Horley Business Park Regulation 19 Submission
February 2018 TN22-IS-151891-Regulation 19 Submission-02
1. Vectos has prepared technical evidence to inform a Regulation 19 Submission in relation to Draft Policy HOR9 of the Development Management Plan DPD, relating to Horley Business Park.
2. The submission seeks to amend the Draft Policy, and allocation, such that the additional access from Balcombe Road can serve a limited number of registered business car park users, in addition to the public transport and emergency services use currently specified.
3. Accordingly, the technical evidence that Vectos provides is detailed in the enclosed technical notes as follows:
• TN15 – Trip Methodology and Highway Network Assessment • TN18 – Highways England – Additional Information • TN19 – Reigate & Banstead – Additional Information • TN20 – West Sussex County Council – Crawley SATURN Model • TN21 – Vectos VISSIM Model
4. TN15 provides detailed multi-modal trip forecasts for Horley Business Park, and sets out the distribution of trips across the highway network. Vectos maintained regular dialogue with Highways England, Surrey County Council, West Susses County Council, Reigate and Banstead Borough Council and Gatwick Airport in developing the work in support of Horley Business Park. TN18 and TN19 provide additional information in relation to the trip methodology, as requested by Highways England and Reigate and Banstead Borough Council.
5. TN20 provides an assessment of Horley Business Park in the West Sussex County Council Crawley SATURN Model. TN21 provides a detailed assessment of Horley Business Park in an up to date VISSIM Model.
6. The work demonstrates that a second entrance at Horley Business Park onto Balcombe Road is achievable and beneficial, and will not have a severe material detrimental impact on the highway network.
Horley Business Park Trip Methodology and Highway Network Assessment
November 2017
N15-IS-151891-Trip Methodology and Assessment-Issue
Introduction
1. This Technical Note sets out the trip methodology for Horley Business Park, forecasting total trips based on forecast employee numbers. It includes the results of a VISSIM microsimulation assessment of the change in journey times between Junction 9 and Airport Way on the M23 Spur with the full development of Horley Business Park. It also sets out the forecast level of economic growth which can be delivered in addition to Horley Business Park due to the proposed highway infrastructure improvements at Junction 9A.
2. The assessment work included in this Technical Note is primarily based on the assumption that Horley Business Park is fully built out. However, the timeframe for completion is circa 2036, and therefore a phased assessment of the potential effect of Horley Business Park at 1 year (2022), 5 year (2026) and 10 year (2031) intervals is also included within this Technical Note.
3. This Technical Note sets out the methodology for calculating:
• The total number of jobs at Horley Business Park; • The forecast number of employees on site on a typical day, taking into account vacancy rate and attendance patterns; • The forecast employee mode split; • The daily profile of employee trips, peak period trip forecasts and the potential for peak spreading; • The distribution of employee trips on the local highway network; • The potential change in travel patterns and travel behaviour by 2036, taking into account Mobility as a Service and the increasing role technology is playing in mobility; • The total multi-modal trip generation of Horley Business Park, and the number of car trips forecast at Year 1, Year 5, Year 10 and Year 15 (2036); • The forecast change in journey times from a 2016 baseline1 between Junction 9 and Airport Way on the M23 Spur with the development of Horley Business Park; • The forecast level of growth, and Gatwick Airport growth, which can be accommodated by the improvements to the highway network and the improvements to Junction 9A;
1 Traffic surveys were undertaken in November 2016
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• The impact on Balcombe Road; and • The potential method of control for car demand at Horley Business Park, including car parking provision and network management.
4. The Technical Note concludes that Horley Business Park can be delivered in tandem with 55% growth at Gatwick Airport. Trip Generation Methodology
Total Employees
5. The total trip generation is based on the total number of jobs expected to be produced by the 210,500m² business park. The proposed floorspaces are shown in Table 1.
Table 1 – Total Floorspace of Development
Business Park Land Use Total (sqm) Core Business Park Space B1a Office 150,000 71% B1a Incubator space 2,500 1% B1b R&D 40,000 19% B1c Light Industry 7,500 4% Sub-total 200,000 95% Ancillary uses A1 1% 2,000 A3 Mid-scale hotel 3,500 2% Mid-scale hotel 1% 1,500 business space Gym 2,000 1% Creche 1,500 1% Sub-total 10,500 5% Overall Total 210,500 100%
6. We expect 210,500m² of business park to create 16,300 jobs. The calculations which inform the forecast number of employees for each land use and floor area is summarised at Appendix A.
