where applicable a
Travel Plan. These should show how multi-modal access travel options will be achieved, and how transport
infrastructure needs arising from the expected demand will be provided.
Policy TP02 Walking New development will be expected to be designed so as to facilitate safe and convenient
movement by pedestrians including people with limited mobility, elderly people and people with young children. The
Council will seek to approve proposals to provide and enhance safe and convenient walking routes including
specifically connection to and between public transport stops, railway stations, town centres, residential areas,
schools and other public buildings.
Policy TP03 Cycling The Council will seek the provision at the earliest opportunity of a network of cycle routes.
Development that would prejudice the safety of existing or implementation of proposed cycle routes will not be
permitted. New development will be expected to consider the need for the safety of cyclists and incorporate facilities
for cyclists into the design of new and improved roads, junction improvements and traffic management proposals.
Substantial development generating travel demand will be expected to provide convenient cycle parking and changing
facilities. New residential development will be expected to provide secure facilities for the parking and storage of
cycles.
Policy TP04 - Public Transport Development proposals will be expected to take account of the need to facilitate
use of public transport. The Council will seek to approve proposals consisting of or incorporating:
Improvement of passenger and waiting facilities

Measures to improve personal security
Improved accessibility for people with mobility limitations
Bus/rail interchange facilities
secure cycle storage.
Policy TP10- Traffic Management Development required to implement traffic management measures designed to
realise the best use of the highway network in terms of safety, traffic capacity and environmental conditions will be
approved.
Policy TP06 Car Parking Proposals for development will be expected to make satisfactory provision for the
parking of vehicles. Suitable levels of provision will be considered in relation to individual proposals taking account of
the type of development, location, accessibility, availability of opportunities for public transport, likely accumulation of
car parking, design considerations and having regard to the guidance referred to below:
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In considering the level of parking provision in respect of proposals for residential development (use
class C3), the Council will refer to the guidance provided in Kent Design Review: Interim Guidance Note
3 - Residential Parking.
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In considering the level of parking provision in respect of proposals for other development, the Council
will refer to the indicative guidance set out in Appendix E
Tables 2.6 and 2.7 below provides details of the car and cycle parking standards outlined in the emerging Local Plan and
contained with Appendix E of that document.
Table 2.6: Emerging Local Plan Car Parking Standards
Land-Use
Parking Requirement
A1 Shops
Up to 1000sqm
Up to 5000sqm
Over 5000sqm
1 space per 18sqm - employees and customers

1 space per 25sqm employees and customers
A2 Financial and
Professional Services
A3 Food and Drink
1 space per 20sqm - employees and visitors

Restaurant
Drinking
Establishments
Hot food take-away
1 space per 6sqm plus 1 per 2 staff

B1 - Business
Offices up to 500sqm
Office 501sqm to
2500sqm
Offices over 2500sqm
Research and
Development /
Light Industry
1 space per 20sqm

1 space per 25sqm
Up to 200sqm
Over 200sqm
3 spaces
1 space per 50sqm
B8 Storage and
Distribution
Storage and
Distribution
Warehousing
1 space per 110sqm
1 space per 30sqm

1 space per 35sqm
1 space per 35sqm
C1 - Hotels
1 space per bedroom plus 1 per 2 staff
1 space per 6 beds plus 1 per resident staff and 1 per 2

other staff
D1 Non-residential
Institutions
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Non-residential
Institutions
Primary Schools
Secondary School
and Sixth Form
Colleges
Libraries and Places
of Worship
Leisure Centres
4 per consulting room plus 1 per 2 staff

1 space per staff plus 10%
1 space per 7 pupils plus 1 per staff
1 space per 60sqm
1 per 22sqm plus 1 per 15 seats where appropriate
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Table 2.7: Emerging Local Plan Cycle Parking Standards

Land-Use
Parking Requirement
A1 Shops
Up to 1000sqm
Up to 5000sqm
Over 5000sqm

1 space per 2500sqm employees and customers
A2 Financial and
Professional Services

A3 Food and Drink
1 space per 20 seats - employees

1 space per 10 seats - visitors
B1 - Business

B8 Storage and
Distribution

C1 - Hotels
1 space per 10 beds
1 space per 10 bed spaces

1 space per 5 students
D1 Non-residential
Institutions
Non-residential
Institutions
Primary Schools
Secondary School
and Sixth Form
Colleges
Libraries and Places
of Worship
1 space per 2 consulting rooms employees and patients

1 space per 50 seats/100sqm
1 space per 300 seats employees and customers

1 space per 10 staff
1 space per 10 participants plus 10% change-over provision
Draft Thanet Transport Strategy

Accompanying the draft Local Plan KCC have developed the Draft Thanet Transport Strategy (TTS) to identify the
transport infrastructure required to support the growth outlined within the Local Plan. The TTS proposes a series of new
and enhanced highway links across the District to accommodate additional traffic with the formation of an inner ring road
to help relieve existing congestion points. Whilst the TTS is only draft and not an adopted document the development
proposals have been developed in order to be compatible with this Strategy.
Conclusion
The development proposals have been examined in relation to national, county and local policy. These policies have been
used to inform the development proposals for the site.
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Existing Conditions
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03 Existing Conditions
Introduction
This Section reviews the existing transport conditions in the vicinity of the site. More specifically, the section provides a
description of the existing site operation and location, a review of the existing walking, cycling and public transport facilities
in the vicinity of the site and accessibility to amenities, a description of the existing highway network and a review of
highway safety.
Site Location and Existing Uses

The site is located to the west of the conurbation of Ramsgate, Margate and Broadstairs in the District of Thanet and is
bound by the A299 Hengist Way to the south, B2190 Spitfire Way to the west, arable farmland to the north and Manston
Court Road and further farmland to the east. The site is bisected by the B2050 Manston Road which connects with
Spitfire Way in the west and the A256 in the east.
The site is a disused airfield with no aviation uses currently taking place. A small number of existing buildings are
occupied and low levels of activity occur associated with this. These occupied buildings are located on Spitfire Way and
the airport access road within the site.
Figure 3.1 below illustrates the site location in relation to the main junctions and railway stations in the vicinity of the site.
This plan is replicated at Appendix A.
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Figure 3.1 - Site Location (Contains Ordnance Survey data Crown Copyright and database right 2016)
Existing Highway Network

The principal point of access to the existing site is via a priority junction located on Manston Road. This internal road
provides access to the former terminal building, car park and a number of other existing buildings on the site. The B2050
Manston Road is a single carriageway road that runs between St Lawrence in the east and Birchington on Sea in the
northwest. 150m east of the existing access, the Manston Road forms a priority junction with Manston Court Road, which
connects with Westwood Cross in the northeast. The village of Manston is situated some 800m further east of the site via
the Manston Road. Manston Road continues through the Village where it is traffic calmed and subject to a 30mph speed
limit. Manston Road then continues east and forms a roundabout junction with the A256 Haine Road at Stanner Hill.
To the west of the airport access road Manston Road forms a priority staggered crossroads with the B2190 Spitfire Way
(Spitfire Corner). In the vicinity of the airport site Manston Road is subject to a 40mph speed limit. Through the Spitfire
junction Manston Road is subject to a 30mph, which then increases to the national speed limit towards Birchington on
Sea. In the vicinity of the site the road is not street lit.
A further section of Manston Road runs northeast to southwest between Shottendane Road in the north and Spitfire
Corner in the south. This road is a single carriageway with one lane running in each direction. Near Shottendane Road,
Manston Road is subject to a 30mph speed limit and is street lit. The road becomes national speed limit immediately
south of the junction with Half Mile Road and continues until approximately the northern extremity of the site where it
becomes 30mph. Except through the built up area of Margate the road is not street lit.
Spitfire Way is a single carriageway road with one lane running in each direction that runs between Spitfire Corner in the
northeast and the A299 in the southwest. In the vicinity of Spitfire Corner the road is subject to a 30mph speed limit. This
changes to the national speed limit (60mph) to the south of the junction with Bell Davies Drive. This section of Spitfire
Way is not street lit. Towards the west of the site Spitfire Way forms a roundabout junction with Columbus Avenue. The
road then continues west where it forms a further roundabout junction with Minster Road. Minster Road then continues
south where it forms a roundabout junction with the A299 and Tothill Street (Minster Roundabout). The section of road
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between the Minster roundabout and Columbus Avenue roundabout is a dual-carriageway featuring two lanes in each
direction, is subject to a 50mph speed limit and is street lit.
A number of points of access to the site are located on Spitfire Way providing emergency access to the former runway and
taxiway network in addition to a number of existing buildings.
The site is well located in terms of strategic vehicular access with the A299 skirting the southern boundary. The A299 has
recently been upgraded as part of the East Kent Access scheme which opened in May 2012 and provides strategic
highway connections towards Sandwich, Deal and Dover to the south and towards Canterbury, Maidstone and London to
the west. The A299 in the vicinity of the site is a dual carriageway featuring two lanes in each direction. With the
exception of the junctions the road is not street lit and subject to national speed limit (70mph).
From the Minster roundabout the A299 continues east on an east-west alignment along the southern boundary of the site
to where it forms a three arm roundabout with the A299 Hengist Way and Canterbury Road West (Cliffsend Roundabout).
Canterbury Road West borders the site in the south east and is the former A299 before the East Kent Access scheme was
introduced. The road is in places a wide single carriageway with one lane running in each direction but has been traffic
calmed through the village of Cliffsend. Immediately to the east of the Cliffsend roundabout a set of traffic signals have
been implemented to calm traffic and encourage the use of the A299 Hengist Way. Through the village of Cliffsend
Canterbury Road West is subject to a 30mph speed limit and is street lit. Either side of this the road is subject to national
speed limit (60mph). Canterbury Road West continues east through Cliffsend where it forms a roundabout with the A256
Haine Road at Lord of the Manor.
To the south of the site the A299 forms a roundabout junction with the A256 and Cottington Link Road (Sevenscore
Roundabout). The A256 then continues south towards Sandwich and ultimately Dover. The A256 continues east and
forms a traffic signal junction with Sandwich Road, Haine Road and Canterbury Road East at Lord of the Manor.
The A256 Haine Road runs in a north-south direction to the east of the site and links the Lord of the Manor junction and
Sandwich Road in the south with Westwood Cross and the A254 Margate Road in the north.
To the west of the Minster roundabout the A299 forms roundabout junctions with the A28 which provide connections
towards Canterbury to the south and Margate to the north. The A299 continues west and provides connections towards
Herne Bay, Whitstable and the A2/M2 at Brenley Corner.
A plan showing the local highway network in the vicinity of the site is contained in Appendix A.
There are a number of additional vehicular access points provided around the site boundary. However, these access
points were predominantly for providing servicing and emergency access to the former airport. The existing access points
to the site are shown on a plan attached in Appendix D.
Existing Pedestrian Infrastructure

The Chartered Institute of Highways and Transportation (CIHT) guidelines Providing for Journeys on Foot (2000)
provides details on acceptable walking distances. For commuting the guidelines state that a distance of up to 500 metres
is considered to be desirable, whilst one kilometre and two kilometres are considered to be acceptable and preferred
maximum walking distances. These distances have been used when assessing pedestrian infrastructure in the vicinity of
the site.
There are currently limited facilities for pedestrians on the highway network in the vicinity of the site. The B2050 which
intersects the site has no pedestrian footway provision along the site frontage. The B2050 Manston Road bisects the
village of Manston approximately 800m to the east of the site. A footway is provided on the northern side of the
carriageway through the village within the residential area. The village of Manston is 800m east of the site access, which is
considered to be an acceptable distance to travel on foot or by bicycle. However, it is acknowledged that pedestrian
infrastructure in the area is limited.
There are no pedestrian facilities provided along Spitfire Way which bounds the site in the west with the exception of a
short section of shared cycle/footway near the Manston Business Park and a footway between Bell Davies Drive and
Spitfire Corner. There is a section of informal shared cycle/footway adjacent to the A299 Hengist Way which bounds the
site to the south. This connects the Minster roundabout with the old Canterbury Road West highway with some amenity
for pedestrians and cyclists wishing to travel along the southern boundary.
There are footways in the vicinity of the Minster roundabout and a Toucan (pedestrian and cycle) crossing across the
A299 Hengist Way linking the southwestern corner of the site to Minster and the Viking Coastal Trail to the south.
However, provision is disjointed and overall pedestrian infrastructure is considered limited.
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In addition to the provision of some footways adjacent to highways in the local area, there is a network of Public Rights of
Way (PROW) comprising public bridleways and public footpaths in the vicinity of the site. Most notably the TR10 bridleway
connects the east of the site with Ramsgate.
Figure 3.2 below shows the PROWs in the vicinity of the site along with walking isochrones for 400m and 800m from
existing points of access around the site boundary. This plan is replicated in Appendix E.
Figure 3.2 Pedestrian Isochrones and PROW (Contains Ordnance Survey data Crown Copyright and database right 2016)
Existing Cycling Infrastructure

The Department for Transport (DfT) Local Transport Note 2/08 Cycling Infrastructure Design states that many utility cycle
trips are less than three miles (4.8 kilometres), but for commuter journeys a distance of over five miles (eight kilometres) is
not uncommon. Distances of up to five kilometres have been used to define the study area for cycle infrastructure.
No formal cycle facilities are available along the Manston Road, however a local on-road route is located along Spratling
Street, Haine Road and Sitrling Way, providing access to Westwood Cross and Newington. Although there are no cycle
facilities provided on Spitfire Way, a shared cycle/footway is provided from the Manston Business Park through to the
Minster roundabout. At this junction a toucan crossing is provided to facilitate cycle connections south towards Minster
village and west along the A299. A section of shared cycle/footway is provided between the Minster roundabout and the
old highway of Canterbury Road West to the immediate south of the site.
The nearest National Cycle Network (NCN) route identified by Sustrans is Regional Route 15 (RR15), located 800m
(crowfly distance) south of the sites southern boundary. Regional Route 15 is also known as the Viking Trail and runs
from St Nicholas At Wade and follows the coast north east through Ramsgate, Margate and Broadstairs and southeast to
Whitfield and Dover. A plan illustrating the Sustrans cycle routes in the vicinity of the site and cycle isochrones
representing a 10 and 20 minute cycle time (2.5 and 5km respectively) from the centre of the site are illustrated in Figure
3.3 below and replicated in Appendix F. This plan illustrates that a number of villages and towns are accessible within
5km of the site including:
Minster;
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Birchington on Sea;
Westgate on Sea;
Margate;
Ramsgate;
Newington; and
Cliffsend.
Figure 3.3 Cycle Isochrones and Routes (Contains Ordnance Survey data Crown Copyright and database right 2016)
Access to Bus Based Public Transport

Bus services 11, 38 and 38A currently operate along Spitfire Way and Manston Road that bound the site. There are two
pairs of bus stops provided along the site boundary, one set on Minster Road to the southwest of the site and one along
Spitfire Way at Spitfire Corner. A further bus stop is provided outside of the former terminal building. Facilities at these
bus stops are limited with flag poles and timetable information at some stops and a shelter provided on Spitfire Way.
Bus routes 9 and 9X operate services along Canterbury Road West to the southeast of the site and a pair of bus stops are
provided along this road to the south of the eastern extents of the site. These stops feature bus stop flags and timetable
information. The frequency of bus services in the vicinity of the site is summarised in Table 3.1 below.
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Table 3.1: Bus Services, frequencies and routes in the vicinity of the site
Service
Destinations
Weekday Frequency
Per Day Outbound
Weekday
Frequency Per
Day Inbound
First /Last
Bus
Outbound
First /Last Bus

Inbound
Westwood Cross Canterbury
11
14
0618 / 1642
0845 / 1815
11
Canterbury
Westwood Cross
1051 /
1841
0704 / 1605
38
Ramsgate
Birchington on Sea
13
14
0746 / 1736
0838 / 1752
Ramsgate - St
Nicholas at Ware
0711 / 1613
0755 / 0755
38A
The location of bus stops and bus routes are illustrated in Figure 3.4 below and replicated in Appendix G.
Figure 3.4 Public Transport Infrastructure (Contains Ordnance Survey data Crown Copyright and database right 2016)
The 9 and 9X routes run between Canterbury and Westwood Cross. The services combine to provide approximately one
service per hour in either direction during the day along this route. The 9X service provides one AM peak hour service
towards Canterbury however there are no AM peak hour services provided in the opposite direction towards Westwood
Cross.
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The 38 and 38A routes run between Ramsgate and Birchington and combine to provide a service with a headway of
approximately one hour during the day. One AM peak hour service is provided from Birchington to Ramsgate via the site,
however there are no AM peak hour services provided in the opposite direction.
Bus route 11 runs between Canterbury and Westwood Cross and operates with a headway of two to three hours
throughout the day with no peak hour services.
Destinations Served by Bus

Bus route 11 serves Canterbury and Westwood Cross, bus route 38 serves Ramsgate railway station, Ramsgate and
Broadstairs and bus route 9 serves Westwood and Canterbury via Ramsgate and Broadstairs. An assessment of the
suitability of the destinations served by existing bus routes has been undertaken to understand whether the existing
routes, with appropriate changes to frequency would be sufficient to serve the development. This assessment considers
the destinations served by bus based public transport and the potential demand for travel to these destinations from the
proposed development.
An interrogation of Census 2011 Journey to Work data has been undertaken to identify where residents and employees of
the site are likely to want to travel to based upon work based journey patterns. The site is located within the Thanet 014
Mid-Level Super Output Area (MSOA). An analysis of the journey to work travel patterns for this MSOA indicates that the
majority (57%) of people that live in the Thanet 014 Mid-Level Super Output Area (MSOA) also work within Thanet. In
addition, a further 18% of people travel to nearby Canterbury for work. The approximate breakdown of significant
destinations is included in Table 3.2 below.
Table 3.2: Distribution of Census 2011 Journey to Work trips
Destination
Distribution
Westgate-on-Sea
4%
Margate
16%
Broadstairs
3%
Ramsgate
10%
Westwood
9%
Thanet 014 MSOA
15%
Canterbury
18%
Others
25%
Total
100%
The bus routes available within the vicinity of the site serve Ramsgate, Broadstairs, Westwood and Canterbury and could
therefore reasonably offer an alternative to the private car for 40% of journeys to work subject to appropriate peak time
service enhancements. The bus service coverage is therefore considered to be reasonable and suitable as a starting
point to serve development on the site subject to appropriate re-routing and increases in frequency. These points are
explored in more detail as part of the public transport strategy outlined in Section Four.
Access to Rail Based Public Transport

The closest railway stations to the site are Ramsgate station located approximately 4km to the east and Minster station
approximately 2km to the south of the boundary of the site. Ramsgate station is operated by Southeastern and benefits
from access to both high speed and standard services. A wide range of destinations across Kent are accessible directly
from Ramsgate including Dover, Folkestone, Canterbury, Ashford and the Medway Towns with onwards travel to London
St Pancras, Charing Cross and Victoria.
Access to high speed services from Ramsgate are provided via two routes. The first provides an hourly service to London
St Pancras via Canterbury West with a journey time of approximately 80 minutes. A further north Kent loop service travels
via Whitstable, Sittingbourne and the Medway Towns and takes approximately 110 minutes to reach London. Combined
these services provide trains to/from London on a 30 minute frequency throughout the day. Ramsgate Station is also
served by an hourly standard service train to London Charing Cross via Canterbury West, and one train an hour to London
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Victoria via Sittingbourne and Bromley South. The station is served by bus route 11 and therefore connects the
development to the station.
Minster Station is located approximately 2km south of the southwest corner of the site and is considered accessible by
cycling and bus routes 38A and 11. Minster train station provides one train per hour to London Charing Cross (via
Canterbury). However, the station does not offer access to high speed services making this station less attractive for
access to rail based public transport.
Future proposals for a Parkway Station to the south of the site, due to open in 2019, will provide further enhanced rail
connections and access to Kents high speed rail services.
Thanet Parkway station is part of a wider package of improvements on the Ramsgate to Ashford line that aims to reduce
journey times to London from Ramsgate to around one hour. This is a two phase project broken down as follows:
Phase 1 - Ashford to Canterbury West - work currently underway; and
Phase 2 - Canterbury West to Ramsgate - due to be complete by the end of 2016

Reduced journey times to London will greatly enhance the accessibility of Thanet as a whole and provide access to
London within approximately one hour.
Access to Amenities
Access to local amenities has been considered by reference to the number of services and facilities available within
walking, cycling and driving distance of the site. An acceptable walking distance to access an amenity is considered to be
up to two kilometres. An acceptable cycling distance is considered to be up to five kilometres.
The site is located remote from large urban centres and therefore existing access to amenities on foot is limited. However,
as identified above parts of Westwood, Ramsgate and Margate are accessible by bicycle.
Figure 3.5 illustrates the amenities and facilities in the local area. This plan is replicated in Appendix H. Table 3.3 below
summarises the distance between the former terminal building on the site and local facilities.
Figure 3.5 Amenities and Facilities (Contains Ordnance Survey data Crown Copyright and database right 2016)
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Table 3.3: Access to facilities and amenities

Facility
Distance
Walking Time
Cycling Time
Convenience Store
0.8km
10 mins
3 mins
Public House
0.8 km
10 mins
3 mins
Pre-school and Nursery
1.0 km
12 mins
4 mins
Supermarket
2.4 km
30 mins
10 mins
Primary School
2.8 km
35 mins
11 mins
Secondary School
3.2km
40 mins
13 mins
Shopping Centre (Westwood Cross)
3.6 km
45 mins
14 mins
Doctor
4.1 km
51 mins
16 mins
Leisure Centre
4.4km
55 mins
18 mins
Dentist
4.8 km
1 hour
19 mins
Hospital
5.0 km
One hour two mins
20 mins
Library
5 km
One hour two mins
20 mins
Table 3.3 above demonstrates that whilst limited amenities are available within walking distance of the site a range of
facilities are within cycling distance. To address this a local centre is proposed to be provided on site as part of the site
wide masterplan to ensure the necessary facilities and amenities for both residents and users of the development are
provided, reducing the need for travel in line with national and local policy.
Accident Analysis
This section reviews the Personal Injury Accident (PIA) data that has been obtained from KCC for the most recent five
year period up to 31 December 2014. A five year period was selected to ensure a thorough understanding of the existing
accident record was gained. The area covered in the PIA analysis is illustrated in Appendix I along with the full accident
report.
Summary of recorded incidents

The PIA data indicates that there were 306 accidents recorded within the study area over the five year period, 268 of
which were classified as slight in severity, 34 were classified as serious and four were classed as fatal. The collisions have
been split into junctions and links in order to provide an analysis which is outlined below.
A256 / Manston Road roundabout junction and the junction with the B2050 (Stanner Hill)
A total of nine slight collisions were recorded at the roundabout of the A256 / Manston Road and the priority junction with
the B2050. The circumstances of the collisions can be summarised as follows:
A motorist on the southern arm of the roundabout rear shunted the vehicle in front due to a lapse in concentration;
A motorist entering the roundabout from the western arm collided with a motorcycle travelling across the roundabout;
Two motorists collided whilst travelling from south to north on the roundabout;
A motorist intending to enter the A256 from the Manston Road arm rear shunted the vehicle in front when it stopped
due to slow moving traffic;
A car pulled out of the B2050 Manston Road arm of the junction and collided with a vehicle heading south on the
A256;
A motorist approaching the junction from the east was forced to use their hand brake when their brakes failed
causing them to lose control and hit the island and signage;
A motorist exiting the roundabout at the northern arm was hit by a vehicle travelling along the inside lane; and
Two collisions were recorded when motorists attempted to turn right from Haine Road into Manston Road east and
crossed into the path of oncoming traffic.
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Whilst a number of collisions have been recorded at this junction they have differing contributory factors and there is no
clear pattern to the collisions that have occurred.
Preston Road / Manston Road / High Street crossroads junction in Manston Village
One slight collision was recorded at the crossroads of Preston Road / Manston Road / High Street when a vehicle
travelling west rear shunted the vehicle ahead when they braked suddenly.
Manston Road / Manston Court Road t-junction
One slight collision was recorded when a vehicle turning right out of Manston Court Road collided with a vehicle travelling
east along Manston Road.
B2050 Manston Road / Spitfire Way (Spitfire Corner)
A total of six slight and one serious collision were recorded at the Spitfire Corner junction. The circumstances of these
collisions can be summarised as follows:
Slight collisions
On three occasions a motorists attempted to turn right out of Spitfire Way onto the B2050 Manston Road and collided
with vehicles travelling westbound along the Manston Road;
A motorist attempting to turn right into the Manston Road (northern arm) was hit by a vehicle travelling westbound
along the B2050 Manston Road; and
A motorcyclist fell from their motorcycle when attempting to manoeuvre at the junction.
Serious collision
A motorist travelling westbound along the B2050 Manston Road entered the junction too fast causing them to lose control,
collide with the grass verge and flip over.
Four turning type collisions have occurred at this junction along with one rear end shunt and one loss of control accident.
Over a five year period the presence of four turning collisions represents less than one collision per year and is not
considered to warrant a significant pattern that would require further investigation.
Spitfire Way / B2190 / Columbus Avenue (Columbus Avenue Roundabout)
A total of four slight collisions were recorded at the Spitfire Way / the B2190 / Columbus Avenue roundabout. The
circumstances of the collisions can be summarised as follows:
A motorist entering the roundabout from the eastern arm collided with another vehicle already circulating the
roundabout;
A motorist entering the roundabout from the northern arm collided with another vehicle already circulating the
roundabout;
A motorcyclist entering the roundabout from the western arm lost control due to poor weather conditions and fell off;
and
A motorist approaching the roundabout from the eastern arm, lost control and collided with a fence.
Of the four collisions that have occurred at this junction two involved vehicles entering the roundabout and failing to
assess traffic already on the circulatory carriageway. The other two involved vehicles losing control. This pattern of
collisions is considered low over a five year period and would not warrant further investigation.
Minster Roundabout
The Minster roundabout was upgraded in 2012 as part of the East Kent Access Phase 2 project. As such collisions from
before May 2012 when the new road was opened have been excluded from this analysis.
A total of eight slight and one serious collision was recorded at the Minster Roundabout. The circumstances of these
Slight collisions
A vehicle on the western approach to the roundabout rear shunted the vehicle in front who was queuing to enter the
roundabout;
On two occasions a vehicle entering the roundabout from the west failed to give way to traffic;
A vehicle entered the roundabout from the west into the path of a pedal cyclist already travelling around the
roundabout;
A motorist travelling around the roundabout towards the eastern arm lost control of their vehicle resulting in a
collision with the kerb;
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A motorist clipped a motorcyclist with their wing mirror, causing the rider to stop. When the rider stopped, the
motorist overran their foot. Both vehicles were travelling from west to east across the roundabout;
A vehicle entering the roundabout from the west at high speed collided with a vehicle entering the roundabout from
the northern arm; and
A vehicle entered the roundabout from the southern arm and collided with a vehicle circulating the roundabout
intending to exit the roundabout on the northern arm.
Serious collisions
A vehicle approaching the roundabout on the western arm collided with the signage and kerb causing the vehicle to flip
over.
A number of collisions occurred on the western arm of this junction. Of the five collisions that involved vehicles
approaching from the west three involved vehicles failing to give way, one was a rear end shunt and one was a loss of
control. However, there is no clear pattern to the type of collisions occurring.
Minster Road
One serious collision was recorded on Minster Road between the A299 and Spitfire Way when a vehicle travelling
northbound collided with the central reservation, causing the motorist to lose control and the vehicle to flip over.
Spitfire Way
A total of five slight and three serious collisions were recorded on Spitfire Way between Minster Road and Spitfire Corner
(excluding the junctions already assessed above). The circumstances of these collisions can be summarised as follows:
Slight collisions
A vehicle travelling westbound along Spitfire Way approaching Columbus Avenue collided with a motorcycle causing
the rider to fall;
A motorist travelling westbound along Spitfire Way braked suddenly causing a rear shunt collision;
A motorist travelling south west along Spitfire Way was forced to swerve to avoid a pedestrian walking in the road
causing the vehicle to lose control and go through a fence;
A vehicle travelling eastbound along Spitfire Way rear shunted the vehicle ahead when it was forced to brake; and
A motorist turned right out of Alland Grange Lane onto Spitfire Way into the path of a motorcyclist travelling
westbound causing a collision.
Serious collisions
A motorist turned right out of Alland Grange Lane onto Spitfire Way into the path of a motorcyclist travelling
westbound causing the rider to fall off;
A pedal cyclist travelling eastbound along Spitfire Way near Merlin Way rode over a pothole causing the cyclist to fall
from their bike; and
A vehicle being pursued by police lost control and left the road into a field.
Whilst eight collisions have occurred on this road there is no clear pattern to the type of collisions or location where they
have occurred.
Manston Road
A total of 30 slight, three serious and one fatal collision were recorded on Manston Road, which have been separated by
location. The circumstances of these collisions can be summarised as follows:
Between Manston Village and Manston Road/ Haine Road Roundabout
An intoxicated motorist travelling eastbound along Manston Road to the east of Manston Village swerved to avoid a
vehicle travelling in the opposite direction and drove into a field;
A vehicle travelling westbound along Manston Road collided with the nearside verge causing the motorist to lose
control and the vehicle to flip over;
A vehicle travelling eastbound along Manston Road stopped to turn right into the Golf Club access and was hit from
behind;
A vehicle travelling westbound on the wrong side of the road collided with an oncoming vehicle; and
A vehicle travelling eastbound along Manston Road approached the priority working to the east of Manston Village,
but the vehicle travelling in the opposite direction failed to stop and caused a collision.
Between Manston Village and junction Spitfire Way Junction
A motorcyclist veered off the road due to poor weather conditions, causing the motorcycle to collide with a pylon;
A motorist travelling eastbound along the Manston Road, lost control of their vehicle due to poor weather
conditions causing them to collide with the side of an oncoming vehicle;
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A motorcyclist travelling westbound along the Manston Road experienced a technical fault causing the front
wheel to jam, and the rider to fall off their bike;
A motorist travelling along the Manston Road, lost control due to poor weather conditions and drove into a field;
A vehicle waiting in traffic failed to see the vehicle in front stopping causing a rear end shunted; and
A motorist travelling eastbound along the Manston Road swerved to avoid an object in the road, resulting in the
vehicle colliding with a fence.
Between Spitfire Way Junction and Acol Hill
A vehicle travelling eastbound was struck by a vehicle attempting to U-Turn;
A motorist travelling along the B2050 was attempting to overtake the vehicle ahead, when they collided with a vehicle
turning left from Alland Grange Lane;
On three occasions a vehicle turning onto the B2050 crossed into the path of a vehicle already travelling southbound
along the B2050;
A motorist already involved in an accident was hit by another vehicle;
A vehicle rear shunted the vehicle ahead;
A motorist lost control while driving around a bend causing a collision with an oncoming vehicle;
A vehicle travelling westbound along Manston Road experienced a black out and crossed into the opposing lane and
crashing;
A vehicle travelling along Manston Road lost control due to poor weather conditions, causing the vehicle to flip over;
and
A vehicle travelling along Manston Road attempting to overtake the vehicle ahead, collided with the vehicles side
mirror.
Between Spitfire Way Junction and Coffin House Corner Junction
A total of eight slight, three serious and one fatal collision was recorded on this section of the Manston Road. The
circumstances of these collisions can be summarised as follows:
Slight collisions
A motorist travelling northbound too fast hit a wall and telegraph pole;
A motorist exiting the garage lost control and mounted the verge;
A motorist waiting in traffic rear shunted the vehicles in front;
A motorist collided with a vehicle emerging from a side road;
A motorist approaching the junction with Vincent Road failed to stop due to brake failure and crossed into the path of
another vehicle;
A motorist travelling northbound along the Manston Road lost control due to icy road conditions and collided with the
vehicle in front;
A motorist turning into Half Mile Ride was hit by a vehicle emerging from the junction; and
A vehicle emerging from Half Mile Ride was hit by a vehicle over taking on the Manston Road.
Serious collisions
A motorist travelling along the Manston Road lost control and collided with street furniture;
A pedestrian walking along the Manston Road was struck by a vehicle travelling in the same direction; and
A motorist attempting to overtake the vehicle ahead, collided with a vehicle travelling in the opposite direction.
Fatal collision
A motorist attempting to overtake a pedal cyclist was unaware that the cyclist had moved out into the centre of the road
and caused a fatal accident.
Manston Road/ Fleet Road
A total of four slight collisions were recorded at the Manston Road / Fleet Road junction. The circumstances of these
On three occasions a vehicle emerged from the junction into the path of an oncoming vehicle; and
A vehicle emerging from the junction was rear shunted by the vehicle behind.
High Street
One slight collision was recorded on the High Street near the junction with Shottendane Road, when a vehicle collided
with an opposing vehicle travelling in the centre of the road.
Vincent Road / Manston Road
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A slight collision was recorded when a vehicle approaching the junction lost control when breaking due to poor weather
conditions causing the vehicle behind to collide with the rear of the vehicle.
St Nicholas Roundabout
A total of 20 slight and two serious collisions were recorded at the St Nicholas Roundabout. The circumstances of these
Slight collisions
A vehicle was rear shunted mid roundabout causing the vehicle to collide with another vehicle;
A vehicle collided with the central reservation when an intoxicated driver lost control;
A vehicle collided with the road side barrier when the driver lost control as they exited onto the A299;
On two occasions a stationary vehicle was rear shunted while waiting on the eastern approach;
A vehicle approaching the roundabout from the A28 south rear shunted the vehicle in front;
On three occasions vehicles approaching the junction collided with the centre of the roundabout;
A driver failed to check their mirrors when indicating and collided with a vehicle travelling parallel;
Four incidents were recorded when vehicles intending to exit the roundabout collided with another vehicle travelling
around the roundabout;
A vehicle approaching the roundabout from the A28 failed to look and collided with a vehicle travelling around the
roundabout;
A vehicle approaching the roundabout from the A299 west failed to look and collided with a vehicle travelling around
the roundabout;
A vehicle approaching the roundabout from the A299 west was rear shunted by the vehicle behind as they entered
the roundabout;
A vehicle approaching the roundabout from the A299 east slid on the icy road causing the vehicle to collide with a
lamppost;
Two vehicles travelling north across the roundabout in the same lane collided with each other when the front vehicle
braked suddenly; and
Two vehicles crossing the roundabout collided causing one vehicle to spin out of control.
Serious collisions
A vehicle travelling too fast when approaching the roundabout and hit the vehicle waiting ahead, causing the vehicle
to flip on to its roof; and
A vehicle approaching the roundabout from the A299 collided with the perimeter of the roundabout causing the
vehicle to launch and land on the rear of a vehicle in front.
There are a significant number of collisions that have occurred at this junction. There does not appear to be any particular
pattern but the types of collision occurring would suggest that vehicles are approaching at high speed and either failing to
assess other vehicles at the junction or misjudging their path through the roundabout resulting in collisions.
A299 between the St Nicholas Roundabout and the Monkton Roundabout

A total of four slight collisions were recorded on the A299, between the St Nicholas roundabout and the Monkton
roundabout. The circumstances of these collisions can be summarised as follows:
A vehicle aquaplaned and lost control causing the vehicle to collide with a lamp post;
A motorist lost control when avoiding another vehicle merging into their lane;
A vehicle aquaplaned and lost control causing the vehicle to hit the central barrier, consequently the two vehicle
behind also collided with the vehicle; and
A motorist travelling westbound collided with a stationary vehicle ahead.
A28 between St Nicholas Roundabout and Birchington

A total of 12 slight, two serious and three fatal collisions were recorded on the A28 (excluding the Crispe Road junction),
east of the St Nicholas Roundabout. The circumstances of these collisions can be summarised as follows:
Slight collisions
A motorist travelling southbound lost control when changing lane and rear shunted the vehicle ahead;
A motorist travelling southbound aquaplaned causing the vehicle to lose control and cross the central reservation;
A motorist travelling northbound skidded and crashed in a nearby field;
A motorist travelling westbound pulled out of the service station into the path of another vehicle causing a collision;
A motorist travelling northbound lost control and collided with a lamp post;
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A motorist travelling along the A28 rear shunted the vehicle in front when the vehicle ahead braked suddenly;
On two occasions a motorist queuing in traffic on the A28 was rear shunted forcing the vehicle into the vehicle in
front;
A motorist travelling along the A28 collided with the wing mirror of a stationary vehicle waiting on the side of the road;
A bus driving down the A28 collided with the central reservation when attempting to overtake another vehicle ;
A motorist stopped behind parked cars to give way to oncoming traffic, causing the vehicles behind to rear shunt the
vehicle in front; and
A motorist travelling north along the A28 lost control when braking and collided head on with the opposing traffic
Serious collisions
A motorist crossed into the path of a vehicle travelling in the same direction, causing a collision; and
A motorcyclist travelling westbound on the A28 lost control.

Fatal collisions
A vehicle travelling south along the A28 lost control and crossed the central reservation into the path of opposing
traffic;
A motorist lost control on black ice and caused a fatal collision with a pedestrian on the footpath; and
A motorist travelling westbound lost control, drove into the verge and flipped over causing a fatal accident.
There are a high number of collisions that have occurred on this section of the A28 with the proportion of Killed and
Seriously injured accidents (KSIs) above what would be expected. However, the development proposals are unlikely to
have a material impact on this existing record and therefore no further action is considered necessary as part of this
assessment.
A28/ Seamark Road/ Crispe Road
A total of six slight collisions were recorded on at the A28 Canterbury Road/ Seamark Road/ Crispe Road roundabout. The
Slight Collisions
A vehicle approaching the junction from the south attempted to turn right into Seamark Road into the path of an
oncoming vehicle causing a collision;
On two occasions a motorist attempting to turn right out of Seamark Road collided with a vehicle travelling
southbound along the A28;
A motorcyclist attempting to overtake, lost control and fell off their bike;
A vehicle at the junction rear shunted the vehicle in front; and
A vehicle approaching the junction on Crispe Road rear shunted the vehicle in front.
A253 West of the Monkton Roundabout

A total of four slight and one serious collision were recorded on the A253, west of the Monkton roundabout. The
Slight collisions
A motorist travelling eastbound pulled into the path of a vehicle travelling in the same direction causing a collision;
A vehicle aquaplaned and lost control causing the vehicle to collide with a fence, tree and crash barrier;
A motorist attempting to overtake, lost control and collided with a vehicle travelling in the same direction; and
A motorist attempting to overtake, lost control due to rain and collided with a lamp post.
Serious collision
A vehicle rear shunted the vehicle ahead when travelling eastbound.
A299/ A253/ Seamark Road/ Willetts Hill (Monkton Roundabout)
A total of six slight and five serious collisions were recorded at the Monkton roundabout. The circumstances of these
Slight collisions
A motorist travelling across the roundabout towards London, hit an uneven part of the road causing the driver to lose
control;
A motorcycle crossed the roundabout too fast causing the driver to lose control and fall to the floor;
A motorist approaching the roundabout from the A299 north collided with the rear of a vehicle already travelling
around the roundabout;
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A vehicle suddenly stopped on the A299 west causing a cyclist to collide with the vehicle and fall off;
A motorist travelling across the roundabout slowed down due to a fault in their car, causing the vehicles behind to
rear shunt each other; and
A motorist travelling across the roundabout attempted to overtake a large car transporter, but misjudged the width
available causing a collision.
Serious collisions
A vehicle traveling across the roundabout, collided with the kerb and span into the path of another vehicle;
A motorist travelling across the roundabout collided with a vehicle travelling in the same direction;
A motorcyclist attempted to exit the roundabout but misjudged the bend and went over the handlebars;
A motorist entering the roundabout from the A299 into the path of a motorcyclist causing a collision; and
A motorist entering the roundabout from the A253 into the path of a pedal cyclist causing said cyclist to fall to the
ground.
There are a significant number of collisions that have occurred at this junction. There does not appear to be any particular
pattern but the types of collision occurring would suggest that vehicles are approaching at high speed and either failing to
assess other vehicles at the junction or misjudging their path through the roundabout resulting in collisions.
Seamark Road
A total of four slight collisions were recorded on Seamark Road. The circumstances of these collisions can be summarised
as follows:
A tractor travelling along Seaward Road drove into the rear of two vehicles in front that had been forced to stop;
A motorist travelling along Seaward Road lost control due to the icy road conditions and was then hit by another
vehicle;
A motorist travelling southbound on the wrong side of the round collided with a vehicle travelling in the opposite
direction; and
A cyclist travelling along Seamark Road was hit by another vehicle.