Vacancy Rate
7. Whilst we expect 16,300 jobs to be created, not all of these jobs will be filled at any one time. The national average of vacant jobs from the Office of National Statistics (ONS) is considered to be 2.5%2. Therefore, at any one time we would expect there will be 15,887
2 ONS – VACS02 Vacancies by Industry
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jobs occupied. This is a reasonable and robust judgement for a business park totalling 210,500m².
Attendance Patterns
8. Of these occupied jobs, we would not expect everyone to be at their job on any given day. In additional to average vacancy levels, of the jobs occupied, not all employees will be working at the business park every day. This could be due to sickness, holiday leave, working from home, working away from the office or travelling to meetings. ONS sickness absence data from 20173 shows that the average worker took 4.3 days a year off work due to sickness. This equates to 1.7% of the 255 working days each year.
9. YouGov supply holiday leave statistics from September 20154, which showed the national average worker took 27.2 days off through leave that year. That equates to 10.7% of the working days per year.
10. Allowing for these absences, and ignoring the effects of flexible working, working from home, working off-site or travel to meetings, this equates to a total of 13,924 total employees travelling to and from the business park on a typical day.
11. Once flexible working is factored in we would expect the number of employees travelling to and from the business park each day to fall below 13,924. Technology is increasingly changing the way we live and work, and the proportion of people working from home in Reigate and Banstead has increased from 10% to 12% between 2001 to 20115.
12. Flexible working is also on the rise. CBI6 undertook a survey of employment trends, which states:
“Almost all businesses (95%) believe flexibility is vital or important to the competitiveness of the UK’s labour market and the prospects for investment and job creation”
13. Working Anywhere7 data supports this - in 2015 just under 40% of managers and organisations adopted flexible working, and the prediction is that over 70% will provide flexible working by 2020.
14. Organisations are also adopting new approaches to work within the office, with breakout areas, work hubs, and hot-desking all recent ideas which have been introduced.
15. One modern business park which has adopted these ideas is Milton Park, and the impact of hot-desking on office organisation and employment densities has been analysed. The research at Milton Park demonstrates:
3 ONS – Sickness Absence in the Labour Market, 9th March 2017 4 YouGov – UK Holiday Leave Survey September 2015 5 This is classified as people who mainly work at home and ignores the increase in flexible working. 6 CBI – Growth for Everyone Employment Trends Survey 2014 (Pg 8) 7 Working Anywhere – A Winning Formula for Good Work? January 2016 (Pg 5)
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• Milton Park is a high-quality business park, attracting prestige employers including Immunocore Ltd, Taylor & Francis Ltd, Adaptimmune Limited and Schlumberger. • Such employers are attracted to Milton Park because it provides a high-quality environment with enough space to provide a desk and workstation for each employee under one roof; • Approximately 95% - 98% of employees have their own desk and workstation at the key employers at Milton Park; and • A proportion of buildings are occupied by multiple small start-up companies, where hot-desking is not feasible and the take-up is virtually nil.
16. The Homes and Communities Agency looked at the impact hot-desking could have on employment densities in a study published in 2010 (Employment Densities Guide: 2nd Edition). It found that in practice, employment densities, taking into account hot-desking, could be around 10m² (NIA) per full time employee. This is in line with the density used to calculate the number of jobs at the proposed business park.
Employee Mode Split
17. To forecast a mode split for the business park we considered:
• TRICS mode split data; • Milton Park mode split data; and • Gatwick Airport Travel to Work data.
18. TRICS is an industry-recognised database of travel surveys, categorised by land use. Whilst this database does include large scale business parks, and can provide a useful indication of mode splits observed at other business parks across the country, the number of business parks included within the database is limited. The five sites which were identified by the TRICS assessment were:
• Bowburn Industrial Estate, Durham Road, Bowburn – 2,000m² • Chestnut Avenue, Chandler’s Ford, Eastleigh – 26,100m² • Inverness Retail and Business Park, Highlander Way, Inverness – 5,400m² • Kent CC Highways, Kavelin Way, Ashford – 2,525m² • Kent CC Highways, St Michael’s Close, Aylseford – 3,168m²
19. These sites are not considered representative of the development proposals, and therefore whilst the data can be used as a reference in relation to mode split, trip profiles and trip rates, it is not considered appropriate to use TRICS data to forecast the trips to and from Horley Business Park.