Plumstone Road
A total of four slight collisions were recorded on Plumstone Road. The circumstances of these collisions can be
summarised as follows:
A motorist travelling along Plumstone Road collided with another vehicle travelling in the same direction as it
attempted to overtake; and
On three occasions a motorist travelling along Plumstone Road collided head on with another vehicle due to the
narrow nature of the road.
A28/ Park Lane/ Station Road
A total of four slight and one serious collision was recorded on Plumstone Road. The circumstances of these collisions can
be summarised as follows:
Slight collisions
On two occasions a motorist approaching the junction from the A28 south was rear shunted while waiting at the
signal controlled crossing immediately to the south of the junction;
A motorist travelling across the junction on the A28 rear shunted a stationary vehicle in front; and
A motorist pulled up at the side of Park Lane and hit a pedestrian with their door.
Serious collision
A pedestrian was hit by the wing mirror of a vehicle travelling through the junction.
Crispe Road
A total of two slight and one serious collision was recorded on Crispe Road. The circumstances of these collisions can be
Slight collision
On two occasions a slight accident was recorded when two vehicles travelling in opposing directions approached a narrow
part of the road and collided head on.
Serious collision
A serious accident was recorded when two vehicles travelling in opposing directions approached a narrow part of the road
and collided head on.
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Park Lane
A total of seven slight collisions were recorded on Park Lane. The circumstances of these collisions can be summarised
as follows:
A vehicle collided with the rear of a motorist that was moving out of a parking space;
On two occasions a vehicle collided with a pedestrian crossing the road;
A motorist indicating to turn right reversed into the vehicle behind causing a collision;
An articulated vehicle collided with another vehicle when exiting a layby; and
On two occasions a motorist pulled out of Brunswick Road and was struck by an oncoming vehicle.
Park Lane/ Acol Hill/ B2050
A total of three slight collisions were recorded at the Park Lane / Acol Hill / B2050 junction. The circumstances of these
A motorist waiting to turn into the B2050 was struck by an oncoming vehicle;
A vehicle misjudged the bend and collided with a wall; and
A vehicle travelling towards the junction collided with the wing mirror of a vehicle travelling in the opposite direction.
Minster Road North of the B2190/ Minster Road Roundabout
A total of one slight and one serious collisions was recorded on Minster Road, north of the Minster Road roundabout. The
Slight Collisions
An motorist travelling northwest along Minster Road lost control and collided with a telegraph pole. Subsequently the
vehicle travelling in the opposing direction collided with the previous vehicle and flipped over; and
A motorist travelling along Minster Road lost control due to the poor weather conditions and collided with a wall.
Serious Collisions
A serious incident was recorded when a motorist travelling along Minster Road moved out to avoid a stationary car and
knocked a cyclist off their bike travelling in the same direction.
A299 between the Monkton Roundabout and the Cliffsend Roundabout
A total of five slight and one serious collisions was recorded at the A299 between the Monkton roundabout and the
Cliffsend roundabout. The circumstances of these collisions can be summarised as follows:
Slight collisions
A motorist travelling east along the A299 lost control and hit the grass bank causing said vehicle to spin onto the
carriageway;
A motorist travelling westbound along the A299 rear shunted the vehicle ahead;
A motorist travelling along the A299 rear shunted a queue of vehicle in front;
A motorcyclist travelling along the A253 lost control; and
A vehicle travelling westbound on the A253 attempted to move into the next lane and caused the driver behind to
brake suddenly and lose control.
Serious collisions
A motorcyclist travelling eastbound along the A299 broke suddenly in traffic, causing the rider to rear shunt the vehicle in
front and fall off their bike.
B2050 Manston Road/ Margate Hill/ Shottendane Road
A total of five slight and one serious collisions were recorded at the B2050 / Margate Hill / Shottendane Road junction. The
Slight collisions
On three occasions a vehicle emerging from Shottendane Road collided with a passing vehicle on Manston Road;
A vehicle emerging from Shottendane Road collided with a passing cyclist; and
A motorcyclist travelling along Shottendane Road hit a dip in the road and fell off their bike.
Serious collision
A vehicle emerging from Shottendane Road collided with a passing vehicle
Shottendane Road
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A total of 18 slight and one serious collisions were recorded on Shottendane Road. The circumstances of these collisions
can be summarised as follows:
Slight collisions
A motorist travelling along Shottendane Road was blinded by oncoming lights causing the driver to swerve into
oncoming traffic;
On six occasions a motorist pulled out of a side road junction into the path of a vehicle on Shottendane Road causing
a collision;
A vehicle lost control and crashed into a field in order to avoid a vehicle over taking in the opposite direction;
A motorist drove round a bend too fast and consequently crashed in a nearby field;
A motorist attempting to overtake the vehicle in front collided with a motorcycle travelling in the opposite direction;
A motorist collided with the side of an opposing vehicle causing the vehicle to lose control;
A motorist travelling westbound lost control while adjusting speed and collided with a telegraph pole;
An intoxicated motorist travelling at speed lost control;
A motorist attempting to perform a U-turn was hit by a vehicle travelling southbound;
A motorist was waiting for a vehicle to exit a parking bay and was rear shunted by the vehicle behind;
A motorist travelling northbound hit the side of a parked car, which caused the vehicle to flip over;
A motorist waiting in traffic was rear shunted by the vehicle behind; and
A motorist travelling along Shottendane Road, lost control and consequently hit a telegraph pole.
Serious collision
A motorist lost control after overtaking a motorcycle behind causing a collision
Hartsdown Road/ Shottendane Road/ College Road/ Tivoli Road/ Manston Road/ Nash Road
A total of nine slight collisions were recorded at the Hartsdown Road/ Shottendane Road/ College Road/ Tivoli Road/
Manston Road/ Nash Road traffic signal junction. The circumstances of these collisions can be summarised as follows:
A motorist travelling along the Manston Road was forced to brake in order to avoid colliding with a vehicle emerging
from the junction, but subsequently collided with the side of the vehicle and mounted the kerb;
A motorist drove through a red light signal and caused a collision;
A motorist turning right from Hartsdown Road into Shottendane Road collided head on with a vehicle driving into
Hartsdown Road;
A motorist travelling along College Road braked suddenly causing a rear end shunt;
Two vehicles collided mid junction;
A motorist drove through the red lights and collided mid junction;
A pedestrian walking along Nash Road was hit by the wing mirror of a passing vehicle;
A cyclist travelling eastbound was hit by the vehicle behind; and
A horse that had escaped from a stable collided with a vehicle.

Woodchurch Road
A slight collision was recorded when two vehicles travelling in the opposite direction to one another collided head on.
Manston Court Road/ Preston Road

A slight collision was recorded when a motorist travelling around a bend collided with the side of a vehicle travelling in the
opposite direction.
Manston Court Road/ Vincent Road
A slight collision was recorded when a motorist turning left from the junction was hit by a vehicle travelling southbound.
Manston Court Road
A total of three slight were recorded on the Manston Court Road. The circumstances of these collisions can be
A motorcyclist attempted to overtake a cyclist at the same time as said cyclist turned right into Valley Road and
caused a collision;
A cyclist was forced into a field by the vehicle behind; and
A motorist travelling along the Manston Court Road was forced to brake suddenly, the vehicle behind failed to stop
due to poor weather conditions.
Preston Road / Spratling Street
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A serious collision was recorded when a motorcyclist was travelling along Preston Road was forced to slow down causing
the front wheel to lock and the rider to fall off.
Cliffsend Roundabout
A total of nine slight and one serious collision were recorded at the Cliffsend Roundabout in the study period. It should be
noted that the East Kent Access opened in May 2012 and therefore collisions from before this date have been excluded
from this analysis. The circumstances of these collisions can be summarised as follows:
Slight collisions
On two occasions a motorist waiting to enter the roundabout was rear shunted by the vehicle behind;
On two occasions a motorist travelling across the roundabout collided with the roundabout due to poor weather
conditions;
A motorist travelling across the roundabout collided with a vehicle attempting to exit the roundabout;
A motorist drove through a red signal during road works and collided with a vehicle leaving a works site;
A motorist travelling across the roundabout was rear shunted by the vehicle behind;
Due to a vehicle fault a vehicle continued to collide with the centre of the roundabout; and
A motorcyclist approaching the roundabout from the north broke suddenly and hence fell from their motorcycle.
Serious collision
A motorcyclist approaching the roundabout collided with the kerb and fell off their bike.
A299 between Cliffsend Roundabout and Sevenscore Roundabout
A total of two slight collisions were recorded on the A299 between the Cliffsend and Sevenscore roundabouts. The
A vehicle collided with the central reservation due to health issues; and
A motorist waiting at temporary traffic signals was rear shunted by the vehicle behind.
Canterbury Road West between the Cliffsend Roundabout and the Lord of the Manor Roundabout
A total of four slight and one serious collision were recorded on Canterbury Road West between the Cliffsend Roundabout
and the Lord of the Manor Roundabout. Collisions from before the East Kent Access opened in May 2012 have been
excluded from this analysis. The circumstances of these collisions can be summarised as follows:
Slight collisions
On two occasions a vehicle stopped to let opposing traffic through traffic calming measures in the village and was
rear shunted by the vehicle behind;
A stationary vehicle was rear shunted by the vehicle behind; and
A motorist swerved to avoid a fox and drove into a field.
Serious collision
A motorcyclist collided with a traffic island due to poor weather conditions hitting a plastic barrier causing the rider to fall off
their motorcycle.
A299 between Sevenscore Roundabout to Lord of the Manor
A total of four slight collisions were recorded on the A299 east of the Sevenscore Roundabout up to the Lord of the Manor
junction. The circumstances of these collisions can be summarised as follows:
A motorcyclist lost control due to poor weather conditions;
A motorist was forced to perform an emergency stop due to a vehicle stopped ahead and collided into the vehicle in
front;
A motorist travelling westbound along the A299 lost control and collided with a verge; and
A vehicle waiting in traffic rear shunted the vehicle ahead.

Haine Road / Canterbury Road West (Lord of the Manor North)
One slight collision was recorded at the Haine Road / Canterbury Road West roundabout, when a vehicle on the
roundabout crossed into the path of another vehicle and caused a collision. Collisions from before May 2012 have been
excluded due to the opening of the East Kent Access and the changes in traffic flow resulting from this in this location.
Lord of the Manor
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A total of six slight and three serious collisions were recorded at the Lord of the Manor traffic signal controlled gyratory.
Collisions from before May 2012 have been excluded due to the opening of the East Kent Access and the changes in
traffic flow and layout resulting from this in this location. The circumstances of these collisions can be summarised as
follows:
Slight collisions
Two vehicles collided mid junction;
A motorist intending to exit onto the A299 was hit by a vehicle travelling across the junction;
A vehicle approaching the junction was hit when another vehicle was in the wrong lane crossing the gyratory;
A motorcycle collided with another vehicle when crossing the junction;
A motorist exiting the junction lost control of their motorcycle; and
A vehicle waiting in traffic was rear shunted.

Serious collisions
A motorcyclist travelling across the junction lost control of their motorcycle causing the passenger to fall to the
ground;
A motorcyclist fell off their motorcycle after hitting the kerb; and
Two vehicles collided when crossing the junction.

A high number of collisions have occurred at this junction. However, there does not appear to be a particular pattern to
the accidents that have occurred.
Haine Road
A total of 14 slight and three serious collisions were recorded on the Haine Road between the Lord of the Manor and the
Toby Carvery Roundabout. The circumstances of these collisions can be summarised as follows:
Slight collisions
A motorist failed to swerve in time in order to avoid a vehicle ahead which had stopped and collided with the vehicle
in front;
A motorcyclist fell off their motorcycle when attempting to drive over speed bumps;
A motorist waiting at a mini roundabout was rear shunted;
A motorist waiting to turn right into an access was rear shunted by the vehicle behind;
On eight occasions a motorist waiting in traffic was rear shunted by the vehicle behind;
An articulated vehicle swerved into the tree line due to the driver being intoxicated; and
A motorist pulled out of Nash Road into the path on oncoming traffic.
Serious collisions
A vehicle collided with a cyclist whilst attempting to overtake;
A motorist turning right into an access was hit by an oncoming vehicle; and
A motorist attempting to avoid a speed bump lost control and collided with a lamp post.
There have been a significant number of collisions along this corridor and there appears to be a pattern of rear end shunt
type accidents. However, as this is a busy corridor with numerous accesses and junctions this pattern is not considered to
be abnormal.
St Johns Avenue/ Haine Road
On two occasions a vehicle travelling along Haine Road collided with another vehicle emerging from St Johns Avenue.
Spratling Lane / Haine Road
A slight collision was recorded when a vehicle travelling along Spratling Lane collided with a cyclist.
A299 Canterbury East - East of the Lord of the Manor junction
A slight collision was recorded when the rider of a moped fell to the ground after hitting the wing mirror of a vehicle pulling
away.
New Haine Road/ Haine Road Roundabout
A total of five slight and one serious collision were recorded at the Haine Road / New Haine Road roundabout. The
A motorist entering the roundabout collided with a cyclist travelling south across the roundabout;
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A motorist who had exited their car was hit by a vehicle in a road rage incident; and
Three collisions occurred when a cyclist attempting to turn to right at the roundabout was hit by a vehicle.
There is a pattern of collisions involving cyclists at this junction. However, given that there has only been approximately
one collision per year no further analysis is considered necessary.
Manston Court Road/ Haine Road
A total of three slight collisions were recorded at the Manston Court Road / Haine Road Junction. However, as the road
layout in this location has recently been changed as a result of the Westwood Relief Strategy no further analysis of this is
considered necessary.
St Johns Avenue
A total of two slight collisions were recorded on St Johns Avenue. The circumstances of these collisions can be
summarized as follows:
A slight collision was recorded when a vehicle collided with a child running across the road; and
A motorist waiting to turn into St Johns Avenue was hit by the vehicle behind.
New Haine Road (Westwood Relief Road)

A total of five slight and one serious collision were recorded on the New Haine Road. The circumstances of these
Slight collisions
A cyclist rode into the side of a vehicle emerging from a junction;
A motorist turned right into the path of an oncoming vehicle;
A vehicle rear shunted the vehicle in front;
A motorist exiting a mini roundabout crossed into the path of oncoming traffic; and
An intoxicated cyclist was struck by the wing mirror of a passing ambulance.

Serious collision
A cyclist attempted to change gear, which jammed causing the cyclist to fall from their bicycle.
Haine Road / Margate Road / A256
A total of 18 slight and two serious collisions were recorded at the Haine Road / Margate Road / A256 roundabout. Due to
the implementation of the Westwood Relief Strategy the pattern of collisions occurring at this junction are likely to have
changed. However, a summary of the collisions that have occurred are provided below for completeness. The
Slight collisions
On eight occasions a motorist waiting in traffic rear shunted the vehicle in front;
A motorist travelling across the roundabout aquaplaned and collided with a pedestrian fence;
A motorist pulled out in front of a moped causing the moped to slip over due to poor weather conditions;
A motorist pulled into the path of a bus causing a collision;
On two occasions a motorcyclist crossing the roundabout lost control of their motorcycle when braking due to poor
weather conditions;
A motorcyclist waiting to enter the roundabout was hit by the vehicle behind;
A vehicle crossing the roundabout lost control due to poor weather conditions;
A motorcyclist travelling across the roundabout was hit by vehicle causing the rider to fall from their bike;
A motorist entering the roundabout was forced onto the footway when another vehicle cut across the path of the
vehicle; and
A pedestrian attempting to cross the road was hit by a van that did not stop in time.
Serious collisions
A motorcyclist travelling across the roundabout lost control of their motorcycle; and
A pedestrian ran across the road into the path of a vehicle causing a collision.
Summary
A total of 306 collisions have occurred across the study area. There are a large number of collisions that have occurred
across the study area and at some locations there are patterns to the types of collisions taking place. However, given the
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volume of traffic on the highway network and constrained nature of the corridors in the built-up areas this pattern is not
considered to be abnormal with the accidents generally occurring at junctions and being of the types expected for the road
layout. A pattern of KSIs occurring on the A28 has been identified and should be considered further by the highway
authority. However, the development is not anticipated to have a material effect in the location of the accidents on the
A28. Overall it is not expected that the development will have a material impact on the collisions occurring.
Conclusion
This section has presented a review of the existing transport conditions in the vicinity of the site. The site is located
adjacent to the A299 providing strategic connections towards London in the west and Dover in the South. Whilst there is
limited pedestrian infrastructure within the vicinity of the site there are a number of cycle routes providing connections
towards Westwood and Minster. A number of bus services currently run past the site that could be amended to serve the
proposed development. A review of amenities identifies that a number of existing amenities are within reasonable cycling
or public transport distances. It is therefore concluded that the site is accessible by a range of modes.
A review of the accident record in the vicinity of the site indicates that a large number of collisions have occurred across
the extensive study area and period selected. However, it is not considered likely that the development proposals will
materially impact the pattern of collisions that are occurring.
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Development Proposals
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04 - Development Proposals
Introduction
This section of the TA provides an outline of the development proposals including a review of the access, parking and
servicing arrangements.
It is proposed to comprehensively redevelop the site to provide a mixed use development comprising of employment,
retail, leisure, residential and educational uses. This planning application seeks hybrid planning permission. This will
enable a range of land uses to be subject to outline planning permission, while a proportion of the site will be granted
detailed planning consent. The development proposals that are the subject of this TA and included within the planning
application are summarised in Table 4.1 below.
Table 4.1: Development Proposals
Land Use Description
Land Use Class
Quantum of Development
Retail
A1 A5
Up to 3,100sqm of which up to
1,100sqm (net) to be A1
convenience and a maximum
563sqm (net) to be A1
comparison.
Employment
B1(a-c)/ B2/ B8
Up to 68,288m of which a
maximum of 1,700sqm is to be
B1(a/b).
Hotel
C1
Up to 120 Beds
Residential
C2/C3
A maximum of 2,500 Dwellings

(C3)
Outline Planning Application:
A maximum of 250 bed spaces

units to be age-restricted for
elderly persons (C2). Total not to
exceed 2500 dwellings.
Community/ Leisure
D1/D2
Up to two primary schools with two

forms of entry each and up to
9,617sqm of D1/D2. Total B1(ac)/B2/B8/D1/D2 (excluding primary
schools) not to exceed 85,000sqm.
B1(c)/ B2/ B8
10,244m2 included within the

85,000sqm of overall employment
space to be provided on site.
Detailed Planning Application:

Flexible Employment Space
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Note: *Square Metres (SQM) referred to relates to Gross Internal Area (GIA).
Included in the proposals are the demolition and change of use of a number of existing buildings. Table 4.2 below outlines
the buildings for which change of use is sought. The location of these retained buildings is shown on the Demolition and
Retention plan in Appendix J. The floorspace of these buildings is contained within the total shown in Table 4.1.
Table 4.2: Change of Use of Retained Buildings
Building
Existing Lawful Use
Proposed Use
Floorspace (GIA)
B14&B14a
Sui Generis
D1/D2
846sqm
B18
Sui Generis
B1(c) /B2/B8
551sqm
B34
Sui Generis
B1(c) /B2/B8
50sqm
B21
Sui Generis
B1(c) /B2/B8
417sqm
B23
Sui Generis
B1(c) /B2/B8
175sqm
B2
Sui Generis
B1(c) /B2/B8
3,530sqm
B3
Sui Generis
B1(c) /B2/B8
1,765sqm
B9
Sui Generis
D1/D2
233sqm
B8
Sui Generis
D1/D2
750sqm
Total
8,317sqm of which 6,488sqm to be B1(c)/B2/B8 and 1,829 sqm to be D1/D2
Outline Planning Application

The land uses outlined within Table 4.1 above will be separated into development zones across the site. It is envisaged
that the main employment area will be situated in the north and west of the site and will be bound to the north by the
existing Spitfire Way and by the proposed access roads to the northeast and south. This will enable connections to be
formed with the Manston Business Park situated to the north of Spitfire Way.
The main residential area will be focused around the centre of the development; a local centre with retail precinct will form
the urban heart of the site providing community facilities, education and local shops.
The leisure uses are envisaged to include a 50m swimming pool, wave garden along with sports pitches and a hotel. This
East Kent Sports Village will be located in the east of the site near the A299 along with the hotel.
Plans showing the parameters that this application seeks consent for and an illustrative masterplan detailing one scenario
for how the development could be delivered based upon the parameter plans are included within Appendix J.
Detailed Planning Application
The proposals will also seek full planning permission for four units totaling 10,244sqm. The four units will be for flexible
employment use allowing occupation under land use classes B1(c)/B2/B8. This Phase 1 development will be located
opposite Bell Helicopters on the southern side of Spitfire Way.
The floorspace of each building proposed as part of Phase 1 is outlined within Table 4.3 below.
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Table 4.3 Phase 1 Employment Development Proposals

Building
Use Class
Quantum of Development
Unit One
2,788sqm
Unit Two
1,860sqm
B1(c)/ B2/ B8
Unit Three
3,716sqm
Unit Four
1,860sqm
Detailed plans for the Phase 1 employment zone are included within Appendix J.
Access and Movement

Vehicular Access
Vehicular access to the proposed development will be achieved from six main points of access as follows:
A fourth arm on the existing roundabout at the A299 Hengist Way/Canterbury Road West junction (Cliffsend
roundabout) to provide the principal point of access to the development;
A new roundabout on Spitfire Way at the existing junction of Alland Grange Lane and Spitfire Way as the secondary
point of access to the development;
A new priority junction on Spitfire Way to serve the Phase 1 employment land;
A new priority junction with ghost island right turn facility to serve the employment zones proposed in the west of the
site;
A new roundabout to replace the existing Spitfire Corner junction with access provided to the development via one of
the arms; and
A new priority junction on Manston Road to access the development from the north.
Plans showing the proposed points of access to the site are outlined within Appendix K.
A Stage 1 Road Safety Audit (RSA) has been undertaken in accordance with the highway standard the Design Manual for
Roads and Bridges (DMRB) HD19/15 for the six proposed access points to the site. The report and a design organisation
response are contained within Appendix L.
Across the site a network of primary, secondary and tertiary roads will be established to link the various access points and
allow for through traffic where appropriate.
The access parameter plan included within Appendix J seeks consent for the following primary and secondary road
network:
A north-south connection between the A299 Hengist Way at the Cliffsend Roundabout and Manston Road;
An east-west connection between Spitfire Way and the north-south link road;
A north-west to south-east road connecting Spitfire Corner with the north-south and east-west routes; and
A secondary road for access to the East Kent Sports Village and a secondary road on a north-east to south-west axis
connecting future employment development zones with the east-west connection.
In terms of highway standard and road hierarchy the application seeks consent for a network of primary, secondary and
tertiary roads across the site. Further details about the road types can be found in the Design and Access Statement that
accompanies the planning application.
Wider Highway Improvements
The access strategy has been cognisant of the emerging draft Local Plan and the accompanying draft TTS. The TTS
seeks to provide a series of new and upgraded highway links to facilitate the development of an inner ring road within
Thanet (see Figure 4.1). Whilst the TTS is not an adopted strategy and therefore has little weight in planning terms the
masterplan has been developed to be compatible with this strategy and where appropriate contribute towards its future
delivery. As a result the development will include the provision of a new north-south link connecting the A299 Hengist
Way in the south and Manston Road in the north. The purpose of this link will be to facilitate the first phase of a potential
future link to/from Westwood Cross as identified in the TTS. Further land across the north of the site has been
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safeguarded to facilitate the remainder of this connection to link to an improved highway at Manston Court Road.
However, the provision of this link does not form part of this planning application.
Figure 4.1: Extract from Draft KCC Thanet Transport Strategy

Whilst a new east-west connection across the site will also be provided between the proposed Alland Grange Lane
roundabout and the north-south link to facilitate a potential future east-west movement between the A299 at the Minster
Roundabout and Westwood Cross which is also identified in the TTS, the north-south connection, not originally envisaged
is considered to meet the requirements for the TTS.
In the interim period prior to the full link to Westwood Cross being delivered the masterplan has responded to concerns
raised by KCC as part of the scoping discussions regarding the ability of the local road network, particularly to the north of
the site to accommodate additional traffic. As such, the access strategy has been designed to discourage routing to the
north in the interim period between delivery of the site and the wider TTS. In order to control access to Manston Road to
the north of the site bus gates will be introduced within the development to restrict access. The placement of these bus
gates will be agreed with KCC as part of ongoing discussions and secured by conditions and through reserved matters
applications for the relevant phase of the development.
The primary north-south connection between the A299 Hengist Way and Manston Road has been designed as a primary
road to an adoptable standard. This road is potentially larger than would be required for a development access road but
has been designed to accommodate the aspiration of the TTS to deliver a link between the A299 and Westwood Cross.
The design parameters for this primary road are outlined below and a cross section is shown in Figure 4.2.
Primary Road (Figure 4.2)
Function Primary access road through the development. Frontage access limited with secondary roads forming priority
junctions along route. The road is designed to carry a bus route with off-carriageway dedicated pedestrian and cycle
facilities. The design speed would be 30mph and street lit.
Carriageway width 6.75-7.3m
Verges between carriageway and footway 2m
Footway on one side 2m
Shared cycle/footway on one side 3m
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Verges to rear of pedestrian facilities to highway boundary 1m
Figure 4.2: Primary Road Cross-Section

The proposed Phase 1 employment zone will be served by a new access road that will form a priority junction with Spitfire
Way. A plan showing the proposed junction layout is included within Appendix K. This access has also been the subject
of the Stage 1 RSA contained in Appendix L. The new estate road will take the form of a primary road and feature a
6.75m carriageway width with verges on either side. The road will be street lit and subject to a 30mph speed limit.
Pedestrian and Cycle

New pedestrian and cycle links will be promoted across the development in order to improve accessibility and connections
to the surrounding pedestrian and cycle infrastructure benefitting not just users of the site but the wider community. All
primary and secondary roads provided within the site will include provision for pedestrians and cyclists. In addition, this
infrastructure will be connected to off-site infrastructure as appropriate.
Discussions were held as part of the masterplan development for the site with the PROW Officer at KCC. The outcome
from these discussions resulted in the following pedestrian and cycle access strategy:
Provision of a permissive route across the proposed runway park along the former runway. This route would connect
with Minster Road near the Minster roundabout in the west and a new north-south PROW in the east. At Minster
Road a new pedestrian crossing facility will be secured as part of any planning consent to enable a connection
between the site and the existing pedestrian and cycle infrastructure at the Minster roundabout and facilitate onward
links to/from Minster and the Viking Coastal Trail (RR15);
Provision of a PROW connecting Canterbury Road West in the south at the village of Cliffsend with High Street in the
north to provide onward connections to Manston Village;
A connection to PROW TR10 that provides a link between the site and Ramsgate. A contribution will be provided as
part of any planning consent to enable the upgrading of this route to make it suitable for walking and cycling. A
further contribution from the neighbouring Manston Green development (application reference: OL/TH/13/0050) will
upgrade the remainder of the route into Ramsgate to facilitate a connection between the site and Ramsgate railway
station. Should the Manston Green development not come forwards in the same timescales as this development a
route via the Lord of the Manor junction could be explored and secured as part of any planning consent;
Facilities at the Alland Grange Lane roundabout to facilitate equestrian connections between the riding school and
site;
A new pedestrian crossing on Manston Road to be implemented at an appropriate phase of the development to
enable onward connections from the site to the northern grasslands located immediately north of Manston Road; and
A permissive route across the northern grasslands to facilitate onward connections to the PROW network in the
north. This permissive route will become a PROW once the proposals for the new link road proposed between the
A299 and Westwood Cross has been defined.
The strategy outlined above will not only connect the site to existing off-site infrastructure but help to re-connect previous
connections lost when the site was closed to the public by offering new attractive routes for non-motorised modes helping
to re-connect communities.
Allowance has been made within the pedestrian and cycle strategy for connections to/from the proposed Parkway Station.
Should this station be delivered it is proposed that the footway on Canterbury Road West between the existing emergency
access to the site immediately to the west of Jentex and Cliff View Road will be widened to provide a pedestrian route
to/from the station. It is envisaged that this proposal will be secured via S106 agreement.
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A plan showing the proposed walking and cycling strategy is included within Appendix M.

The site access arrangements for the Phase 1 development include the provision of a shared cycle/footway on one side of
the carriageway and a footway on the other. These new facilities will eventually be connected with the wider site
infrastructure. However, in the interim they will provide access from the individual employment buildings to Spitfire Way.
Cyclists will be expected to continue their route on foot from Spitfire Way whilst pedestrians will be able to access the bus
stops associated with the Phase 1 Public Transport Strategy (PTS) outlined below.
Public Transport Strategy

Outline and Detailed Planning Application
A comprehensive PTS has been developed for the site in conjunction with the principal bus operator for the area
Stagecoach East Kent and KCC. The final strategy that is implemented will very much depend upon the phasing of the
development and external factors such as the wider bus market and delivery of other strategic sites including the proposed
Parkway Station. However, based upon discussions to date and an indicative phasing schedule the following strategy is
proposed:
Phase 1
Development Quantum: 10,244sqm of B1(c)/B2/B8 employment space accessed from Spitfire Way and re-occupation of
existing buildings.
Accompanying PTS:
Existing routes 11 and 38 pass the site on Spitfire Way. No increase in frequency to services proposed but some retiming of services may be achievable to suit the demand of future tenants of the development. This will be
determined by the bus operator closer to the site opening;
Provision of new bus stops on Spitfire Way to serve the development; and
Any new bus stops should feature bus stop flags, timetables and DDA compliant kerbing as a minimum. Provision of
shelters subject to agreement with TDCs contractor.
Phase 2
Development Quantum: Up to 500 dwellings served from the A299 Hengist Way with emergency/bus access also provided
from Manston Road via the former Terminal Building access road. Further employment space provided (circa up to
25,000sqm) accessed from Spitfire Way.
Accompanying PTS:
A contribution towards the extension of an existing bus route that currently terminates at Westwood Cross to
terminate within the site. Route to operate once per hour in Phase 2 (Monday to Friday). This would be flexible to
allow connection with Parkway Station depending upon delivery; and
Provision of new bus stops on Spitfire Way to serve the Phase 2 employment space (served by routes 11 and 38)
and on Canterbury Road West for the residential (served by route 9).
Phase 3
Development Quantum: Up to 1000 dwellings served from the A299 Hengist Way and Spitfire Way with emergency/bus
access also provided from Manston Road. Up to 50,000sqm employment space provided accessed from Spitfire Way.
Accompanying PTS:
A contribution towards increasing frequency of extended route to every 30 minutes throughout the day; and
A contribution towards diversion of route 11 through the site to serve the local centre.
Phase 4
Development Quantum: Up to 1700 dwellings served from the A299 Hengist Way and Spitfire Way with emergency/bus
access also provided from Manston Road. Up to 85,000m2 of employment space provided accessed from Spitfire Way.
Accompanying PTS:
A contribution towards diversion of route 38 through the site to serve the new local centre; and
A contribution towards diversion of route 9 through the site to serve the new local centre.
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Phase 5
Development Quantum: Up to completion of development
Accompanying PTS:
A contribution towards the potential introduction of a new bus service to link the Local Plan sites, Westwood Cross, Stone
Hill Park, Parkway Station and Discovery Park.
It is considered that this PTS will be sufficient to accommodate the demand generated for public transport as a result of
the Proposed Development and will encourage the use of this mode for travel to and from the site in line with the targets
set out in this FTP.
Plans showing the proposed PTS by phase are included within Appendix N.
Parking
Details regarding the level of parking to be provided on the site as part of any development granted through the outline
consent will be determined at the reserved matters/detailed application stage. However, overall parking on the site will
accord with the Kent and Medway Structure Plan 2006 Mapping out the future Supplementary Planning Guidance SPG 4
Kent Vehicle Parking Standards (July 2006) for all land uses except residential. For residential land uses the Kent Design
Guide Review: Interim Guidance Note 3: Residential Parking (2008) will be applied. These standards will be adopted for
car, disabled, visitor, cycle and motorcycle parking.
Secure and covered cycle parking will be provided in accordance with KCCs parking standards to encourage cycling as a
mode of transport. Where appropriate, showers and changing facilities will be provided for staff.
For the detailed planning application for the Phase 1 employment zone the proposed level of parking provision has been
reviewed in respect of the Kent and Medway Structure Plan 2006 Mapping out the future Supplementary Planning
Guidance SPG 4 Kent Vehicle Parking Standards (July 2006). However, as a flexible consent has been applied for, a
range of standards could apply. Table 4.4 shows the maximum level of car parking that could be provided under each of
the proposed land uses.
Table 4.4: Phase 1 Employment Parking Standards
B1 light industry
Building
Standard
B2
Disabled
M/C
Standard
Disabled
M/C
Unit One
(2,788sqm)
80
56
Unit Two
(1,860sqm)
53
37
Unit Three
(3,716sqm)
106
74
Unit Four
(1,860sqm)
53
37
Building
B8 Storage and distribution
B8 wholesale distribution
Cycle Parking (All Land

Uses
Standard
Disabled
M/C
Standard
Disabled
M/C
Unit One (2,788sqm)
25
80
14
Unit Two (1,860sqm)
17
53
Unit Three (3,716sqm)
29
106
16
Unit Four (1,860sqm)
17
53
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Table 4.4 shows that a wide range of parking provision could be appropriate depending upon the final use of the buildings.
Table 4.5 outlines the proposed level of provision for each building.
Table 4.5: Phase 1 Proposed Parking Provision
Proposed Provision
Building
Standard
Disabled
Cycle Parking
M/C
Long Stay
Short Stay
Unit One (2,788sqm)
76
14
Unit Two (1,860sqm)
52
Unit Three (3,716sqm)
101
19
Unit Four (1,860sqm)
51
It is evident from Table 4.5 above that the level of parking provision proposed on the site is in accordance with the current
parking standards for B1 and B8 wholesale distribution uses and is therefore considered acceptable.
Servicing Arrangements
Delivery Vehicle Access and Unloading
A large scale mixed use development such as Stone Hill Park will have a significant level of servicing and delivery
requirements. At this stage the precise servicing and delivery requirements have not been determined for each
development zone. However, the following broad principles will be followed:
Residential
Servicing of the residential properties will be undertaken on a plot by plot basis. Refuse and servicing vehicles will be able
to access the development via either the A299 Hengist Way, Spitfire Way or Manston Road and then access each
individual dwelling. Swept paths showing the largest type of vehicle expected to use each point of access are included in
Appendix K.
Retained Buildings
Servicing of the buildings to be retained and re-purposed on the site will take place on a plot by plot basis. For the
buildings that front Spitfire Way servicing will take place utilising the existing access points to this road. For buildings
located within the site such as the former fire station and control tower servicing requirements will depend upon their
eventual use but access will be achieved from the internal road network.
Local Centre
Servicing of the local centre will take place on a plot by plot basis. Refuse and servicing vehicles will be able to access
the development via either the A299 Hengist Way, Spitfire Way or Manston Road and then access each individual plot.
Education
Servicing of the education uses will take place on a plot by plot basis. Refuse and servicing vehicles will be able to access
the development via either the A299 Hengist Way, Spitfire Way or Manston Road and then access each individual plot.
Leisure
Servicing of the leisure uses including the hotel will take place on a plot by plot basis. Refuse and servicing vehicles will
be able to access the development via either the A299 Hengist Way, Spitfire Way or Manston Road and then access each
individual plot.
New Employment Zones
The development of the individual employment zones will be market led and as such no detail can be provided at this
stage regarding the servicing requirements of the new zones. Where new access points have been proposed onto Spitfire
Way, Manston Road and the A299 swept paths have been undertaken for the maximum size of vehicle anticipated to use
each new junction and these swept paths are contained within Appendix L.
Servicing Management Plan
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A Servicing Management Plan (SMP) will be provided and could be included as an appropriately worded Planning
Condition attached to the relevant planning decision notice. The SMP would be prepared on a site wide basis with SMPs
for each individual development zone where appropriate based upon the requirements of the end user of each building.
As a minimum the SMP could include such details as:
The maximum size delivery vehicle that can be used at the site;
The proposed delivery arrangement at the site;
The proposed delivery route to the site; and,
Proposed delivery times.

Delivery Vehicle Access and Unloading
Four purpose built flexible employment units are proposed as part of the Phase 1 development that forms the detailed
application. Access to the Phase 1 site will be achieved from the southern side of Spitfire Way near Bell Helicopters. A
new priority junction is proposed that will be staggered to the east of the Bell Helicopters access to ensure the safe
movement of all traffic and allow for the further expansion of Manston Business Park in the future.
Due to the proximity of the proposed Alland Grange Lane junction to the wider site a phased access arrangement is
proposed with an initial junction proposed that will be slightly amended when the roundabout access to the east is
constructed.
Plans showing the proposed site access arrangements are included within Appendix K including swept paths for the
largest type of vehicle anticipated.
Each employment building on the Phase 1 site will have dedicated servicing areas. Swept paths for these servicing areas
for the largest type of vehicle anticipated are included within Appendix O.
Servicing Management Plan
If required by the Council a SMP can be provided and could be included as an appropriately worded Planning Condition
attached to the relevant planning decision notice. The details of the SMP would be similar in format to that for the outline
planning permission.
Construction Arrangements
Construction of the site will take a phased approach. In order to enable development of some of the plots on the site
demolition of existing buildings and infrastructure will need to take place. In total it is proposed to remove 12,978sqm of
buildings across the site. These buildings are spread out across the site. A parameter plan outlining the buildings for
demolition is contained in Appendix J.
In addition to demolition of existing buildings on the site some earthworks will be required to provide appropriate levels for
the construction of new roads and development zones. Overall a cut and fill balance will aim to be achieved.
In line with construction best practice and to minimise disruption on both the highway network and to allow the operation of
the site throughout the construction phase so that development can come forwards in a phased manner it is proposed that
construction vehicles will only arrive and depart the site outside of the traditional network peak hours (08:00-09:00 and
17:00-18:00). Construction staff are also likely to arrive and depart outside of the network peak hours due to the nature of
construction work and shift patterns worked.
Construction traffic will be segregated from other traffic using the site wherever possible. At this stage the precise
development phasing has not been determined because it is envisaged that this will be market led. However, it is
proposed that a Construction Environmental Management Plan (CEMP) will be produced and could be included as an
appropriately worded condition attached to the relevant planning decision notice. The CEMP would be prepared on a site
wide basis and then also on a development zone phase basis.
A draft outline for the CEMP is included as part of the ES.
In terms of construction traffic routing all Heavy Goods Vehicles (HGVs) will be routed via the primary roads that border
the site namely the A299 and A256. Access for construction traffic will be segregated from operational traffic wherever
practicable. Further detail on this will be provided within the CEMP.
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Travel Planning
A Framework TP has been prepared to accompany the planning application. This TP covers all uses proposed across the
site and establishes how TPs for individual uses will be created, implemented, managed and monitored.
For the Phase 1 employment zones that is the subject of a detailed planning application it is envisaged that a TP will
secured by condition that will be created in accordance with the Framework TP submitted with the application.
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Trip Generation
05
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05 - Trip Generation
Introduction
This section provides a summary of the multi-modal trip generation associated with the land uses that comprise the
Development Quantum Assessed
The hybrid application is comprised of a detailed application for Phase 1 employment use only, accessed via a new priority
controlled access onto Spitfire Way. The remainder of the application is made in outline, consisting of the full proposed
development on the site accessed via new proposed junctions on Spitfire Way, Hengist Way and Manston Road as set out
in the proposed access strategy.
A summary of the quantum of development assessed within this TA is provided below for Phase 1 and the full
development. This quantum represents at least the quantum of the application to ensure a robust assessment. The
floorspaces shown represent GIA. These figures have been taken to represent GFA for the purpose of trip generation
assessment. The GIA is likely to be very similar to the final GFA figure and is therefore considered adequate to derive the
trip generation for the site
Detailed Planning Application (Phase 1) - 10244sqm Employment space
Hybrid Planning Application (Full Development)
2500 Residential dwellings (no allowance for C3 residential care units has been included to ensure a robust
assessment);
85,000sqm Employment space (including the Phase 1 detailed application quantum);
120 bed Hotel;
50m Swimming Pool (3000sqm);
Wave Garden;
3100sqm Retail space assessed as a 1500sqm single foodstore; and
Two Primary Schools catering for up to 840 pupils.