20. Milton Park is a globally recognised, prestigious science and business park, which is home to 250 businesses and 9,000 employees across a variety of sectors. In this respect it has similarities to the proposals at Horley Business Park, albeit the accessibility profile of Milton Park is not comparable to Horley Business Park.
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21. Milton Park is investing in sustainable travel solutions, including a shuttle bus to and from Didcot Parkway station, free bike hire and a bike loan scheme, and a car share scheme. There is also a Travel Advisor in place to promote, encourage and facilitate sustainable travel to all people working and visiting Milton Park.
22. The travel trends recorded at Milton Park can provide a useful insight into what sustainable measures can achieve at a modern business park, and the mode split and changes in mode split provide a further reference point for the assessment.
23. However, the key influence in determining travel choice is accessibility, and the most comparable employment site to Horley Business Park in terms of accessibility is Gatwick Airport. Whilst the type of job available may differ between Gatwick Airport and Horley Business Park, people will still decide their mode of travel by filtering the same criteria – availability, convenience, time, cost, safety, and perceived safety. This will lead to comparable travel choices and for this reason Gatwick Airport Travel to Work data is considered most appropriate for use to forecast the trip generation at Horley Business Park. The location and accessibility characteristics of Gatwick Airport and Horley Business Park are almost identical.
24. The 2016 Gatwick Airport Travel to Work Survey Report supplied mode split data from 2012 and 2016 as shown below in Table 2.
Table 2 – Gatwick Airport Travel to Work Survey Mode Splits – 2012 and 2016 Staff Mode Split 2012 2016 Alone Car Driver 60% 52% Car Driver with Passenger 6% 6% Car 66% 58% Passenger 5% 2% Public Bus/Coach 12% 16% Rail 11% 12% Company Transport 1% 6% Bicycle 2% 2% Walk/Run 1% 1% Motorbike 1% 1% Plane 1% 1% Taxi 1% 1% Total 100% 100%
25. The data demonstrates a decline in the proportion of staff driving to Gatwick, and an increase in use of public and company transport. There has been a mode shift of car driver (alone) of 8% between 2012 and 2016, which is a proportional reduction of 13% in car drivers (alone). Car sharing has increased by over 60% since the current car-sharing scheme
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was initiated in 2010 and there are now over 700 registered daily users8, representing over 10% of the current staff parking demand. Gatwick’s target is to increase this to over 20% by 2019.9
26. In the last 12 months, Milton Park has achieved a 4% reduction in single-occupancy vehicle use rate, a 5% increase in cycling, a 14% increase in people sharing their journeys and a Liftshare membership increase from 74 people to 563 people. This has all been achieved prior to many of the proposed infrastructure improvements being completed. A further 5% reduction in single-occupancy vehicle use, and corresponding increases in sustainable modes, is expected in the next 12 months once the infrastructure improvements come forward.
27. In London, between 2001 to 2016, the percentage of non-car owning households has increased from 38% to 43%, and the total volume of traffic has decreased by 9%. There has been a 10% increase in public transport mode share and a step-change in cycling, with more bicycles crossing Southwark Bridge, Blackfriars Bridge, Waterloo Bridge and London Bridge in the AM peak period than cars.
28. Cambridge expects that by 2031 the numbers of cars on Cambridge roads in peak times will reduce by 10% - 15% compared with 2011 levels10 whilst growing significantly in homes and employment both within the City and in its hinterland.
29. In Greater Manchester there has been 19% growth in total journeys into the city centre between 2002 – 2017, but a corresponding 26% decrease in car journeys during the same period. There has been a 272% increase in cycling, a 109% increase in walking, a 129% increase in Metro use, and a 73% increase in rail use.