This section continues by considering the full development trip generation methodology, and provides a summary of the
Phase 1 multi-modal trip generation at the end of the section.
Trip Generation
The TRICS database is an industry standard tool which is used to predict trip rates for future developments based upon
similar existing sites in the UK and Ireland. All person trip rates for each proposed land use site have been extracted
from the TRICS database where possible. Details of all TRICS outputs and surveys selected are provided within
Appendix P.
Table 5.1 details the all person trip rates applied to the proposed development for the development peak hours of 08:0009:00 and 17:00-18:00 on a weekday and 11:00-12:00 at a weekend.
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Table 5.1: All Person Trip Rates

Land Use
Residential (per dwelling)
Employment (Industrial Park)
(per 100sqm)
Employment (Business Park)
(per 100sqm)
Hotel (per bed)
Leisure (50m Swimming Pool)
(per 100sqm)
Leisure (Wave Garden)
Retail (per 100sqm)
Primary School
AM Peak
Arr.
Dep.
0.231
0.796
PM Peak
Arr.
Dep.
0.554
0.363
Daily
Arr.
Dep.
4.016
4.269
Saturday Peak
Arr.
Dep.
0.272
0.539
0.474
0.198
0.140
0.386
3.387
3.413
0.153
0.119
1.466
0.167
0.131
1.082
5.042
4.966
N/A
N/A
0.187
0.562
0.357
0.187
3.295
3.532
0.290
0.267
1.281
0.708
3.774
3.660
34.391
33.852
13.498
12.957
18.099
First Principles
18.505
231.089
First Principles
229.330
First Principles
23.973
23.322
Residential trip rates have been based on the private houses category within TRICS. The private houses category
includes sites where over 75% of the site comprises houses and over 75% are privately owned. This category has been
used to ensure a robust assessment as a proportion of the development will be made up of affordable dwellings which
exhibit different trip making characteristics. Sites located within England and Wales in edge of town or suburban locations
were selected for comparison.
The employment land use trip rates have been derived from both the business park and industrial estate categories. The
business park category comprises sites that fall largely within the B1(a/b) land use classes whilst the industrial estate
category comprises sites that fall largely within the B1(c)/B2 /B8 land uses classes. These trip rates have then been
applied to the proportion of development proposed under these land uses.
Leisure trip rates have been derived from sites within the TRICS database that contained a 50m swimming pool. Very few
sites exist in TRICS with this criteria and therefore only three sites have been selected.
Retail uses have been based on convenience foodstores of a similar size and location in suburban areas in England and
Wales.
The hotel trip rates have been derived from similar sites in edge of town or surburban locations in England and Wales from
a range of budget to mid-price operators to best reflect the type of hotel proposed.
The all person TRICS trip rates detailed in Table 5.1 above are based on surveyed sites undertaken largely within the last
10 years and are considered to provide a robust assessment. Details of the trips derived by first principles are detailed
below.
The TRICS database does not contain Saturday trip rates for a leisure centre with 50m swimming pools, therefore trips for
the Saturday peak have been inferred by deriving a weekday to Saturday factor across the temporal profile for standard
swimming pools and applying this to the weekday trip rates.
The TRICS database also does not contain any sites analogous to a Wave Garden. As such, the total 245 daily trips
assessed for an analogous site in Snowdonia (Conwy County Borough Council Application Number: 0/40530) have been
proportioned over the day using the temporal profile of a watersports centre, available in TRICS. An extract from the TA
that accompanies the Snowdonia Wave Garden planning application is contained in Appendix P.
For the purposes of this assessment two primary school sites allowing for a total of 840 pupils and 84 staff (one in ten
pupils) has been applied and an allowance made for pupil escort trips assuming 50% of primary school pupils have an
escort. The temporal profile detailed in Table 5.2 has been applied to pupil and staff trips, which reflects the potential for
breakfast and after school clubs for pupils.
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Table 5.2: Temporal Profile of Primary School Trips

Time Period
Pupils
Staff
07:00-08:00
08:00-09:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
40%
60%
60%
20%
20%
0%
60%
40%
0%
30%
30%
40%
The resultant all person trip generation for the development as a whole is detailed in Table 5.3. It should be noted that the
retail trip rates have been applied to 1500sqm of retail space to represent a possible convenience store. The remaining
retail space has been treated as ancillary to the full development and as such is unlikely to generate external trips.
Employment trips have been divided between the two employment categories industrial estate and business park by 98%
and 2% respectively representing the proportion of those land uses proposed on the site.
Table 5.3: All Person Trip Generation Full Development (No Internalisation applied)
Land Use
Residential
Employment
Hotel
Leisure
Retail
Primary School
Total
AM Peak
Arr.
Dep.
578
1990
420
168
22
67
48
24
202
194
538
252
1808
2695
PM Peak
Arr.
Dep.
1385
908
119
340
43
22
134
136
271
278
84
193
2036
1877
Daily
Arr.
Dep.
10043
10676
2909
2928
396
423
1276
1261
3466
3440
1344
1344
19434
20072
Saturday Peak
Arr.
Dep.
680
1348
127
99
35
32
80
57
360
350
0
0
1282
1886
The full daily trip generation for the site is outlined in Appendix P.
Internalisation of Trips
The proposed full development consists of a mix of land uses including residential, employment, education, retail, hotel,
and leisure. It is anticipated that a number of trips generated by the proposed full development will be internal, taking place
between the different land uses on site by utilising proposed internal road and sustainable transport connections, and
therefore not generating an external trip onto the surrounding highway network that would require assessment as part of
the outline application.
The internalisation assumptions for each land use are detailed below.
Residential
In order to consider the internalisation of residential trips, the all person trips generated have been disaggregated by
journey purpose using the DfTs National Travel Survey (NTS). The National Travel Survey is an annual household
survey conducted to understand long term trends in personal travel. NTS Table 0502 has been used to derive journey
purpose for each peak hour and across the day assessed and is shown in Table 5.4 below.
Table 5.4: Residential split by Journey Purpose
Journey Purpose
Work
Education
Shopping
Other
Total
AMPeak
25.7%
50.0%
18.2%
6.2%
100.0%
PM Peak
37.5%
4.2%
32.6%
25.6%
100.0%
Daily
22.3%
17.3%
37.8%
22.6%
100.0%
Sat
9.1%
3.4%
60.7%
26.8%
100.0%
Education trips have then been further disaggregated into primary (49.6%) and secondary (50.4%) school trips using the
proportions outlined within NTS Table 0613.
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Stone Hill Park
The following reductions in all person trips have then been applied to account for the internalisation of residential trips
within the full development:
10% reduction for residential to employment trips to take account of the 85,000sqm of employment space
proposed on the site;
100% reduction for residential to primary school trips to account for the two primary schools proposed on the site;
66% reduction for residential to retail trips. This assumption is considered to be robust as peak hour retail trips
are likely to be linked/ pass by trips rather than new external trips. In addition, the retail uses delivered on-site will
further reduce the need for new external trips;
Employment
For the employment land use a 25% reduction for internal residential to business park trips to approximately match the
residential to employment internalisation has been applied. No internalisation has been applied for residential to industrial
estate trips.
Leisure
No internalisation of trips has been applied for leisure uses.
Retail
Retail space is provided principally as a local centre within the development. As such the majority of floorspace proposed
has been assumed to be ancillary to the wider development. However, an allowance has been made for 1500sqm retail
space associated with a foodstore in this TA. It is noted that this is slightly higher than the planning application seeks
consent for but is considered to be a worst case. A 90% reduction has been applied to retail trips to account for internal
and linked-internal trips with other proposed land uses which would remain internal to the site.
Education
It is anticipated that the proposed primary schools will accommodate all primary school trips generated by the proposed
residential land uses. The on-site residential to primary school trips equate to approximately 90% capacity of two primary
schools with a total of 840 pupils. Therefore the primary school trips in isolation have been reduced by 90% to balance
trips generated by proposed residential uses, with the remaining 10% representing external trips to the site.
The resultant all person trip generation for the full development taking account of internalisation is detailed in Table 5.5
below.
Table 5.5: All Person Trip Generation Full Development (With Internalisation Assumptions Applied)
Land Use
Residential (Employment)
Residential (Retail)
Residential (Other)
Residential (Primary School)
Residential (Secondary School)
Total Residential
Employment
Hotel
Leisure
Retail
Primary School
Total
AM Peak
Arr.
Dep.
134
460
36
123
36
123
0
0
146
501
352
1207
414
167
22
67
48
24
20
19
54
25
910
1509
PM Peak
Arr.
Dep.
468
307
154
101
355
233
0
0
29
19
1006
660
119
336
43
22
134
136
27
28
8
19
1337
1201
Daily
Arr.
Dep.
1891
2262
1335
1329
2438
2242
0
0
793
1010
6457
6843
2888
2908
396
423
1276
1261
346
343
134
133
11497
11911
Saturday Peak
Arr.
Dep.
56
110
140
278
182
361
0
0
0
0
378
749
127
99
35
32
80
57
360
350
0
0
980
1287
Mode Shares
As set out during scoping discussions with KCC, mode shares for each land use are based on various sources including
the NTS, Census Travel to Work and First Principles. Further details are provided on the link between mode shares and
trip distribution later in this section (Trip Distribution).
A summary of mode shares applied is provided in Table 5.6 and a resultant all person trip generation by mode for the
proposed full development is provided in Table 5.7. For the purposes of highway capacity assessment, taxi, motorcycle
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and car driver trips are all treated as light vehicle trips and have been combined to represent the light vehicle trip
generation of the site.
Residential
(Other)
Residential
(Secondary
School)
Employment
Hotel
Leisure
Retail
3.3%
4.5%
0.4%
1.4%
67.7%
7.0%
3.5%
12.1%
100.0%
1.3%
9.7%
0.5%
0.1%
45.0%
20.6%
1.1%
21.6%
100.0%
3.3%
4.5%
0.4%
1.4%
67.7%
7.0%
3.5%
12.1%
100.0%
2.6%
32.4%
0.0%
0.0%
1.8%
7.5%
0.6%
1.5%
63.7%
7.8%
3.6%
13.5%
100.0%
1.8%
7.5%
0.6%
1.5%
63.7%
7.8%
3.6%
13.5%
100.0%
4.2%
6.7%
0.7%
0.3%
37.2%
33.4%
2.6%
14.9%
100.0%
1.3%
9.7%
0.5%
0.1%
45.1%
20.6%
1.1%
21.6%
100.0%
23.5%
3.2%
38.3%
100.0%
Primary
School
Residential
(Retail)
Mode Share
Rail
Bus
Taxi
M/C
Car Driver
Car Passenger
Cycle
Pedestrian
Total
Residential
(Employment)
Table 5.6: Mode Shares by Land Use
0.0%
5.9%
0.0%
0.0%
46.3%
1.6%
46.2%
100.0%
Table 5.7: All Person Trip Generation by Mode Full Development (With Internalisation Assumptions Applied)
Mode Share
Rail
Bus
Taxi
M/C
Car Driver
Car Passenger
Cycle
Pedestrian
Total
AM Peak
Arr.
Dep.
20
40
100
223
4
5
9
12
495
746
74
96
29
47
180
340
910
1509
PM Peak
Arr.
Dep.
39
32
86
80
6
6
14
13
803
716
153
138
41
37
195
178
1337
1201
Daily
Arr.
300
957
55
113
6505
1333
347
1886
11497
Dep.
312
1037
56
116
6694
1342
361
1992
11911
Saturday Peak
Arr.
Dep.
21
28
77
96
5
6
7
9
520
707
159
192
22
30
170
219
980
1287
Phase 1 Trip Generation

The trip generation for Phase 1 follows the same methodology as the employment use for the full development quantum.
However, as only employment uses are proposed in Phase 1 there is no potential for the internalisation of trips. Therefore,
no reduction factors have been applied to the trip rates outlined for the Industrial Estate in Table 5.1.
The resultant all person trip generation for Phase 1 is provided in Table 5.8.
Table 5.8: All Person Trip Generation by Mode Phase 1
Mode Share
Rail
Bus
Taxi
M/C
Car Driver
Car Passenger
Cycle
Pedestrian
Total
AECOM
AM Peak
Arr.
Dep.
1
0
4
1
0
0
1
0
31
13
4
2
2
1
7
3
49
20
PM Peak
Arr.
Dep.
0
1
1
3
0
0
0
1
9
25
1
3
1
1
2
5
14
40
Daily
Arr.
6
26
2
5
221
27
12
47
346
Dep.
6
26
2
5
223
27
13
47
350
Saturday Peak
Arr.
Dep.
0
0
1
1
0
0
0
0
10
8
1
1
1
0
2
2
16
12
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Stone Hill Park
Vehicular Trip Generation

Tables 5.9 and 5.10 below show the trip rates and resultant Phase 1 and full development trip generation for HGVs. This
is based on industrial estate and hotel land uses only.
Table 5.9: TRICS Trip Rates - Heavy Goods Vehicles

AM Peak
Arr.
Dep.
PM Peak
Arr.
Dep.
Industrial Estate
(per 100sqm)
0.026
0.030
0.017
Hotel (per bed)
0.005
0.006
0.002
Daily
Saturday Peak
Arr.
Dep.
Arr.
Dep.
0.009
0.254
0.250
0.000
0.000
0.002
0.045
0.042
0.000
0.000
Table 5.10: Vehicular Trip Generation by Development Phase Heavy Goods Vehicles
AM Peak
Arr.
Dep.
PM Peak
Arr.
Dep.
Daily
Arr.
Dep.
Saturday Peak
Arr.
Dep.
Phase 1
26
26
Full
Development
31
36
20
11
304
299
Whilst it is acknowledged that retail uses are likely to generate some HGV trips, this will largely depend on the individual
retail unit occupiers which are not known at this stage. As highlighted earlier in this section, proposed retail land uses are
anticipated to serve the development as part of a local centre.
As an allowance has already been made for external retail vehicular trips by using all person trip rates and mode shares,
any additional allowance for HGVs would be considered to double count the impact of the retail units on the surrounding
highway network at this stage. However, this could be considered further as part of any reserved matters application.
The resultant trip generation for each phase of the proposed development is detailed in Table 5.11. This is presented in
passenger car equivalent units (PCU) for the purpose of junction capacity assessment where 1 PCU represents 1
standard car. Motorcycles and Taxis have been treated as 1 PCU and HGVs have been treated as 2 PCU. However, as
the HGV trip rates are inherently included in the all person trip rates no additional allowance has been made for the PCU
factor.
Table 5.11: Trip Generation for Highway Network Capacity Assessment by Development Phase PCU
AM Peak
Arr.
Dep.
PM Peak
Arr.
Dep.
Daily
Arr.
Dep.
Saturday Peak
Arr.
Dep.
Phase 1
35
13
26
228
230
11
Full
Development
539
799
843
746
6977
7165
531
722
Construction Traffic
Construction of the Proposed Development is described in detail within the ES that accompanies the Planning Application.
This Section of the report explains the methodology used to derive the construction traffic trip generation and distribution
used in the ES.
Construction is expected to commence in 2017. At this stage, prior to planning consent being granted the phasing of the
development is undecided therefore a linear construction programme has been assumed with the development being built
over a 15 year period.
Access for construction traffic associated with the development on the application site will initially be via Spitfire Way in
terms of the Phase 1 employment zone. Following Phase 1 it is envisaged that construction traffic will access from either
Spitfire Way or the A299 Hengist Way.
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It is anticipated that all construction traffic will occur outside of the peak hours and this could be secured by condition as
part of any planning permission. The daily construction traffic generation of the residential proportion of the application
site has been calculated based upon sites of similar scale that AECOM have previously worked on. The construction traffic
associated with the residential uses has been estimated based upon the number of dwellings anticipated to be delivered
each year.
The construction traffic associated with the development of the employment uses on the application site has been
calculated based upon the anticipated volumes of building materials to be delivered to the site. Assumptions have then
been made as to the number of deliveries associated with the anticipated volumes of building materials. All demolition is
assumed to have been completed by the assessment year of 2021 and therefore not considered within this construction
traffic assessment.
Overall, given the size of the site it is anticipated that a cut and fill balance can be achieved across the site and as such
traffic associated with achieving the necessary levels for construction of on-site infrastructure and development zones
would be contained to the site and would not therefore have an impact on the surrounding transport network. It is
anticipated that construction traffic would be managed and controlled through appropriately worded planning conditions
attached to any planning consent that would require detailed construction method statements and managed plans to be
prepared and submitted for approval which would include further details on construction traffic.
Based upon the methodology outlined above it is anticipated that 167 dwellings and 5667sqm of employment floorspace
would be delivered per year. The daily construction traffic associated with the build out of each element of the application
site is outlined in Table 5.12 below. The quantum of construction taking place in a 2021 assessment year has been based
upon an estimation of the build out of the development. By 2021, it was assumed that all of the demolition on the
application site would have taken place to enable construction of the masterplan.
Table 5.12: Daily Construction Traffic Estimate
Arrivals
Departures
Two-way
Land
Use/Vehicle
Type
Light
Vehicles
Heavy
Vehicles
Light
Vehicles
Heavy
Vehicles
Light
Vehicles
Heavy
Vehicles
Total
Employment
50
20
50
20
100
40
140
Residential
36
21
36
21
72
42
114
Total
86
41
86
41
172
82
254
Trip Distribution
The distribution of proposed development trips has been based on the most up to date data available. This section
considers the distribution of trips for each of the land uses in turn.
Residential
The site is located within the Census MSOA of Thanet 014. Thanet 014 covers a large area bound by Shottendane Road
to the north, Haine Road to the east, the River Stour to the south and includes the villages of Sarre and St Nicholas At
Wade to the west.
The 2011 Census has been interrogated to derive the origin-destination of journeys to work with Thanet 014 as a place of
residence, and all other 2011 Census MSOAs as a place of work, with origin-destination data provided by mode of travel.
The large geographical area of Thanet 014 compared to other MSOAs in Thanet indicates the relative low density of
housing within Thanet 014, which is likely to reflect a more rural economy with a high proportion of people living and
working within Thanet 014 which could distort the distribution of residential journey to work trips for the proposed
development. This is reflected in the Census data as 27% of all places of work within Thanet (with Thanet 014 as a place
of residence) are located within Thanet 014.
To address this, neighbouring MSOAs of Thanet 011, Thanet 013 and Thanet 017 to the east have been included as
places of residence for 2011 Census journey to work data. These MSOAs have been selected due to their close proximity
to the development site, and they are set back from the coastline, and as such are considered to be less likely to be solely
reliant on seasonal tourist/ leisure activity.
The proportion of MSOA Thanet 014 as a place of work (within Thanet) was found to be 5%, 6% and 8% for places of
residence within MSOAs Thanet 011, Thanet 013 and Thanet 017 respectively. Therefore, a combined distribution for
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Stone Hill Park
MSOAs Thanet 011, Thanet 013, Thanet 014 and Thanet 017 has been applied to better reflect the existing distribution of
journey to work trips within Thanet.
The application of a combined journey to work distribution for proposed residential to work trips is considered to be a
robust approach as the 2011 Census data does not take account of new employment land uses proposed on the
development site. Therefore, the use of census data will result in a trip distribution for residential journeys to work that
reinforces travel to existing employment areas over the proposed new employment areas. This is considered to result in a
worst case highway impact assessment.
Table 5.13 shows that the 2011 Census journey to work mode shares resulting from the distribution of the combined
MSOAs as a place of residence matches very well with the journey to work mode shares set out in the NTS for Great
Britain as whole. As such the unfettered 2011 Census journey to work data has been used for the Residential (work) and
Residential (other) trips as they are considered to better represent local travel characteristics. The trip generation for each
land use distributed across the highway network is shown in Appendix Q.
Table 5.13: NTS and 2011 Census Journey to Work Mode Shares
Mode Share
NTS Journey to Work Mode

Shares (NTS0409)
Rail
Bus
Taxi
M/C
Car Driver
Car Passenger
Cycle
Pedestrian
Total
1.8%
7.5%
0.6%
1.5%
63.7%
7.8%
3.6%
13.5%
100.0%
2011 Census Journey to Work Mode

Shares (Combined Distribution for
Thanet 011, 013, 014, 017)
3.3%
4.5%
0.4%
1.4%
67.7%
7.0%
3.5%
12.1%
100.0%
For residential (retail) trips, the distribution of trips based on the 2011 Census journey to work data has been applied,
however, as the NTS mode shares for residential to shopping trips are significantly different to journey to work mode
shares, as detailed in Table 5.14, the Census data has been furnessed to match the NTS shopping mode shares. This
process has been undertaken to ensure that mode shares continue to reflect each MSOA as far as possible.
Table 5.14: NTS and Furnessed Journey to Work (2011 Census) Mode Shares
Mode Share
Rail
Bus
Taxi
M/C
Car Driver
Car Passenger
Cycle
Pedestrian
Total
NTS Residential to
Shopping Mode Shares
(NTS0409)
1.3%
9.7%
0.5%
0.1%
45.0%
20.6%
1.1%
21.6%
100.0%
Furnessed 2011 Census

Journey to Work Mode
Shares
1.3%
9.7%
0.5%
0.1%
45.0%
20.6%
1.1%
21.6%
100.0%
For residential to secondary school trips, vehicular trips have been distributed between existing secondary schools in the
area, with a third of trips distributed to each of the following:
Hartsdown Academy;
The Royal Harbour Academy; and
Clarendon House/ Chatham House Grammar Schools.

Employment
The proposed development consists of a significant amount of new employment land use, for which the occupiers are
currently unknown. The distribution of trips to existing employment uses in Thanet 014 is not considered to represent the
potential distribution of trips to the new employment space given the low density rural nature of existing employment use.
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The use of a combined journey to work distribution with the MSOAs of Thanet 011, 013, 014 and 017 as a place of work is
not considered to represent the potential catchment of the proposed new employment area.
A localised population / (journey time ^2) gravity model has therefore been developed for 2011 Census MSOA working
age populations (aged 16-65) within Thanet, Dover and Canterbury using an online journey planning tool. The coverage
of the gravity model results in an average journey to work driving time of 19 minutes, compared to an average journey to
work time of 26 minutes for the South East of England (source: Transport Statistics for Great Britain TSB0111, Dec 2014).
The average journey time of 19 minutes for the gravity model compared to the average journey time of 26 minutes in the
south east of England is considered to be robust as this results in a more localised trip distribution than an average
journey time of 26 minutes would allow. The gravity model has therefore been used to distribute vehicular trips, which is
considered to produce a robust assessment of the local highway network. A copy of the gravity model is included at
Appendix Q.
Leisure
For leisure trips including the hotel a population / (journey time ^2) gravity model, consistent with employment uses has
been used, however, the extent of the model has been expanded to include the MSOAs of Swale and Ashford. The area
has been expanded due to the proposed leisure uses of a 50m swimming pool and wave garden which are considered to
be specialised centres likely to attract visitors from a wider area. This results in the average journey time of 30 minutes,
which is considered reasonable for such specialised leisure activities.
Retail
As highlighted in the trip generation section, the retail element is anticipated to serve the development only. However,
external trips have been allowed for a 1500sqm foodstore. These trips have been distributed in line with the leisure gravity
model.
Primary School
For primary school trips the gravity model has been adjusted to reflect a very localised catchment with 97.6% of trips
distributed within Thanet 014. Trips within Thanet 014 have been distributed equally to Manston, Minster and Monkton.
Vehicular Trip Assignment

Vehicular trips have been assigned to the external highway network between each access point and the centroid of each
census MSOA using an online journey planner. Where multiple routes are available, trips have been broadly assigned to
each route based on the relative journey time of each route.
Trips have been assigned to/from the proposed access points to the site based upon the proportional split outlined in
Table 5.15 below.
Table 5.15: Assigned Access points for each Land Use (Full Development)
Land Use
Priority Access
(Spitfire Way)
New Access
Roundabout (at
Alland Grange Ln)
New Access
Roundabout (Spitfire
Corner)
New Access onto

A299 Hengist Way
Roundabout
Residential
Employment
Leisure
Hotel
Retail
Education
0%
75%
0%
0%
0%
0%
0%
25%
0%
0%
0%
50%
10%
0%
0%
0%
0%
0%
90%
0%
100%
100%
100%
50%
The proposed highway infrastructure allows for a degree of flexibility between the assignment of employment trips
between the proposed priority access (Spitfire Way), the proposed Alland Grange roundabout, and the proposed access
roundabout at Spitfire Corner.
The assignment of employment trips to each access point detailed in Table 5.14 is reflected in the Highway Network
Assessment (section six); however, a number of sensitivity tests have been undertaken to ensure that the highway access
proposals can accommodate employment vehicular trips with a different access assignment at the proposed junctions on
Spitfire Way. This includes a test with 100% of employment trips accessing the site via the proposed access roundabout
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Stone Hill Park
(5-arm) at Spitfire Corner, and a test with the 75% of employment trips assigned to the priority access on Spitfire Way
passing through the Alland Grange junction. Capacity assessments for these sensitivity tests are provided in Appendix R.
This demonstrates a level of resilience in the proposed access strategy, and provides the potential for refinement as part
of any reserved matters application as well as compatibility with KCCs TTS.
All Phase 1 traffic is assigned to the new priority access junction from Spitfire Way.
For trips within Thanet 014, vehicular trips have been assigned evenly to Columbus Avenue and Seamark Road for
employment/ other uses and Tothill Street, Willetts Hill, and High Street (Manston) for all other uses.
Summary
This section has provided a description of the proposed all mode trip generation for the development, the anticipated level
of internalisation and the distribution of traffic onto the highway network. The access strategy has been designed with a
level of flexibility to allow for changes in the distribution that may occur as a result of the phasing and refinement of the
development through the reserve matters process as well as compatibility with KCCs TTS.
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Transport Network Assessment
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Stone Hill Park
06 - Transport Network Assessment
Introduction
This section of the TA provides details regarding the operation of the transport network in the vicinity of the site, taking into
account how trips associated with the proposed development will be distributed onto the local highway network and any
potential implications.
It should be noted that as agreed with KCC a strategic model is being prepared to assess the impacts of the development
over a wider study area. As such the results and mitigation package proposed within this section should be treated as
provisional at this stage to be followed up with additional information post-application. This additional information is
expected to be ready in Summer 2016.
Scenario Testing
To determine the potential impact of the development on the highway network the roads and junctions in the vicinity of the
site have been tested in a number of development scenarios. The purpose of scenario testing is to determine the level of
impact that the development is likely to have taking into account external factors such as background growth on the
highway network and other committed developments in the surrounding area.
The development has been tested in two future forecast years; 2021 and 2026. 2021 has been selected as representing
five years post planning application submission and has been used as the default assessment year in which highway
mitigation measures have been designed. This application plus five years scenario conforms with the approach
recommended within the DfTs Guidance on Transport Assessment. Whilst this guidance has now been superseded by
NPPG the NPPG does not provide detailed guidance on assessment years. It is therefore considered to represent best
practice and has been used to guide this assessment. In addition to the 2021 future forecast year a further 2026
assessment has been provided acknowledging the scale of this development and likely timescale for the site to be
developed. This application year plus 10 years assessment aligns with the future forecast year proposed for the strategic
transport model that is being prepared separately.
In addition to considering the potential impacts of the development on the highway network, a sensitivity test has been
undertaken to understand the impacts that a potential operational Kent International Airport would have on the highway
network. The purpose of this further scenario is to understand how the extant aviation use would impact current highway
conditions. For the purposes of this sensitivity test reference has been made to the last known consent for the site
(F/TH/04/0463). This consent, known as Kent International Airport Phase 1 permitted the construction of up to 2029
parking spaces on the site adjacent to the Terminal Building. The construction of the car park was split into three phases
with a 612 space visitor car park and 20 staff spaces permitted within Phase 1. From our records of the site it would
appear that 659 spaces have been provided on site and therefore this planning consent has been implemented and
remains valid in perpetuity.
Alongside this consent was a commitment in the S106 to apply for the closure of Manston Road to the east of the site and
if this was not successful a package of mitigation measures to manage demand. In addition, improvements to the site
access junction, Stanner Hill and Spitfire Corner junction were proposed. The triggers for this were time based rather than
development trip generation/ passenger based and as far as is evident none of these measures were ever implemented.
The aviation sensitivity test therefore assess the trip generation proposed for Phase 1 aviation use as outlined within the
Babtie TA that accompanied the planning application. Development flows from the traffic flow diagrams contained within
the Babtie TA have been extracted and distributed onto the highway network accounting for the changes that have
occurred since the production of this historic TA such as East Kent Access and the New Haine Road. It has been
assumed for the purposes of this sensitivity test that Manston Road was not closed and therefore a package of traffic
management measures, such as the traffic calming measures that are in place today would have been implemented.
A further sensitivity test was requested by KCC that considered the impact of the development if the China Gateway
development (application reference 08/0400) was implemented. The China Gateway development relied upon the import
of material from China via aircraft to the site. As the development proposes a mixed use site in place of aviation type uses
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it does not appear possible that the China Gateway development could come forward in the same way as originally
envisaged. In addition, no S106 agreement was signed for the application. As such this development is not consented
and should not therefore be considered as committed for the purposes of a TA that accompanies a planning application.
This scenario has therefore not been considered in this TA.
In accordance with the scoping discussions held with KCC, and the details above, the following scenarios have been
tested within this TA:
2016 Base Year;
2021 Assessment Year Baseline;
2021 with Phase 1 Proposed Development;
2021 with Kent International Airport sensitivity test;
2021 with full Proposed Development;
2021 with full Proposed Development (with proposed junction mitigation);
2026 Future Year Baseline;
2026 with full Proposed Development; and
2026 with full Proposed Development (with proposed junction mitigation).
Existing Network Performance

An extensive exercise of traffic data collection was undertaken between January and March 2016 to inform this planning
submission TA and the strategic transport model that is being built. Details of the traffic survey scope are contained within
the agreed Stone Hill Park Development Strategic Highway Modelling Traffic Model Scope and Methodology (January
2016). The survey scope included the collection of:
51 Junction Turning Counts key locations 21 with accompanying Queue Length Surveys (QLS);
50 Automatic Traffic Counts (ATC) seven day ATC surveys (2 of which will be one day video counts);
3 journey time routes.

In addition to this, further junction turning counts were undertaken in April 2016 to supplement the previous data collection
exercise and fill a small number of gaps where either traffic counting equipment had failed during the counting exercise
between January and March or it became apparent through the assessment process that additional junctions would be
required.
Discussions with KCC at the scoping stage identified 38 junctions where potential impacts from the proposed development
could trigger the need for capacity assessments for the planning submission TA. These junctions were identified in the
Scoping Note prepared by AECOM (Feb 2016) for AM and PM peak hour assessments, as well as 13 junctions for
Saturday peak hour assessments. A Plan showing the location of these junctions is contained in Appendix C.
Across the study area for this TA the following network peak periods were established:
AM Weekday Peak 08:00-09:00;
PM Weekday Peak 16:30-17:30;
Weekend Saturday Peak 12:15-13:15.

These peak periods have been utilised as the peak periods for assessment within this TA and for the strategic transport
model (weekday peaks only) that is currently being prepared. The peak hour development traffic has been added to these
network peak hour flows to ensure a worst case assessment.
As the proposed development is a residential and employment led mixed-use development, it is not considered that a
Saturday peak hour assessment would be undertaken as standard. However, at the request of KCC additional Saturday
junction turning counts were undertaken on Saturday 5th March 2016 and an assessment undertaken.
Given the extensive study area for this TA, and the fact that a strategic transport model is being prepared that will consider
impacts of the development across the whole of the District of Thanet as well as northern Dover District, a threshold was
set at which junction capacity assessments would be undertaken. A 5% threshold in terms of the increase in flow
anticipated from the proposed development across a junction as a whole was used as the point at which individual junction
capacity assessments would be undertaken based upon the 2026 future year scenario. This is considered further in the
Forecast Year Assessment section in this section and detailed in Figures 6.6 and 6.7.
Junction capacity assessments were undertaken at locations with an increase in flow of 5% or more using the industry
standard PICADY for priority junctions, ARCADY for roundabouts and LinSig version 3 for traffic signal controlled
junctions. The ARCADY and PICADY analysis has been modelled using the ODTAB traffic input option within the
program. This assumes a normal distribution of traffic within the peak hour and is nominally referred to as a peak within a
peak. This method ensures a robust assessment is undertaken.
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The output from ARCADY and PICADY provides a number of measurements to ascertain information of a junctions
operation. These relate to the Ratio of Flow to Capacity (RFC), maximum queue length, and delay in minutes per vehicle.
The main indication of a junctions performance is provided by the RFC for each arm. The peak capacity is realised when
the demand flow at the entry is great enough to cause a continuous queue of vehicles to wait on the approach. This is
reached when the RFC attains a value of 1 or more.
LinSig measures the Degree of Saturation (DoS) on the arms of the junction, the Practical Reserve Capacity (PRC) across
a junction and mean maximum queue length. The peak capacity is realised when the demand flow at the entry is great
enough to cause a continuous queue of vehicles to wait on the approach. This is reached when the DoS attains a value of
100% or more.
Junction capacity assessment results including 2016 base year AM and PM weekday peak periods are presented in
Figure 6.5, and show that the existing highway network generally performs within capacity in the peak hours assessed.
However, the following junctions are currently showing sign of stress, operating at or near capacity in any of the peak
hours assessed:
Junction 1 - A299 Hengist Way/ B2190 Minster Road (Tothill Street approach in the morning peak)
Junction 29 - A255 / Chilton Lane / London Road (London Road approach in the morning peak)
The mini-roundabouts at the A253/ A28 Canterbury Road and B2014 Newington Rod/ B2050 Manston Road (Junctions 4
and 31) are also shown to operate over-capacity in the existing situation (2016 Base) when modelled as a miniroundabout within the ARCADY assessment tool. However, it is generally accepted that ARCADY does not model miniroundabouts particularly well and capacity of the junction on the ground tends to exceed that indicated by ARCADY.
The underestimation of mini-roundabout capacity within ARCADY is a common problem that can result in entry arms being
shown as operating over-capacity even when there is no opposing flow.
These junctions have therefore been modelled as both a mini-roundabout and standard roundabout, with results for both
models presented in Figure 6.6. In practice, these junctions are anticipated to operate at a level in-between the two
results presented, which has been accepted by a number of highway authorities.
At the Sevenscore roundabout (Junction 32) the ARCADY model when run within the ODTAB synthesised peak mode
produced an error on the Cottington Link Road arm. The roundabout was therefore run in the Direct Input mode in the
scenarios presented within this TA. The direct input mode was derived using actual count data in 15 minute periods
across the peak hour but with a flat development traffic profile as the peak of the development traffic within the peak hour
is not at this time known.
Forecast Year Baseline Assessments

In order to consider the development impact in the future assessment years it is necessary to establish the future
assessment year baseline (2021 and 2026) to account for background traffic growth and committed developments in the
local area.
Weekday AM and PM peak hour traffic flows have been extracted where available from TAs prepared in support of the
committed developments requested to be considered within our TA by KCC. Table 6.1 below outlines the details of the
committed developments considered.
Table 6.1: Committed Developments Considered in TA
Name
Ref
Units
Transport Assessment/
Transport Statement
EuroKent
OL/TH/11/0910
550 dwellings + 62700sqm Employment + 4200sqm

local centre
TA
Manston Green
OL/TH/13/0050
785 dwellings
TA
OL/TH/06/0650
30ha mixed use
TA
F/TH/10/0726
1020 dwellings
No transport report found
DOV/14/00058
500 homes, A1 foodstore, Employment space and reoccupation of existing buildings
TA
Westwood Housing
Discovery Park
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It should be noted however, that the level of information available publically on the planning applications for these
developments is limited. With the assistance of KCC committed development flows were compiled for these sites but
relied upon material that was submitted post application and not necessarily publically available. In some instances data
about a committed development in one transport report had to be used as a proxy for the data for another site. For
example traffic flows for Westwood Cross housing were extracted from the Eurokent TA. We are therefore unable to verify
the validity of this data as the originally approved data was not available from the planning authority or highway authority.
In order to account for background traffic growth resulting from other smaller developments and predicted changes in car
ownership and usage over time, whilst also maintaining the level of impact of committed developments along key corridors
such as Haine Road, TEMPRO derived growth factors have been applied to all surveyed traffic movements in place of
committed development flows where the combined committed development flow on any arm of a junction is below 50
vehicles (PCU). This is considered to be a very robust assumption as it results in growth on top of the committed
development flows on arms of a junction that may not witness any growth at all. It also ensures that where no committed
development flows are anticipated some level of background growth is accounted for.
In addition, at Westwood Cross (F/TH/10/0726) it is understood that approximately 100 dwellings had been completed and
occupied at the time our traffic counts were undertaken in January 2016. For robustness no adjustment has been made
for this within our TA.
Unadjusted TEMPRO growth factors (Thanet car driver) for each assessment period are provided below:
2016-2021 Weekday AM: 1.0570;
2016-2021 Weekday PM: 1.0590;
2016-2021 Saturday: 1.0614;
2016-2026 Weekday AM: 1.1125;
2016-2026 Weekday PM: 1.1175; and
2016-2026 Saturday: 1.1233.

Applying unadjusted TEMPRO growth factors to all vehicle movements in addition to the significant amount of committed
development flow is considered to result in excessive background growth given that TEMPRO factors are generally
accepted to take account of housing and employment growth assumptions detailed in the Local Plan which by inference
would include some of the committed developments already accounted for. The Local Plan considered being the last
known adopted document (2006 Thanet Local Plan). The weekday AM and PM peak growth factors have therefore been
adjusted (using the alternative assumption tool in TEMPRO) by reducing planned housing growth by 1,021 households to
take account of Westwood Cross Housing, and planned employment by 2,219 jobs based upon an estimation of the
EuroKent employment areas using the HCAs Employment Density Guide version Three (2015). The resultant adjusted
Weekday factors are provided below:
2016-2021 Weekday AM: 1.0273;
2016-2021 Weekday PM: 1.0302;
2016-2026 Weekday AM: 1.0812;
2016-2026 Weekday PM: 1.0871.

The adjusted weekday growth factors have therefore been applied for assessment, which is considered to result in a
robust assessment of highway impacts.
Non-adjusted TEMPRO growth factors have been applied for Saturday traffic growth as less information was available for
committed development Saturday traffic flows. For clarity no committed development flows were applied in the Saturday
assessment and only TEMPRO was used.
Future year highway improvements
At the request of KCC, a number of surrounding developments have been treated as committed for the purposes of
assessing cumulative traffic flows. In order to take account of committed development traffic flows as part of the future
baseline assessments, it is also necessary to take account of proposed highway network improvements designed to
facilitate committed traffic growth.
The committed highway improvements considered as part of this TA are summarised below.
Manston Green
Junction 25 Manston Rd/ Haine Rd providing an enlarged roundabout junction incorporating Manston Road to
the east. This junction will provide a four arm conventional roundabout to replace the current three arm
arrangement with a priority junction to the immediate north;
Junction 27 Canterbury Road West/ Haine Road (Lord of the Manor northern junction) - providing a new enlarged
roundabout and new single carriageway highway link to Manston Road;
Junction 40 new Manston Road roundabout a new roundabout junction connecting a new single carriageway
highway link road from junction 27 to the south to Manston Road;
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These improvements are shown in Figure 6.1 below.
Figure 6.1 Manston Green Proposed Improvements (Source: Thanet District Council website reference OL/TH/13/0050. Reproduced
from drawing 14-A. Contains Ordnance Survey digital map data. Licence number 100019139)
Discovery Park
Junction 37 Ash Road - The consented Discovery Park development will deliver an improvement to the
A256/A257 Ash Road roundabout junction. This improvement has been considered as committed within this
section; however, it is noted that the exact form of this junction is subject to agreement with KCC.
These improvements are shown in Figure 6.2 below.
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Figure 6.2 Discovery Park Proposed Improvements (Reproduced from drawing 60289456-M001.028-SHT-0004. Contains Ordnance
Survey digital map data. Licence number 100019139)
It should be noted that a scenario could exist whereby these committed infrastructure improvements are not delivered in
the same timescales as the SHPdevelopment coming forwards. In respect of the Haine Road corridor the Manston
Road/Haine Road junction is a known constraint. However, improvements that are understood to be deliverable within the
land owned by the highway authority have already been developed and secured as part of the Eurokent permission.
Should Manston Green not be delivered we would seek to agree with KCC the implementation of this previously agreed
improvement in lieu of the infrastructure proposed for Manston Green. The Eurokent proposal is shown in Figure 6.3
below.
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Stone Hill Park
Figure 6.3 EuroKent Proposed Improvements (Source: KCC. Reproduced from drawing B1564500/002. Contains Ordnance Survey
digital map data. Licence number 100019139)
At the A256/A257 junction should the Discovery Park improvements not be triggered we would seek to implement the
improvements shown in Figure 6.2 instead of it being delivered by Discovery Park. It is therefore considered that the
development at SHP is not reliant upon infrastructure delivered by others and is deliverable.
Forecast Year Development Impacts

Junction capacity assessments have been undertaken where the proposed increase in traffic as a result of the full
development is 5% or above in the 2026 future forecast year across the junction as a whole. A summary of the
development impact at each junction in each assessment period is provided in Table 6.2 below.
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Table 6.2: 2026 Forecast Year Peak Hour Development Impact

Junction ID
Junction
Proposed Development Impact

AM
PM
Sat
A299 Hengist Way/B2190 Minster Road
11.7%
14.9%
A299 / A253 Canterbury Road
11.7%
15.7%
5.0%
6.1%
A253/A28 Canterbury Road
8.3%
13.2%
B2190 Minster Road / Columbus Avenue
16.8%
17.3%
Columbus Avenue / B2190 Spitfire Way
19.8%
16.8%
B2190 Spitfire Way / B2050 Manston Road
21.6%
19.5%
The Street / Acol Hill / Margate Road
2.8%
3.6%
Acol Hill / Park Lane / B2050 Manston Road
3.2%
4.6%
10
Park Lane / A28 Canterbury Road
1.1%
1.4%
11
Margate Hill / Manston Road / Shottendane Road
9.4%
10.9%
12
Shottendane Road / Minster Road
9.2%
11.3%
13
Manston Road / Shottendane Road
14.2%
7.8%
14
B2052 Hartsdown Road / Nash Road / Shottenane Road
6.7%
4.1%
15
A254 Ramsgate Road / B2052 Colege Road /
3.7%
4.7%
16
A254 Margate Road / Star Lane / Poorhole Lane
4.4%
6.7%
5.0%
17
A254 Margate Road / A256 Haine Road
5.2%
7.5%
4.8%
18
A256 / Poor Hole Lane
2.5%
3.4%
2.2%
19
Star Lane / Nash Road
1.3%
1.4%
0.6%
20
Star Lane / Manston Court Road
1.8%
1.6%
n/a
21
A256 Haine Road / Star Lane
5.6%
9.1%
6.4%
22
Haine Rod / A256 (Toby Carvery)
6.1%
11.0%
11.0%
23
A256 / Sainsburys Access
6.6%
9.3%
7.6%
24
A256 / Haine Road (at Spratling Street)
6.1%
9.5%
8.8%
25
Manston Road / A256 Haine Road
8.0%
9.7%
8.2%
26
Manston Road / Manston Court Road
9.5%
9.1%
2.5%
27
Canterbury Road West / A256 / A299
10.8%
12.9%
11.0%
27
8.6%
12.0%
11.2%
28
A299 / A255 / Canterbury Road East
8.3%
11.3%
29
A255 / Chilton Lane / London Road
6.9%
10.1%
30
A255 / B2014 Newington Road
1.5%
4.4%
31
B2014 Newington Road / B2050 Manston Road
2.0%
6.1%
32
A299 / A256 Hengist Way
12.1%
18.0%
17.2%
33
A299 Hengist Way / Canterbury Road West
31.6%
44.3%
45.9%
34
A256 / Sandwich Road (Ebbsfleet Roundabout)
4.8%
7.0%
35
A256 / Ramsgate Road / Copart Access
4.5%
6.4%
36
A256 / Monks Way
4.3%
6.0%
37
A256 / A257 / Ash Road
4.3%
5.5%
38
Margate Road / New Cross Gate
2.5%
1.9%
Saturday traffic counts are not available for the Star Lane/ Manston Court Road priority junction. However, 11 two-way
movements are forecast from the proposed development in the Saturday peak hour at this junction, compared to 17 in the
weekday AM peak and 17 in the weekday PM peak. Given the low development traffic flow passing through this junction
on a Saturday, and the low percentage impact found in the weekday peak hours which have higher development traffic
flows, the Saturday impact at this junction is also considered likely to be very low, and as such has not been included in
the capacity assessments.
Junction capacity assessments have not been undertaken at the following junctions where the development impact fell
below the 5% assessment threshold in 2026:
Junction 8 The Street / Acol Hill / Margate Road
Junction 9 Acol Hill / Park Lane / B2050 Manston Road
Junction 10 Park Lane / A28 Canterbury Road
Junction 15 A254 Ramsgate Road / B2052 College Road
Junction 18 A256 / Poor Hole Lane

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Junction 19 Star Lane / Nash Road

Junction 20 Star Lane / Manston Court Road
Junction 30 A255 / B2014 Newington Road
Junction 38 Margate Road / New Cross Gate
Capacity Assessment Results

A full set of results for the development impact (2021 and 2026) are provided in Figures 6.4 and 6.5. A summary of
junction capacity assessment results for the existing network are provided in Figures 6.6 and 6.7 with a full set of model
outputs provided in Appendix R.
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34-37
2,068
2,560
3,566
2,696
3,719
1,090
1,425
1,019
1,326
709
604
1,880
1,005
949
995
1,828
2,237
2,412
2,980
2,234
1,150
1,051
2,330
1,955
2,894
2,797
3,610
1,016
2,695
4,285
2,225
2,199
2,273
1,615
3,757
2,419
2,848
3,072
3,304
3,570
2,639
0.4%
0.4%
0.2%
0.1%
1.2%
1.6%
1.1%
0.1%
0.2%
0.1%
0.4%
0.4%
0.5%
0.3%
0.1%
0.0%
0.0%
0.0%
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.1%
0.5%
0.0%
0.1%
0.2%
0.1%
0.0%
0.1%
0.3%
0.5%
0.3%
0.2%
0.2%
0.2%
0.0%
4,110
3,129
3,951
1,240
1,665
1,180
1,583
735
632
1,907
1,116
1,058
1,071
1,902
2,347
2,581
3,209
2,311
1,166
1,067
2,547
2,172
3,163
3,066
3,972
1,108
3,057
4,818
2,485
2,429
2,379
1,718
4,460
3,534
3,063
3,287
3,519
3,785
2,691
15.7%
16.5%
6.5%
13.9%
18.3%
17.7%
20.7%
3.8%
4.8%
1.5%
11.5%
12.0%
8.2%
4.4%
5.0%
7.1%
7.7%
3.5%
1.5%
1.7%
9.3%
11.1%
9.3%
9.6%
10.1%
9.6%
13.5%
12.5%
11.9%
10.6%
4.7%
6.4%
19.0%
46.8%
7.8%
7.2%
6.7%
6.2%
2.0%
% Impact
3,551
2,685
3,711
1,089
1,408
1,003
1,312
708
603
1,879
1,001
945
990
1,823
2,235
2,411
2,979
2,233
1,149
1,050
2,330
1,955
2,894
2,797
3,607
1,011
2,693
4,281
2,221
2,196
2,273
1,614
3,747
2,408
2,841
3,065
3,297
3,563
2,639
Future Base+Dev
3,448
2,608
3,602
1,057
1,366
974
1,275
688
585
1,825
973
917
960
1,770
2,170
2,296
2,733
2,067
1,114
1,019
1,956
1,365
1,887
2,120
2,752
983
2,257
3,593
2,157
2,131
2,207
1,567
3,638
2,338
Future Base
12.3%
12.3%
5.3%
8.8%
17.7%
20.8%
22.7%
2.9%
3.3%
1.1%
9.9%
9.7%
14.9%
7.1%
3.9%
4.7%
5.3%
2.5%
1.4%
1.9%
5.6%
6.2%
6.6%
6.1%
8.4%
10.0%
11.3%
9.0%
8.7%
7.2%
1.6%
2.1%
12.7%
33.3%
5.4%
5.1%
4.9%
4.9%
2.6%
2016 Base
4,075
2,976
3,853
1,179
1,845
1,307
1,587
781
718
2,035
1,181
1,176
975
1,898
2,242
2,330
2,718
2,023
1,168
889
2,352
2,153
2,924
3,144
3,919
1,063
2,894
4,650
2,426
2,564
2,348
1,803
4,605
3,249
3,413
3,630
3,758
3,741
2,180
% Impact
0.4%
0.5%
0.3%
0.2%
1.0%
1.5%
1.3%
0.1%
0.1%
0.0%
0.5%
0.5%
0.7%
0.4%
0.2%
0.0%
0.0%
0.1%
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.1%
0.6%
0.1%
0.1%
0.3%
0.2%
0.0%
0.1%
0.3%
0.6%
0.3%
0.3%
0.3%
0.3%
0.0%
Future Base+Dev
3,642
2,663
3,670
1,086
1,584
1,098
1,310
760
696
2,013
1,080
1,077
854
1,778
2,162
2,227
2,581
1,974
1,153
874
2,227
2,028
2,743
2,963
3,621
972
2,603
4,272
2,237
2,395
2,312
1,767
4,098
2,452
3,247
3,464
3,592
3,575
2,124
% Impact P1
3,627
2,650
3,660
1,084
1,568
1,082
1,293
759
695
2,012
1,075
1,072
848
1,772
2,158
2,226
2,580
1,973
1,152
873
2,227
2,028
2,743
2,963
3,617
966
2,601
4,266
2,231
2,391
2,311
1,766
4,085
2,437
3,238
3,455
3,583
3,566
2,124
Future Base+P1
% Impact
3,532
2,581
3,562
1,055
1,526
1,052
1,259
739
676
1,959
1,047
1,044
826
1,727
2,101
2,169
2,404
1,806
1,122
850
1,844
1,578
1,835
2,078
2,754
940
2,132
3,587
2,172
2,328
2,248
1,720
3,977
2,374
Saturday
Future Base
Future Base+Dev
Star Lane/ Manston Court Rd no Saturday count

A299 / A255 / Canterbury Road East - Survey failed -Additional counts undertaken
Taken from Discovery Park 2018 Base + Development Scenario (See flow plots)
% Impact P1
20
28
Roundabout
Roundabout
Roundbaout
Mini-roundabout
Roundabout
Roundabout
Staggered Crossroads
Priority Junction
Priority Junction
Priority Junction
Priority Junction
Signalised Junction (Coffin House CNR)
Signalised Junction
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Roundabout
Roundabout
Roundabout with Priority Junction
Priority Junction
Signalised Junction (LOTM North)
Signalised Junction (LOTM Main)
Roundabout
Roundabout
Mini-roundabout
Mini-roundabout
Roundabout
Roundabout
Roundabout
Roundbaout
Roundabout
Roundbaout
Roundabout
Future Base+P1

The Street / Acol Hill / Margate Hoad
A256 / Monks Way
Future Base
AECOM Ref
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
27
28
29
30
31
32
33
34
35
36
37
38
Type
2016 Base
Tracsis Ref
28
35
34
36
29
30
24
50
31
32
49
48
n/a
10
9
58
11
59
41
n/a
42
43
13
44
23
56
22
22
21
20
18
19
26
27
n/a
n/a
n/a
n/a
12
Junction
PM
Base
AM
Figure 6.4 - 2021 Percentage Change in Traffic Flows at Junctions
2,521
3,405
2,358
1,400
2,676
3,671
2,518
1,487
2,816
3,857
2,574
1,497
5.2%
5.1%
2.2%
0.6%
2,289
1,250
2,605
2,328
2,918
2,328
2,193
3,289
2,696
1,604
3,055
2,664
3,532
2,469
2,739
3,491
2,874
1,782
3,292
2,901
3,837
2,534
3,056
3,905
6.6%
11.1%
7.8%
8.9%
8.6%
2.6%
11.6%
11.8%
2,908
1,850
3,086
1,963
3,646
2,916
18.2%
48.6%
34-37
2,068
2,560
4,308
3,278
4,155
1,299
1,742
1,235
1,658
774
664
2,012
1,173
1,110
1,124
2,002
2,471
2,704
3,305
2,347
1,228
1,125
2,612
2,192
3,170
3,092
4,134
1,166
3,185
5,006
2,608
2,548
2,505
1,806
4,667
3,667
3,401
3,674
3,903
4,224
2,835
14.9%
15.7%
6.1%
13.2%
17.3%
16.8%
19.5%
3.6%
4.6%
1.4%
10.9%
11.3%
7.8%
4.1%
4.7%
6.7%
7.5%
3.4%
1.4%
1.6%
9.1%
11.0%
9.3%
9.5%
9.7%
9.1%
12.9%
12.0%
11.3%
10.1%
4.4%
6.1%
18.0%
44.3%
7.0%
6.4%
6.0%
5.5%
1.9%
% Impact
3,749
2,834
3,915
1,148
1,485
1,058
1,387
747
635
1,984
1,058
997
1,043
1,923
2,359
2,534
3,075
2,269
1,211
1,108
2,395
1,975
2,901
2,823
3,769
1,069
2,822
4,469
2,344
2,315
2,399
1,702
3,954
2,541
3,179
3,452
3,681
4,002
2,783
Future Base+Dev
3,448
2,608
3,602
1,057
1,366
974
1,275
688
585
1,825
973
917
960
1,770
2,170
2,296
2,733
2,067
1,114
1,019
1,956
1,365
1,887
2,120
2,752
983
2,257
3,593
2,157
2,131
2,207
1,567
3,638
2,338
Future Base
11.7%
11.7%
5.0%
8.3%
16.8%
19.8%
21.6%
2.8%
3.2%
1.1%
9.4%
9.2%
14.2%
6.7%
3.7%
4.4%
5.2%
2.5%
1.3%
1.8%
5.6%
6.1%
6.6%
6.1%
8.0%
9.5%
10.8%
8.6%
8.3%
6.9%
1.5%
2.0%
12.1%
31.6%
4.8%
4.5%
4.3%
4.3%
2.5%
2016 Base
4,267
3,118
4,041
1,236
1,926
1,363
1,654
819
753
2,141
1,238
1,232
1,020
1,994
2,356
2,449
2,808
2,055
1,230
936
2,369
2,169
2,930
3,165
4,068
1,114
3,009
4,835
2,543
2,693
2,469
1,897
4,823
3,379
3,796
4,064
4,206
4,214
2,293
% Impact
3,819
2,792
3,848
1,141
1,649
1,138
1,360
797
730
2,118
1,132
1,128
893
1,868
2,272
2,345
2,670
2,005
1,214
920
2,244
2,044
2,749
2,984
3,765
1,017
2,716
4,451
2,348
2,520
2,432
1,860
4,303
2,567
3,621
3,889
4,031
4,039
2,237
Future Base+Dev
3,532
2,581
3,562
1,055
1,526
1,052
1,259
739
676
1,959
1,047
1,044
826
1,727
2,101
2,169
2,404
1,806
1,122
850
1,844
1,578
1,835
2,078
2,754
940
2,132
3,587
2,172
2,328
2,248
1,720
3,977
2,374
Saturday
Future Base
Star Lane/ Manston Court Rd no Saturday count

A299 / A255 / Canterbury Road East - Survey failed -Additional counts undertaken
Taken from Discovery Park 2018 Base + Development Scenario (See flow plots)
% Impact
20
28
Roundabout
Roundabout
Roundbaout
Mini-roundabout
Roundabout
Roundabout
Priority Junction
Priority Junction
Priority Junction
Priority Junction
Signalised Junction
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Roundabout
Roundabout
Roundabout with Priority Junction
Priority Junction
Roundabout
Roundabout
Mini-roundabout
Mini-roundabout
Roundabout
Roundabout
Roundabout
Roundbaout
Roundabout
Roundbaout
Roundabout
Future Base+Dev

A256 / Monks Way
Future Base
AECOM Ref
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
27
28
29
30
31
32
33
34
35
36
37
38
Type
2016 Base
Tracsis Ref
28
35
34
36
29
30
24
50
31
32
49
48
n/a
10
9
58
11
59
41
n/a
42
43
13
44
23
56
22
22
21
20
18
19
26
27
n/a
n/a
n/a
n/a
12
Junction
PM
Base
AM
Figure 6.5 - 2026 Percentage Change in Traffic Flows at Junctions
2,521
3,405
2,358
1,400
2,832
3,833
2,565
1,573
2,972
4,019
2,621
1,583
5.0%
4.8%
2.2%
0.6%
2,289
1,250
2,605
2,328
2,918
2,328
2,193
3,289
2,793
1,619
3,132
2,685
3,719
2,615
2,875
3,695
2,971
1,797
3,369
2,922
4,024
2,680
3,191
4,109
6.4%
11.0%
7.6%
8.8%
8.2%
2.5%
11.0%
11.2%
2,908
1,850
3,265
2,078
3,825
3,031
17.2%
45.9%
Figure 6.6 - 2021 Junction Capacity Assessment Summary (Maximum value recorded on any arm for each Junction)

A256 / Monks Way
Alland Grange/Spitfire Way (New Access Junction)
Link Rd/Manston Rd (New Junction)
Spitfire Way Priority Access (New Access Junction)
Phase 1 Temporary Access (New Access Junction)
B2190 Spitfire Way / B2050 Manston Road (New Access)
Proposed Mitigation
Site 1 - 2 lane entry from Tothill Street
Site 16 - Increased entry width and flare length from the south
Site 17 - Increased entry width on eastern approach
Site 22 - Extend flare length on New Haine Rd (S)
Site 23 - Increase entry width + flare length on New Haine Rd
Site 24 - Increase Flare Length Haine Rd (S)
Site 25 - Increase entry width + flare length on Haine Rd (N)
Site 27 - (LOTM signalised) 2 lane entry from Sandwich Rd
Site 28 - Increased flare on eastern approach
Site 29 - Increased flare length on Canterbury Rd (west) and London Rd
Site 40 - Increase entry width + flare length (Manston Rd W)
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
102%
62%
70%
71%
47%
37%
30%
74%
20
2
2
2
1
1
0
3
108%
64%
73%
74%
48%
38%
31%
77%
31
2
3
3
1
1
0
3
111%
35
129%
73%
76%
88%
58%
68
3
3
6
1
145%
74%
76%
87%
57%
46%
36%
96
3
3
6
1
1
1
97%
13
91%
61%
88%
122%
80%
33%
30%
91%
8
2
7
85
4
1
0
7
103%
68%
98%
143%
93%
19
2
23
208
11
119%
72%
95%
136%
89%
41%
34%
45
3
14
166
7
1
1
81%
5
2
6
71
3
1
0
6
93%
79%
85%
60%
85%
118%
77%
32%
29%
87%
94%
82%
49%
38%
83%
4
1
1
15
86%
51%
39%
85%
5
1
1
15
99%
57%
54%
92%
12
1
1
19
69%
23%
50%
87%
2
0
1
15
72%
24%
52%
90%
2
0
1
16
72%
30%
59%
91%
2
0
1
18
70%
56%
2
1
73%
63%
3
2
81%
65%
4
2
71%
60%
2
2
76%
70%
3
2
84%
80%
5
4
75%
71%
54%
66%
67%
82%
83%
20%
76%
94%
95%
101%
1
2
2
4
5
0
6
26
13
21
65%
88%
103%
124%
78%
21%
66%
132%
97%
105%
2
7
40
219
4
0
2
179
18
30
68%
90%
114%
135%
82%
25%
69%
136%
104%
113%
2
8
115
362
4
0
2
204
41
56
52%
54%
68%
72%
92%
33%
67%
73%
68%
97%
1
1
2
3
10
1
4
24
2
18
65%
96%
107%
95%
100%
35%
75%
116%
70%
100%
2
14
61
31
30
1
3
61
2
27
72%
105%
118%
105%
110%
40%
84%
146%
82%
106%
3
40
138
52
107
1
5
156
4
55
103%
61%
75%
53%
31
2
3
1
106%
63%
77%
54%
76%
82%
78%
106%
41
2
3
1
3
5
3
31
107%
63%
84%
61%
81%
86%
81%
109%
43
2
5
2
4
6
4
62
79%
47%
66%
51%
4
1
2
1
82%
49%
69%
52%
84%
82%
58%
116%
4
1
2
1
5
4
1
136
85%
59%
70%
72%
90%
88%
63%
123%
5
1
2
3
8
6
2
202
82%
33%
105%
26%
1
24
0
61%
31%
75%
21%
0
3
0
63%
67%
2%
81%
174%
361%
510
168
80%
101%
18
72%
60%
3
2
90%
95%
123%
74%
8
14
216
3
101%
91%
97%
52
9
15
80%
3%
102%
39
240%
419%
1032
177
73%
87%
2021 Base + Committed + Dev

Mitigation
2021 Base + Committed
2016 Base

Mitigation
2021 Base + Committed + KIA

(Phase 1)
2016 Base

Mitigation

(Phase 1)
Type
Roundabout
Roundabout
Roundbaout
Mini-roundabout
Standard Roundabout
Roundabout
Roundabout
Priority Junction
Priority Junction
Priority Junction
Priority Junction
Signalised Junction
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Mini-roundabout
Mini-roundabout
Standard Roundabout
Roundabout
Roundabout
Roundabout
Roundbaout
Roundabout
Roundbaout
Roundabout
Roundabout
Roundabout
Priority Junction
Priority Junction
Roundabout (5 arm)
2016 Base
AECOM Ref
1
2
3
4
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
27
28
29
30
31
31
32
33
34
35
36
37
38
39
40
41
42
43
Junction
Saturday
+
PM
+
AM
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
3
2
91%
93%
8
10
98%
108%
17
41
108%
115%
47
64
96%
99%
15
17
98%
98%
99%
100%
18
20
24
31
63%
48%
86%
84%
86%
2
1
6
5
6
72%
63%
104%
96%
80%
3
2
41
16
4
78%
74%
114%
108%
86%
3
3
105
75
6
97%
98%
78%
17
22
3
93%
74%
99%
46
3
24
65%
73%
2
22
70%
76%
2
21
75%
77%
3
28
45%
43%
1
1
49%
46%
1
1
58%
57%
1
1
58%
Figure 6.7 - 2026 Junction Capacity Assessment Summary (Maximum value recorded on any arm for each Junction)
Saturday

A256 / Monks Way
Alland Grange/Spitfire Way (New Access Junction)
Spitfire Way Priority Access (New Access Junction)
Phase 1 Temporary Access (New Access Junction)
B2190 Spitfire Way / B2050 Manston Road (New Access)
Proposed Mitigation
Site 1 - 2 lane entry from Tothill Street
Site 16 - Increased entry width and flare length from the south
Site 17 - Increased entry width on eastern approach
Site 22 - Extend flare length on New Haine Rd (S)
Site 23 - Increase entry width + flare length on New Haine Rd
Site 24 - Increase Flare Length Haine Rd (S)
Site 25 - Increase entry width + flare length on Haine Rd (N)
Site 27 - (LOTM signalised) 2 lane entry from Sandwich Rd
Site 28 - Increased flare on eastern approach
Site 29 - Increased flare length on Canterbury Rd (west) and London Rd
Site 40 - Increase entry width + flare length (Manston Rd W)
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
102%
62%
70%
71%
47%
37%
30%
74%
20
2
2
2
1
1
0
3
122%
67%
78%
79%
51%
40%
32%
83%
60
2
3
3
1
1
1
4
147%
76%
81%
94%
61%
102
3
4
9
2
167%
77%
81%
92%
60%
48%
37%
131
3
4
8
2
1
1
109%
34
85%
60%
85%
118%
77%
32%
29%
87%
5
2
6
71
3
1
0
6
103%
65%
94%
128%
84%
35%
32%
100%
19
2
12
120
5
1
1
13
117%
72%
104%
150%
98%
44
3
56
254
17
137%
76%
100%
143%
93%
43%
36%
74
3
32
207
10
1
1
95%
13
82%
49%
38%
83%
4
1
1
15
95%
55%
42%
90%
9
1
1
17
106%
62%
57%
96%
19
2
1
22
69%
23%
50%
87%
2
0
1
15
76%
26%
55%
95%
3
0
1
20
76%
32%
63%
95%
3
1
2
21
70%
56%
2
1
78%
65%
3
2
86%
68%
6
2
71%
60%
2
2
81%
73%
4
3
89%
84%
7
5
80%
72%
54%
66%
67%
82%
83%
20%
76%
94%
95%
101%
1
2
2
4
5
0
6
26
13
21
66%
88%
103%
125%
82%
23%
68%
139%
103%
113%
2
7
41
231
4
0
2
214
37
56
69%
91%
114%
136%
86%
27%
72%
151%
119%
121%
2
9
116
376
6
0
3
260
139
86
52%
54%
68%
72%
92%
33%
67%
73%
68%
97%
1
1
2
3
10
1
4
24
2
18
66%
96%
107%
96%
105%
38%
78%
122%
74%
106%
2
15
61
15
62
1
4
81
3
53
72%
105%
118%
106%
115%
43%
88%
221%
86%
112%
3
43
138
58
152
1
7
144
6
89
103%
61%
75%
53%
31
2
3
1
125%
66%
82%
57%
93%
93%
88%
119%
66
2
4
1
6
12
7
129
113%
67%
89%
64%
107%
97%
91%
122%
68
2
8
2
19
22
9
169
79%
47%
66%
51%
4
1
2
1
88%
53%
74%
55%
94%
105%
65%
132%
6
1
3
1
14
35
2
310
90%
63%
206%
76%
100%
113%
70%
139%
8
2
31
3
33
59
2
417
90%
34%
116%
27%
1
46
0
67%
32%
82%
21%
1
4
0
66%
71%
85%
183%
136%
598
86
85%
109%
37
77%
62%
3
2
91%
95%
124%
78%
9
14
228
3
105%
105%
104%
87%
80
51
31
107%
75
249%
173%
1147
118
78%
93%
10

Mitigation
2016 Base
RFC/ DoS
+
Mitigation
2016 Base

Mitigation
Type
Roundabout
Roundabout
Roundbaout
Mini-roundabout
Standard Roundabout
Roundabout
Roundabout
Priority Junction
Priority Junction
Priority Junction
Priority Junction
Signalised Junction
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Roundabout
Roundabout
Roundabout
Priority Junction
Roundabout
Roundabout
Mini-roundabout
Mini-roundabout
Standard Roundabout
Roundabout
Roundabout
Roundabout
Roundbaout
Roundabout
Roundbaout
Roundabout
Roundabout
Roundabout
Priority Junction
Priority Junction
Roundabout (5 arm)
2016 Base
AECOM Ref
1
2
3
4
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
27
28
29
30
31
31
32
33
34
35
36
37
38
39
40
41
42
43
Junction
PM
AM
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
4
3
91%
93%
8
10
106%
116%
39
65
116%
124%
80
91
103%
106%
32
1
98%
98%
100%
104%
19
20
228
62
63%
48%
86%
84%
86%
2
1
6
5
6
77%
77%
107%
97%
85%
3
3
54
18
5
83%
74%
116%
109%
91%
5
0
120
82
9
99%
99%
82%
24
25
5
100%
78%
105%
54
4
47
65%
73%
2
22
73%
80%
3
23
79%
81%
4
30
45%
43%
1
1
52%
48%
1
1
62%
59%
2
2
58%
Stone Hill Park
Capacity Assessment Results

Weekday Peak Assessment
A full set of junction capacity assessments are provided in Figures 6.6 and 6.7 showing the highest RFC/DoS and
corresponding queue witnessed at each junction. Full junction capacity assessment results are contained in Appendix R..
Junctions have been assessed where the 2026 development impact is at or in excess of 5% and include the following
scenarios where relevant:
2016 Base Year;
2021 Assessment Year Baseline;
2021 with Phase 1 Proposed Development;
2021 with full Proposed Development;
2021 with full Proposed Development (with proposed junction mitigation);
2026 Future Year Baseline;
2026 with full Proposed Development; and
2026 with full Proposed Development (with proposed junction mitigation).

Figure 6.5 shows that the majority of junctions will operate within capacity in 2021 with the proposed development.
Phase 1 Employment Zone
In terms of the Phase 1 employment development Table 6.3 shows the results of the junction capacity assessments
undertaken for this scenario. It should be noted that the impacts of the development in terms of the percentage increase
in traffic flows through a junction in the peak hour are very low and with the exception of the site access junction below the
5% threshold for capacity assessment established above. Notwithstanding this point three junctions were assessed.
Table 6.3: 2021 Phase 1 Employment Capacity Assessments (AM and PM Peak Hours)
AM
Junction
ID
1
7
42
Junction
A299
Hengist
Way/B2190
Minster Road
B2190 Spitfire Way / B2050
Manston Road
Phase 1 Access Junction
2021 Base
PM
2021 Base + Phase 1

Dev
2021 Base
2021 Base + Phase 1

Dev
RFC/
DoS
Queue
RFC/ DoS
Queue
RFC/
DoS
Queue
RFC/ DoS
Queue
108%
31
111%
35
91%
93%
77%
79%
91%
94%
2%
3%
Table 6.3 above demonstrates that the impacts of the Phase 1 development will be very small with minor increases in
terms of queuing anticipated at the Minster roundabout and Spitfire Corner. It is therefore considered that the impacts of
the Phase 1 employment land can be accommodated on the highway network without any mitigation measures proposed.
Full Development
Junctions shown to operate at or near capacity in the 2021 future year are detailed in Table 6.4 for the morning and
evening weekday peak hour assessments.
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Table 6.4: 2021 Junctions Operating at or near capacity in 2021 (AM and PM Peak Hours)
AM
Junction
ID
2021 Base
Junction
RFC/
DoS
108%
PM
2021 Base + Dev
Queue
RFC/
DoS
31
145%
2021 Base
2021 Base + Dev
Queue
RFC/
DoS
Queue
RFC/
DoS
Queue
96
91%
119%
45
A299 Hengist Way/B2190 Minster

Road
22
88%
90%
96%
14
105%
40
23
103%
40
114%
115
107%
61
118%
138
24
A256 / Haine Road (at Spratling

Street)
124%
219
135%
362
95%
31
105%
52
25
78%
82%
100%
30
110%
107
27
132%
179
136%
204
116%
61
146%
156
28
97%
18
104%
41
70%
82%
29
105%
30
113%
56
100%
27
106%
55
37
106%
31
109%
61
116%
136
123%
202
40
82%
105%
24
61%
75%
Figure 6.5 also provides a set of results for a 2021 scenario with the extant permission for Kent International Airport
realised as detailed in the Scenario Testing section at the start of this section. Capacity assessments have been
undertaken at the following junctions likely to be affected by vehicles associated with the Kent International Airport
scenario:
Junction 1 A299 Hengist Way/ B2190 Minster Road;
Junction 2 A299/ A253 Canterbury Road;
Junction 25 Manston Road/ A256 Haine Road;
Junction 27 Canterbury Road West/ A256/ A299 (Lord of the Manor north and south);
Junction 32 A299/ Hengist Way; and
Junction 40 Link Road/ Manston Road (New Junction).

Table 6.5 provides a comparison of the Kent International Airport Scenario with the 2021 Full Proposed Development at
the junctions listed above.
Table 6.5: 2021 Junction Capacity Assessments AM and PM Peak Hours Kent International Airport and Proposed
Development
AM
Junction
ID
1
2
3
4
25
27
27
32
40
78
Junction
A299
Hengist
Way/B2190
Minster
Road
A299
/
A253
Canterbury Road
A299 / A28 Canterbury
Road
A253/A28 Canterbury
Road (modelled as
roundabout)
Manston Road / A256
Haine Road
Canterbury Road West
/ A256 / A299 (LOTM
North)
Canterbury Road West
/ A256 / A299 (LOTM
Main)
A299 / A256 Hengist
Way
Link Rd/Manston Rd
(New Junction)
PM
2021 Base + Kent

International Airport
2021 Base + Dev

(without Mitigation)
2021 Base + Kent

International Airport
2021 Base + Dev

(without Mitigation)
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
RFC/ DoS
Queue
129%
68
145%
96
103%
19
119%
45
73%
74%
68%
72%
76%
76%
98%
23
95%
14
58%
57%
93%
11
89%
81%
82%
102%
39
110%
107
174%
510
69%
240%
1032
84%
361%
168
136%
204
419%
177
146%
156
80%
84%
73%
70%
101%
18
105%
24
87%
75%
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Table 6.5 shows that at the junctions tested, the 2021 with the proposed development scenario will operate in the same
order, or significantly better, than in the Kent International Airport scenario. It is therefore considered that the impacts of
the proposed development are acceptable in transport terms as they have previously been accepted in terms of impacts
associated with Kent International Airport.
Notwithstanding the Kent International Airport scenario assessed above a package of mitigation has been considered to
demonstrate the full development is deliverable in transport terms.
The following package of junction improvements have the potential to mitigate the impact of the proposed development
achieving at least nil-detriment in the 2021 future forecast year in the morning and evening weekday peak hours:
Junction 1 - 2 lane entry from Tothill Street;
Junction 22 - Extend flare length on New Haine Rd (S);
Junction 23 - Increase entry width + flare length on New Haine Rd;
Junction 24 - Increase Flare Length Haine Rd (S);
Junction 25 - Increase entry width + flare length on Haine Rd (N);
Junction 27 - (LOTM signalised) 2 lane entry from Sandwich Rd;
Junction 28 Increased flare length on eastern approach;
Junction 29 - Increased flare length on Canterbury Rd (west) and London Rd; and
Junction 40 - Increase entry width + flare length (Manston Rd W).

The package of mitigation should be treated as provisional and will be re-visited once the strategic transport model is
ready. Appendix S provides concept designs for the mitigation identified above.
Whilst the proposed development is shown to have an adverse impact at the A256/ A257/ Ash Road junction (see Table
6.4 (junction 37)), the significance of this impact will depend upon the level of traffic generated by the committed
development at Discovery Park. As the junction is shown to operate over capacity without the traffic associated with the
development the reliability of the results provided by ARCADY means that any information about queuing and delay
should be treated with caution. Agreement by KCC to any mitigation package associated with development at Discovery
Park which is treated as committed in this assessment will very much impact what mitigation could be required as part of
this development. The requirement for any further mitigation at this junction will therefore need to be addressed as part of
any post-application discussions with KCC.
A comparison of junction capacity assessments for the 2021 future baseline and 2021 with development and potential
mitigation package are provided in Table 6.6.
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Table 6.6: 2021 Junction Capacity Assessments AM and PM Peak Hours (Junctions with potential Mitigation)
Junction
ID
1
22
23
24
25
27
28
29
40
Junction
A299 Hengist Way/B2190

Minster Road
Haine Rod / A256 (Toby
Carvery)
A256
/
Sainsburys
Access
A256 / Haine Road (at
Spratling Street)
Manston Road / A256
Haine Road
Canterbury Road West /
A256 / A299
A299 / A255 / Canterbury
Road East
A255 / Chilton Lane /
London Road
Link Rd/Manston Rd (New
Junction)
2021 Base
AM
PM
2021 Base + Dev (with

Mitigation)

Mitigation)
2021 Base
RFC/
DoS
Queue
RFC/ DoS
Queue
RFC/
DoS
Queue
RFC/ DoS
Queue
108%
31
97%
13
91%
81%
88%
90%
96%
14
98%
18
103%
40
95%
14
107%
61
98%
20
124%
219
123%
216
95%
31
99%
24
78%
74%
100%
30
100%
31
132%
179
101%
52
116%
61
93%
46
97%
18
91%
70%
74%
105%
30
97%
15
100%
27
99%
24
85%
80%
98%
20
58%
It is evident from Table 6.6 that the proposed package of mitigation achieves at least nil detriment in the 2021 future year
assessed.
Figure 6.6 shows Site 4 operating over-capacity when modelled as a mini-roundabout (1.36 RFC) and under-capacity
when modelled as a standard roundabout (0.89 RFC). In practice the junction is likely to operate between these two
values, however, not equally between the two values as RFC increases exponentially in excess of 1.00. It is therefore
anticipated that this junction will be operating at or close to capacity in 2021 with the full proposed development.
Weekend Assessment
At the request of KCC a weekend assessment has been undertaken. Table 6.7 provides a full set of capacity assessment
results for the Saturday peak hour assessment.
Table 6.7: 2021 Junction Capacity Assessments Saturday Peak Hour
Saturday
JUnction
ID
16
17
Junction
A254 Margate Road / Star Lane /

Poorhole Lane
A254 Margate Road / A256
Haine Road
2016 Base
2021 Base
2021 Base +
Dev

Mitigation)
RFC/
DoS
Queue
RFC/
DoS
Queue
RFC/
DoS
Queue
RFC/ DoS
Queue
91%
98%
17
108%
47
96%
15
93%
10
108%
41
115%
64
99%
17
21
63%
72%
78%
22
48%
63%
74%
23
86%
104%
41
114%
105
97%
17
84%
96%
16
108%
75
99%
22
86%
80%
86%
78%
65%
70%
75%
73%
22
76%
21
77%
28
24
25
27
27
A256 / Haine Road (at Spratling

Street)
Manston Road / A256 Haine
Road
Canterbury Road West / A256 /
A299
Canterbury Road West / A256 /
A299
32
45%
49%
58%
33
A299 Hengist Way / Canterbury

Road West
43%
46%
57%
The following junction improvements have the potential to mitigate the Saturday peak adverse impacts at sites 16 and 17:
Site 16 Increased entry width and flare length from the south; and
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Site 17 Increased entry width on eastern approach.
Plans showing the proposed mitigation measures are included in Appendix S. The full set of capacity assessment results
for 2021 (Figure 6.6) show that any potential adverse impacts of the proposed development can be mitigated where
necessary to allow all junctions to perform at acceptable levels (below capacity), or will have improved performance when
compared to the 2021 baseline assessment (which includes committed developments and background growth).
Figure 6.7 provides a full set of results for the future year of 2026. This again shows that the impact of development at the
proposed development can be mitigated, with all junctions operating at nil-detriment compared to the 2026 baseline
assessments.
Manston Road Review

During TA scoping discussions for the proposed development KCC Highways raised particular concerns about the ability
of Manston Road between the site and the Coffin House Corner junction (Shottendane Road junction with Nash Road) to
accommodate additional traffic associated with the proposals and the impact this may have on road safety. As such, a
detailed review of Manston Road has been undertaken including a review of:
Baseline and future traffic levels;
Junction capacity;
The accident record for the route; and
Traffic speeds.
These individual elements are discussed in more detail below.
Traffic Volumes
A comprehensive traffic data collection exercise was undertaken between January and March 2016 to establish baseline
traffic conditions on the roads surrounding the site. In terms of Manston Road traffic counts were undertaken at the
following locations:
A peak period (07:30-09:30 and 16:30-18:30) junction turning count at the Manston Road junction with Spitfire
Way;
A peak period (07:30-09:30 and 16:30-18:30) junction turning count at the Coffin House Corner junction
(Shottendane Road junction with Nash Road);
An automatic traffic count over a period of 7 consecutive days on Manston Road between Flete Road and
Vincent Road; and
A peak period (08:00-09:00 and 16:30-17:30) junction turning count at the Manston Road junction with
Shottendane Road.
A summary of peak hour and daily baseline (2016) traffic flows on Manston Road recorded as part of the traffic surveys is
presented in Table 6.8 below.
Table 6.8: 2016 Baseline Traffic Flows on Manston Road (Northbound (NB) and Southbound (SB))
AM
PM
Daily (7 day average)
Location
NB
SB
NB
SB
NB
SB
Manston Road at junction with Spitfire Way
225
186
217
233
1712
1724
238
238
200
Manston Road north of Bramble Lane (Daily Average)

Manston Road at junction with Shottendane Road
183
Table 6.9 below provides an indication of anticipated future baseline flows on Manston Road for the future year of 2026.
Table 6.9: 2026 Baseline Traffic Flows on Manston Road
AM
PM
Location
NB
SB
NB
SB
NB
SB
243
200
237
254
1930
1943
198
257
259
217

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Table 6.10 below provides the 2026 future baseline plus development flows on Manston Road.
Table 6.10: 2026 Baseline Plus Development Traffic Flows on Manston Road
AM
PM
Location
NB
SB
NB
SB
NB
SB
311
237
270
287
2280
2272
262
292
290
246

Table 6.11 below then takes the figures from the two preceding tables to provide a comparison of with and without
development flow impacts on Manston Road. These flows are expressed in both whole number and percentage increase
terms in brackets.
Table 6.11: Traffic Volume Change anticipated on Manston Road
AM
Location
Manston Road north of Bramble Lane (Daily
Average)
PM
NB
SB
NB
SB
NB
SB
68
(28%)
37
(19%)
33
(14%)
33
(13%)
350
(18%)
329
(17%)
64
(32%)
35
(14%)
31
(12%)
29
(13%)
--
Traffic Speeds
Table 6.12 identifies the speed of traffic on Manston Road as recorded by the ATC located between Flete Road and
Vincent Road.
Table 6.12: Traffic Speeds on Manston Road Recorded at Grid Reference 51.362120, 1.363030
th
Direction
Mean Speed (mph)
85 Percentile Speed (mph)
Northbound
43.28
48.01
Southbound
44.75
49.42
Two-way
44.05
48.79
Junction Capacity
Junction capacity assessments were undertaken at the two ends of the study area (Spitfire Corner and the junction with
Shottendane Road). The results of these capacity assessments are presented in Figures 6.5 and 6.6 within this TA. The
results show that the Spitfire Corner junction currently operates at or close to capacity. However, as part of the
development proposals the staggered cross-roads layout of the junction is proposed to be replaced by a roundabout. This
will significantly improve this junction from a capacity perspective. At the Shottendane Road junction the junction capacity
assessment indicates that it operates within capacity in both the AM and PM weekday peak periods. However, whilst the
junction capacity assessment indicates that the existing junction operates within capacity and will continue to do so as a
result of the development it was observed on site that queuing does occur on the Manston Road arm of this junction in
both peak periods. The reasons for this are the proximity of the Coffin House Corner traffic signal controlled junction and
the presence of the Saint Gregory's Roman Catholic Primary School and Nursery. A further reason for the junction
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capacity assessment indicating that the junction operates within capacity is that when junction turning counts are
undertaken only the actual flows that pass through a junction are counted rather than the demand flows. The proximity of
the Coffin House Corner Junction limits the number of vehicles that can exit the Manston Road arm and hence why
queuing does occur. Our analysis indicates that flows would not greatly increase as a result of the development and as
generally accepted within transport analysis queuing will only continue to grow until the delay witnessed by drivers
becomes unacceptable at which point they will attempt to find an alternative route. This threshold is generally regarded to
be at approximately a two minute delay.
Accident Record
Accident data was requested from KCC for a five year period as part of the baseline study for this report. The data for the
five year period between Shottendane Road and Spitfire Corner has been examined in detail to identify any trends or
patterns that could be exacerbated by the development proposals. This analysis is presented below.
Manston Road junction with Shottendane Road

Five slight collisions occurred at or in the vicinity of this junction. The details of the collisions were as follows.
Ref 118: A slight collision occurred when a vehicle turning right into Shottendane Road from Manston Road
pulled out and collided with another vehicle heading west on Shottendane Road.
Ref 196: A slight injury occurred when a motorcyclist heading west collided hit a dip in the road and fell from their
vehicle. This incident occurred 50m west of the Manston Road junction.
Ref 267: A slight accident occurred when a vehicle heading east on Shottendane Road clipped a parked vehicle,
lose control and flip over.
Ref 320: A slight collision occurred when a driver waiting in traffic at the Manston Road junction with Shottendane
Road let go of their clutch pedal and shot forwards colliding into the rear of the vehicle in front.
Ref 330: A slight collision occurred when a vehicle turned right out of Manston Road into Shottendane Road and
collided with a vehicle heading east on Shottendane Road.
Of the five collisions that have occurred in the five year period only two actually involved turning movements at the
junction. Two of the others were related to loss of control suggesting a potential issue with speeds of traffic on
Shottendane Road. The final collision involved driver error in queuing traffic. However, given that only two accidents have
occurred in a five year period this is not considered to represent a pattern that would warrant further investigation.
Observations on site indicated that visibility from the junction at a setback of 2.4m is adequate for the speed limit on
Shottendane Road (30mph) and therefore there are no current issues identified at this junction that would pose a concern
to the modest increase in traffic anticipated to use this junction as a result of the development.
Immediately south of the junction with Shottendane Road (approximately 30m) a slight accident occurred (ref 75) when a
driver heading northbound veered across the centre line on a left hand bend (potentially blacked-out) and collided with an
oncoming vehicle. This collision does not appear to be a result of the road condition and as such has not been considered
further.
Approximately 100m south of the junction with Shottendane Road a slight accident occurred (ref 238) when a vehicle lost
control on a bend and veered across the centreline and into a vehicle heading in the opposite direction.
Manston Road junction with Half Mile Ride
Two collisions occurred at this junction. The details of the collisions were as follows:
Ref 79: A slight collision occurred when a vehicle turning left into Half Mile Ride (destination the Council waste
and recycling centre) collided with a vehicle turning right out of Half Mile Road onto Manston Road.
Ref 221: A slight collision occurred when a vehicle turning right out of Half Mile Ride collided with a motorcycle
who was overtaking vehicles waiting to turn into the waste and recycling station from Manston Road.
The presence of two collisions in a five year period is not considered to be a significant number and therefore it is not
considered that there is an accident record at this location that would warrant further investigation.
It was observed on site that visibility from this access is potentially restricted to the south, particularly given the speed of
approaching vehicles as they enter a 30mph speed limit. However this does not appear to be replicated in the number of
collisions that are occurring at this location.
Between Flete Road and Half Mile Ride a slight collision (Ref 193) occurred when a vehicle heading north lost control in
icy conditions and collided with a vehicle heading south on Manston Road
Manston Road junction with Flete Road
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Three collisions were recorded at the Manston Road junction with Flete Road. The details of the collisions were as
follows:
Ref 20: A slight collision occurred when a driver turned right out of Flete Road and collided with a vehicle heading
north on Manston Road. This collision occurred in dry and light conditions during the day;
Ref 23: A slight collision occurred when a driver turned right out of Flete Road and collided with a vehicle heading
north on Manston Road. This collision occurred in dry and light conditions during the day;
Ref 181: A slight collision occurred when a driver turned right out of Flete Road and collided with a vehicle
heading north on Manston Road. This collision occurred in wet and foggy conditions; and
Ref 233: A slight collision occurred when a driver turned right out of Flete Road and collided with a vehicle
heading north on Manston Road. This collision occurred in dry and light conditions during the day.
All three collisions had similar circumstances and involved vehicles turning right out of the junction. Observations on site
identified that visibility at this junction is extremely poor. However, based upon the highway boundary information and
geometry of the junction it is unlikely that any improvements could be implemented within the highway boundary to
improve visibility at this location. Surprisingly, given the pattern in the type of collisions occurring no signage is provided to
warn drivers on Manston Road that this junction exists. As a minimum it is recommended that warning signage is
implemented to highlight to drivers approaching the junction on Manston Road that traffic may be turning ahead.
Between Flete Road and Manston Road two serious collisions were recorded. The details of the collisions were as
follows:
Ref 97: A motorcyclist overtook another vehicle heading north on Manston Road and collided with a vehicle
heading south. Conditions were dry and fine; and
Ref 98: A motorcyclist was pushing their broken down motorcycle on the eastern side of Manston Road and was
hit by an HGV travelling south. Conditions were light but raining heavily.
Manston Road junction with Vincent Road

Two collisions were recorded at this junction. The details of the incidents were as follows:
Ref 138: A vehicle turned left out of Vincent Road and was struck by a vehicle heading south on Manston Road
in light and dry conditions; and
Ref 172: A vehicle failed to stop at the stop line due to snowy conditions and overshot the stop line and collided
with a vehicle heading north on Manston Road.
No particular pattern appears to have occurred at this location that would warrant further investigation.
Between Vincent Road and Spitfire Way five collisions occurred in the study period. The details of the incidents were as
follows:
Ref 156: Vehicle turned left out of Drome garage and lost control as the driver got their foot stuck on the
accelerator. This collision occurred in damp conditions;
Ref 244: A serious accident occurred when a vehicle lost control in the early hours of the morning as it headed
south on Manston Road in damp conditions;
Ref 250: A slight collision occurred in wet conditions when a vehicle failed to see slow traffic ahead and collided
with the rear of another vehicle which in turn was pushed into another vehicle;
Ref 10: A fatality occurred in dark and wet conditions when a driver of an HGV attempted to overtake a cyclist
and collided with the cyclist; and
Ref 14: A slight collision occurred in damp conditions when a driver accelerated northbound out of the 30mph
speed limit area and lost control.
There appears to be a pattern of collisions occurring in damp conditions on Manston Road. This is potentially as a result
of drivers travelling at inappropriate speeds for the road conditions but could equally be caused by a poor carriageway
surface.
Manston Road junction with Spitfire Way (Spitfire Corner)
A total of six slight and one serious collision were recorded at the Spitfire Corner junction. The circumstances of these
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Slight collisions
On three occasions (ref 174, 186 and 249) a motorists attempted to turn right out of Spitfire Way onto the B2050
Manston Road and collided with vehicles travelling westbound along the Manston Road
Ref 51: A motorist attempting to turn right into the Manston Road (northern arm) was hit by a vehicle travelling
westbound along the B2050 Manston Road; and
Ref 301: A motorcyclist fell from their motorcycle when attempting to manoeuvre at the junction
Serious collision
Ref 273: A motorist travelling westbound along the B2050 Manston Road entered the junction too fast causing them to
lose control, collide with the grass verge and flip over.
Four turning type collisions have occurred at this junction along with one rear end shunt and one loss of control accidents.
Over a five year period the presence of four turning collisions represents less than one collision per year and is not
considered to warrant a significant pattern that would require further investigation.
Discussion
The analysis presented in this section has considered the potential impacts of the proposed development on Manston
Road between Spitfire Corner and Shottendane Road. The traffic flow information indicates that peak hour traffic flows
are only anticipated to increase modestly as a result of the development. An increase of 105 and 65 vehicles during the
weekday AM and PM peak periods respectively is anticipated. Over an average day an increase in traffic flow of 8% is
anticipated.
Existing traffic speeds as recorded by the ATC located between Vincent Road and Flete Road identified mean speeds of
th
44mph and 85 percentile speeds of 49mph. These speeds are relatively high for a minor rural route and as such show
that traffic is free-flowing along this route.
The analysis of junction capacity identifies that the Spitfire Corner junction currently operates over capacity. The junction
capacity assessment identifies that the Shottendane Road junction operates within capacity; however, the presence of
queuing traffic is a result of the neighbouring Coffin House Corner junction which constrains the throughput of traffic at this
location. At Spitfire Corner the development proposes a roundabout that will provide additional capacity.
The accident analysis identifies that there is a pattern of turning collisions at the Flete Road junction. It is recommended
that warning signage is implemented at this location to warn drivers on Manston Road of the presence of this junction.
There is also a pattern of collisions in damp/wet conditions on Manston Road. It is suggested that this is a result of
motorists driving an inappropriate speeds for the road conditions and or that the carriageway surface may be of poor
quality in certain locations. Some maintenance may be required to bring this link up to standard. A number of collisions
have occurred at the Spitfire Corner junction. However, as previously identified this junction will be upgraded as part of
the proposed development.
Overall it is considered that with some minor improvements in the form of warning signage and some maintenance in
terms of carriageway re-surfacing this route should be capable of accommodating additional traffic associated with the
development.
Impacts on Non-car Modes

Public Transport
The trip generation presented within section five demonstrates that the proposed Phase 1 development would generate in
the order of five bus based passenger trips in the AM peak and four bus based passenger trips in the PM peak. This level
of additional bus passenger demand is low and it is anticipated that the proposed improvements identified as part of the
Phase 1 PTS will be able to accommodate additional bus based public transport trips.
In terms of the full development it is anticipated that 323 bus based passenger trips would be generated in the AM peak
and 166 in the PM peak. A comprehensive PTS has been developed in conjunction with KCC and Stagecoach East Kent.
It is considered that this strategy will be sufficient to accommodate the additional demand generated by the site.
In the full development scenario 60 rail based public transport trips would be generated in the AM peak and 71 in the PM
peak. These additional trips would be expected to be undertaken by cycling or public transport as a first mode. The
improvements proposed as part of the development are considered sufficient to accommodate this additional demand with
no known capacity issues on the rail network identified that would constrain this level of demand. The potential for a
parkway station to the south of the site would provide a convenient connection to the rail network. However, as this
proposal is not committed the potential attractiveness of this facility has not been considered within this TA to ensure a
robust assessment.
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Stone Hill Park
Walking and Cycling