Table 3 – Transport Growth in Greater Manchester – 2002 – 2017 2002 2017 Growth Factor Car 31,955 23,779 0.74 Bus 25,254 21,727 0.86 Rail 16,612 28,669 1.73 Metro 6,301 14,437 2.29 Cycle 509 1,892 3.72 Walk 5,653 11,821 2.09 Total 86,284 86,284 1.19
30. We expect these trends to continue, and the car driver mode split to decline further. There is still significant opportunity for more efficient travel to work, whether that by increased car sharing, much greater use of active travel (walking and cycling), by high occupancy and direct local bus services, and where longer distance travel is likely, rail. Over time we might
8 Page 32, A Second Runway for Gatwick, Appendix A6, Surface Access, May 2014 9 Page 32, A Second Runway for Gatwick, Appendix A6, Surface Access, May 2014 10 City Deal/Tackling Cambridge Congestion
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reasonably expect the pattern of home to work to change, as the trend towards more sustainable communities, and living closer to work, continues.
31. The 2016 report on travel at Gatwick found that the average journey distance to work is 23 miles, down from 25 miles recorded in 201211 .
32. Table 4 shows the adjusted forecast mode split for Horley Business Park in 2036 taking into account current trends in mode split and the planned improvements to accessibility in the local area.
Table 4 – 2036 Forecast Mode Split for Horley Business Park Mode Split 2036 Mode Split Alone Car Driver 38% Car Driver with Passenger 12% Car 50% Passenger 5% Public Bus/Coach 18% Rail 15% Company Transport 6% Bicycle 3% Walk/Run 1% Motorbike 1% Taxi 1% Total 100%
33. The forecast car driver mode split for employees and passengers at Gatwick Airport in 2036 – the forecast year of completion for Horley Business Park - is 45% and 32%, respectively. The mode split in Table 4, which has informed the trip forecasts for Horley Business Park, is clearly robust in this context (with a 50% car driver mode split applied).
Daily Profile
34. To calculate the daily profile of employees on the site we have reviewed the TRICS daily profiles and the daily profiles for Gatwick Airport employees. These are summarised in Table 5 and Graph 1.
11 Page 14, 2016 Travel to Work Survey Report
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Table 5 – Staff Daily Arrival and Departure Profiles – TRICS Data and Gatwick Airport Data Time TRICS Gatwick Airport (2016) Arrival Departures Arrival Departures 05:00 – 06:00 1% 0% 13% 1% 06:00 – 07:00 5% 1% 20% 3% 07:00 – 08:00 11% 1% 13% 1% 08:00 – 09:00 34% 2% 10% 2% 09:00 – 10:00 13% 3% 6% 2% 10:00 – 11:00 4% 2% 4% 2% 11:00 – 12:00 4% 3% 2% 3% 12:00 – 13:00 8% 11% 3% 7% 13:00 – 14:00 10% 5% 2% 9% 14:00 – 15:00 4% 4% 2% 10% 15:00 – 16:00 3% 6% 1% 8% 16:00 – 17:00 2% 17% 1% 10% 17:00 – 18:00 1% 32% 0% 11% 18:00 – 19:00 1% 13% 1% 12% 19:00 – 20:00 - - 0% 7% 20:00 – 21:00 - - 0% 2%
Graph 1 - Staff Daily Arrival and Departure Profiles – TRICS Data and Gatwick Airport Data
35. Table 5 demonstrates there is a pronounced peak in arrivals and departures in both data sets. The 2016 Gatwick Airport Travel to Work Survey demonstrates a 3-hour AM peak period of 05:00 - 08:00 and a 3-hour PM peak period of 16:00 - 19:00. This reflects the operation of the airport and the shifts people work.
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36. The TRICS profile demonstrates a slightly later AM peak period – 07:00 – 10:00 – and the same PM peak period – 16:00 – 19:00, which is more reflective of the anticipated operating hours and working times of Horley Business Park.
37. The data demonstrates that approximately 46% of Gatwick Airport staff arrive between 05:00 – 08:00 and 65% of employees at the TRICS sites arrive between 07:00 – 10:00. In the PM peak 33% of Gatwick staff depart between 17:00 – 20:00 and 67% of employees at the TRICS sites depart between 16:00 – 19:00.
38. National Travel Statistics indicate that 30% of commuting trips occur between 07:00 – 10:00, and 31% occur between 16:00 – 19:0012. This broadly correlates to 60% of arrivals occurring in the AM peak period – the majority of trips in the AM peak period will be arrivals, and 60% of departures occurring in the PM peak period.