The trip generation presented within section five demonstrates that the proposed Phase 1 development would generate in
the order of three cycle based trips and 10 pedestrian trips in the AM peak and two cycle trips and seven pedestrian trips
in the PM peak. The development proposals seek to connect the Phase 1 employment development with surrounding
infrastructure to facilitate onward connections for non-car modes.
In terms of the full development it is anticipated that in the order of 76 cycle based trips and 520 pedestrian trips in the AM
peak and 78 cycle trips and 373 pedestrian trips in the PM peak. A walking and cycling strategy has been developed to
secure connections between the site and surrounding areas. These improvements are considered appropriate to cater for
the additional demand generated by the proposed development.
Conclusion
This section has presented the results of a transport network assessment for the proposed development. The
development proposals for both Phase 1 and the full development have been tested in the future years of 2021 and 2026
in accordance with the scoping discussions held with the highway authority, KCC.
The results for the Phase 1 employment zone show very minor impacts at the Minster roundabout and Spitfire Corner.
Given the minor increases in queuing anticipated it is considered that this phase of development is acceptable in transport
terms without the implementation of any mitigation.
A comparison of the junction capacity assessment results with those for the consented Kent International Airport
demonstrate that at a number of key locations around the site the impacts of the proposal would be similar to those of an
operational Kent International Airport. In this respect, as the proposals for Kent International Airport are already
consented then the impacts of the proposed development should also be considered acceptable.
Notwithstanding this point and in order to demonstrate that any potential adverse impacts of the proposed development
would not be severe when compared to the future baseline including committed development a package of mitigation
measures have been proposed which are demonstrated through the junction capacity assessments presented to mitigate
the impacts of the proposed development on the surrounding highway network and in many cases achieve betterment. At
one location, the A256/A257 junction an impact is demonstrated but no mitigation has been proposed. However, as the
junction is already operating at or over-capacity in the future baseline with committed development and the accuracy of
ARCADY decreases as the RFC of a junction reaches or exceeds one the impacts of the development as presented by
the modelling are unlikely to be accurate. In reality queues at a junction only continue to grow until the delay witnessed by
drivers becomes unacceptable at which point they will attempt to find an alternative route. The delays and queuing
expressed in the model are therefore unlikely to be accurate and would not reflect day to day conditions at the junction
should all the development traffic tested appear on the highway network. It is therefore concluded that the development is
acceptable in transport terms.
A strategic transport model is being built to also assess the impacts of the development on the highway network. The
conclusions of this study will be revisited once the results of the model are available to inform the final package of
mitigation measures required.
In terms of walking, cycling and public transport a comprehensive package of improvements are proposed to enhance the
accessibility of the development that are considered sufficient to accommodate the additional demand generated by the
86
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Summary and Conclusion
07
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Stone Hill Park
07 Summary and Conclusion

AECOM has been appointed by Stone Hill Park Limited to provide transport advice for the redevelopment of the former
Manston Airport, renamed as Stone Hill Park (SHP), the Site.
In compliance with the National Planning Policy Framework (NPPF) (2012) this Transport Assessment (TA) accompanies
a hybrid planning application for the comprehensive redevelopment of the Site and has been prepared in accordance with
the National Planning Practice Guidance (NPPG) on Transport Assessments and Statements (2014) and Kent County
Councils (KCC) Guidance on Transport Assessments and Travel Plans (2008).
This TA has been prepared to assess the impacts of the full redevelopment of the site and the scope and contents of this
TA have been agreed with KCC.
A two stage TA approach has been agreed with KCC with a strategic transport model being developed to consider the
impacts of the development on a wider study area as well as considering the impacts of the development in conjunction
with other planned development across the District. Once complete the results of the strategic transport model will be
provided as post application additional information. This is expected in the Summer of 2016.
The development proposals have been examined in relation to national, county and local policy. These policies have been
used to inform the development proposals for the Site.
The site is located adjacent to the A299 providing strategic connections towards London in the west and Dover in the
South. Whilst there is limited pedestrian infrastructure within the vicinity of the site there are a number of cycle routes
providing connections towards Westwood and Minster. A number of bus services currently run past the site that could be
amended to serve the proposed development. A review of amenities identifies that a number of existing amenities are
located within reasonable cycling or public transport distances. It is therefore concluded that the site is accessible by a
range of modes.
A review of the accident record in the vicinity of the site indicates that a large number of collisions have occurred across
the study area. However, it is not considered likely that the development proposals will materially impact the pattern of
collisions that are occurring.
It is proposed to comprehensively redevelop the site to provide a mixed use development comprising of employment,
retail, leisure, hotel, residential and educational uses. This planning application seeks hybrid planning permission. This will
enable a range of land uses to be subject to outline planning permission, while a proportion of the site granted detailed
planning consent. The planning application includes for the retention and change of use of a number of buildings on the
site.
Significant enhancements are proposed for walking, cycling and public transport to and from the site to create a
sustainable development that encourages travel by non-car modes. A public transport strategy has been developed
through consultation with KCC and Stagecoach East Kent which aims to bring additional routes and increased service
frequency to the site. Pedestrian and cycle enhancements are proposed both on and off-site which will enhance
connections between the development and neighbouring villages as well as opening the site up to the general public for all
to enjoy.
The masterplan and site access strategy has been designed to be compatible with the future aspirations outlined within
KCCs Thanet Transport Strategy that accompanies the draft Local Plan. However, to minimize impacts on the rural roads
to the north the access strategy has provisionally been designed to encourage travel via the principal A roads in the local
area.
The trip generation of the proposed development has been developed based upon information the TRICS database,
historic planning applications for other similar sites and First Principles. The trip distribution for the site has been derived
using a variety of sources including Census data, a gravity model and First Principles.
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Stone Hill Park
The development proposals for both Phase 1 and the full development have been tested in the future years of 2021 and
2026 in accordance with the scoping discussions held with the highway authority, KCC.
The results for the Phase 1 employment zone show very minor impacts at the Minster roundabout and Spitfire Corner.
Given the minor increases in queuing anticipated it is considered that this phase of development is acceptable in transport
terms without the implementation of any mitigation.
A comparison of the junction capacity assessment results with those for the consented Kent International Airport
demonstrate that at a number of key locations around the site the impacts of the proposal would be similar to those of an
operational Kent International Airport. In this respect, as the proposals for Kent International Airport are already
consented then the impacts of the proposed development should also be considered acceptable.
Notwithstanding this point and in order to demonstrate that any potential adverse impacts of the proposed development
would not be severe when compared to the future baseline including committed development a package of mitigation
measures have been proposed which are demonstrated through the junction capacity assessments presented to mitigate
the impacts of the proposed development on the surrounding highway network and in many cases achieve betterment. At
one location, the A256/A257 junction an impact is demonstrated but no mitigation has been proposed. However, as the
junction is already operating at or over-capacity in the future baseline with committed development and the accuracy of
ARCADY decreases as the RFC of a junction reaches or exceeds one the impacts of the development as presented by
the modelling are unlikely to be accurate. In reality queues at a junction only continue to grow until the delay witnessed by
drivers becomes unacceptable at which point they will attempt to find an alternative route. The delays and queuing
expressed in the model are therefore unlikely to be accurate and would not reflect day to day conditions at the junction
should all the development traffic tested appear on the highway network. It is therefore concluded that the development is
acceptable in transport terms.
A strategic transport model is being built to also assess the impacts of the development on the highway network. The
conclusions of this study will be revisited once the results of the model are available to inform the final package of
mitigation measures required.
In terms of walking, cycling and public transport a comprehensive package of improvements are proposed to enhance the
accessibility of the development that are considered sufficient to accommodate the additional demand generated by the
Overall it is considered that the residual highway impacts of the proposed development are not severe and as such, with
appropriate mitigation measures the development is considered acceptable in transport terms and in compliance with local
and national policy.
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Appendix A Site Location Plan
90
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ISO A3 420 x 297mm
Coffin
House
Corner
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
Birchington
Rail Station
PROJECT
Stone Hill Park
Spitfire
Junction
Last saved by: TURLEYC(2016-04-28) Last Plotted: 2016-04-29

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\160122_ACCESSIBILITY PLANS_CT.DWG
Monkton
Roundabout
Minster
Roundabout
Stanner
Hill
Lord of
the Manor
Cliffsend
Roundabout
Sevenscore
Roundabout
Ramsgate
Rail Station
and database right 2016
ISSUE/REVISION
Minster Rail
Station
KEY
I/R
DATE
DESIGN DRAWN CHK'D
PROJECT NUMBER
Site Boundary
Railway Station
XX
Ebbsfleet
Roundabout
60430453
SHEET TITLE
Site Location
Junction Name
SHEET NUMBER
60430453-M001-SKE-0001
APP'D
Stone Hill Park
Appendix B Scoping Discussions
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91
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Stone Hill Park Ltd
February 2016
Stone Hill Park Development,

Strategic Highway Modelling
Traffic Model Scope and Methodology
Report
Prepared by:
...........................................................
Dave Geary
Senior Transport Planner
Checked by:
.....................................................................
Robert Flynn
Associate
Verified and Approved by: .............................................

Justin Sherlock
Associate Director
Rev No
P01
P02
P03
Comments
Draft Final for Review
Draft for sign off
Final report for sign off
Checked
JS
JS
JS
Approved
RF
RF
NA
Date
January 2016
January 2016
February 2016
Colmore Plaza, Colmore Circus Queensway, Birmingham, B4 6AT

Telephone: 0121 262 1900 Website: http://www.aecom.com
Job No 60430453
Reference: 60430453-M001-REP-0003
Date Created January 2016
This document has been prepared by AECOM Infrastructure and Environment UK Limited for the sole use of our client (the
Client) and in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed
between AECOM Infrastructure and Environment UK Limited and the Client. Any information provided by third parties and
referred to herein has not been checked or verified by AECOM Infrastructure and Environment UK Limited, unless otherwise
expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of
AECOM Infrastructure and Environment UK Limited.
\\ukbhm2fp002\ukbhm2fp002-v1tp\tp\project\legacy urs projects\00 projects\2015\thanet model\1. job control\1.6 scope\thanet_model_scopng_report_draft_v1.docx
Table of Contents
Introduction................................................................................................................................................................ 2
Model Scope .............................................................................................................................................................. 4
Modelling Methodology ........................................................................................................................................... 10
Traffic Survey Data .................................................................................................................................................. 17
Programme and Deliverables .................................................................................................................................. 20
Appendices
Appendix A
Appendix B
Appendix C
Zone System
Traffic Survey Specification
Scoping Meeting Minutes
Introduction
AECOM
Stone Hill Park Traffic Modelling Scoping Report
Capabilities on project:
Transportation
Introduction
1.1
Objectives
AECOM has been commissioned by Stone Hill Park Ltd to prepare a Transport Assessment (TA) to accompany a planning
application for a major redevelopment of the former Manston Airport Site in the Thanet District of Kent. The development
proposals at this stage have not been fixed but are currently envisaged to consist of circa 2,500 dwellings, employment space for
up to 4,000 jobs and major highway works.
A development of this size has the potential to generate significant transport impacts which require detailed quantifiable
assessment. A highway traffic model is required which will support the TA and planning application and the model will be used to
accurately and robustly assess the traffic impacts and any appropriate scheme mitigation with due consideration of redistribution
effects, the cumulative impacts of other schemes and developments and the impact at junctions and links not just in the vicinity of
the scheme but within the District of Thanet. In addition, an environmental assessment is required and the model will be used as
a platform to determine some of the environmental impacts such as air quality and noise.
This report sets out the scope and methodology of the traffic model to accompany the planning application. The contents of the
report will need to be agreed with both the client and the Highway Authority, Kent County Council (KCC). To that end and in
advance of preparing this scoping report there has been regular engagement and consultation with all parties to agree in
principle the broad parameters of the model scope and methodology.
The planning application is currently scheduled to be submitted in April 2016, before the traffic model is completed and therefore
it has been agreed with KCC that the TA to accompany the planning application will be based on a spreadsheet based
assessment only. The model results and any mitigation measure design being submitted as additional information post
application once the model has been prepared.
This report has been issued in the first instance as a draft report to the client and Highway Authority for review and feedback and
once the contents is agreed issued as a final document. Major changes may affect the planned programme.
Justin Sherlock and Robert Flynn met with Sally Benge and James Wraight of KCC plus Stephen Whittaker of Amey to discuss
nd
and agree the scope and methodology of the Thanet Traffic Model. The meeting was held at Discovery Park on Friday the 22
January 2016. This scoping and methodology report has subsequently been revised to take on board feedback from both KCC
and Amey and this latest version of the report is issued with the specific objective of obtaining approval for the scope and
methodology of the Thanet Traffic Model from KCC. Minutes from the meeting on the 22 nd January 2016 are contained in
Appendix C.
1.2
Report Structure
The remainder of the report is set out as follows:

-
Chapter 2 sets out the scope of the modelling exercise;
Chapter 3 sets out the modelling methodology;
Chapter 4 sets out the new survey requirements; and
Chapter 5 sets out the programme and deliverables associated with the study.
Model Scope
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Transportation
Model Scope
2.1
Introduction
This section sets out the scope of what AECOM will do as part of the modelling exercise and in sub section 2.2 some context as
to why a new traffic model is required.
2.2
Need for a New Traffic Model
Prior to embarking on developing a new traffic model AECOM approached KCC regarding the suitability of existing models, with
the view that any such models might be adapted to assess the traffic impacts of the proposed development. The only model
developed in recent years is a VISUM model in the vicinity of Westwood which was developed to assess the traffic impact of the
Westwood Cross retail park and support the business case for the Westwood Relief Strategy local pinch point funding
application. The model was developed for a 2011 Base year, 2015 scheme opening year and 2028 design year, with AM and PM
peaks. Figure 2.1 below illustrates the extent of the highway network.
Crown copyright. All rights reserved. License Number 100019139
Figure 2.1 Thanet VISUM Model Main Study Area

The model study area does not extend to the area of the proposed development nor is it sufficiently large enough to include the
area of likely impact. As such considerable work would have to be done to extend the model. Furthermore discussions with KCC
have revealed that the model input survey data is now largely out of date and or considered un-reliable given the recent
extensive development in this area. Other issues of concern include:
Ownership rights, Stone Hill Park Ltd do not own the VISUM model
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Transportation
2.3
Extending a model developed by another consultant would present a risk to the project going forward in that AECOM
would not be fully aware of all/any issues or anomalies in the model
AECOMs view is that the most appropriate software for this project is the SATURN suite of software because of the
robustness and reliability of the junction modelling tool embedded within the software.
Choice of Software
As mentioned above AECOM has chosen the SATURN suite of software in which to develop the traffic model. SATURN software
is recognised throughout the UK and internationally by Highway Authorities as an appropriate modelling platform for assessing
the traffic impact of highway schemes and developments. The software is also used by hundreds of organisations worldwide in
over 30 countries. The software has been in use and also been in continuous development for over 25 years.
SATURN is an equilibrium model with a capacity restraint function. As such vehicles are assigned to routes based on lowest
generalised costs whereby costs are a function of time and distance plus any tolls, if appropriate. SATURN is capable of explicitly
simulating the operation of road links and junctions. Thus SATURN can be used to model explicitly each turning movement at
each junction and any delay associated with that turning movement is then realised in the generalised cost path which ultimately
effects the traffic assignment.
SATURN (Simulation and Assignment of Traffic in Urban and Rural Networks) is as its name suggests a suitable traffic modelling
tool for simulating the effects of both urban rural networks. Thus in urban environments most traffic delays occur at junctions and
SATURN replicates delays and capacity associated with each turning movement at each modelled junction. In addition
pedestrian crossings, bus lanes and other features associated with urban networks can be replicated in the model. In rural / inter
urban areas which typically feature motorways and other high capacity higher speed link roads, delays are often a function of link
volume over capacity and SATURN can accurately replicate this effect through the use of speed flow curves.
The Thanet area includes both urban and rural settings and a key objective of the model will be to assess the impact of the
development and define appropriate mitigation and SATURN is considered highly suitable to perform this task.
SATURN is a highway modelling tool and therefore does not explicitly model public transport. AECOM recognise the planned
public transport developments in the area and their likely impact, namely Thanet Parkway Station. Whilst the model will not
explicitly be used to model public transport, the effects on traffic will be replicated up whether it be a reduction in traffic volume to
reflect mode switch or an intensification of traffic use around a park and ride facility. In addition, a separate public transport
strategy is being developed by AECOM which will address public transport demand arising from the development.
2.4
Study Area
The study area for the transport model will be the District of Thanet in its entirety and following the scoping meeting with KCC on
nd
the 22 January the model has been extended along the A256 and Ramsgate Road as far as the A257. The proposed study
area is shown pictorially as the red shaded area in Figure 2.2 below. The scope of the model includes the need to not only
assess the impact of the proposed development but also to be able to be used in due course for the testing of elements of the
Thanet Transport Strategy and other committed developments hence the need to cover the entire area. The study area will
model the three major A road corridors just beyond the district boundary, to ensure that any increases in traffic entering and
exiting the Thanet District are quantified.
Figure 2.3 below illustrates the SATURN model network (as at the time of writing).
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Transportation
Figure 2.2 Model Study Area
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Transportation
Figure 2.3 SATURN Network (as at time of writing)
2.5
Highway Network Definition
The modelled study area will comprise of all A roads, B roads and the majority of C classified roads. Zone connectors will
generally replicate C classified roads.
The study area comprises of the three major A roads that provide Thanet with wider connectivity to both Kent and the strategic
highway network:
2.6
A299 provides east-west connectivity between Thanet and London (via the M2) and wider connectivity with the
strategic highway network
A28 provides east-west connectivity between Thanet, Cantebury and Ashford as well as wider connectivity to the
wider strategic highway and TransEuropean highway network via M20 junction 9.
A256 provides north-south connectivity between Thanet and Dover and onward connectivity to Folkestone (via A20)
Time Periods
AM and PM weekday peak models are required to understand the likely traffic impacts of the proposed development. We will
analyse the survey data to determine the peak hour within the peak periods surveyed. We will then model the peak hour in the
AM and PM peak periods.
2.7
User Classes
Two user classes will be defined, cars and HGVs.
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Transportation
2.8
Zone System
This will in the first instance be based on the Lower Super Output Areas (LSOAs). LSOAs are the smallest geographical area for
which small area statistics are calculated from the Census such as journey to work. The minimum population is one thousand
and the minimum number of households is 400. Census data since 2001 has been collated at this level.
2.9
Traffic Demands
AM and PM peak base model demands will be compiled using Traffic master data and new survey data, see sub section 3.4 and
Chapter 4 below for more detail. The base models will be calibrated and validated to DMRB guidelines, see section 3.6 below for
more details.
2.10
Model Scenarios
As agreed with officers from KCC initially AECOM will develop the following model scenarios:
Year
2016
2026
2031
2016 Baseline Assessment

2026 Forecast Year Assessments
2026 Forecast Baseline Assessment with consented development and committed infrastructure schemes
2026 Forecast Scheme Assessment
2031 Sensitivity Test
Scenario
AM peak
Baseline
X
Do Minimum
X
Do Something
X
2026 Do Something plus Local Plan and
Thanet Transport Strategy
X
Table 2.1 Model Scenarios
PM peak
X
X
X
X
The 2031 sensitivity test has been included at the request of KCC in order that they can better understand the likely cumulative
traffic impact of all proposals set out in the Local Plan, Thanet Transport Strategy and of course the Stone Hill Park development.
It was agreed at the meeting in January 2016 that AECOM would only model this scenario and then identify any traffic hotspots
that the model predicted. The scope does not include any testing of any mitigation in the 2031 model scenario.
2.11
Environmental Assessment
The traffic model will be used to generate outputs which will then be used to inform the environmental assessment. As such
traffic flows will need to be extracted on links which are affected by the development proposal. As such the scope includes the
following:
Noise assessment
o 18 hour traffic volumes, base do min and do something on a defined area, to be determined
Air quality assessment
o 24 hour traffic flows, base do min and do something on a defined area to be determined
Modelling Methodology
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Modelling Methodology
3.1
Introduction
This section outlines in further detail how the models will be developed. This includes details on the base and forecast models
including supply and demand sides and the assignment process.
3.2
Base Year Highway Networks
The model will be built using SATURN software. The latest version of the software (currently 11.3.12) will be used for the
development of the model.
The network will be built to reflect observed 2016 highways conditions. It will be built from an OS Map base and geo coded using
actual grid references. With winding roads this can result in link lengths being under estimated so checks will be made to ensure
link lengths are accurate. All links and junctions, including turning movements, will be explicitly modelled in simulation coding.
The SATURN network will be built in accordance with the following principals:
3.3
Web based satellite photography will be used to ensure the network accurately reflects on site conditions;
The former will be complimented by site visits by members of the modelling team to ensure that they have a clear
understanding of actual operating conditions during peak hour conditions and that the base model calibration reflects
observed conditions including any recent changes to the network.
Links will consider the link length, cruise speed, speed/flow relationship, link direction and vehicle type restrictions;
The impact of any traffic management/calming measures such as speed bumps, bus lanes, contraflow systems and
parking activity will be considered in the network coding through amendments to link capacities and speeds;
Nodes will represent junctions and be used to connect all of the links within the model;
Geographic co-ordinates will be obtained for all nodes;
Junction coding will consider the junction type, the number of approach arms, number of approach lanes, carriageway
width;
For more complex junctions such as signalised roundabouts and gyratory junctions, an expanded node approach will be
undertaken as opposed to single node coding;
Traffic signal data will be obtained from KCC the highway authority to ensure signalised junctions reflect observed
conditions ; and
Public transport routes and bus infrastructure such as bus lanes and bus priority measures will also be modelled.
Zone System
The zoning system for the model will in the first instance be based on the LSOAs. LSOAs are the smallest geographical area for
which small area statistics are calculated from the Census of population 2011 such as journey to work.
The LSOA is considered to be the most suitable level of zone system for a local model of this size. However, as the project
proceeds some zones will inevitably be dis-aggregated or aggregated to ensure that the base model accurately reflects existing
traffic conditions and reflects future development proposals. All major developments will be allocated a separate zone. In some
cases it may be appropriate to allocate more than one zone to a development.
Figure 3.1 below shows the LSOA zoning system for Thanet. More detailed mapping plus a referenced list of said zones is
shown in Appendix A and in Figure 2.2 above.
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Figure 3.1 Thanet District Zone System based on LSOAs

3.4
Base Year Traffic Demands
Both existing and new traffic count data will be used for the development of the matrices. The majority of the data to be used in
the creation of the model matrices will come from the GPS dataset licensed by the DfT from TrafficMaster. The origin-destination
(OD) data is extracted using the version of the OS MasterMap Integrated Transport Network (ITN) road network that was current
at the start of that academic year to which it relates.
TrafficMaster data will be obtained from DfT by KCC on behalf of Stone Hill Park for all trips within, to, from and through the
model internal area. Due to the relative sparseness of the dataset the data will be obtained to cover the period of 1 year. Each
trip will be labelled with vehicle type, origin, destination and start and end times. For external origin trips the time at which the trip
passed into the model internal area will also be requested.
The trips provided will be aggregated by vehicle type, origin, destination and trip time of day. Trip time of day will be defined
based on when the trip started (if internal origin) or entered the model internal area (if external origin). If the data is provided in a
zoning system that is different from the model zoning system, the aggregated trip data will be translated into the model zoning
system through the use of suitable factors calculated using GIS software. It is recognised that there will be some zones specially
set aside for future year development demand; these zones will be added at some stage in the process with zero associated
trips.
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The trips will then be factored to daily expected totals. For internal origin trips, expected daily origin volumes by zone for cars will
be extracted from NTEM, expected daily origins for Thanet for HGVs and Freight LGVs will be extracted from Base Year Freight
Matrices (a DfT dataset showing daily trip volumes by LGVs and HGVs for freight transportation, suitably factored up to the
model base year), whereas factored NTEM values will be used for Non-freight LGV origins. For external origin trips, expected
origin volumes by vehicle class will be extracted from observed AADTs on the links crossing into the model internal area,
summing the inbound totals only.
The resultant expanded trip matrices for cars, LGVs and HGVs will then be split into matrices by trip time of day. These matrices
will then be reduced to average hour volumes. For each time of day the three resultant matrices for cars, LGVs and HGVs will be
recombined to form the initial prior matrix for that time of day.
Depending on initial assignment of the initial prior matrices, adjustment factors may be needed to account for any variation
between the datasets used to factor the internal and external origin trips (in particular while the inbound trip totals on the cordon
should be reasonable, there may be more variation on the outbound trip totals on the cordon.
It is possible for the data to be broken down between weekdays and weekend traffic patterns. For the purpose of this model the
TrafficMaster data would be extracted for weekdays and for the all months of the year except those with lengthy school holidays.
The data will identify trip movements between individual LSOAs and therefore the data is consistent with the zone system that we
have adopted. Typical sample rates are 5% of all movements. This is generally better than one might get from Road Side
Interview surveys. The data tends to have a bias towards HGVs, LGVs and high end cars which are more likely to have GPS
tracking systems installed. As such we need to extract a years worth of data in order to obtain suitable sample sizes. We would
extract data for all three user classes, cars, LGVs and HGVs however cars and LGVs will be combined into one user class.
Accordingly the trip matrices will have two user classes; cars and HGVs. Furthermore the SATURN model will include buses
which are modelled as fixed routings as opposed to a trip matrix.
The TrafficMaster OD data and obtained traffic count information will be used in the generation of the prior matrices (.UFM).
3.5
Values of Time and Vehicle Operating Costs
The value of time and vehicle operating cost in the base year model will be calculated on the basis of parameters set out in
WebTAG UnitM3.1 and the latest available version of the WebTAG Data book to represent perceived generalised costs in a 2016
base year.
3.6
Base Year Calibration and Validation
The exercise set out in sub section 3.4 above will generate initial prior matrices which will then have to be calibrated using the
traffic survey information collected in January 2016, see Chapter 4. The model will be calibrated to 2016 link volumes, turning
counts and journey time data.
South of Thanet the 2013 traffic data used to calibrate the matrices along the A256, A257 and Ramsgate Road will be adjusted
using 2016 survey data to a 2016 baseline.
It is recognised that matrix estimation will be required to produce the final baseline matrices. However attempts will be made to
minimise the effects of matrix estimation in order to preserve the integrity of the observed traffic master data. The following
measures will be used to monitor the changes and reported in the LMVR:
Trip length distributions, before and after matrix estimation; and
Sector to sector level matrices, before and after matrix estimation.
Traffic survey data not used in the calibration process will be used in the validation process. It is envisaged that the model will be
validated to Automated Traffic Counts (ATC) link data including screen lines and individual links.
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Base year local model assignments convergence statics will be reported in the LMVR using the convergence measures reported
by SATURN.
The base year models will be calibrated and validated in accordance with the guidance set out in DMRB Volume 12a, Section
11.4. A summary of the acceptable criteria is listed below in Table 3.1
Criteria and Measures
Acceptability Guideline
Assigned Hourly Flows * compared with observed flows.

1.
2.
3.
4.
5.
Individual flows within 15% for flows 700-2700 vph

Individual flows within 100 vph for flows < 700 vph
Individual flows within 400 vph for flows >2700 vph
Total screenline flows (normally >5 links) to be within 5%
GEH statistic
i.
ii.
All (or nearly all) screen lines

Greater than 85% of all cases
Individual flows: GEH <5

Screenline (+) totals: GEH <4
Notes:
+ Screenlines containing high flow routes such as motorways should be provided
both including and excluding such routing
* Link flows or turning movements
Modelled journey times compared with observed times.
6.
Times within 15% (or 1 minute if higher)
> 85% of routes
Measure of Convergence
Delta and %GAP
Percentage of links with flow change (P) <1%
Percentage of links with cost change (P2) <1%
Less than 0.1% or at least stable with

convergence fully documented and all other
criteria met.
Four consecutive iterations greater than
98%
Four consecutive iterations greater than
98%
Table 3.1: Summary of Assignment Calibration and Validation Acceptability Guidelines.

3.7
Local Model Validation Report
An LMVR report will be produced which will fully document the model calibration assumptions, methodology and model
performance in comparison to observed data.
3.8
Forecast models
Forecast Scenarios
Once the 2016 base model is sufficiently calibrated and validated, the model (both demand and supply elements) will be taken
forward as the basis for a number of forecast scenario tests.
AECOM will consider a 2026 forecast year and undertake the following forecast scenario assessments:
Forecast Do Minimum Assessments:
AECOM
14
Transportation
3.9
o 2026 consented development and committed infrastructure schemes

Forecast Scheme Assessments
o 2026 committed plus full development
Sensitivity Test
o 2031 Assessment with Local Plan, Thanet Transport Strategy and Stone Hill Park Development
Forecast model networks
The 2016 Base SATURN model will be updated to replicate the proposed future year highway layout under each of the modelled
scenarios. Signal settings will be optimized.
Following the scoping meeting it was agreed that the 2026 network would include the dualling of Haine Road between the Toby
Carvery Public House junction and the Star Lane Link.
The 2031 model will include those schemes included in the Local Plan and Transport Strategy.
3.10
Forecast model demands
The base matrices will be updated to replicate future do minimum and do something scenarios. Working with the Highway
Authority we will obtain relevant details of all committed and likely developments. Wherever possible we will obtain Transport
Assessments of all significant developments, i.e. those developments that generate more than 100 trips in either peak period and
these will be extracted from the planning portal. For each development we will apply the same trip rates used in the TA
associated with the planning application. For developments for which no planning application has been submitted and or no TA
exists AECOM will determine appropriate trip generation rates and other assumptions such as numbers of houses, GFA etc. We
would look to the Highway Authority for guidance on the phasing of other developments in and in close proximity to the Thanet
area.
The schemes and developments that will be included in future year scenarios were agreed with KCC at the scoping meeting on
nd
the 22 January. . We will compare the sum total of all developments included in the model with TEMPRO v.6.2 forecasts. If
the totals are higher than the TEMPRO forecasts the development traffic will not be capped but we will not add any further
background traffic to other parts of the matrix. If the development traffic totals are lower than TEMPRO forecast traffic totals then
the remainder of the matrix will be growthed upwards so that overall traffic growth is consistent with TEMPRO.
Each development will be allocated a separate zone. The traffic distribution associated with each development will be based on
an adjacent zone(s) and one which has a similar pattern of land use compared to the proposed development.
The list of developments to be included in the 2026 model scenarios is as follows:
Westwood Housing 1020 homes being built at present
Manston Green 785 homes with a signed S106 agreement
Euro Kent 550 homes with signed S106 agreement
St Georges School expansion
Tesco 1-50 Arlington House
Former Laleham Gap School
Free School Newington Road (Former Elephant Windows Site)
Former Hereson School Site
Tesco Internal Link Road upgraded to adopted distributor road standard that forms part of Thanet Transport Strategy
Expansion of Dreamland beyond existing status
AECOM
15
Transportation
The 2031 model sensitivity test will build upon the 2026 Do Something model but also include the Draft Local Plan site
allocations and the Thanet Transport Strategy. In terms of traffic growth to 2031, like the 2026 models, as a minimum this will be
the same as TEMPRO v 6.2 but it may be higher.
At the appropriate time and before commencing work on the forecast models we will issue a brief scoping note to KCC
documenting all forecast model assumptions, trip volumes and forecast methodology.
3.11
Development Assessment Report
This report will document the impact of the development in 2026 only, including the assessment of any agreed appropriate
mitigation. The Forecast Do Minimum models will be used as a comparator by which the scheme and mitigation is assessed.
Traffic Survey Data
AECOM
17
Transportation
Traffic Survey Data
4.1
Introduction
This chapter documents the traffic surveys that will be used in the model calibration and validation process. Maps showing the
location of all surveys are contained in Appendix B of the report. AECOM has consulted with KCC and requested use of any
suitable up to date traffic survey data. KCC have stated that the only data available is now 5 years old and is considered out of
date.
4.2
Traffic Surveys
Traffic surveys were undertaken in January 2016. The data consists of Classified Turning Counts (CTC), Automated Traffic
Counts (ATC), Queue Length Surveys (QLS) and Journey Time Surveys (JTS).
Through a comprehensive analysis of the study area, project and model requirements and known local constraints, AECOM has
devised a comprehensive list of traffic survey requirements which can be summarised as follows:
51 CTC surveys at key junctions 21 of which require accompanying queue length surveys (QLS).
50 ATC seven day ATC surveys (2 of which will be one day video counts).
3 journey time routes.
The surveys have been undertaken for the AM peak period (07:30 09:30) and PM peak period (16:30-18:30).
Classified turning counts will be also used to identify the composition of traffic on key roads and the road network in Thanet i.e.
cars and HGVs. All ATCs will also produce data such as vehicle classifications and speed profiles.
The data will be used to define the peak hour within the peak period of data collection.
nd
Following the scoping meeting on the 22 January KCC have requested additional surveys be undertaken. These surveys are as
th
follows and were undertaken on Monday 8 February 2016:
CTCs:
A28 Canterbury Road/B2050 Park Lane;
Tothill Street/Laundry Road;
Tothill Street/High Street/Monkton Road;
Manston Road/Vincent Road;
Manston Court Road/B2050 Manston Road;
A28 Canterbury Road/All Saints' Avenue/Station Approach;
A254 Ramsgate Road/Poorhole Lane/Margate Road/Star Lane;
Poorhole Lane/A256;
A256/Northwood Road;
A256/Rumfields Road;
Northdown Road/Church Street;
Fairfield Road/Bromstone Road/Pysons Road/Rumfields Road;
AECOM
18
Transportation
A254 Margate Road/Pysons Road/Allenby Road;
B2014/Newington Road/Allenby Road/Stirling Way;
A256/St Johns Avenue; and
A254 Margate Road/College Road/Princes Road.
ATCs:
Grinsell Hill: between Way Hill and Thorne Hill; and
Church Street: between Hopeville Avenue and Victoria Road.
The locations of these additional surveys are illustrated graphically in Appendix B.

Finally 2013 traffic data collected as part of the Discovery Park planning application will be used at key junctions along the A256,
A257 and Ramsgate Road. The survey data (AM and PM peak) used will be as follows:
A256/Ramsgate Road (Ebbsfleet Roundabout);

A256/Monks Way;
Monks Way/Discovery Park Access;
Monks Way/Ramsgate Road; and
A256/A257/Ash Road.
Programme and Deliverables
AECOM
20
Transportation
Programme and Deliverables
5.1
Programme
The programme and deliverables from January onwards are set out in Table 5.1 below.
Task / Month
January
Scoping Exercise
Issue Scoping report and sign off
Base Model
Network Development
Data Collection (surveys / trafficmaster/signals)
Data Processing
Matrix Build
Calibration & Validation
LMVR
2026 Forecast Models
Data Collection (future developments and schemes)
Forecast networks
Forecast matrix developments
Forecast Model Assignments
Agree and assess Mitigation
Environmental Outputs
Prepare and Issue Development Assessment Report
2031 Forecast Model Sensitivity Test
Develop 2031 models, report on impacts
February
March
Table 5.1 Modelling Programme
April
May
June
July
August
AECOM
Transportation
APPENDICES
21
AECOM
Transportation
APPENDIX A:
Zone System
22
GEN01/09 - LSOA - Thanet
Index of Lower Level Super Output Areas for Thanet District Council
Which Map?
Number
on Map
SOA Lower
Level ID
SOA Lower Level 2011 Ward

Name
Code
Ward ID
Ward Name
Thanet District
Thanet District
Thanet District
Thanet District
Thanet District
1
2
3
4
5
E01024633
E01024634
E01024635
E01024636
E01024637
Thanet 006A
Thanet 006B
Thanet 009A
Thanet 008A
Thanet 008B
E05005081
E05005081
E05005081
E05005082
E05005082
29UNGE
29UNGE
29UNGE
29UNGF
29UNGF
Beacon Road
Beacon Road
Beacon Road
Birchington North
Birchington North
Thanet District
Thanet District
Thanet District
Thanet District
Thanet East Coast
6
7
8
9
10
E01024638
E01024639
E01024640
E01024641
E01024642
Thanet 008C
Thanet 008D
Thanet 008E
Thanet 007A
Thanet 009B
E05005083
E05005083
E05005083
E05005083
E05005084
29UNGG
29UNGG
29UNGG
29UNGG
29UNGH
Birchington South
Birchington South
Birchington South
Birchington South
Bradstowe
Thanet East Coast

Thanet East Coast
Thanet East Coast
Thanet East Coast
Thanet East Coast
11
12
13
14
15
E01024643
E01024644
E01024645
E01024646
E01024647
Thanet 010A
Thanet 009C
Thanet 015A
Thanet 016A
Thanet 015B
E05005084
E05005084
E05005085
E05005085
E05005085
29UNGH
29UNGH
29UNGJ
29UNGJ
29UNGJ
Bradstowe
Bradstowe
Central Harbour
Central Harbour
Central Harbour
Thanet East Coast

Thanet East Coast
Thanet East Coast
Thanet East Coast
Thanet East Coast
16
17
18
19
20
E01024648
E01024649
E01024650
E01024651
E01024652
Thanet 016B
Thanet 016C
Thanet 017A
Thanet 017B
Thanet 017C
E05005085
E05005085
E05005086
E05005086
E05005086
29UNGJ
29UNGJ
29UNGK
29UNGK
29UNGK
Central Harbour
Central Harbour
Cliffsend and Pegwell
Margate
Margate
Margate
Margate
Margate
21
22
23
24
25
E01024653
E01024654
E01024655
E01024656
E01024657
Thanet 002A
Thanet 002B
Thanet 002C
Thanet 002D
Thanet 001A
E05005087
E05005087
E05005087
E05005087
E05005088
29UNGL
29UNGL
29UNGL
29UNGL
29UNGM
Cliftonville East
Cliftonville East
Cliftonville East
Cliftonville East
Cliftonville West
Margate
Margate
Margate
Margate
Margate
26
27
28
29
30
E01024658
E01024659
E01024660
E01024661
E01024662
Thanet 001B
Thanet 001C
Thanet 001D
Thanet 004A
Thanet 006C
E05005088
E05005088
E05005088
E05005088
E05005089
29UNGM
29UNGM
29UNGM
29UNGM
29UNGN
Cliftonville West
Cliftonville West
Cliftonville West
Cliftonville West
Dane Valley
Margate
Margate
Margate
Margate
Thanet East Coast
31
32
33
34
35
E01024663
E01024664
E01024665
E01024666
E01024667
Thanet 006D
Thanet 004B
Thanet 004C
Thanet 006E
Thanet 016D
E05005089
E05005089
E05005089
E05005089
E05005090
29UNGN
29UNGN
29UNGN
29UNGN
29UNGP
Dane Valley
Dane Valley
Dane Valley
Dane Valley
Eastcliff
Thanet East Coast

Thanet East Coast
Thanet East Coast
Thanet East Coast
Thanet District
36
37
38
39
40
E01024668
E01024669
E01024670
E01024671
E01024672
Thanet 015C
Thanet 012A
Thanet 015D
Thanet 016E
Thanet 005A
E05005090
E05005090
E05005090
E05005090
E05005091
29UNGP
29UNGP
29UNGP
29UNGP
29UNGQ
Eastcliff
Eastcliff
Eastcliff
Eastcliff
Garlinge
Thanet District
Thanet District
Thanet East Coast
Margate
Margate
41
42
43
44
45
E01024673
E01024674
E01024675
E01024676
E01024677
Thanet 005B
Thanet 005C
Thanet 002E
Thanet 003A
Thanet 003B
E05005091
E05005091
E05005092
E05005093
E05005093
29UNGQ
29UNGQ
29UNGR
29UNGS
29UNGS
Garlinge
Garlinge
Kingsgate
Margate Central
Margate Central
Margate
Thanet District
Thanet District
Thanet District
Thanet District
46
47
48
49
50
E01024678
E01024679
E01024680
E01024681
E01024682
Thanet 001E
Thanet 017D
Thanet 017E
Thanet 015E
Thanet 013A
E05005093
E05005094
E05005094
E05005094
E05005095
29UNGS
29UNGT
29UNGT
29UNGT
29UNGU
Margate Central
Nethercourt
Nethercourt
Nethercourt
Newington
Thanet District
Thanet District
Thanet District
Thanet District
Thanet District
51
52
53
54
55
E01024683
E01024684
E01024685
E01024686
E01024687
Thanet 013B
Thanet 013C
Thanet 013D
Thanet 011A
Thanet 013E
E05005095
E05005095
E05005096
E05005096
E05005096
29UNGU
29UNGU
29UNGW
29UNGW
29UNGW
Newington
Newington
Northwood
Northwood
Northwood
Thanet District
Thanet District
Thanet District
Thanet District
Thanet District
56
57
58
59
60
E01024688
E01024689
E01024690
E01024691
E01024692
Thanet 011B
Thanet 011C
Thanet 011D
Thanet 011E
Thanet 009D
E05005096
E05005097
E05005097
E05005097
E05005097
29UNGW
29UNGX
29UNGX
29UNGX
29UNGX
Northwood
St Peters
St Peters
St Peters
St Peters
Research & Intelligence, Kent County Council.

www.kent.gov.uk/research
GEN01/09 - LSOA - Thanet
Index of Lower Level Super Output Areas for Thanet District Council
Which Map?
Number
on Map
SOA Lower
Level ID
SOA Lower Level 2011 Ward

Name
Code
Ward ID
Ward Name
Thanet District
Margate
Margate
Margate
Margate
61
62
63
64
65
E01024693
E01024694
E01024695
E01024696
E01024697
Thanet 009E
Thanet 004D
Thanet 003C
Thanet 004E
Thanet 003D
E05005097
E05005098
E05005098
E05005098
E05005098
29UNGX
29UNGY
29UNGY
29UNGY
29UNGY
St Peters
Salmestone
Salmestone
Salmestone
Salmestone
Thanet East Coast

Thanet East Coast
Thanet East Coast
Thanet District
Thanet District
66
67
68
69
70
E01024698
E01024699
E01024700
E01024701
E01024702
Thanet 012B
Thanet 012C
Thanet 012D
Thanet 014A
Thanet 014B
E05005099
E05005099
E05005099
E05005100
E05005100
29UNGZ
29UNGZ
29UNGZ
29UNHA
29UNHA
Sir Moses Montefiore

Thanet Villages
Thanet Villages
Thanet District
Thanet District
Thanet East Coast
Thanet East Coast
Thanet East Coast
71
72
73
74
75
E01024703
E01024704
E01024705
E01024706
E01024707
Thanet 014C
Thanet 014D
Thanet 010B
Thanet 010C
Thanet 010D
E05005100
E05005100
E05005101
E05005101
E05005101
29UNHA
29UNHA
29UNHB
29UNHB
29UNHB
Thanet Villages
Thanet Villages
Viking
Viking
Viking
Thanet East Coast

Thanet East Coast
Thanet District
Thanet District
Thanet District
76
77
78
79
80
E01024708
E01024709
E01024710
E01024711
E01024712
Thanet 010E
Thanet 012E
Thanet 003E
Thanet 005D
Thanet 005E
E05005101
E05005101
E05005102
E05005102
E05005102
29UNHB
29UNHB
29UNHC
29UNHC
29UNHC
Viking
Viking
Westbrook
Westbrook
Westbrook
Thanet District
Thanet District
Thanet District
Thanet District
81
82
83
84
E01024713
E01024714
E01024715
E01024716
Thanet 007B
Thanet 007C
Thanet 007D
Thanet 007E
E05005103
E05005103
E05005103
E05005103
29UNHD
29UNHD
29UNHD
29UNHD
Westgate-on-Sea
Westgate-on-Sea
Westgate-on-Sea
Westgate-on-Sea
Research & Intelligence, Kent County Council.

www.kent.gov.uk/research
AECOM
Transportation
Appendix B
Traffic Survey Specification
23
CTC Locations
D1
D 47
D 32
D31
39
D
DD
37D 40
D33
46
10
D9
D2 D 3
D8
D4
D 45
D 48
D51
38
D7
41
D6
D11
D
12
D43 D
D13
49
42
D50
D5
D 17
D14
D 34
29
D35
D44
D24
D D 30
D 26
D23
28
27
D36
D 22
D 19
D18
D 15
D 16
D 21 D 20
D 25
OpenStreetMap (and) contributors, CC-BY-SA
ATC Locations
25
16
26
28
31
29
17
18
27
30
14
13
44
12
24
11
2
10
32
46
40
21
39
45
42
33
41
48
43
23
9
34
19
20
35
22
38
15
37
36
Journey Time Routes Key

JTS 3
JTS 1
JTS 2
Ref
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Junction
Margate Clocktower A28 Canterbury Road/B2051 Marine Drive/ B2055 Marine Gardens
B2052 Millmead Road/B2051/B2052 Northdown Park Road
B2052 Northdown Park Road/B2053 Green Lane/B2052 George Hill Road
B2053 Westover Road/B2051 Church Street/Beacon Road/Cecilia Grove
A255 High Street/B2052 High Street/A255 Queens Road
B2053 St Peters Park Road/A255 The Broadway/A255 St Peters Road
Dane Court Roundabout A255 Dane Court Road/Vicarage Street/A255 Broadstairs Road/A256 Westwood Road
St. Peters Road Roundabouts (Double Roundabout) A255 St Peters Road/Addiscombe Road/B2052 College Road/A255 St Peters Road/B2052 College Road
Victoria Traffic Signals A254 Ramsgate Road/B2052 College Road/A254 Ramsgate Road/B2052 College Road/B2052 Beatrice Road
Coffin House Corner Signals Tivoli Road/B2052 College Road/Nash Road/Shottendane Road/B2052 Hartsdown Road
Westwood Junction A254 Margate Road/A256 Westwood Road/A254 Margate Road/A256 Haine Road
A254 Margate Road/Tesco Access/A254 Margate Road/New Cross Road
A256 New Haine Road/New Cross Road/A256 New Haine Road
A254 Margate Road/Northwood Road/A254 Margate Road/B2014 Newington Road
A254 Margate Road/A255 Boundary Road/Chatham Street/A255 Park Road/Shah Place
A255 Hereson Road/B2054 Victoria Road/King Street/A255 Boundary Road
A255 Ramsgate Road/A255 Ramsgate Road/Bromstone Road
A255 High Street St. Lawrence/A255 High Street St. Lawrence/ B2014 Newington Road
B2014 Newington Road/B2014 Newington Road/B2050 Manston Road
A255 Nethercourt Hill/B2054 London Road/Chilton Lane/A255 Canterbury Road East
Windermere Avenue/A255 Canterbury Road East/A299 Royal Harbour Approach/A299 Canterbury Road East
(Double Roundabout) A256 Haine Road/A299 Canterbury Road East/Sandwich Road/A299/ Canterbury Road West
A256 Haine Road/A256 Haine Road/B2050 Manston Road (Roundabout and Junction)
Manston Road/B2050 Manston Road/B2190 Spitfire Way/B2050 Manston Road
Preston Road/B2050 Manston Road/High Street/B2050 Manston Road
A299/A299/A256 Richborough Way
A299 Hengist Way/Canterbury Road West/A299
B2190 Minster Road/A299 Hengist Way/Tothill Street/A299
B21048 Minser Road/B2190 Spitfire Way/B2190 Minster Road
Columbus Avenue/B2190 Spitfire Way/B2190 Spitfire Way
B2048 Park Lane/B2050 Manston Road/B2048 Acol Hill
A28 Canterbury Road/B2048 Park Lane/A28 Canterbury Road
A28 Canterbury Road/B2052 George V Avenue/A28 Canterbury Road
Potton Street Road/ A28 Canterbury Road/A299/A28 Canterbury Road/A299 Thanet Way
Seamark Road/A299/Willetts Hill/A253/A299
A28 Canterbury Road/A253/A28 Island Road
A255 Grosvenor Gardens/A254 Queens Avenue/Tivoli Road/A254 Eaton Road
B2055 Church Fields/A255 High Street/A255 Grosvenor Gardens
Victoria Road/A255 St Peters Road/A254 Ramsgate Road/A255 High Street
A254 Ramsgate Road/A254 Ramsgate Road/A254 Queens Avenue
Nash Road/Star Lane/Nash Road/Star Lane
Star Lane Link/A256/Car Park/A256
A256/A256/Haine Road
Haine Road/A256/A256
Garlinge High St/Shottendane Rd/Shottendane Rd
A28 Canterbury Rd/Garline High St/A28 Canterbury Rd
St Mildreds Rd/A28 Canterbury Rd/Minster Rd/A28 Canterbury Rd
Minster Rd/Shottendane Rd/Shottendane Rd
Survey Type
CTC+QL
CTC
CTC
CTC
CTC
CTC
CTC
CTC
CTC+QL
CTC
CTC+QL
CTC+QL
CTC+QL
CTC
CTC
CTC
CTC
CTC
CTC
CTC
CTC
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC
CTC+QL
CTC+QL
CTC
CTC
CTC
CTC
CTC
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC
CTC+QL
CTC+QL
CTC+QL
CTC
CTC
CTC
CTC
Junction
3-Arm
3-Arm
3-Arm
4-Arm
3-Arm
4-Arm
4-Arm
5-arm
4-Arm
4-Arm
4-Arm
4-Arm
3-Arm
4-Arm
4-Arm
4-Arm
3-Arm
3-Arm
3-Arm
4-Arm
4-Arm
5-arm
4-Arm
4-Arm
4-Arm
4-Arm
3-Arm
4-Arm
3-Arm
3-Arm
3-Arm
3-Arm
3-Arm
5-arm
5-arm
3-Arm
4-Arm
3-Arm
4-Arm
3-Arm
4-Arm
4-Arm
3-Arm
3-Arm
3-Arm
3-Arm
4-Arm
3-Arm
Type
RB
RB
Priority
X-Rds
Priority
X-Rds
RB
RB (double mini)
X-Rds
X-Rds
RB
RB
RB
X-Rds
X-Rds
X-Rds
RB
RB
RB
RB
RB
RB (double)
RB
X-Rds
RB
X-Rds
RB
RB
RB
RB
Priority
Priority
Priority
RB
RB
RB
RB
Priority
Priority
Priority
RB
RB
RB
RB
Priority
Priority
X-Rds
Priority
49
50
51
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
Shottendane Rd/Manston Rd/Margate Hill/Manston Rd

Acol Hill/Margate Hill/The St
Unnamed Rd/A28 Canterbury Rd/Seamark Rd/A28 Canterbury Rd
A28 Canterbury Road: between Domneva Road and St Mildreds Road
Shottendance Road: between Park Road and Minster Road
Woodchurch Road: west of Queensdown Road
B2050 Manston Road: between Manston Court Road and Preston Road/High Street
Canterbury Road West: east of Windsor Road and west of roundabout with A256
A229: east of Cliffsend Underpass and west of roundabout with Sandwich Road
Cottington Road: west of Foads Lane and west of Old Hall Drive
Sandwich Road: west of Foads Lane
A256 Haine Road:between Marlowe Way and Ozengell Place
A254 Margate Road: north of Newlington Way
A254 Ramsgate Road: south of Enterprise Road
A455 St Peters Road: north of Sacketts Hill
B2053 Northdown Hill: north of Northdown Road
B2052 North Foreland Road: north of Crescent Road
B2054 St Augustines Road: west of St Benedicts Lawn and east of Royal Esplanade
B2052 College Road: west Upper Dane Road
B2055 Northdown Road: west of Sweyn Road
B2051 Ethelbert Crescent: west of Sweyn Road
A299 Hengist Way: east of Minster Road/A229 Hengist Way/Tothill Street
B2190 Spitfire Way: east of Columbus Avenue
B2050 Manston Road: east of Shottendane Road
Monkton Road: west of Prospect Road
B2048 Park Lane: north of B2050 Manston Road
Minster Road: north of Shottendane Road
B2052 Hartsdown Road: north of Tivoli Road
Tivoli Park Avenue: south of Mere Gate
A254 Ramsgate Road: north of Connaught Gardens
A255 St. Peters Road: south of Sussex Avenue
Northdown Park Road: south of Richmond Avenue
B2051 Queen Elizabeth Avenue: north of West Park Avenue
B2052 George Hill Road: east of Botany Road
A255 Broadstairs Road: east of St James Avenue
B2048 Minster Road: north of B2190
Columbus Avenue: north of B2190
A256 Haint Road: south of B2050 Manston Road
A256 Richborough Way: south Sandwich Road
The Street: south of A253
A28 Island Road: west of A28 Canterbury Road/A253
A299 Thanet Way: west of Potten Street Road
A256 New Haine Road: north of Antolin Way
A254 Margate Road: north of New Cross Road, south of Westwood Road
Manston Ct Rd: between Valley Rod and Manston Way
Manston Rd: between Vincent Road and Fleet Road
Minnis Rd: between Gore End Cl and Gallway Ave
Star Lane: between Manston Ct Rd and Nash Road
New Cross Road: Between Car Park and New Cross Road
CTC
CTC
CTC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
ATC
4-Arm
3-Arm
3-Arm
-
X-Rds
Priority
Priority
Dual
Single
Single
Single
Single
Dual
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Dual
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Single
Dual
Single
Single
Dual
Single
Single
Single
Single
Single
Single
Single
47
48
1
2
3
Haine Road: Between Star Lane Link and Nash Road

Westwood Road: Between Poorhole lane and Northwood Road
Start "Margate Clocktower"/A254/A256/A299/A253/A28/"Margate Clocktower"
Start Star Lane/Manston Court Road/N2050 Manston Road/B2190 Spitfire Way/B2048 Minster Road/B2050 Manston Road/Shottendane Road/Nash Rd/Star Lane
Churchfields/Northdown Road/B2051 Queen Elizabeth Avenue/B2052 Northdown Park Road/B2053 Green Lane/Church Street/A255 Broadstairs Road/A255 Queens Road/A255
Ramsgate Road/A255 Boundary Road/Newington Road/Northwood Road/A256 Westwood Road/A255 Dane Court Road/A255 St Peter's Road/Ramsgate Road/A254 Queens
Avenue/High St/Churchfields
ATC
ATC
JL
JL
Single
Single
Appox. 37 Min
Approx. 21 Min
JL
Appox. 39 Min
Ref
52
A28CanterburyRoad/B2050ParkLane
53
TothillStreet/LaundryRoad
54
TothillStreet/HighStreet/MonktonRoad
55
ManstonRoad/VincentRoad
56
ManstonCourtRoad/B2050ManstonRoad
57
A28CanterburyRoad/AllSaints'Avenue/StationApproach
58
A254RamsgateRoad/PoorholeLane/MargateRoad/StarLane
59
PoorholeLane/A256
60
A256/NorthwoodRoad
61
A256/RumfieldsRoad
62
NorthdownRoad/ChurchStreet
63
FairfieldRoad/BromstoneRoad/PysonsRoad/RumfieldsRoad
64
A254MargateRoad/PysonsRoad/AllenbyRoad
65
B2014/NewingtonRoad/AllenbyRoad/StirlingWay
66
A256/StJohnsAvenue
67
A254MargateRoad/CollegeRoad/PrincesRoad
49
GrinsellHill:betweenWayHillandThorneHill
50
ChurchStreet:betweenHopevilleAvenueandVictoriaRoad
38*
A28IslandRoad:westofA28CanterburyRoad/A253
*38relocatedseveralhunderedmetreswestboundatasafedistancefromqueuingtrafficatthejunction
Junction
SurveyType
CTC
CTC
CTC
CTC
CTC
CTC
CTC+QL
CTC+QL
CTC+QL
CTC+QL
CTC
CTC+QL
CTC+QL
CTC+QL
CTC
CTC+QL
ATC
ATC
ATC
Junction
3arm
3arm
3arm
3arm
3arm
4arm
4arm
3arm
3arm
3arm
3arm
4arm
4arm
4arm
3arm
4arm
Type
Priority
Priority
Priority
Priority
Priority
RB
RB
RB
RB
Priority
Priority
RB
Signals
Signals
Signals
Signals
Single
Single
Single
AECOM
Transportation
Appendix C
Scoping Meeting Minutes
24
Notes of Discussion
Project:
Former Manston Airport
Job No/Ref:
Purpose:
Strategic Transport Model Scoping
Date held:
Held at:
Discovery Park, Sandwich
Made by:
Present:
Bob Flynn (BF)- AECOM
Justin Sherlock (JS) - AECOM
Sally Benge (SB) KCC
James Wraight (JW) KCC
Stephen Whittaker (SW)
Amey
nd
22
January
2016
J Sherlock
Distribution:
Paul Barber Stone Hill Park
Nick Alston - GVA
No.
1
Item
Introductions
Development Proposals and Emerging Masterplan

JS explained that the current development proposals were to deliver 2500 homes
and 4000 jobs on the site. This would be accompanied by a local centre designed
for the needs of the development only (i.e. not a trip attractor from external to the
development) and leisure uses such as the wave garden.
Action By
JS noted that a masterplan was being developed and we would share this with
Kent County Council (KCC) once it had been presented to Thanet District Council
(TDC)
3
60430453
Timescales of Project and Transport Assessment Approach

JS said that they were currently working towards a planning submission date of
April 2016.
It was acknowledged that the strategic transport model would not be ready for an
April 2016 submission date and therefore we were proposing to submit a
Transport Assessment with the planning submission that used a spreadsheet
based model to assess the impacts of the development. This would then be
followed up during the post application consultation period with the results of the
strategic model. The model would then be used to identify the type of mitigation
required to support the development. No mitigation would be identified within the
TA submitted with the application in April.
JW commented that this was not an ideal approach and he recommended seeking
confirmation from TDC that they would validate the application on this basis.
JS commented that this approach was agreed in principle with KCC at their
meeting back in October 2015.
BF noted that output from the model would be ready in July 2016.
JS commented that with a 16 week determination period this would allow at least
a month to agree the output from the model and any mitigation measures.
JW commented that it was unlikely that the application would be determined within
16 weeks.
JS stated that these were the timescales for the project.
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F:\London Dev Planning Library\Projects\60430453 - Manston Airport Masterplan\Meetings\160127 FMA Modelling Scoping Meeting Notes_v4.docx
Notes of Discussion
Model Scope
Need for model
SB noted that it had been agreed that KCC would be provided with the model
once Stone Hill Park had finished with it. However, there was concern that if the
planning application was delayed that KCC would never receive this model. As
the model would be needed for testing of the Local Plan and presentation of
evidence at the EiP the timescales for transferring the model to KCC would need
to align with the Local Plan process.
JS confirmed that SHP had every intention of submitting a planning application
and therefore the model would in all likelihood be handed over. However, the
model handover wording agreement would need to address this.
ACTION: JS to prepare model handover wording for agreement with KCC.
JS
SW noted that the model was a highway only model and asked how impacts on
other modes (walking, cycling and public transport) were being assessed.
JS confirmed that public transport would be dealt with through the preparation of a
public transport strategy with Stagecoach.
JW asked that KCC be part of the development of the public transport strategy
and JS agreed. Walking and cycling to be assessed through the multi-modal trip
generation for the site.
Type of Model
BF stated that it had already been agreed that SATURN was an appropriate
modelling tool and therefore the model was being prepared on this basis.
Model Study Area
BF described the model study area (i.e. the whole of Thanet)
JW asked that the model area be extended to the south to take account of
impacts within the north of the District of Dover.
JS commented that we had traffic data from 2013 for the roads around Sandwich
that could be used to inform the model extension to the south of Thanet.
BF
SB commented that this data was quite old.

It was agreed that the 2013 data could be used but that the ATC flows obtained
on the A256 would be used to rebase this data to 2016.
It was agreed that the model would include the following junctions within the
District of Dover:
A256/Ramsgate Road (Ebbsfleet Roundabout)

A256/Ramsgate Road/Copart Access
A256/Monks Way
A256/A257/Ash Road
Monks Way/Ramsgate Road

BF noted that traffic surveys had been commissioned and were undertaken in the
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BF
Notes of Discussion
week commencing 11th January 2016.
SB noted that the surveys had been conducted without agreeing the scope in
advance with KCC.
BF said there was an opportunity now to do additional surveys if it was considered
that some junctions had been missed.
SB and JW reviewed the survey plans and commented that the following locations
should be surveyed:
CTCs
A28 Canterbury Road/B2050 Park Lane
Tothill Street/Laundry Road
Tothill Street/High Street/Monkton Road
Manston Road/Vincent Road
Manston Court Road/B2050 Manston Road
A28 Canterbury Road/All Saints' Avenue/Station Approach
A254 Ramsgate Road/Poorhole Lane/Margate Road/Star Lane
Poorhole Lane/A256
A256/Northwood Road
A256/Rumfields Road
Northdown Road/Church Street
Fairfield Road/Bromstone Road/Pysons Road/Rumfields Road
A254 Margate Road/Pysons Road/Allenby Road
B2014/Newington Road/Allenby Road/Stirling Way
A256/St Johns Avenue
A254 Margate Road/College Road/Princes Road
ATCs
Grinsell Hill: between Way Hill and Thorne Hill

Church Street: between Hopeville Avenue and Victoria Road
It was noted that half term holidays start on the 15th February and that AECOM
would endeavour to get the surveys completed before said school holidays
commence.
BF
JW commented that the model study area shown in the report did not cover all of
the key links. BF noted that the representation was a work in progress and this
would be updated.
ACTION: BF to update report with newer model network diagram and BF to send
to SW an illustration of the current network.
BF
Time Periods
BF stated that the model was a weekday AM and PM peak model.
SB and JW requested that impacts on Westwood Cross at the weekend would
need to be considered. A weekend assessment for the period of 11:00-14:00 was
therefore requested.
It was agreed that a weekend assessment would not be included in the strategic
transport model as the masterplan was employment led. Instead a weekend
assessment would be provided as part of the submitted TA. This would take the
form of a spreadsheet based assessment and include the Haine Road Corridor
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Notes of Discussion
and Manston Court Road. Agreed new surveys required. JS to provide a scope of
work for this assessment and issue to KCC.
User Classes
BF commented that the model would be developed with light and heavy vehicle
classes only.
Zoning System
BF commented that the model would be based upon lower level super output
areas. This would be disaggregated for some output areas which were very large,
most notably zones 69 and 71 in TDC.
SW questioned whether all data required was required at a lower level super
output area.
It was agreed that the appropriate level of super output area would be used based
upon data availability.
Scenarios
BF outlined the 2026 do nothing and do something scenarios.
JW requested that a 2031 Local Plan scenario was included.
It was agreed that a 2031 Local Plan with Thanet Transport Strategy and SHP
development scenario would be produced. This scenario would be presented as
a sensitivity test only and would not identify what mitigation was required to
facilitate the Local Plan but would identify where congestion was occurring on the
highway network.
Committed development
KCC were requested to confirm what developments and infrastructure would need
to be considered committed within the 2026 scenario of the model.
JW and SB confirmed the following developments and transport schemes should
be included:
Westwood Housing 1020 homes being built at present TA available
online
Manston Green 785 homes with a resolution to grant JS noted TA not
available only ACTION: KCC to search for copy
Euro Kent 550 homes with signed S106 agreement
St Georges School expansion
Tesco Arlington
Former Laleham Gap School
Free School Newington Road (Former Elephant Winds Site)
Former Hereson School Site
Tesco Internal Link Road upgraded to adopted distributor road standard
that forms part of Thanet Transport Strategy
Expansion of Dreamland beyond existing status
Dualling of Haine Road between Toby Carvery and Star Lane link
It was agreed that the 2031 scenario would include:
Completed Thanet Transport Strategy
Draft Local Plan sites
Former Manston Airport
JW
Where data is not available on the planning portal KCC will endeavour to provide
to AECOM.
JW
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Notes of Discussion
The toucan crossing on Star Lane was mentioned but this is a minor works and
crossing will have very little impact on a strategic highway model and therefore
this will not be included in the model.
5
Data Collection
Traffic Counts
See comments on traffic survey data above.
Traffic Signal data
JS thanked KCC for sending through the traffic signal junction layouts.
Zoning Information
It was noted that the zoning system would need to be extended to account for the
model extension into Dover District.
BF confirmed he had the information required to allow the model to be extended.
Committed Development
See comments on committed development above.
BF noted that an exercise to compare the future base year traffic flows against
TEMPRO would be undertaken. The model would at least match TEMPRO
forecasts but may exceed TEMPRO in certain locations.
Traffic Master Data
BF noted that AECOM were unable to obtain the trafficmaster data directly from
DfT and therefoe KCC would need to request it on our behalf.
BF stated that he would complete the application form for the trafficmaster data to
be requested from DfT and then send to KCC for them to submit.
SB noted that they had requested data from DfT for a model that was being
developed in Dover.
SW noted that the data was very large but that a new procedure for obtaining the
data perhaps via File Transfer Protocol (FTP) may be in place.
SW has requested more information on the methodology. BF stated that he will
speak to the specialist undertaking this task and try to provide more detail on the
methodology.
Modelling Methodology and Deliverables

BM noted that the next step was to agree the content of the Scoping Report to
enable the development of the base model. Following completion of the base
model a Local Model Validation Report (LMVR) would be produced. After this the
future year model would be developed along with the Development Assessment
Report.
JS noted that a separate TA Scoping Exercise would be undertaken shortly to
address the details regarding trip generation, distribution etc.
Next Steps
AECOM to prepare meeting minutes and update the Model Scoping Report for
agreement with KCC.
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Notes of Discussion
KCC to respond formally on the model scoping report.
AECOM to undertake additional surveys at the locations requested by KCC to
inform the model development.
KCC to confirm committed development sites to be included in future base year
model and provide any TAs in electronic format that they have available.
KCC to confirm additional pre-application fees required to continue to provide
advice on the planning application preparation.
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Stone Hill Park
Draft Transport Assessment Scoping
February 2016
60430453
60340453-M001-REP-0003
Stone Hill Park
Stone Hill Park Ltd
AECOM
Stone Hill Park Ltd
Prepared by:
Stone Hill Park
..........................................................
Caitlin Turley
Engineer
Checked by:
................................................................
Justin Sherlock
Associate Director
Verified and Approved by: ............................................

Nicholas Anderson
Regional Director
Quality information
Document name
Ref
Prepared for
Prepared by
Date
Reviewed by
Scoping
60340453-M001-REP0003
Stone Hill Park
Caitlin Turley
February 2016
Justin Sherlock
Revision history
Revision
Revision date
Details
Name
Position
00
Draft for comment
Justin Sherlock
Associate Director
This document has been prepared by AECOM Limited for the sole use of our client (the Client) and in accordance with generally accepted consultancy
principles, the budget for fees and the terms of reference agreed between AECOM Limited and the Client. Any information provided by third parties and
referred to herein has not been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party may rely upon this
document without the prior and express written agreement of AECOM Limited.
AECOM
Stone Hill Park
Stone Hill Park Ltd
AECOM
Stone Hill Park Ltd
Stone Hill Park
Contents
Introduction ....................................................................................................................................................................7
Site Context....................................................................................................................................................................9
Development Proposals ................................................................................................................................................ 15
Study Area ................................................................................................................................................................... 18
Future Year Network Assessment ................................................................................................................................. 20
Trip Generation ............................................................................................................................................................ 24
Trip Distribution ............................................................................................................................................................ 33
Highway Network Assessment ...................................................................................................................................... 35
Structure of Reports...................................................................................................................................................... 38
Appendix A Site Location Plan ................................................................................................................................... 41
Appendix B Highway Network Plans ........................................................................................................................... 42
Appendix C Pedestrian Infrastructure ......................................................................................................................... 43
Appendix D Cycling Infrastructure ..............................................................................................................................44
Appendix E Public Transport Provision ....................................................................................................................... 45
Appendix F - Amenities ................................................................................................................................................. 46
Appendix G - Draft Development Proposals................................................................................................................... 47
Appendix H Study Area .............................................................................................................................................. 48
Appendix I TRICS Reports ......................................................................................................................................... 49
Appendix J Accident Data Study Area ........................................................................................................................ 50
AECOM
Stone Hill Park
Stone Hill Park Ltd
Introduction
01
6
AECOM
Stone Hill Park Ltd
Stone Hill Park
Introduction
Introduction
AECOM has been appointed by Stone Hill Park Limited (SHP) to provide transport advice for the redevelopment of the
Former Manston Airport (FMA) site in Thanet, Kent.
This Scoping Report (SR) has been prepared to outline a proposed scope for the Transport Assessment (TA) that will
accompany a hybrid planning application for the comprehensive re-development of the FMA.
Discussions have already been held between AECOM and Kent County Council (KCC) to outline and agree the broad
principles for the scope of transport work required to support a planning application on the FMA and meetings were held in
October 2015 and January 2016 for this purpose.
Due to the planning application timescales of April 2016 it has been agreed in principle that the TA work will take the form
of a two stage approach:
Initially a TA will be developed, underpinned by a spreadsheet based transport model to assess the potential
impacts of the development on the transport network surrounding the site and provide the necessary traffic flow
information for the noise and air quality teams to inform the Environmental Impact Assessment.
Separately a strategic transport model using the SATURN modelling software is being developed by AECOM to
understand the wider impacts of the development on the highway network and identify what infrastructure will be
required to deliver the development proposals. This SATURN model will not be ready in time for a Spring 2016
planning application. As such, it has been agreed that the output from the model will follow the TA as additional
supporting information during the post application consultation period. A separate scoping exercise to agree the
parameters of the SATURN model is currently underway and the model is being built. Current timescales for the
model envisage it being ready and the results provided to KCC in July 2016.
Following this introduction the SR is structured as follows:
Section Two provides an overview of the existing site;
Section Three details the development proposals that will form part of the Hybrid planning application
Section Four outlines the study area to be included in the TA and the proposed methodology for calculating the
base traffic;
Section Five describes the scenarios to be considered and the committed developments to be included in the
highway network assessment future year scenarios;
Section Six provides the proposed methodology for calculating the trip generation of the site;
Section Seven outlines the proposed methodology for calculating the trip distribution of the site;
Section Eight details the scope of the highway network assessment; and,
Section Nine provides a summary of the proposed structure of the Transport Assessment and Travel Plan to
accompany the application.
AECOM
Stone Hill Park
Stone Hill Park Ltd
Site Context
02
8
AECOM
Stone Hill Park Ltd
Stone Hill Park
Site Context
Introduction
This Section reviews the existing transport conditions in the vicinity of the FMA site. More specifically, the chapter provides
a description of the existing site operation and location, a review of the existing walking, cycling and public transport
facilities in the vicinity of the site and a description of the existing highway network
Site Location and Existing Use

The FMA is located to the west of the conurbation of Ramsgate, Margate and Broadstairs in the District of Thanet and is
bound by the A299 Hengist Way to the south, B2190 Spitfire Way to the west, arable farmland to the north and Manston
Court Road and further farmland to the east. The site is bisected by the B2050 Manston Road which connects with
Spitfire Way to the west and the A256 in the east. A site location plan is included in Appendix A.
The site is a disused airfield with no aviation uses currently taking place. A number of existing buildings are occupied and
low levels of activity occur associated with this. Within the TA it is proposed that these existing uses (the extant use) will
be removed from the highway network before any future uses are added.
Existing Highway Network

The main entrance to the FMA site is accessed via a priority junction with the B2050 Manston Road which intersects the
site. The B2050 Manston Road is a single carriageway road that runs between St Lawrence in the east and Birchington on
Sea in the northwest. 150m east of the existing access, the Manston Road forms a priority junction with Manston Court
Road, which connects the site to Westwood Cross in the northeast. The village of Manston is situated some 800m further
east of the site via the Manston Road, which continues to form a roundabout junction with the A256 Haine Road.
To the west of the airport access road Manston Road forms a priority staggered crossroads with the B2190 Spitfire Road.
In the vicinity of the airport site and through the Spitfire Junction Manston Road is subject to a 40mph, which reduces to
30mph through the village of Manston and then increases to the national speed limit towards the A256. In the vicinity of
the site the road is not street lit.
Spitfire Way is a single carriageway road that runs between the junction with Manston Road in the north east and the
A299 in the south west. In the vicinity of the site the road is subject to a 50mph speed limit and is not street lit. To the
south of the site Spitfire Way forms a roundabout junction with Columbus Avenue. The road then continues west to form a
roundabout with Minster Road before continuing south where it forms a roundabout junction with the A299 and Minster
Road.
The site is well located in terms of strategic vehicular access with the A299 skirting the southern boundary of the site. The
A299 has recently been upgraded as part of the East Kent Access scheme which opened in May 2012 and provides
strategic highway connections towards Sandwich, Deal and Dover to the south and towards Canterbury, Maidstone and
London to the west.
There are a number of additional vehicular access points provided around the site boundary. However, these access
points were predominantly for providing servicing and emergency access to the former airport and were therefore not in
frequent use. The existing access points to the site are shown on a plan also contained in Appendix B
Existing Pedestrian Infrastructure

The Chartered Institute of Highways and Transportation (CIHT) guidelines Providing for Journeys on Foot provides
details on acceptable walking distances for accessing amenities and facilities. For commuting the guidelines state that a
distance of up to 500 metres is considered to be desirable, whilst one kilometre and two kilometres are considered to be
AECOM
Stone Hill Park
Stone Hill Park Ltd
acceptable and preferred maximum walking distances. Pedestrian infrastructure within this radius has therefore been
considered.
The sites relatively rural setting, away from established urban areas results in there being limited facilities for pedestrians
on the highway network in the vicinity of the site, hence the B2050 which intersects the site has no pedestrian footway
provision. The B2050 Manston Road bisects the village of Manston approximately 800m to the east of main entrance to
the site. A footway is provided on the northern side of the carriageway through the village within the residential area. The
village of Manston is 800m east of the former terminal building site access, which is an acceptable distance to travel to
work on foot or by bike. However, it is acknowledged that no formal pedestrian infrastructure connects the site to Manston
itself.
Due to its rural location there are no pedestrian facilities provided along Spitfire Way which bounds the site to the east or
Hengist Way which bounds the site to the south. There are footways in the vicinity of the Minster Road/A299 roundabout
and a Toucan crossing on the A299 Hengist Way linking the southwestern corner of the site to Minster to the south.
However, provision is disjointed and overall pedestrian infrastructure is considered limited.
In addition to the provision of some footways adjacent to highways in the local area, there is a network of Public Rights of
Way (PROW) comprising public bridleways and public footpaths in the vicinity of the site. A plan contained in Appendix C
illustrates the existing PROWs in the vicinity of the site. Walking isochrones showing 400m and 800m walking distances
from the boundary of the site are also illustrated on a plan in Appendix C. This drawing shows that limited existing
settlements are within walking distance of the site with the exception of Manston village to the north east and Cliffsend to
the south. Limited connections currently exist between the site and these settlements.
Existing Cycling Infrastructure

The Department for Transport (DfT) Local Transport Note 2/08 Cycling Infrastructure Design states that many utility cycle
trips are less than three miles (4.8 kilometres), but for commuter journeys a distance of over five miles (eight kilometres) is
not uncommon providing useful thresholds for assessing access to amenities and facilities by bicycle. Cycle infrastructure
has therefore been assessed on this basis.
No formal cycle facilities are available along the Manston Road or Spitfire Way which bound the site. The closest local onroad route is located along Preston Road approximately 800m east of the terminal building site access, providing access
to Westwood Cross and Newington via traffic free routes. A further traffic free cycle route runs parallel to the B2190
Minster Road which continues west parallel to the A299.
The nearest National Cycle Network (NCN) route identified by Sustrans is Regional Route 15 (RR15), located
approximately 800m south of the sites southern boundary. Regional Route 15 runs from St Nicholas at Wade and follows
the coast north east through Ramsgate, Margate and Broadstairs and southeast to Whitfield and Dover. The rural roads in
the vicinity of the site would be considered suitable for cyclists.
A plan illustrating the Sustrans cycle routes in the vicinity of the site and cycle isochrones representing a 10 and 20 minute
cycle time (2.5 and 5km respectively) of the site are included in Appendix D. This plan illustrates that a number of villages
and towns are situated within 2.5km of the site boundary which is identified as a realistic commute to work via bike
including but not limited to:
Minster;
Birchington;
Westgate on Sea;
Margate;
Ramsgate;
Newington; and
Cliffsend.
Bus Network
Bus services 11, 38 and 38A currently operate along Spitfire Way and Manston Road that bound the site. There are two
pairs of bus stops provided along the site boundary, one on Minster Road to the southwest of the site and one along
Spitfire Way close to the junction with Manston Road.
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Bus routes 9 and 9X operate services along Canterbury Road West to the southeast of the site and a pair of bus stops are
provided along Canterbury Road West to the south of the eastern extents of the site. The frequency of bus services in the
vicinity of the site is summarised in Table 2.1 below. A plan showing bus routes in the local area is contained in
Appendix E.
Table 2.1 Bus services, routes and frequencies in the vicinity of the site
Service
Destinations
Weekday
Frequency
Per Day
Outbound
Weekday
Frequency
Per Day
Inbound
First
Bus/Last Bus
Outbound
First
Bus/Last Bus
Inbound
11
Canterbury Westwood
Cross
1051 /
1841
0704 / 1605
38
Ramsgate Birchington
on Sea
13
14
0746 / 1736
0838 / 1752
38A
Ramsgate - St Nicholas
at Ware
0711 / 1613
0755 / 0755
Westwood Cross
Canterbury
11
0905 / 1642
0845 / 1815
9X
Westwood Cross
Canterbury
0618 / 0711
-/-
The 9 and 9X routes run between Canterbury and Westwood Cross. The services combine to provide approximately one
service per hour in either direction during the day along this route. The 9X service provides one AM peak hour service
towards Canterbury however there are no AM peak hour services provided in the opposite direction towards Westwood
Cross.
The 38 and 38A routes run between Ramsgate and Birchington and combine to provide a service with a headway of
approximately one hour during the day. One AM peak hour service is provided from Birchington to Ramsgate via the site,
however there are no AM peak hour services provided in the opposite direction.
Bus route 11 runs between Canterbury and Westwood Cross and operates with a headway of two to three hours
throughout the day with no peak hour services.
It is not considered that the existing bus service frequency would be sufficient to support a significant level of development
on the site. Furthermore the bus based public transport accessibility of the site is limited when considered in reference to
the CIHTs Guidelines for planning for public transport in developments, which recommends that, the maximum walking
distance to a bus stop should not exceed 400m and preferable be no more than 300m.
Destinations served by bus

Bus route 11 serves Canterbury and Westwood Cross, bus route 38 serves Ramsgate railway station, Ramsgate and
Broadstairs and bus route 9 serves Westwood and Canterbury via Ramsgate and Broadstairs. Whilst the bus frequency is
not at this present time considered suitable to serve a significant level of development on the site an assessment of the
suitability of the destinations served by existing bus routes has been undertaken to understand whether the existing
routes, with appropriate changes to frequency would be sufficient to serve the development, at least in the initial years of
build out. This assessment considers the destinations served by bus based public transport and the potential demand for
travel to these destinations from the proposed development.
An interrogation of Census 2011 Journey to Work data has been undertaken to identify where residents and employees of
the site are likely to want to travel to based upon work based journey patterns. The FMA is located within the Thanet 014
Middle Level Super Output Area (MSOA). An analysis of the journey to work travel patterns for this MSOA indicates that
the majority (57%) of people that live in the Thanet 014 MSOA also work within Thanet. In addition, a further 18% of
people travel to nearby Canterbury for work. The approximate breakdown of significant destinations is included in Table
2.2 below.
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Table 2.2 Distribution of Census 2011 Journey to Work trips from MSOA Thanet 014
Destination
Distribution
Westgate-on-Sea
4%
Margate
16%
Broadstairs
3%
Ramsgate
10%
Westwood
9%
Thanet 014 MSOA
15%
Canterbury
18%
Total
75%
The bus routes available within the vicinity of the site serve Ramsgate, Broadstairs, Westwood and Canterbury and could
therefore reasonably offer an alternative to the private car for 40% of journeys to work identified in Table 2.2 above
subject to appropriate peak time service enhancements. The bus service coverage is therefore considered to be
reasonable and suitable as a starting point to serve development on the FMA subject to appropriate re-routing and
increases in frequency. These points will be explored in more detail as part of the public transport strategy that will be
developed alongside the masterplan for the site.
Rail Based Public Transport

The closest railway stations to the site are Ramsgate station located approximately 4km to the east and Minster station
approximately 2km to the south. Ramsgate station is operated by Southeastern and benefits from access to both high
speed and standard services. A wide range of destinations across Kent are accessible directly from Ramsgate including
Dover, Folkestone, Canterbury, Ashford and Strood with onwards travel to London St Pancras, Charing Cross and
Victoria.
Access to high speed services from Ramsgate are provided via two routes. The first provides an hourly service to London
St Pancras via Canterbury West with a journey time of approximately 80 minutes. A further north Kent loop service travels
via Dover, Folkestone, Whitstable and Strood and takes approximately 110 minutes to reach London. Ramsgate Station
is also served by an hourly standard service train to London Charing Cross via Canterbury West, and two trains an hour to
London Victoria via Sittingbourne and Bromley South. The station is served by bus route 11 and therefore connects the
development to the station.
Minster Station is located approximately 2km south of the southwest corner of the site and is considered accessible by
cycling and bus routes 38A and 11. Minster train station provides one train per hour to London Charing Cross (via
Canterbury). However, the station does not offer access to high speed services making this station less attractive for
access to rail based public transport.
Future proposals for a Parkway Station to the south of the site, due to open in 2019, will provide further enhanced rail
connections and access to Kents high speed rail services. Thanet Parkway station is due to be delivered by KCC and
Network Rail at an estimated cost of 14 million. 10 million has so far been secured from the Local Enterprise
Partnership Local Growth Fund (LGF) subject to detailed business case approval and 2.5 million has been committed
from KCC. The remaining 1.5 million is understood to be outstanding with the intention of securing this from local
business.
Thanet Parkway station is part of a wider package of improvements on the Ramsgate to Ashford line that aims to reduce
journey times to London from Ramsgate to around one hour. This is a two phase project costing 11.8million and broken
down as follows:
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Phase 1 - Ashford to Canterbury West - 5 million funded through Local Growth Fund work currently
underway;
Phase 2 - Canterbury West to Ramsgate - 6.8 million funded by Network Rail and due to be complete by
the end of 2016
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Improvements to reduce journey times to London are likely to greatly enhance the appeal of rail based travel to/from the
site.
Access to Amenities
Access to local amenities has been considered by reference to the number of services and facilities available within
walking and cycling distance of the site. For the purposes of this assessment an acceptable walking distance to access an
amenity is considered to be up to two kilometres. An acceptable cycling distance is considered to be up to five kilometres.
The site is located remote from large urban centres and therefore existing access to amenities on foot is limited. However,
as identified above parts of Westwood, Ramsgate and Margate are accessible by bicycle.
Table 2.3 below summarises the distance between the former terminal building on the site and local facilities. A plan
showing the amenities and facilities in the local area is contained in Appendix F.
Table 2.3: Access to facilities and amenities
Facility
Distance
Walking
Time
Cycling
Time
Convenience Store
0.8km
10 mins
3 mins
Public House
0.8 km
10 mins
3 mins
Pre-school and Nursery
1.0 km
12 mins
4 mins
Supermarket
2.4 km
30 mins
10 mins
Primary School
2.8 km
35 mins
11 mins
Secondary School
3.2km
40 mins
13 mins
Shopping centre (Westwood Cross)
3.6 km
45 mins
14 mins
Doctor
4.1 km
51 mins
16 mins
Leisure Centre
4.4km
55 mins
18 mins
Dentist
4.8 km
1 hour
19 mins
Hospital
5.0 km
1 hr two
mins
20 mins
Library
5 km
One hour
two mins
20 mins
Table 2.3 above demonstrates that whilst limited amenities are available within walking distance of the site a range of
facilities are within cycling distance. To address the lack of facilities within easy walking distance of the site and ensure a
sustainable development a local centre would be provided on site as part of the site wide masterplan to provide the
necessary facilities for site users and also benefit the wider local community that live and work around the site.
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Introduction
This Section outlines the development proposals currently envisaged to form the hybrid planning application for the site. It
should be noted that at the time of preparing this SR the masterplan had not been fixed and therefore these development
proposals are provisional and subject to change.
It is proposed that SHP will submit a hybrid planning application in Spring 2016 for an employment-led mixed-use
redevelopment of the site comprising, employment, residential, community, leisure and commercial facilities as well as
other ancillary uses.
The exact content of the masterplan and the quantum of the uses for which planning permission will be sought, will be
subject to on-going discussions with relevant stakeholders and design refinement. However, the outline part of the
application is expected to comprise the following, as detailed in Table 3.1.
Table 3.1: Proposed Development Land Uses
Land Use
Use Class
Approximate
Quantum
Retail and other main

town centre uses
A1-A5
Up to 4,000m
Foodstores, small-scale convenience,

other shops and services, restaurant(s),
caf(s), pub(s), takeaway(s)
Employment Uses
B1(A-C)/B2/B8
Up to 371,000m
offices, light industry, research and

development, manufacturing, storage
and distribution
Hotel
C1
120 Beds
Residential
C3
Up to 3,000 Homes
Community uses
D1
Up to 48,000m
gp surgery, care homes, primary school,

creche(s), day nursery, education
facilities, village hall.
Leisure uses
D2
Up to 63,000m
East Kent sports village, including: 50m

indoor swimming pool, outdoor wave
garden.
Description
A plan showing the current working draft of the illustrative masterplan is contained in Appendix G.
In addition to the development proposals outlined in Table 3.1 above the following additional green infrastructure is
proposed:
Outdoor sports pitches (including cricket pitch);
Running/cycling paths and trim tracks;
Woodlands;
Parks and Gardens; and
Heritage Runway Park (which will be open once a year for Spitfires to land).
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The detailed part of the hybrid planning application will consist of one 4,000m building for flexible B1/B2/B8 use, including
associated ancillary infrastructure.
Access Strategy
The existing site, as outlined within Section Two is served by one principal point of access near the former terminal
building and a number of smaller accesses which were used for servicing and emergency access. The development
proposals seek to open up the site to the general public and create new points of access for all modes. The exact location
and type of access points to be provided is still being developed. However, to help inform this scoping exercise the
following broad principles for access are currently proposed.
Vehicular Access
Vehicular access to the development will be provided via five principal points of access:
A new arm on the existing A299/Hengist Way roundabout to the south of the site;
A new arm on the existing Spitfire Way/Columbus Avenue roundabout to the west of the site;
New connections onto Manston Road that bisects the site in both a west and easterly direction;
A new point of access onto Manston Road in the north west of the site; and
A new point of access onto Manston Court Road to the north east of the site.
Pedestrian and Cycle Access

In addition to the main points of vehicular access that will also have pedestrian and cycle connections (where appropriate)
the following main points of pedestrian and cycle access are proposed:
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A new access onto Spitfire Way to tie into the existing access to the horse riding centre;
A new access in the west of the site to connect with the existing public rights of way to the west and south;
A new access onto Canterbury Road West in the south to provide connections to the south and towards the
proposed site of the Thanet Parkway Station;
A new access in the east to link with the existing PROW that connects to Haine Road; and
New points of access onto Manston Road and Manston Court Road to facilitate wider pedestrian and cycle
connections such as towards Margate and Westwood Cross.
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Study Area
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Study Area
Introduction
This Section outlines the proposed study area for the TA that will accompany the planning application and the junctions
that will be assessed as part of this submission.
Study Period
Within the submission TA it is proposed that an AM and PM peak weekday assessment will be conducted. In addition to
this and as discussed with KCC at a meeting in January 2016 a limited Saturday assessment will be undertaken for the
Haine Road and Manston Court Road corridors to determine likely impacts on the main routes to/from Westwood Cross
and the development.
Study Area
When developing the study area for the initial TA it has been appropriate to consider the fact that a strategic transport
model is currently being prepared that will assess impacts of the development across the whole of Thanet and beyond into
Dover. As such, it is proposed that a reduced study area, suitable to assess the impacts of the development in the
immediate vicinity of the site, where they are likely to be greatest will be appropriate to accompany the planning
application in Spring 2016. A plan has been developed which is contained in Appendix H that details the study area
proposed to be assessed as part of the submission TA. The links shown on the plan will form the broad study area for the
purpose of a link based assessment whilst the junctions to be assessed are outlined in more detail in Section Eight.
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Future Year Network Assessment
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Future Year Network Assessment
Introduction
This Section outlines the scenarios proposed to be assessed within the TA that will accompany the planning application
and the committed developments that will be included within the future year assessments.
Scenario Testing
The following scenarios are proposed to be assessed as a minimum within the TA:
2016 Base Year
2026 Future Year (inc committed development)
2026 Future Year (inc committed development) + proposed development
The scenarios outlined above will be assessed for a weekday AM and PM peak. A further weekend assessment will be
undertaken for a select part of the highway network as detailed in Sections Four and Eight. Dependent upon the final
masterplan and likely phasing requirements there may be additional scenarios included within the submitted TA.
However, these will be identified through the masterplan refinement process and discussed with KCC as necessary.
Committed Development
An initial list of committed developments for inclusion within the TA was discussed with KCC at the meeting in January
2016. AECOM has undertaken a review of each committed development and Table 5.1 below provides a summary of the
development and whether it is considered that it will be considered explicitely within the assessment based upon a review
of the transport information that accompanied the planning application.
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Table 5.1 Review of committed developments for inclusion within Transport Assessment
Ref
Units
Transport
Assessment/
Transport
Statement
No details of application
found
found
No details of
application found
No
EuroKent
OL/TH/11/0910
550 dwellings +
62700sqm Employment +
4200sqm local centre
TA
Yes
Former Hereson
School
OL/TH/10/0507
150 dwellings
TA
Yes
Former Laleham
Gap
F/TH/14/0518
70 dwellings
TS
No
Manston Green
OL/TH/13/0050
785 dwellings
TA not available
on planning portal.
Copy requested
from KCC
Yes
Ramsgate Free
School
found
found
No details of
application found
No
St George's School
F/TH/13/0397
300 students
TS
No
Westwood Housing
OL/TH/06/0650
30ha mixed use
TA
Yes
F/TH/10/0726
1020 dwellings
No transport report
found
F/TH/10/1061
Outside of TA study
area
No
Name
Dreamland
Tesco 1-50
Arlington House
To be included as
a committed
development
During our search no trace of a planning application relating to substantial development at Dreamland could be found.
Whilst an application does exist for a new Ferris Wheel, this would not be expected to generate new trips in its own right
and no TA was produced as part of the planning application. Therefore, this site is not considered to be appropriate to
include as committed development for the SHP.
No trace of a planning application for Ramsgate Free School could be found. Should the existing Chilton Primary School
relocate to the new premises, this would be expected to result in the relocation of existing trips rather than generate new
trips onto the highway network. Therefore, this site is not considered to be appropriate to include as committed
development for the SHP site.
The planning applications for the Former Laleham Gap School site and St Georges School were supported by Transport
Statements as they are low trip generators and as such are not considered to be appropriate to include as committed
development for the Stone Hill Park site.
The planning application for the Tesco at Arlington whilst requested to be considered sits some distance outside of the
study area for the TA proposed to be submitted with the planning application in April 2016. As such this development has
not been considered. However, further consideration will be given to this development as part of the strategic transport
model that is being prepared separately.
Table 5.2 below outlines the committed development traffic flows that have been extracted from the TAs for the sites that
we intend to include in the future year highway network. With respect to Manston Green no TA is available on the
planning portal, only an ES chapter. We would therefore request that KCC provide a copy of the TA to enable this
committed development to be included within our assessment.
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Table 5.2: Committed Development Traffic Flows to be included in highway network assessment.
AM
PM
Name
Arr.
Dep.
Arr.
Dep.
EuroKent
503
242
256
512
Former Hereson School

Manston Green
Westwood Housing (Outline TA)
103
114
382
383
370
445
In addition to the committed developments outlined above a number of highway improvements are proposed to be
included as committed. These include:
Manston Green A256 by-pass including additional junction on Manston Road
Dualling of the Haine Road between Toby Carvery Roundabout and Star Lane Link
Upgrading of the Tesco Internal Access Road to adopted standard
Background Growth
In addition to the committed developments identified above a review of TEMPRO growth will be undertaken to determine
an appropriate level of background growth to apply to the highway network. This review will be undertaken once the
committed development traffic flows have been distributed across the network to ensure that any growth factors used are
appropriate for the link on which they are being applied. The results of this TEMPRO growth analysis will be presented
within the submitted TA.
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Trip Generation
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Trip Generation
Introduction
This Section outlines the proposed trip rates to be used within the TA that will accompany the planning application and the
methodology for deriving journey purpose and modal split. It is proposed that a full multi-modal trip generation will be
derived for the development so that impacts on the wider transport network (such as public transport, walking and cycling)
can be determined.
Existing Site Trip Generation

The site is a disused airfield with no aviation uses currently taking place. A number of existing buildings are occupied and
low levels of activity occur associated with this. Within the TA it is proposed that where existing buildings are proposed to
be demolished that these existing uses (the extant use) will be removed from the highway network before any future uses
are added. The removal of these trips will be undertaken by determining the existing turning proportions that take place at
the junctions surrounding the site and removing the trips on appropriate turning movements.
Residential Trip Generation

It is proposed that a multi-modal trip generation will be prepared for the residential element of the development. The
TRICS trip generation database has been interrogated to identify potential trip rates for the residential land use. To
ensure a robust assessment trip rates were extracted for developments comprising Houses Privately Owned in an
Edge of Town and Suburban Area. These parameters were selected to most closely resemble the type and location of
the development proposals at SHP.
The provisional multi-modal person trip rates and gross trip generation (prior to any account of internalisation) for the
development are presented in Table 6.1 below with full TRICS output reports contained in Appendix I.
Table 6.1: Provisional Residential Person Trip Rates and Generation
AM
PM
Daily
Rates per dwelling/trip generation
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
Person Trip Rates (Resi Private)
0.231
0.796
0.554
0.363
4.016
4.269
Trip Generation (3000 Dwellings)
693
2388
1662
1089
12048
12807
In order to get a better understanding of the trips that will be made from the residential development and ascertain the
proportion that are likely to be retained (internalised) within the site as a result of developing a mixed use site, the forecast
person trips will be divided by journey purpose. The journey purpose has been determined using the National Travel
Survey (NTS) 2014. Table 0502 of the NTS provides details on why people travel and how journey purpose varies
according to the time of day the trip is made. For the purposes of this assessment, the journey purpose will be grouped
into five distinct categories. The grouping of journey purpose is shown in Table 6.2 below.
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Table 6.2: Trip types to be considered in TA and original journey purpose from the NTS
Trip type to be used in TA
Journey Purpose from NTS
Work based trips
Business
Commuting
Education
Education
Education Escort
Education Escort
Shopping
Shopping
Other
Other Personal Business and Escort

Visiting Friends
Entertainment
Sport
Holiday
Day Trip
Other
The proportions of trips that are undertaken for each journey purpose in the morning and evening peaks and daily as
shown in Table 0502 are presented in Table 6.3 below. It should be noted that as Table 0502 provides one-way trips
certain assumptions have been made about whether trips arrive or depart in the peak hours. For instance, for education
trips it has been assumed that only departures take place in the AM peak and arrivals in the PM peak. To ensure that all
trip purposes add up to 100% in the peak hours the remaining proportion of trips has then been spread across the
remaining journey purposes.
Table 6.3: Trip Journey Purpose Proportions

AM
PM
Daily
Journey Purpose
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
Work
36%
26%
38%
39%
22%
22%
Education
0%
29%
3%
0%
9%
9%
Education Escort
30%
21%
2%
2%
7%
7%
Shopping
6%
4%
12%
13%
17%
17%
Other
28%
20%
46%
47%
45%
45%
Total
100%
100%
100%
100%
100%
100%
Work Based Journeys

To determine the mode of travel used for each journey purpose identified above either Census or NTS data will be used.
For all work based journeys it is proposed that the Census Travel to Work data from the 2011 Census will be used at the
MSOA level. A search of the Census database reveals that only 3151 work based journeys are made from the MSOA
within which the site is located (Thanet 014). It is therefore proposed that as the site is of a significant scale and is likely to
generate a large volume of trips that in addition to Thanet 014 the MSOAs surrounding the site will be selected. The
following MSOAs have therefore been selected when considering the likely modal split of journeys from the site:
Thanet 004
Thanet 005
Thanet 007
Thanet 008
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Thanet 011
Thanet 013
Thanet 014
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The resultant modal split for work based journeys based upon the MSOAs above to be used in the TA is shown in Table
6.4 below.
Table 6.4: Work Based Modal Split
Mode
Total Trips (from 2011 Census

data)
Modal Split
Work mainly at or from home
2,622
10.0%
Underground, metro, light rail, tram
30
0.1%
Train
860
3.3%
Bus, minibus or coach
1,278
4.9%
Taxi
140
0.5%
Motorcycle, scooter or moped
287
1.1%
Driving a car or van
15,869
60.8%
Passenger in a car or van
1,647
6.3%
Bicycle
596
2.3%
On foot
2,692
10.3%
Other method of travel to work
86
0.3%
Total
26,107
100%
The resultant trip generation will represent a gross trip generation for work based journeys to/from the site. As a large
quantum of employment land is proposed on the site that will be developed concurrently with the residential development
it is proposed that an internalisation factor will be applied to the residential work based trip generation. At this stage, prior
to the masterplan being fixed a provisional figure of 10% is proposed for agreement with KCC.
Education Based Journeys

For education based journeys it is proposed that the majority of trips will be internalised to/from the education facilities
provided on site. However, at this stage the development proposals have not been fixed and discussions are ongoing with
KCCs education department to discuss an appropriate level of provision on the site. Therefore, if it becomes apparent
from the final masterplan that education trips are likely to result in external trips on the highway network information from
the NTS will be used.
Multi-modal education trips will be derived using mode share information for pupils travelling to school contained in the
NTS Table 0613. The modal split obtained from this data is shown in Table 6.5 below.
Table 6.5: Education Based Modal Split
Mode
Age 5-10
Walk
46%
38%
Bicycle
2%
3%
Car / van
46%
23%
Private bus
2%
6%
Local bus
3%
24%
Surface rail
0%
3%
Other transport
1%
3%
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All modes
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100%
100%
It will be assumed in the TA that pupils Aged 5-10 are those attending primary school and those aged 11-16 will be those
attending a secondary school. Using this assumption for any trips that are external to the site it is proposed that 44% of
primary education trips will be by car and 26% for secondary education trips.
Shopping Based Trips

The modal split for shopping trips will be obtained from Table NTS0409. This modal split is based upon the mode share
nationally for shopping trips as surveyed in the NTS. The modal split for the shopping trips is outlined in Table 6.6 below.
Table 6.6: Shopping Based Modal Split
Mode
Walk
Bicycle
Mode
Share
22%
1%
Car / van driver
45%
Car / van passenger
21%
Motorcycle
0%
Other private transport
0%
Local bus
9%
Rail
1%
Other public transport
1%
All modes
100%
It is provisionally proposed that 25% of all shopping trips made from the residential development will be internlalised to
account for the fact that a local centre is being provided on the site.
Other Based Trips

For the Other trip purpose which includes visiting friends and relatives and personal business it is proposed that the
Census Travel to Work modal split from Table 6.4 will be utilised.
Employment Trip Generation

It is proposed that a multi-modal trip generation will be prepared for the employment element of the development. The
TRICS trip generation database has been interrogated to identify provisional trip rates for the various employment land
uses proposed. Whilst the development proposals have not been fixed at this stage the masterplan seeks to provide an
advanced manufacturing business park. This means that a range of employment land uses are likely to be provided
including some office, manufacturing, warehousing and distribution facilities. A search of the TRICS database reveals that
two broad categories for employment uses exist, Business Park and Industrial Estate. Multi-modal trip rates for both
categories within TRICS have been extracted and are presented below in Table 6.7 with full reports in Appendix
I. It should be noted that the proportion of development that will be assigned to each of these categories has not yet been
confirmed and therefore the mix will be determined at a later date. However, it is likely that the proportion of development
that would fall into the business park category would be capped in order to control the level of trips generated by the
development as a whole.
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Table 6.7: Provisional Employment Person Trip Rates

AM
PM
Daily
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
Business Park (All Modes)
1.466
0.167
0.131
1.082
5.042
4.966
Business Park (HGVs)
0.009
0.004
0.007
0.004
0.099
0.116
Industrial Estate (All Modes)
0.474
0.198
0.14
0.386
3.387
3.413
0.019
0.028
0.014
0.009
0.233
0.229
Rates per 100m
Industrial Estate (HGVs)
In order to provide an indication of the gross trip generating potential of the employment land uses on the site Table 6.8
sets out a provisional person trip generation assuming a 5% cap on B1 (Business Park) type land use. It should be noted
this trip generation also takes no account of internalisation between trips originating in the residential part of the
development and the employment land uses. It is proposed that the number of internalised residential work based trips will
be removed from the corresponding arriving/departing employment land use trips in the final TA.
Table 6.8: Provisional Employment Person Trip Generation
AM
PM
Daily
Trip generation
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
Business Park All Modes (18,550m)
272
31
24
201
935
921
18
22
1671
698
493
1360
11937
12029
67
99
49
32
821
807
Business Park HGV (18,550m)

Industrial Estate All Modes (352,450m)
Industrial Estate HGV (352,450m)
For the employment trips it is proposed that the Census Travel to Work data from the 2011 Census will be used at the
MSOA level. A search of the Census database reveals that only 2832 work based journeys are made to the MSOA within
which the site is located (Thanet 014). It is therefore proposed that as the site is of a significant scale and is likely to
generate a large volume of trips that in addition to Thanet 014 the MSOAs surrounding the site will be selected. The same
MSOAs as outlined for the residential trip generation will be used.
The resultant modal split for work based journeys based upon the MSOAs above is shown in Table 6.9 below.
Table 6.9: Work Based Modal Split
Mode
Total Trips (from 2011 Census

data)
Modal Split
Work mainly at or from home
0.0%
Underground, metro, light rail, tram
17
0.1%
Train
347
1.8%
Bus, minibus or coach
1486
7.5%
Taxi
119
0.6%
Motorcycle, scooter or moped
289
1.5%
Driving a car or van
12,580
63.5%
Passenger in a car or van
1545
7.8%
Bicycle
711
3.6%
On foot
2676
13.5%
Other method of travel to work
49
0.2%
Total
19,819
100.0%
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Retail Trip Generation

A local centre is proposed on site that will provide a range of services to meet the needs of the development. These
services are likely to include a GP, Dentist, small supermarket and a number of other retail type units. The masterplan
does not currently propose that this local centre would act as anything more than a retail hub for the development and as
such it is not proposed to provide a trip generation for this land use. If however this changes as part of the masterplan
refinement exercise the trip generation within the TA will be updated to reflect this. The only external trip making
associated with this land use is likely to be from HGVs making servicing trips. To ensure a robust assessment an HGV trip
rate has been derived from the Local Shops category within TRICS. The provisional HGV trip rate and generation for the
retail land use is shown in Table 6.10 below.
Table 6.10: Retail HGV Trip Rates and Generation
AM
Daily
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
0.018
0.036
0.00
0.00
0.144
0.144
Rates per 100m

HGV Trip Rate
PM
HGV Trip Generation
Hotel Trip Generation

A hotel of approximately 120 beds is proposed on the site. The TRICS trip generation database has been interrogated to
derive a trip rate for the hotel. Sites of a similar size and location were selected in the TRICS database and the resultant
trip rates are included in Table 6.11 below with the TRICS report included in Appendix I.
Table 6.11: Hotel Person and HGV Trip Rates
AM
PM
Daily
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
All Modes
0.187
0.562
0.357
0.187
3.295
3.532
HGVs
0.002
0.003
0.002
0.002
0.033
0.031
Rates per bedroom
The provisional trip generation associated with the hotel land use is presented in Table 6.12 below based upon the
provision of 120 beds.
Table 6.12: Hotel Person and HGV Trip Generation
AM
PM
Daily
Trip generation
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
All Modes
22
67
43
22
395
424
HGVs
The trip rates presented above are multi-modal. To derive the vehicular trip generation associated with the Hotel it is
proposed to use the Census Travel to Work modal split identified in Table 6.9 above. It should be noted that no
internalisation factor is proposed to be applied to the hotel trip generation.
Leisure Trip Generation

A range of leisure uses are proposed on the site including a 50m swimming pool and a wave garden. The proposed trip
rates for these two uses are outlined below.
Swimming Pool Trip Generation

The TRICS trip generation database has been interrogated to derive a trip rate for the swimming pool. Sites of a similar
size and location were selected in the TRICS database and the resultant trip rates are included in Table 6.13 below with
the TRICS report included in Appendix I.
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Table 6.13: Swimming Pool Person Trip Rates

AM
PM
Daily
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
All Modes
1.281
0.708
3.774
3.660
34.391
33.851
HGV
0.003
0.003
0.000
0.000
0.029
0.029
Rates per 100m
The provisional person trip generation for the swimming pool assuming a floor space of 3000m as is currently anticipated
would be as shown in Table 6.14 below.
Table 6.14: Swimming Pool Person Trip Generation
AM
PM
Daily
Trip generation
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
All Modes
38
21
113
110
1032
1016
HGV
The trip rates and generation presented above are multi-modal. The modal split for leisure trips will be obtained from NTS
Table NTS0409. This modal split is based upon the mode share nationally for leisure trips as surveyed in the NTS. The
proposed modal split for the leisure trips is outlined in Table 6.15 below.
Table 6.15: Leisure Based Modal Split
Mode
Walk
Bicycle
Mode
Share
15%
3%
Car / van driver
37%
Car / van passenger
33%
Motorcycle
0%
1%
Local bus
5%
Rail
3%
3%
All modes
100%
There is also likely to be an element of linked trip making that takes place with users of the development visiting the
leisure facilities on site. Whilst visitors to the wave garden are likely to come from a wide area and visit infrequently the
swimming pool is likely to attract a more local and regular customer base. It is therefore proposed that the gross trip
generation for the leisure centre will be reduced by 10% to account for linked trips between the leisure centre and other
uses on the site.
Wave Garden Trip Generation

No sites are available in the TRICS trip generation database for a Wave Garden and therefore consideration has been
given to other comparable sites across the UK. A Wave Garden has recently opened in Snowdonia and the trip
generation information from the planning application has been used to derive the likely trip generation for the facility at
SHP.
The yearly trip generation projected for the wave garden has been extracted from the TA prepared by Croft Transport
Solutions. The level of visitors anticipated at the site in Snowdonia is approximately 75,000 per year. The TA that
accompanied the planning application assumed that 65% (266) of visitors would arrive during the Summer/ Spring season
(which is estimated within the TA to last 186 days). This equates to an average of 266 person trips per day at the facility.
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The number of person trips outlined above has been split over the modal split for leisure trips as identified in Table 6.15
above to provide a daily person trip generation. This trip generation is outlined in Table 6.16 below.
Table 6.16: Wave Garden Daily Trip Generation by mode
Daily Trip Generation
Mode
Walk
Mode Share
Arr.
Dep.
15%
40
40
3%
Car / van driver
37%
98
98
Car / van passenger
33%
88
88
Motorcycle
0%
1%
Local bus
5%
13
13
Rail
3%
3%
100%
266
266
Bicycle
All modes
The Centre is anticipated to be open daily between 9am and 8pm. Taking the trip generation outlined above and
spreading this across the day provides a peak hour trip generation as identified in Table 6.17 below. It should be noted
that in order to derive the trip generation for the AM peak it has been assumed that only arrivals would occur in the hour
before the site opens.
Table 6.17: Wave Garden Peak Hour Trip Generation
AM
PM
Daily
Trip generation
Arr.
Dep.
Arr.
Dep.
Arr.
Dep.
All Modes
24
24
24
266
266
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Trip Distribution
07
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Trip Distribution
Introduction
This Section outlines the proposed trip distribution for the trip generation outlined in Section Six to be used TA that will
accompany the planning application.
Trip Distribution
It is proposed that the trip distribution will be distinct for each land use proposed on the site. Details about the trip
distribution split down by land use are outlined below.
Residential
It is proposed that the trip distribution for the workplace residential element of the development will be based upon 2011
Census Travel to Work origin destination data at the MSOA level. Outgoing origin destination data will be used. As
identified in Section Six the level of trip making for the MSOA that the site sits in is relatively small. It is therefore
proposed to expand this to include the neighboring MSOAs as previously identified.
For any education trips the trip distribution will be based upon where schools in the neighbouring area are located. In
respect of shopping trips these will be assigned to/from Westwood Cross and Canterbury as the two closest major
shopping destinations. Other trip types will assigned to the A256 to/from the south, the A299 to/from the west and the A28
to/from the south west. Trips will be split equally over these three routes.
Employment
It is proposed that the trip distribution for the employment element of the development will be based upon 2011 Census
Travel to Work origin destination data at the MSOA level. Incoming origin destination data will be used. As identified in
Section Six the level of trip making for the MSOA that the site sits in is relatively small. It is therefore proposed to expand
this to include the neighboring MSOAs as previously identified.
Hotel
It is proposed that the trip distribution for the hotel land use will be based upon all trips originating from/destined for either
the A256 to/from the south, the A299 to/from the west and the A28 to/from the south west. Trips will be split equally over
these three routes.
Education
If it is identified within the final masterplan that the education land use is likely to result in trips external to the development
from the neighbouring area it is proposed that a distribution based upon a simple gravity model will be used to distribute
the trips to/from the site.
Leisure Uses
The leisure uses proposed on the site will serve both the local community and a wider market. As such it is proposed to
distribute the trips using a simple gravity model assuming a drive distance of up to one hour. A one hour driving distance
includes areas such as Canterbury, Ashford, Dover, Faversham, Sittingbourne. Rochester and Folkestone.
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Highway Network Assessment
08
34
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Stone Hill Park Ltd
Stone Hill Park
Introduction
This Section outlines the proposed highway network assessment that will be undertaken as part of the TA that will
accompany the planning application.
Scope of Network Assessment

The study area for the TA that will accompany the planning application is shown on a plan contained within Appendix H.
This study area is reduced from that which will be considered in the strategic transport model that will follow the
application during the consultation period as it is only considered necessary to assess the impact of the development in
the location where impacts are likely to be greatest.
Table 8.1 below outlines the junctions to be assessed in each peak period. A plan contained in Appendix H shows the
location of these junctions and the assessment period to be assessed. It should be noted that whilst these junctions will be
assessed, junction capacity assessments will only be undertaken at locations where a material impact is considered to
occur as a result of the development. The materiality of impact will be assessed through a traffic flow percentage change
assessment that will be presented in the TA.
Table 8.1: Junctions to be considered in TA
Weekday Assessment
Junction ID
Junction
Junction Type
AM Peak
PM Peak
Roundabout
Roundabout
Roundbaout
Mini-roundabout
Roundabout
Roundabout
B2190 Spitfire Way / B2050 Manston

Road
Staggered
Crossroads
Staggered
Crossroads
Acol Hill / Park Lane / B2050 Manston

Road
Priority Junction
10
Priority Junction
11
Margate Hill / Manston

Shottendane Road
Staggered
Crossroads
12
Priority Junction
13
Priority Junction
14
B2052 Hartsdown Road / Nash Road /

Shottenane Road
Signalised
Junction
15
A254 Ramsgate Road / B2052 Colege
Signalised
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Road
Weekend
Assessment
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Road /
Junction
16
A254 Margate Road / Star Lane /

Poorhole Lane
Roundabout
17
Roundabout
18
Roundabout
19
Roundabout
20
Priority Junction
21
Roundabout
22
Roundabout
23
Roundabout
24
Roundabout
25
Roundabout with
Priority Junction
26
Priority Junction
27
Signalised
Junction
28
Roundabout
29
Roundabout
30
Mini-roundabout
31
B2014 Newington Road / B2050 Manston

Road
Mini-roundabout
32
Roundabout
33
A299 Hengist Way / Canterbury Road

West
Roundabout
34
A256 / Sandwich
Roundabout)
Roundabout
35
Roundbaout
36
A256 / Monks Way
Roundabout
37
Roundbaout
38
Roundabout
36
Road
(Ebbsfleet
AECOM
Stone Hill Park Ltd
Stone Hill Park
Structure of Reports
09
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Structure of Reports
Introduction
This Section outlines the proposed structure of the Transport Assessment and Travel Plan that will accompany the
planning application.
Transport Assessment Structure

The TA to be submitted as part of the hybrid planning application will be structured as follows:
1.
Introduction
An overview of the proposed development, project background and the scope and structure of the report.
2.
An assessment of the development proposals in the context of relevant national, regional and local policy and guidance
will be undertaken.
3.
Existing Conditions
An assessment of the sites existing conditions including accessibility by all modes of transport (walking, cycling, public
transport and vehicular access) as well as a review of highway safety and existing traffic conditions. A plan showing the
extent of the accident data study area that we intend to consider in the TA is contained in Appendix J.
4.
A summary of the proposed development, including the access, parking and servicing arrangements. Swept path analyses
will be undertaken with appropriate vehicles to demonstrate the acceptability of the proposed site layout for servicing
movements.
5.
Trip Generation and Distribution
An all mode trip generation for the proposed site will be generated using trip rates derived predominantly from the industry
standard TRICS trip generation database.
The distribution of traffic associated with the site will be based upon a mixture of census data, a basic gravity model and
first principles.
6.
An assessment of the impacts of the development will be undertaken and include junction capacity assessments using
DfT approved software
7.
Travel Planning
An overview of the travel planning arrangements of the site once the proposal has been implemented.
8.
Consideration of Proposed Mitigation Measures
An overview of measures that are considered necessary to mitigate the impacts of the proposed development.
9.
A summary of the preceding sections of the TA, including the conclusions of the assessment.
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Stone Hill Park
Travel Plan Structure

A Framework Travel Plan (FTP) for the development will be submitted as part of the hybrid planning application. This FTP
will cover all land uses and will be structured as follows:
1.
Introduction
An overview of the proposed development, project background and the scope and structure of the report.
2.
An assessment of the development proposals in the context of relevant national, regional and local policy and guidance
will be undertaken.
3.
Existing Conditions
An assessment of the sites existing conditions including accessibility by all modes of transport (walking, cycling, public
transport and vehicular access).
4.
A summary of the proposed development, including the access, parking and servicing arrangements.
5.
Likely Travel Patterns
An all mode daily trip generation for the proposed site will be generated using trip generation information contained within
the TA.
6.
Aims and Objectives
The aims and objectives of the FTP will be established.
7.
Targets
Indicative targets based upon the TA multi-modal trip generation will be outlined for each land use proposed on the site.
8.
Measures and Initiatives
A palette of measures and initiatives aimed at achieving the targets established in the FTP will be outlined.
9.
Implementation, Management and Monitoring
This Section will outline how the FTP will be implemented including how it will be secured, the method of management of
the FTP through the appointment of a Travel Plan Co-ordinator and the monitoring programme based upon KCC
guidance.
AECOM
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Appendices
40
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Appendix A Site Location Plan
AECOM
41
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Former Manston
Airport
Spitfire
Junction
Minster
Roundabout

Lord of
the Manor
Cliffsend
Roundabout
Ramsgate
Rail Station
Sevenscore
Roundabout
ISSUE/REVISION
Minster Rail
Station
Ebbsfleet
Roundabout
KEY
I/R
DATE
DESIGN DRAWN CHK'D
Site Boundary
PROJECT NUMBER
Railway Station
XX
Junction Name
60340453-M001-SKE-0001
SHEET TITLE
Site Location
SHEET NUMBER
Sheet 1 of 1
APP'D
Stone Hill Park
Stone Hill Park Ltd
Appendix B Highway Network Plans
42
AECOM
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Last saved by: SHERLOCKJ(2015-08-27) Last Plotted: 2015-08-27

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\150710_ACCESSIBILITY PLANS_RG.DWG
Former Manston
Airport
Contains Ordnance Survey data Crown Copyright

ISSUE/REVISION
I/R
DATE
DESIGN DRAWN CHK'D
PROJECT NUMBER
KEY
60340453-M001-SKE-0005
Site Location
SHEET TITLE
Existing Access Points
Existing Access Point

SHEET NUMBER
Sheet 1 of 1
APP'D
Stone Hill Park Ltd
Stone Hill Park
Appendix C Pedestrian Infrastructure
AECOM
43
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Former Manston
Airport
KEY
Site Boundary
400m Isochrone
800m Isochrone
Public Footpath

Public Bridleway
Number 100019139
ISSUE/REVISION
I/R
DATE
DESIGN DRAWN CHK'D
PROJECT NUMBER
60430453
SHEET TITLE
Pedestrian Isochrones
SHEET NUMBER
60340453-M001-SKE-0003
APP'D
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Stone Hill Park Ltd
Appendix D Cycling Infrastructure
44
AECOM
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Former Manston
Airport
KEY
Site Boundary
Traffic free cycle route
On-road cycle route
2500m Isochrone
Vikin
g Tra
il
Number 100019139
ISSUE/REVISION
15
15 -
ou
te
oute
lR
nal R
na
Regio
Re
gio

5000m Isochrone
I/R
DATE
DESIGN DRAWN CHK'D
APP'D
PROJECT NUMBER
60430453
SHEET TITLE
Cycling Routes and Isochrones
SHEET NUMBER
60340453-M001-SKE-0009
Stone Hill Park Ltd
Stone Hill Park
Appendix E Public Transport Provision
AECOM
45
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Former Manston
Airport
Towards
Birchington

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\160122_ACCESSIBILITY PLANS_CT_RECOVER.DWG
Towards
Westwood
Cross
Towards
Birchington
Towards
Canterbury
Towards
Canterbury
Towards
Ramsgate
Ramsgate Rail
Station
Towards
Monkton/ St
Nicholas-at-Wade

Towards
Ramsgate/
Westwood Cross
ISSUE/REVISION
KEY
Site Location
Route 11
Route 38
Minster Rail
Station
I/R
DATE
DESIGN DRAWN CHK'D
PROJECT NUMBER
60340453-M001-SKE-0004
Route 38(A)
Route 9(9X)
Bus Route 87/88
SHEET TITLE
Bus Routes
SHEET NUMBER
Sheet 1 of 1
APP'D
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Stone Hill Park Ltd
Appendix F - Amenities
46
AECOM
ISO A3 420 x 297mm
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Former Manston
Airport
KEY
Site Boundary
Doctor
Dentist
Preschool/Nursery
Primary,Secondary
School and College
Food Retail
Public House
Leisure Centre

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\150903_ACCESSIBILITY PLANS_AM.DWG
Library
Number 100019139
ISSUE/REVISION
I/R
DATE
DESIGN DRAWN CHK'D
PROJECT NUMBER
60430453
SHEET TITLE
Local Amenities
SHEET NUMBER
60340453-M001-SKE-0010
APP'D
Stone Hill Park Ltd
Stone Hill Park
Appendix G - Draft Development

Proposals
AECOM
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Appendix H Study Area
48
AECOM
ISO A3 420 x 297mm
14
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
15
13
10
PROJECT
Former Manston
Airport
12
16
19
11
17
20
21
38
22
8
KEY
Junctions to be considered
weekends
23
weekdays
7
5
2
Study Area
24
26
Site Boundary
6
25
31
33
4
30
27
32
Last saved by: SHERLOCKJ (2016-01-28 ) Last Plotted: 2016-02-04

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\160126_TA_STUDY_AREA.DWG
18
34
28
29

ISSUE/REVISION
35
I/R
DATE
DESIGN DRAWN
CHK'D
PROJECT NUMBER
36
60430453
SHEET TITLE
TA Study Area
37
SHEET NUMBER
60340453-M001-SKE-0015
APP'D
Stone Hill Park Ltd
Stone Hill Park
Appendix I TRICS Reports
AECOM
49
TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd

Privately Owned Houses
AECOM
High Holborn
London
Tuesday 02/02/16
Page 1
Licence No: 204610
Calculation Reference: AUDIT-204610-160202-0214
TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use
Category
: 03 - RESIDENTIAL
: A - HOUSES PRIVATELY OWNED
MULTI-MODAL VEHICLES
Selected regions and areas:
02
SOUTH EAST
EX
ESSEX
WS
WEST SUSSEX
04
EAST ANGLIA
SF
SUFFOLK
05
EAST MIDLANDS
LN
LINCOLNSHIRE
07
YORKSHIRE & NORTH LINCOLNSHIRE
NE
NORTH EAST LINCOLNSHIRE
10
WALES
CF
CARDIFF
1 days
1 days
1 days
2 days
2 days
1 days
This section displays the number of survey days per TRICS sub-region in the selected set
Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range
are included in the trip rate calculation.
Parameter:
Actual Range:
Range Selected by User:
Number of dwellings
150 to 432 (units: )
150 to 491 (units: )
Public Transport Provision:

Selection by:
Date Range:
Include all surveys
01/01/07 to 11/12/16
This data displays the range of survey dates selected. Only surveys that were conducted within this date range are
included in the trip rate calculation.
Selected survey days:
Monday
Tuesday
Thursday
Friday
2 days
3 days
2 days
1 days
This data displays the number of selected surveys by day of the week.
Selected survey types:
Manual count
Directional ATC Count
8 days
0 days
This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding
up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are
undertaking using machines.
Selected Locations:
Edge of Town Centre
Suburban Area (PPS6 Out of Centre)
Edge of Town
1
1
6
This data displays the number of surveys per main location category within the selected set. The main location categories
consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and
Not Known.
Selected Location Sub Categories:
Residential Zone
No Sub Category
7
1
This data displays the number of surveys per location sub-category within the selected set. The location sub-categories
consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out

AECOM
High Holborn
London
Tuesday 02/02/16
Page 2
Licence No: 204610

Use Class:
C3
8 days
This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005
has been used for this purpose, which can be found within the Library module of TRICS.
Population within 1 mile:
1,001 to 5,000
10,001 to 15,000
15,001 to 20,000
20,001 to 25,000
1 days
2 days
4 days
1 days
This data displays the number of selected surveys within stated 1-mile radii of population.
Population within 5 miles:
5,001 to 25,000
50,001 to 75,000
75,001 to 100,000
100,001 to 125,000
125,001 to 250,000
1 days
1 days
1 days
2 days
3 days
Car ownership within 5 miles:
0.6 to 1.0
1.1 to 1.5
2 days
6 days
This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling,
within a radius of 5-miles of selected survey sites.
Travel Plan:
Yes
No
1 days
7 days
This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,
and the number of surveys that were undertaken at sites without Travel Plans.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 3
Licence No: 204610
LIST OF SITES relevant to selection parameters

1
CF-03-A-02
DROPE ROAD
MIXED HOUSES
CARDIFF
Edge of Town
Residential Zone
Total Number of dwellings:
Survey date: FRIDAY
EX-03-A-01
SEMI-DET.
MILTON ROAD
CORRINGHAM
STANFORD-LE-HOPE
Edge of Town
Residential Zone
Survey date: TUESDAY
LN-03-A-01
MIXED HOUSES
BRANT ROAD
BRACEBRIDGE
LINCOLN
Edge of Town
Residential Zone
LN-03-A-02
MIXED HOUSES
HYKEHAM ROAD
CARDIFF
196
05/10/07
237
13/05/08
150
15/05/07
LINCOLN
Residential Zone
186
Survey date: MONDAY
14/05/07
NE-03-A-02
SEMI DETACHED & DETACHED
HANOVER WALK
SCUNTHORPE
Edge of Town
No Sub Category
Survey date: MONDAY
NE-03-A-03
PRIVATE HOUSES
STATION ROAD
432
12/05/14
SCUNTHORPE
Edge of Town Centre
Residential Zone
180
20/05/14
SF-03-A-02
SEMI DET./TERRACED
STOKE PARK DRIVE
MAIDENHALL
IPSWICH
Edge of Town
Residential Zone
230
Survey date: THURSDAY
24/05/07
Survey Type: MANUAL

ESSEX
Survey Type: MANUAL

LINCOLNSHIRE
Survey Type: MANUAL

LINCOLNSHIRE
Survey Type: MANUAL

Survey Type: MANUAL

Survey Type: MANUAL

SUFFOLK
Survey Type: MANUAL

AECOM
High Holborn
London
Tuesday 02/02/16
Page 4
Licence No: 204610
LIST OF SITES relevant to selection parameters (Cont.)

8
WS-03-A-04
MIXED HOUSES
HILLS FARM LANE
BROADBRIDGE HEATH
HORSHAM
Edge of Town
Residential Zone
WEST SUSSEX
151
11/12/14
Survey Type: MANUAL
This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a
unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week
and date of each survey, and whether the survey was a manual classified count or an ATC count.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 5
Licence No: 204610
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.082
0.146
0.156
0.128
0.156
0.177
0.158
0.174
0.300
0.306
0.351
0.251
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
2.385
Trip
Rate
0.270
0.402
0.177
0.176
0.145
0.165
0.154
0.184
0.209
0.198
0.217
0.208
2.505
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.352
0.548
0.333
0.304
0.301
0.342
0.312
0.358
0.509
0.504
0.568
0.459
4.890
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected:
Survey date date range:
Number of weekdays (Monday-Friday):
Number of Saturdays:
Number of Sundays:
Surveys manually removed from selection:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0
This section displays a quick summary of some of the data filtering selections made by the TRICS user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 6
Licence No: 204610
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 7
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 8
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 9
Licence No: 204610
MULTI-MODAL TAXIS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.005
0.003
0.002
0.003
0.002
0.001
0.001
0.002
0.005
0.002
0.002
0.002
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.030
Trip
Rate
0.003
0.004
0.001
0.004
0.002
0.002
0.000
0.002
0.003
0.002
0.002
0.001
0.026
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.008
0.007
0.003
0.007
0.004
0.003
0.001
0.004
0.008
0.004
0.004
0.003
0.056
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 10
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 11
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 12
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 13
Licence No: 204610
MULTI-MODAL OGVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.005
0.002
0.003
0.001
0.001
0.002
0.002
0.001
0.002
0.003
0.000
0.000
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.022
Trip
Rate
0.003
0.003
0.002
0.003
0.002
0.002
0.003
0.002
0.001
0.002
0.001
0.000
0.024
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.008
0.005
0.005
0.004
0.003
0.004
0.005
0.003
0.003
0.005
0.001
0.000
0.046
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 14
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 15
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 16
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 17
Licence No: 204610
MULTI-MODAL PSVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.000
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 18
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 19
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 20
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 21
Licence No: 204610
MULTI-MODAL CYCLISTS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.006
0.006
0.004
0.002
0.004
0.007
0.005
0.003
0.023
0.011
0.014
0.013
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.098
Trip
Rate
0.009
0.019
0.002
0.006
0.003
0.005
0.005
0.005
0.016
0.008
0.012
0.009
0.099
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.015
0.025
0.006
0.008
0.007
0.012
0.010
0.008
0.039
0.019
0.026
0.022
0.197
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 22
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 23
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 24
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 25
Licence No: 204610
MULTI-MODAL VEHICLE OCCUPANTS

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.095
0.186
0.183
0.159
0.190
0.225
0.208
0.222
0.471
0.436
0.458
0.331
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
3.164
Trip
Rate
0.330
0.615
0.232
0.225
0.187
0.204
0.201
0.236
0.281
0.281
0.292
0.305
3.389
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.425
0.801
0.415
0.384
0.377
0.429
0.409
0.458
0.752
0.717
0.750
0.636
6.553
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 26
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 27
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 28
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 29
Licence No: 204610
MULTI-MODAL PEDESTRIANS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.028
0.037
0.042
0.040
0.033
0.031
0.030
0.057
0.177
0.087
0.069
0.054
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.685
Trip
Rate
0.062
0.152
0.062
0.039
0.045
0.031
0.039
0.058
0.073
0.051
0.052
0.054
0.718
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.090
0.189
0.104
0.079
0.078
0.062
0.069
0.115
0.250
0.138
0.121
0.108
1.403
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 30
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 31
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 32
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 33
Licence No: 204610
MULTI-MODAL BUS/TRAM PASSENGERS

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.000
0.002
0.003
0.002
0.003
0.007
0.007
0.004
0.008
0.014
0.014
0.005
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.069
Trip
Rate
0.008
0.010
0.009
0.004
0.006
0.004
0.004
0.002
0.005
0.002
0.006
0.001
0.061
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.008
0.012
0.012
0.006
0.009
0.011
0.011
0.006
0.013
0.016
0.020
0.006
0.130
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 34
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 35
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 36
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 37
Licence No: 204610
MULTI-MODAL TOTAL RAIL PASSENGERS

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.000
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 38
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 39
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 40
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 41
Licence No: 204610
MULTI-MODAL COACH PASSENGERS

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.000
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 42
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 43
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 44
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 45
Licence No: 204610
MULTI-MODAL PUBLIC TRANSPORT USERS

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.000
0.002
0.003
0.002
0.003
0.007
0.007
0.004
0.008
0.014
0.014
0.005
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
0.069
Trip
Rate
0.008
0.010
0.009
0.004
0.006
0.004
0.004
0.002
0.005
0.002
0.006
0.001
0.061
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.008
0.012
0.012
0.006
0.009
0.011
0.011
0.006
0.013
0.016
0.020
0.006
0.130
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 46
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 47
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 48
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 49
Licence No: 204610
MULTI-MODAL TOTAL PEOPLE

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
Trip
Rate
220
220
220
220
220
220
220
220
220
220
220
220
0.129
0.231
0.232
0.204
0.229
0.270
0.249
0.287
0.679
0.548
0.554
0.404
DEPARTURES
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
4.016
Trip
Rate
0.410
0.796
0.305
0.274
0.241
0.244
0.249
0.301
0.375
0.342
0.363
0.369
4.269
TOTALS
Ave.
DWELLS
No.
Days
8
8
8
8
8
8
8
8
8
8
8
8
220
220
220
220
220
220
220
220
220
220
220
220
Trip
Rate
0.539
1.027
0.537
0.478
0.470
0.514
0.498
0.588
1.054
0.890
0.917
0.773
8.285
the table.
Parameter summary
Number of Sundays:
150 - 432 (units: )

01/01/07 - 11/12/16
8
0
0
0

AECOM
High Holborn
London
Tuesday 02/02/16
Page 50
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 51
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 52
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
(C) 2015 TRICS Consortium Ltd
Thursday 04/02/16
Page 1
Licence No: 204610
London

Land Use
Category
: 02 - EMPLOYMENT
: D - INDUSTRIAL ESTATE
04
EAST ANGLIA
NF
NORFOLK
SF
SUFFOLK
05
EAST MIDLANDS
NT
NOTTINGHAMSHIRE
07
YORKSHIRE & NORTH LINCOLNSHIRE
WY
WEST YORKSHIRE
08
NORTH WEST
CH
CHESHIRE
09
NORTH
CB
CUMBRIA
1 days
1 days
1 days
1 days
1 days
1 days

Parameter:
Actual Range:
Gross floor area

17708 to 102000 (units: sqm)
17708 to 102000 (units: sqm)

Selection by:
Date Range:
Include all surveys
01/01/00 to 16/12/14
Monday
Tuesday
Wednesday
Friday
1 days
1 days
2 days
2 days
Manual count
6 days
0 days
Selected Locations:
Edge of Town
1
5
Not Known.
Industrial Zone
Built-Up Zone
No Sub Category
1
1
4
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 2
Licence No: 204610

Use Class:
B1
B2
B8
1 days
3 days
1 days
1,000 or Less
1,001 to 5,000
10,001 to 15,000
15,001 to 20,000
1 days
1 days
2 days
2 days
5,001 to 25,000
25,001 to 50,000
50,001 to 75,000
125,001 to 250,000
1 days
1 days
1 days
3 days
0.6 to 1.0
1.1 to 1.5
3 days
3 days
Travel Plan:
Not Known
No
1 days
5 days
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 3
Licence No: 204610
London

1
CB-02-D-04
CARLISLE ROAD
INDUSTRIAL ESTATE
BRAMPTON
Edge of Town
No Sub Category
Total Gross floor area:
17708 sqm
Survey date: WEDNESDAY
16/12/09
CH-02-D-02
INDUSTRIAL EST.
MANCHESTER ROAD
WINCHAM
NORTHWICH
Edge of Town
Industrial Zone
22000 sqm
Survey date: FRIDAY
15/06/07
NF-02-D-02
INDUSTRIAL ESTATE
RASHES GREEN
BRECKLAND
DEREHAM
Edge of Town
No Sub Category
51000 sqm
22/11/00
NT-02-D-01
INDUSTRIAL ESTATE
B6028 STONEYFORD ROAD
STANTON HILL
SUTTON-IN-ASHFIELD
Edge of Town
No Sub Category
26400 sqm
Survey date: FRIDAY
30/06/06
SF-02-D-02
INDUSTRIAL ESTATE
HADLEIGH ROAD
WESTBOURNE
IPSWICH
Built-Up Zone
102000 sqm
22/05/07
WY-02-D-02
INDUSTRIAL EST.
A629 WAKEFIELD ROAD
TANDEM
HUDDERSFIELD
Edge of Town
No Sub Category
20824 sqm
Survey date: MONDAY
11/09/06
CUMBRIA
Survey Type: MANUAL

CHESHIRE
Survey Type: MANUAL

NORFOLK
Survey Type: MANUAL

NOTTINGHAMSHIRE
Survey Type: MANUAL

SUFFOLK
Survey Type: MANUAL

WEST YORKSHIRE
Survey Type: MANUAL
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 4
Licence No: 204610
London
TRIP RATE for Land Use 02 - EMPLOYMENT/D - INDUSTRIAL ESTATE
Calculation factor: 100 sqm
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.152
0.220
0.198
0.173
0.126
0.110
0.104
0.108
0.098
0.109
0.098
0.114
0.117
0.138
0.107
0.101
0.108
0.098
0.100
0.084
0.060
0.045
0.047
0.033
2.648
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.045
0.076
0.075
0.085
0.094
0.112
0.109
0.106
0.106
0.134
0.129
0.125
0.142
0.100
0.112
0.100
0.110
0.140
0.160
0.198
0.168
0.138
0.081
0.057
2.702
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.197
0.296
0.273
0.258
0.220
0.222
0.213
0.214
0.204
0.243
0.227
0.239
0.259
0.238
0.219
0.201
0.218
0.238
0.260
0.282
0.228
0.183
0.128
0.090
5.350
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 5
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 6
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 7
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 8
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 9
Licence No: 204610
London
MULTI-MODAL OGVS
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.005
0.008
0.009
0.010
0.010
0.010
0.011
0.010
0.011
0.013
0.014
0.009
0.013
0.015
0.010
0.012
0.015
0.010
0.010
0.009
0.006
0.008
0.003
0.002
0.233
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.014
0.025
0.017
0.011
0.009
0.012
0.008
0.010
0.008
0.010
0.010
0.008
0.012
0.012
0.007
0.010
0.012
0.010
0.005
0.006
0.003
0.006
0.002
0.002
0.229
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.019
0.033
0.026
0.021
0.019
0.022
0.019
0.020
0.019
0.023
0.024
0.017
0.025
0.027
0.017
0.022
0.027
0.020
0.015
0.015
0.009
0.014
0.005
0.004
0.462
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 10
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 11
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 12
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 13
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 14
Licence No: 204610
London
MULTI-MODAL PSVS
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.001
0.000
0.000
0.007
0.000
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.001
0.000
0.001
0.001
0.000
0.000
0.003
0.002
0.003
0.000
0.000
0.001
0.021
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.004
0.003
0.002
0.000
0.001
0.000
0.000
0.000
0.000
0.001
0.000
0.000
0.000
0.001
0.000
0.000
0.002
0.005
0.002
0.000
0.000
0.000
0.000
0.000
0.021
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.005
0.003
0.002
0.007
0.001
0.001
0.000
0.000
0.000
0.001
0.000
0.000
0.001
0.001
0.001
0.001
0.002
0.005
0.005
0.002
0.003
0.000
0.000
0.001
0.042
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 15
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 16
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 17
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 18
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 19
Licence No: 204610
London
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.013
0.020
0.003
0.004
0.000
0.000
0.002
0.001
0.001
0.000
0.001
0.002
0.004
0.003
0.000
0.001
0.000
0.002
0.003
0.003
0.003
0.001
0.000
0.000
0.067
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.002
0.003
0.001
0.001
0.001
0.000
0.001
0.000
0.000
0.000
0.002
0.005
0.002
0.000
0.001
0.002
0.003
0.004
0.008
0.012
0.009
0.005
0.005
0.001
0.068
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.015
0.023
0.004
0.005
0.001
0.000
0.003
0.001
0.001
0.000
0.003
0.007
0.006
0.003
0.001
0.003
0.003
0.006
0.011
0.015
0.012
0.006
0.005
0.001
0.135
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 20
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 21
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 22
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 23
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 24
Licence No: 204610
London

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.179
0.258
0.224
0.188
0.138
0.125
0.123
0.127
0.116
0.135
0.113
0.140
0.140
0.168
0.125
0.118
0.128
0.120
0.115
0.104
0.074
0.059
0.065
0.051
3.133
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.050
0.084
0.088
0.100
0.108
0.132
0.130
0.125
0.125
0.163
0.151
0.141
0.168
0.121
0.137
0.113
0.121
0.160
0.189
0.243
0.198
0.160
0.098
0.070
3.175
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.229
0.342
0.312
0.288
0.246
0.257
0.253
0.252
0.241
0.298
0.264
0.281
0.308
0.289
0.262
0.231
0.249
0.280
0.304
0.347
0.272
0.219
0.163
0.121
6.308
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 25
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 26
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 27
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 28
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 29
Licence No: 204610
London
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.015
0.017
0.008
0.009
0.005
0.003
0.001
0.001
0.004
0.002
0.010
0.010
0.009
0.012
0.002
0.003
0.000
0.003
0.005
0.005
0.002
0.001
0.001
0.000
0.128
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.003
0.005
0.004
0.004
0.003
0.001
0.000
0.004
0.001
0.001
0.010
0.011
0.007
0.005
0.009
0.008
0.005
0.005
0.009
0.013
0.009
0.003
0.007
0.003
0.130
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.018
0.022
0.012
0.013
0.008
0.004
0.001
0.005
0.005
0.003
0.020
0.021
0.016
0.017
0.011
0.011
0.005
0.008
0.014
0.018
0.011
0.004
0.008
0.003
0.258
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 30
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 31
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 32
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 33
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 34
Licence No: 204610
London

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.005
0.000
0.001
0.038
0.000
0.002
0.001
0.000
0.000
0.003
0.000
0.000
0.000
0.001
0.000
0.000
0.000
0.001
0.002
0.000
0.000
0.000
0.000
0.005
0.059
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.003
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.003
0.000
0.001
0.015
0.013
0.001
0.000
0.001
0.000
0.000
0.039
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.008
0.001
0.002
0.038
0.000
0.002
0.001
0.000
0.000
0.003
0.000
0.000
0.000
0.001
0.003
0.000
0.001
0.016
0.015
0.001
0.000
0.001
0.000
0.005
0.098
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 35
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 36
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 37
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 38
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
Thursday 04/02/16
Page 39
Licence No: 204610
London

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.213
0.296
0.236
0.238
0.143
0.131
0.126
0.129
0.120
0.140
0.123
0.153
0.153
0.183
0.127
0.123
0.128
0.126
0.124
0.113
0.079
0.061
0.066
0.056
3.387
DEPARTURES
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.057
0.093
0.093
0.105
0.113
0.133
0.132
0.130
0.126
0.163
0.163
0.158
0.177
0.126
0.149
0.123
0.130
0.184
0.220
0.269
0.216
0.170
0.109
0.074
3.413
TOTALS
Ave.
GFA
No.
Days
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
39989
Trip
Rate
0.270
0.389
0.329
0.343
0.256
0.264
0.258
0.259
0.246
0.303
0.286
0.311
0.330
0.309
0.276
0.246
0.258
0.310
0.344
0.382
0.295
0.231
0.175
0.130
6.800
the table.
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 40
Licence No: 204610
Parameter summary
Number of Sundays:
17708 - 102000 (units: sqm)

01/01/00 - 16/12/14
6
0
0
0
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 41
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 42
Licence No: 204610
TRICS 7.2.4 171215 B17.29

AECOM
High Holborn
London
Thursday 04/02/16
Page 43
Licence No: 204610

Business Park Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 1
Licence No: 204610

Land Use
Category
: 02 - EMPLOYMENT
: B - BUSINESS PARK
02
SOUTH EAST
SC
SURREY
04
EAST ANGLIA
NF
NORFOLK
06
WEST MIDLANDS
SH
SHROPSHIRE
09
NORTH
TW
TYNE & WEAR
1 days
1 days
1 days
1 days

Parameter:
Actual Range:
Gross floor area

7400 to 27142 (units: sqm)
5000 to 30000 (units: sqm)

Selection by:
Date Range:
Include all surveys
01/01/07 to 24/10/16
Tuesday
Thursday
Friday
1 days
2 days
1 days
Manual count
4 days
0 days
Selected Locations:
Edge of Town Centre
Edge of Town
2
1
1
Not Known.
Industrial Zone
Commercial Zone
Retail Zone
No Sub Category
1
1
1
1
of Town, High Street and No Sub Category.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 2
Licence No: 204610

Use Class:
B1
3 days
5,001 to 10,000
10,001 to 15,000
15,001 to 20,000
25,001 to 50,000
1 days
1 days
1 days
1 days
25,001 to 50,000
125,001 to 250,000
250,001 to 500,000
1 days
2 days
1 days
0.5 or Less
0.6 to 1.0
1.1 to 1.5
1 days
1 days
2 days
Travel Plan:
Yes
No
1 days
3 days

AECOM
High Holborn
London
Tuesday 02/02/16
Page 3
Licence No: 204610

1
NF-02-B-02
BUSINESS PARK
WHITING ROAD
LONG JOHN'S HILL
NORWICH
Edge of Town
Retail Zone
SC-02-B-03
BUSINESS PARK
A331
FRIMLEY
Edge of Town Centre
No Sub Category
SH-02-B-04
BUSINESS PARK
STAFFORD COURT
TELFORD
Edge of Town Centre
Commercial Zone
TW-02-B-02
BUSINESS PARK
HIGH FLATWORTH
NORTH SHIELDS
Industrial Zone
Survey date: FRIDAY
NORFOLK
7400 sqm
17/05/07
20160 sqm
27/11/12
10175 sqm
24/10/13
27142 sqm
10/10/08
Survey Type: MANUAL

SURREY
Survey Type: MANUAL

SHROPSHIRE
Survey Type: MANUAL

TYNE & WEAR
Survey Type: MANUAL

AECOM
High Holborn
London
Tuesday 02/02/16
Page 4
Licence No: 204610
TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.076
0.227
0.416
0.680
0.433
0.225
0.146
0.100
0.116
0.096
0.140
0.170
0.194
0.156
0.151
0.122
0.085
0.106
0.091
0.060
0.069
0.039
0.028
0.014
3.940
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.008
0.031
0.059
0.076
0.109
0.133
0.131
0.099
0.109
0.089
0.183
0.202
0.208
0.139
0.126
0.142
0.194
0.168
0.188
0.287
0.449
0.424
0.237
0.122
3.913
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.084
0.258
0.475
0.756
0.542
0.358
0.277
0.199
0.225
0.185
0.323
0.372
0.402
0.295
0.277
0.264
0.279
0.274
0.279
0.347
0.518
0.463
0.265
0.136
7.853
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 5
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 6
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 7
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 8
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 9
Licence No: 204610
MULTI-MODAL TAXIS
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.002
0.005
0.026
0.017
0.006
0.005
0.002
0.003
0.002
0.006
0.003
0.003
0.005
0.003
0.012
0.005
0.011
0.008
0.002
0.006
0.006
0.000
0.000
0.141
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.002
0.003
0.005
0.008
0.009
0.006
0.003
0.002
0.005
0.003
0.008
0.002
0.003
0.000
0.002
0.008
0.008
0.011
0.006
0.008
0.011
0.017
0.000
0.003
0.133
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.005
0.005
0.010
0.034
0.026
0.012
0.008
0.004
0.008
0.005
0.014
0.005
0.006
0.005
0.005
0.020
0.013
0.022
0.014
0.010
0.017
0.023
0.000
0.003
0.274
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 10
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 11
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 12
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 13
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 14
Licence No: 204610
MULTI-MODAL OGVS
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.006
0.003
0.008
0.005
0.012
0.008
0.003
0.006
0.005
0.002
0.008
0.003
0.008
0.006
0.005
0.002
0.000
0.000
0.005
0.002
0.002
0.000
0.099
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.005
0.002
0.002
0.005
0.008
0.014
0.009
0.005
0.006
0.008
0.000
0.003
0.003
0.009
0.005
0.011
0.006
0.003
0.003
0.002
0.002
0.002
0.003
0.116
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.005
0.008
0.005
0.013
0.013
0.026
0.017
0.008
0.012
0.013
0.002
0.011
0.006
0.017
0.011
0.016
0.008
0.003
0.003
0.007
0.004
0.004
0.003
0.215
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 15
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 16
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 17
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 18
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 19
Licence No: 204610
MULTI-MODAL PSVS
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.004
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.004
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.004
0.000
0.004
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.008
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 20
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 21
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 22
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 23
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 24
Licence No: 204610
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.005
0.011
0.005
0.015
0.003
0.002
0.002
0.000
0.000
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.003
0.000
0.002
0.000
0.000
0.050
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.002
0.000
0.000
0.000
0.002
0.000
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.000
0.000
0.002
0.002
0.006
0.008
0.018
0.003
0.002
0.049
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.007
0.011
0.005
0.015
0.005
0.002
0.002
0.002
0.000
0.000
0.002
0.000
0.000
0.002
0.000
0.000
0.000
0.002
0.002
0.009
0.008
0.020
0.003
0.002
0.099
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 25
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 26
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 27
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 28
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 29
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.085
0.259
0.507
0.820
0.502
0.302
0.170
0.120
0.129
0.109
0.156
0.194
0.231
0.162
0.171
0.143
0.102
0.119
0.100
0.079
0.082
0.048
0.034
0.015
4.639
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.014
0.035
0.060
0.085
0.131
0.163
0.145
0.116
0.122
0.109
0.222
0.233
0.239
0.168
0.150
0.173
0.237
0.223
0.205
0.368
0.512
0.493
0.257
0.133
4.593
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.099
0.294
0.567
0.905
0.633
0.465
0.315
0.236
0.251
0.218
0.378
0.427
0.470
0.330
0.321
0.316
0.339
0.342
0.305
0.447
0.594
0.541
0.291
0.148
9.232
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 30
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 31
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 32
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 33
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 34
Licence No: 204610
Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.008
0.025
0.028
0.008
0.011
0.005
0.003
0.000
0.000
0.014
0.017
0.029
0.015
0.014
0.002
0.002
0.006
0.003
0.002
0.000
0.000
0.000
0.000
0.195
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.002
0.003
0.011
0.002
0.005
0.008
0.005
0.000
0.005
0.006
0.031
0.029
0.011
0.000
0.002
0.002
0.017
0.011
0.009
0.012
0.017
0.005
0.002
0.195
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.010
0.028
0.039
0.010
0.016
0.013
0.008
0.000
0.005
0.020
0.048
0.058
0.026
0.014
0.004
0.004
0.023
0.014
0.011
0.012
0.017
0.005
0.002
0.390
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 35
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 36
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 37
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 38
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 39
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.008
0.012
0.035
0.020
0.006
0.000
0.008
0.000
0.000
0.005
0.008
0.014
0.002
0.000
0.000
0.000
0.002
0.002
0.000
0.000
0.000
0.000
0.000
0.125
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.002
0.006
0.002
0.000
0.008
0.011
0.002
0.006
0.009
0.002
0.003
0.008
0.002
0.000
0.006
0.003
0.005
0.011
0.008
0.002
0.000
0.000
0.096
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.008
0.014
0.041
0.022
0.006
0.008
0.019
0.002
0.006
0.014
0.010
0.017
0.010
0.002
0.000
0.006
0.005
0.007
0.011
0.008
0.002
0.000
0.000
0.221
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 40
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 41
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 42
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 43
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 44
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.003
0.011
0.008
0.006
0.005
0.002
0.000
0.003
0.000
0.000
0.000
0.000
0.000
0.002
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.042
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.005
0.000
0.000
0.000
0.002
0.002
0.000
0.000
0.000
0.000
0.000
0.006
0.002
0.008
0.005
0.008
0.008
0.000
0.046
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.003
0.011
0.008
0.006
0.005
0.007
0.000
0.003
0.000
0.002
0.002
0.000
0.000
0.002
0.002
0.000
0.006
0.002
0.008
0.005
0.008
0.008
0.000
0.088
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 45
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 46
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 47
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 48
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 49
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 50
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 51
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 52
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 53
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 54
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.011
0.023
0.043
0.026
0.011
0.002
0.008
0.003
0.000
0.005
0.008
0.014
0.002
0.002
0.002
0.000
0.002
0.002
0.000
0.000
0.000
0.000
0.000
0.167
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.000
0.000
0.002
0.006
0.002
0.000
0.012
0.011
0.002
0.006
0.011
0.003
0.003
0.008
0.002
0.000
0.006
0.009
0.006
0.018
0.012
0.009
0.008
0.000
0.136
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.003
0.011
0.025
0.049
0.028
0.011
0.014
0.019
0.005
0.006
0.016
0.011
0.017
0.010
0.004
0.002
0.006
0.011
0.008
0.018
0.012
0.009
0.008
0.000
0.303
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 55
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 56
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 57
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 58
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 59
Licence No: 204610

Time Range
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
05:00 - 05:30
05:30 - 06:00
06:00 - 06:30
06:30 - 07:00
07:00 - 07:30
07:30 - 08:00
08:00 - 08:30
08:30 - 09:00
09:00 - 09:30
09:30 - 10:00
10:00 - 10:30
10:30 - 11:00
11:00 - 11:30
11:30 - 12:00
12:00 - 12:30
12:30 - 13:00
13:00 - 13:30
13:30 - 14:00
14:00 - 14:30
14:30 - 15:00
15:00 - 15:30
15:30 - 16:00
16:00 - 16:30
16:30 - 17:00
17:00 - 17:30
17:30 - 18:00
18:00 - 18:30
18:30 - 19:00
19:00 - 19:30
19:30 - 20:00
20:00 - 20:30
20:30 - 21:00
21:00 - 21:30
21:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.096
0.288
0.560
0.906
0.539
0.325
0.177
0.131
0.133
0.109
0.176
0.219
0.274
0.179
0.187
0.146
0.103
0.126
0.105
0.083
0.082
0.049
0.034
0.015
5.042
DEPARTURES
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.015
0.037
0.065
0.102
0.136
0.168
0.165
0.133
0.123
0.120
0.239
0.267
0.271
0.188
0.151
0.174
0.245
0.251
0.223
0.402
0.544
0.538
0.273
0.136
4.966
TOTALS
Ave.
GFA
No.
Days
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
16219
Trip
Rate
0.111
0.325
0.625
1.008
0.675
0.493
0.342
0.264
0.256
0.229
0.415
0.486
0.545
0.367
0.338
0.320
0.348
0.377
0.328
0.485
0.626
0.587
0.307
0.151
10.008
the table.

AECOM
High Holborn
London
Tuesday 02/02/16
Page 60
Licence No: 204610
Parameter summary
Number of Sundays:
7400 - 27142 (units: sqm)

01/01/07 - 24/10/16
4
0
0
1

AECOM
High Holborn
London
Tuesday 02/02/16
Page 61
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 62
Licence No: 204610

AECOM
High Holborn
London
Tuesday 02/02/16
Page 63
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 1
Licence No: 204610

Land Use
Category
: 06 - HOTEL, FOOD & DRINK

: A - HOTELS
02
SOUTH EAST
BU
BUCKINGHAMSHIRE
03
SOUTH WEST
DV
DEVON
04
EAST ANGLIA
CA
CAMBRIDGESHIRE
NF
NORFOLK
08
NORTH WEST
CH
CHESHIRE
1 days
1 days
1 days
1 days
1 days

Parameter:
Actual Range:
Number of bedrooms
110 to 139 (units: )
100 to 213 (units: )

Selection by:
Date Range:
Include all surveys
01/01/07 to 01/10/14
Wednesday
Thursday
Friday
3 days
1 days
1 days
Manual count
5 days
0 days
Selected Locations:
Edge of Town
Neighbourhood Centre (PPS6 Local Centre)
1
3
1
Not Known.
Industrial Zone
Built-Up Zone
Village
Out of Town
No Sub Category
1
1
1
1
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 2
Licence No: 204610

Use Class:
C1
5 days
5,001 to 10,000
10,001 to 15,000
20,001 to 25,000
101,000 or More
2 days
1 days
1 days
1 days
100,001 to 125,000
125,001 to 250,000
250,001 to 500,000
2 days
2 days
1 days
1.1 to 1.5
5 days
Travel Plan:
No
5 days

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 3
Licence No: 204610

1
BU-06-A-02
HOLIDAY INN
NEW ROAD
WESTON TURVILLE
AYLESBURY
Edge of Town
Out of Town
Total Number of bedrooms:
CA-06-A-03
TRAVELODGE
CLIFTON WAY
CAMBRIDGE LEISURE PARK
CAMBRIDGE
Built-Up Zone
Survey date: FRIDAY
CH-06-A-01
RAMADA JARVIS
WHITCHURCH ROAD
CHRISTLETON
CHESTER
Village
DV-06-A-03
FUTURE INN
WILLIAM PRANCE ROAD
PLYMOUTH
Edge of Town
Industrial Zone
NF-06-A-02
HOLIDAY INN
IPSWICH ROAD
HARFORD PARK
NORWICH
Edge of Town
No Sub Category
BUCKINGHAMSHIRE
139
01/10/14
120
16/10/09
126
15/10/08
110
18/07/12
119
30/09/10
Survey Type: MANUAL

CAMBRIDGESHIRE
Survey Type: MANUAL

CHESHIRE
Survey Type: MANUAL

DEVON
Survey Type: MANUAL

NORFOLK
Survey Type: MANUAL

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 4
Licence No: 204610
TRIP RATE for Land Use 06 - HOTEL, FOOD & DRINK/A - HOTELS
Calculation factor: 1 BEDRMS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.101
0.161
0.225
0.137
0.093
0.101
0.130
0.088
0.111
0.147
0.207
0.204
0.192
0.104
0.055
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
2.056
Trip
Rate
0.204
0.274
0.132
0.125
0.153
0.093
0.148
0.119
0.202
0.147
0.122
0.119
0.116
0.073
0.093
2.120
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.305
0.435
0.357
0.262
0.246
0.194
0.278
0.207
0.313
0.294
0.329
0.323
0.308
0.177
0.148
4.176
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 5
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 6
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 7
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 8
Licence No: 204610
MULTI-MODAL TAXIS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.010
0.028
0.011
0.007
0.007
0.002
0.011
0.003
0.011
0.010
0.011
0.013
0.013
0.008
0.007
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.152
Trip
Rate
0.010
0.026
0.010
0.007
0.010
0.002
0.010
0.005
0.010
0.011
0.011
0.011
0.015
0.008
0.007
0.153
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.020
0.054
0.021
0.014
0.017
0.004
0.021
0.008
0.021
0.021
0.022
0.024
0.028
0.016
0.014
0.305
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 9
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 10
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 11
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 12
Licence No: 204610
MULTI-MODAL OGVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.005
0.002
0.005
0.005
0.002
0.003
0.003
0.002
0.000
0.002
0.002
0.000
0.002
0.000
0.000
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.033
Trip
Rate
0.003
0.003
0.003
0.008
0.002
0.003
0.003
0.002
0.000
0.002
0.002
0.000
0.000
0.000
0.000
0.031
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.008
0.005
0.008
0.013
0.004
0.006
0.006
0.004
0.000
0.004
0.004
0.000
0.002
0.000
0.000
0.064
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 13
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 14
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 15
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 16
Licence No: 204610
MULTI-MODAL PSVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.003
0.000
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.002
0.000
0.005
0.000
0.000
0.000
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.012
Trip
Rate
0.003
0.003
0.003
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.011
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.006
0.003
0.003
0.000
0.000
0.000
0.000
0.002
0.002
0.002
0.000
0.005
0.000
0.000
0.000
0.023
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 17
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 18
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 19
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 20
Licence No: 204610
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.007
0.007
0.011
0.005
0.002
0.000
0.003
0.003
0.002
0.005
0.008
0.005
0.000
0.000
0.002
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.060
Trip
Rate
0.002
0.003
0.000
0.008
0.007
0.002
0.005
0.015
0.008
0.003
0.002
0.013
0.002
0.000
0.000
0.070
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.009
0.010
0.011
0.013
0.009
0.002
0.008
0.018
0.010
0.008
0.010
0.018
0.002
0.000
0.002
0.130
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 21
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 22
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 23
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 24
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.098
0.153
0.257
0.155
0.111
0.132
0.151
0.103
0.132
0.208
0.283
0.259
0.243
0.140
0.073
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
2.498
Trip
Rate
0.274
0.327
0.181
0.151
0.168
0.099
0.179
0.147
0.246
0.173
0.145
0.160
0.178
0.083
0.101
2.612
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.372
0.480
0.438
0.306
0.279
0.231
0.330
0.250
0.378
0.381
0.428
0.419
0.421
0.223
0.174
5.110
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 25
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 26
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 27
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 28
Licence No: 204610
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.011
0.020
0.024
0.005
0.011
0.015
0.023
0.021
0.021
0.015
0.062
0.037
0.065
0.060
0.039
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.429
Trip
Rate
0.028
0.064
0.026
0.034
0.033
0.023
0.037
0.016
0.023
0.028
0.036
0.073
0.028
0.088
0.021
0.558
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.039
0.084
0.050
0.039
0.044
0.038
0.060
0.037
0.044
0.043
0.098
0.110
0.093
0.148
0.060
0.987
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 29
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 30
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 31
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 32
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.007
0.005
0.002
0.003
0.005
0.005
0.000
0.002
0.005
0.000
0.000
0.003
0.002
0.000
0.002
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.041
Trip
Rate
0.002
0.003
0.003
0.000
0.002
0.002
0.010
0.002
0.008
0.003
0.005
0.000
0.002
0.000
0.000
0.042
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.009
0.008
0.005
0.003
0.007
0.007
0.010
0.004
0.013
0.003
0.005
0.003
0.004
0.000
0.002
0.083
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 33
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 34
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 35
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 36
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.000
0.003
0.003
0.000
0.002
0.002
0.002
0.002
0.003
0.000
0.003
0.011
0.000
0.007
0.000
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.038
Trip
Rate
0.013
0.003
0.003
0.000
0.002
0.000
0.003
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.024
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.013
0.006
0.006
0.000
0.004
0.002
0.005
0.002
0.003
0.000
0.003
0.011
0.000
0.007
0.000
0.062
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 37
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 38
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 39
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 40
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.005
0.000
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.002
0.000
0.223
0.000
0.000
0.000
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.232
Trip
Rate
0.005
0.161
0.064
0.000
0.000
0.000
0.000
0.000
0.002
0.000
0.000
0.000
0.000
0.000
0.000
0.232
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.010
0.161
0.064
0.000
0.000
0.000
0.000
0.002
0.002
0.002
0.000
0.223
0.000
0.000
0.000
0.464
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 41
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 42
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 43
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 44
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.011
0.008
0.005
0.003
0.007
0.007
0.002
0.005
0.008
0.002
0.003
0.238
0.002
0.007
0.002
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.310
Trip
Rate
0.020
0.168
0.070
0.000
0.003
0.002
0.013
0.002
0.010
0.003
0.005
0.000
0.002
0.000
0.000
0.298
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.031
0.176
0.075
0.003
0.010
0.009
0.015
0.007
0.018
0.005
0.008
0.238
0.004
0.007
0.002
0.608
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 45
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 46
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 47
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 48
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Trip
Rate
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
0.127
0.187
0.298
0.168
0.130
0.153
0.179
0.132
0.163
0.230
0.357
0.539
0.309
0.207
0.116
DEPARTURES
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
3.295
Trip
Rate
0.322
0.562
0.277
0.194
0.210
0.125
0.235
0.179
0.287
0.207
0.187
0.246
0.208
0.171
0.122
3.532
TOTALS
Ave.
BEDRMS
No.
Days
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
123
123
123
123
123
123
123
123
123
123
123
123
123
123
123
Trip
Rate
0.449
0.749
0.575
0.362
0.340
0.278
0.414
0.311
0.450
0.437
0.544
0.785
0.517
0.378
0.238
6.827
the table.
Parameter summary
Number of Sundays:
110 - 139 (units: )

01/01/07 - 01/10/14
5
0
0
1

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 49
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 50
Licence No: 204610

Hotel Trip Rates
AECOM
High Holborn
London
Tuesday 02/02/16
Page 51
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 1
Licence No: 204610

Land Use
Category
: 07 - LEISURE
: C - LEISURE CENTRE
02
SOUTH EAST
WS
WEST SUSSEX
08
NORTH WEST
GM
GREATER MANCHESTER
MS
MERSEYSIDE
1 days
1 days
1 days

Parameter:
Actual Range:
Gross floor area

5000 to 17000 (units: sqm)
360 to 17000 (units: sqm)

Selection by:
Date Range:
Include all surveys
01/01/07 to 26/06/13
Tuesday
Wednesday
1 days
2 days
Manual count
3 days
0 days
Selected Locations:
Edge of Town Centre
Edge of Town
1
1
1
Not Known.
Commercial Zone
Built-Up Zone
No Sub Category
1
1
1

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 2
Licence No: 204610

Use Class:
D2
3 days
15,001 to 20,000
25,001 to 50,000
1 days
2 days
125,001 to 250,000
500,001 or More
1 days
2 days
0.5 or Less
1.1 to 1.5
2 days
1 days
Travel Plan:
No
3 days

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 3
Licence No: 204610

1
GM-07-C-07
BOOTH STREET
SWIMMING POOL
MANCHESTER
Edge of Town Centre
Built-Up Zone
6800 sqm
25/11/09
MS-07-C-03
SWIMMING POOL
WELLINGTON ROAD
WAVERTREE SPORTS PK
LIVERPOOL
Commercial Zone
5000 sqm
07/09/10
WS-07-C-04
LEISURE CENTRE
PEASE POTTAGE HILL
TILGATE
CRAWLEY
Edge of Town
No Sub Category
17000 sqm
28/11/07
GREATER MANCHESTER
Survey Type: MANUAL

MERSEYSIDE
Survey Type: MANUAL

WEST SUSSEX
Survey Type: MANUAL
MANUALLY DESELECTED SITES

Site Ref
BR-07-C-01
BU-07-C-01
CA-07-C-01
CW-07-C-01
DC-07-C-06
DH-07-C-01
HC-07-C-06
HC-07-C-09
LE-07-C-01
LN-07-C-01
MS-07-C-02
NT-07-C-04
NY-07-C-01
OX-07-C-01
TW-07-C-02
WO-07-C-04
WS-07-C-05
Reason for Deselection

Not comparible
Not comparible
Not comparible
Location
Not comparible
Not comparible
Not comparible
n
Not comparible
Not comparible
Not comparible
Location
Not comparible
Not comparible
Not comparible
Not comparible
Not comparible

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 4
Licence No: 204610
TRIP RATE for Land Use 07 - LEISURE/C - LEISURE CENTRE
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.259
0.545
0.590
0.809
0.618
0.604
0.743
0.583
0.438
0.990
1.316
1.670
1.931
1.476
0.639
0.153
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
13.364
Trip
Rate
0.023
0.309
0.486
0.410
0.566
0.729
0.688
0.618
0.587
0.552
0.944
1.319
1.625
1.615
1.438
1.094
13.003
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.282
0.854
1.076
1.219
1.184
1.333
1.431
1.201
1.025
1.542
2.260
2.989
3.556
3.091
2.077
1.247
26.367
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 5
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 6
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 7
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 8
Licence No: 204610
MULTI-MODAL TAXIS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.000
0.000
0.000
0.000
0.003
0.000
0.000
0.000
0.010
0.003
0.000
0.010
0.007
0.007
0.007
0.000
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.047
Trip
Rate
0.000
0.000
0.000
0.000
0.003
0.000
0.000
0.000
0.007
0.003
0.003
0.007
0.010
0.007
0.007
0.000
0.047
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.000
0.000
0.000
0.000
0.006
0.000
0.000
0.000
0.017
0.006
0.003
0.017
0.017
0.014
0.014
0.000
0.094
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 9
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 10
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 11
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 12
Licence No: 204610
MULTI-MODAL OGVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.009
0.000
0.003
0.007
0.007
0.003
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.029
Trip
Rate
0.009
0.000
0.003
0.007
0.007
0.003
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.029
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.018
0.000
0.006
0.014
0.014
0.006
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.058
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 13
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 14
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 15
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 16
Licence No: 204610
MULTI-MODAL PSVS
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.009
0.014
0.021
0.042
0.038
0.042
0.031
0.042
0.031
0.028
0.024
0.010
0.028
0.010
0.007
0.007
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.384
Trip
Rate
0.009
0.014
0.014
0.021
0.035
0.045
0.045
0.031
0.042
0.031
0.014
0.024
0.017
0.028
0.007
0.007
0.384
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.018
0.028
0.035
0.063
0.073
0.087
0.076
0.073
0.073
0.059
0.038
0.034
0.045
0.038
0.014
0.014
0.768
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 17
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 18
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 19
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 20
Licence No: 204610
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.018
0.052
0.066
0.038
0.014
0.073
0.038
0.049
0.042
0.059
0.083
0.056
0.059
0.080
0.042
0.003
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.772
Trip
Rate
0.005
0.021
0.038
0.049
0.028
0.056
0.035
0.066
0.049
0.045
0.038
0.063
0.066
0.073
0.087
0.056
0.774
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.023
0.073
0.104
0.087
0.042
0.129
0.073
0.115
0.091
0.104
0.121
0.118
0.125
0.153
0.129
0.059
1.546
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 21
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 22
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 23
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 24
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.268
0.649
0.809
0.993
0.840
0.830
1.014
0.806
0.503
1.910
2.250
2.788
3.122
2.087
0.788
0.181
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
19.838
Trip
Rate
0.014
0.385
0.545
0.483
0.691
0.927
0.875
0.802
0.830
0.764
1.524
2.326
2.858
2.625
2.417
1.486
19.552
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.282
1.034
1.354
1.476
1.531
1.757
1.889
1.608
1.333
2.674
3.774
5.114
5.980
4.712
3.205
1.667
39.390
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 25
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 26
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 27
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 28
Licence No: 204610
Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.064
0.156
0.163
0.337
0.382
0.406
0.594
0.684
0.764
0.753
0.615
0.663
0.840
0.854
0.365
0.156
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
7.796
Trip
Rate
0.000
0.024
0.108
0.212
0.226
0.556
0.566
0.719
0.556
0.535
0.625
0.757
0.795
0.792
0.604
0.417
7.492
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.064
0.180
0.271
0.549
0.608
0.962
1.160
1.403
1.320
1.288
1.240
1.420
1.635
1.646
0.969
0.573
15.288
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 29
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 30
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 31
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 32
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.018
0.045
0.021
0.125
0.208
0.160
0.167
0.163
0.219
0.170
0.198
0.257
0.184
0.146
0.076
0.045
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
2.202
Trip
Rate
0.000
0.024
0.014
0.035
0.087
0.135
0.174
0.160
0.167
0.358
0.118
0.229
0.215
0.212
0.135
0.125
2.188
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.018
0.069
0.035
0.160
0.295
0.295
0.341
0.323
0.386
0.528
0.316
0.486
0.399
0.358
0.211
0.170
4.390
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 33
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 34
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 35
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 36
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.000
0.007
0.003
0.007
0.000
0.000
0.000
0.003
0.003
0.003
0.000
0.010
0.000
0.003
0.000
0.000
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.039
Trip
Rate
0.000
0.000
0.003
0.000
0.007
0.000
0.003
0.000
0.003
0.003
0.003
0.003
0.007
0.000
0.007
0.000
0.039
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.000
0.007
0.006
0.007
0.007
0.000
0.003
0.003
0.006
0.006
0.003
0.013
0.007
0.003
0.007
0.000
0.078
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 37
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 38
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 39
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 40
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.000
0.000
0.219
0.500
0.823
0.809
0.257
0.517
0.104
0.000
0.281
0.000
0.233
0.000
0.000
0.000
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
3.743
Trip
Rate
0.000
0.000
0.000
0.000
0.601
0.993
0.660
0.274
0.528
0.240
0.000
0.281
0.000
0.233
0.000
0.000
3.810
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.000
0.000
0.219
0.500
1.424
1.802
0.917
0.791
0.632
0.240
0.281
0.281
0.233
0.233
0.000
0.000
7.553
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 41
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 42
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 43
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 44
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.018
0.052
0.243
0.632
1.031
0.969
0.424
0.684
0.326
0.174
0.479
0.267
0.417
0.149
0.076
0.045
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
5.986
Trip
Rate
0.000
0.024
0.017
0.035
0.694
1.128
0.837
0.434
0.698
0.601
0.122
0.514
0.222
0.444
0.142
0.125
6.037
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.018
0.076
0.260
0.667
1.725
2.097
1.261
1.118
1.024
0.775
0.601
0.781
0.639
0.593
0.218
0.170
12.023
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 45
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 46
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 47
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 48
Licence No: 204610

Time Range
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
07:00 - 08:00
08:00 - 09:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 24:00
Total Rates:
ARRIVALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Trip
Rate
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
0.368
0.910
1.281
2.000
2.267
2.278
2.069
2.222
1.635
2.896
3.427
3.774
4.438
3.170
1.271
0.385
DEPARTURES
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
34.391
Trip
Rate
0.018
0.455
0.708
0.778
1.639
2.667
2.313
2.021
2.132
1.944
2.309
3.660
3.941
3.934
3.250
2.083
33.851
TOTALS
Ave.
GFA
No.
Days
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
11000
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
9600
Trip
Rate
0.386
1.365
1.989
2.778
3.906
4.945
4.381
4.243
3.767
4.840
5.736
7.434
8.379
7.104
4.521
2.468
68.242
the table.
Parameter summary
Number of Sundays:
5000 - 17000 (units: sqm)

01/01/07 - 26/06/13
3
0
0
17

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 49
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 50
Licence No: 204610

50m Swimming Pool
AECOM
High Holborn
London
Tuesday 02/02/16
Page 51
Licence No: 204610
Stone Hill Park
Stone Hill Park Ltd
Appendix J Accident Data Study Area
50
AECOM
Legend
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Crown copyright and database right 2014. Ordnance Survey 100019238

Unauthorised reproduction infringes Copyright and may lead to prosecution or civil proceedings.
Produced by the KCC Transport Intelligence Team.
Manston Area, Thanet

5 years personal injury collision data up to 31.12.2014
KCC Ref: EXT/213/15
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Stone Hill Park Ltd
Stone Hill Park
About AECOM
Ranked as the #1 engineering design firm by revenue in Engineering
News-Record magazines annual industry rankings, AECOM is a
premier, fully integrated infrastructure and support services firm,
with a broad range of markets, including transportation, facilities,
environmental, energy, water and government. With approximately
45,000 employees including architects, engineers, designers,
planners, scientists and management and construction services
professionals serving clients in more than 150 countries around
the world, AECOM is a leader in all of the key markets that it serves.
AECOM provides a blend of global reach, local knowledge,
innovation and technical excellence in delivering solutions that
create, enhance and sustain the worlds built, natural and social
environments. A Fortune 500 company, AECOM has annual revenue
of approximately $8.0 billion.
More information on AECOM and its services can be found at
www.aecom.com.
Follow us on Twitter: @aecom
Contact
Justin Sherlock
Associate Director
T +44 (0)20 7645 1595
E justin.sherlock@aecom.com
aecom.com
AECOM
51
Stone Hill Park
Appendix C TA Study Area
92
AECOM
ISO A3 420 x 297mm

Filename: F:\LONDON DEV PLANNING LIBRARY\PROJECTS\60430453 - MANSTON AIRPORT MASTERPLAN\DRAWINGS\WORKING\160429_TA_STUDY_AREA.DWG
10
11
37
36
12
35
32
34
26
33
14
13
15
27
20
22
25
19
21
24
28
16
17
23
29
18
31
30
AECOM
MidCity Place
71 High Holborn
London, WC1V 6QS
+44 (0)20 7061 7000
www.aecom.com
PROJECT
Stone Hill Park
KEY
weekends
weekdays
Study Area
Site Boundary
DESIGN DRAWN CHK'D
APP'D

DATE
ISSUE/REVISION
I/R
PROJECT NUMBER
60430453
SHEET TITLE
TA Study Area
SHEET NUMBER
60430453-M001-SKE-0015
Stone Hill Park
Appendix D Existing Site Access Points
AECOM
93

SHP2016 - Transport Assessment - Part 1

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STONE HILL

LIVE WORK PLAY

A brighter future for

Stone Hill Park

Stone Hill Park Ltd

Stone Hill Park

Stone Hill Park

Stone Hill Park

Stone Hill Park

Stone Hill Park

Stone Hill Park

Section Six details the transport network assessment; and

Section Seven provides a summary and conclusion to the TA.

Stone Hill Park

Planning Policy Context

Stone Hill Park

02 - Planning Policy Context

making it easier for jobs to be created in cities, towns and villages;

replacing poor design with better design;

widening the choice of high quality homes.

Stone Hill Park

National Planning Practice Guidance

When TPs, TAs and Transport Statements are required;

What should be included within the documents.

Growth without gridlock;

A safer and healthier county;

Tackling a changing climate; and

Enjoying life in Kent.

Growth without Gridlock (December 2010)

East Kent Access Phase Two;

Thanet Parkway Station; and

Ashford to Ramsgate Line Speed Improvements.

Stone Hill Park

1 space per 2000sqm

1 space per 200 sqm

1 space per 1000 sqm

1 space per 200 sqm

1 space per 1000 sqm

1 space per 200 sqm

1 space per 300 seats

Multi Activity Sports and Leisure Centre (D2)

1 space per 50 pupils

Further and Higher Education (D1)

1 space per 7 pupils/students

1 space per 10 beds

Stone Hill Park

Table 2.2: KCC SPG 4 Car Parking Standards

Indicative maximum spaces

Over 200m : 1 space per 50 sqm

1 bedroom: 1 space per dwelling

Multi Activity Sports and Leisure Centre

1 space per 22 sqm + 1 space per 15 seats where

Primary School (D1)

1 space per staff + 10%

Further and Higher Education (D1)

1 space per 1 staff and 1 space per 7 students

Employees: 1 space per 2 staff

Parking Required (minimum)

Visitor Parking Required

1 and 2 bed flats

1 space per unit

0.2 spaces per unit

1 and 2 bed houses

1.5 spaces per unit