39. To provide a robust assessment a judgement has been made that the peak periods at Horley Business Park will be 07:00-10:00 and 16:00-19:00, and 70% of arrivals will occur during the AM period and 70% of departures will occur during the PM period. Outside of these periods the Gatwick profile has been applied, albeit reduced proportionally to reflect a 70% peak period demand, as summarised in Table 6 and Graph 2.
Table 6 – Horley Business Park – Peak Hour Arrival and Departure Trip Profile Time Horley Business Park Arrival Departures 07:00 – 08:00 15% 1% 08:00 – 09:00 35% 1% 09:00 – 10:00 20% 1% 16:00 – 17:00 1% 15% 17:00 – 18:00 1% 35% 18:00 – 19:00 0% 20%
12 Table NTS0503, Trip purpose by trip start time (Monday to Friday only): England, 2011/151
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Graph 2 – Horley Business Park – Arrival and Departure Profile for Business Park Trips
Peak Period Trip Forecasts
40. Applying the trip profile in Table 6 and Graph 2 results in the total number of trips (across all modes) as summarised in Table 7. Table 7 demonstrates that the approach taken to calculate trips to and from Horley Business Park during the peak periods is robust, specifically tailored to Horley Business Park and producing a higher number of trips than a generic TRICS assessment.
Table 7 – Total Trips (all modes) – Peak Periods Time TRICS Assessment Horley Business Park Assessment Arrival Departures Arrival Departures 07:00 – 08:00 1274 101 2089 107 08:00 – 09:00 3810 234 4874 107 09:00 – 10:00 1503 297 2785 118 16:00 – 17:00 240 1793 187 2089 17:00 – 18:00 139 3381 86 4874 18:00 – 19:00 72 1345 47 2785
41. The total trip numbers, and the total vehicle numbers, are calculated based on forecast job numbers, which is the approach agreed with Highways England.
Travel Times
42. A combination of peak travel pressures, the provision of leisure facilities at the proposed business park amenity hub, business park management and the increasing propensity for flexible working practice will change working practices and dilute the historic business park peaks, with a reduced reliance on travelling at any particular time. The impact of this will be a smaller proportion of people travelling on the highway network at the busiest times.
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43. Gatwick Airport staff work start times have shifted since 2012. In the morning, more staff are travelling outside of the recognised peak periods, reflecting perhaps conscious operational changes at the airport – to accommodate more flights to / from the airport – or conscious decisions by employees to avoid travelling during the busiest peak periods. In the afternoon / evening period the time of travel is broadly unchanged. This is summarised in Graph 3 and Graph 4.
Graph 3 – Gatwick Airport Staff Work Start Time AM
Graph 4 – Gatwick Airport Staff Work Finish Time PM
44. In Greater Manchester the peak hour (08:00 – 09:00) to peak period (07:00 – 10:00) proportion of traffic travelling during the peak one-hour period on A roads has reduced from
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0.39 to 0.36 between 1999 to 2016, indicating a flatter peak profile and more people travelling during the shoulders of the peak periods13.
45. The information demonstrates how people change their behaviour according to their environment, and act to minimise their inconvenience.
46. The peak hour trip profile set out in Table 6, and reproduced in Table 8 below, reflects the distribution of trips based on current travel patterns. Over time, and reflective on what is happening at Gatwick Airport, we would expect the peaks within the AM and PM peak periods to become less pronounced, with more people travelling during the shoulder of these peaks to result in a profile as summarised in Table 8.
Table 8 – Peak Spreading – Arrival and Departure Demand Profile Time 2021 2036 Arrival Departures Arrival Departures 07:00 – 08:00 15% - 18% - 08:00 – 09:00 35% - 30% - 09:00 – 10:00 20% - 22% - 16:00 – 17:00 - 15% - 18% 17:00 – 18:00 - 35% - 30% 18:00 – 19:00 - 20% - 22%
47. Table 8 demonstrates one simple way in which extra capacity, and best value, can be extracted from the available infrastructure, and this is applicable to all modes of travel, not just the highway network.
48. However, taking a precautionary approach, the potential for demand to spread across the peak period, and even outside of the peak period, as observed at Gatwick Airport and in Greater Manchester and as set out in Table 8 has not been factored into the assessment work to date to ensure the assessment work is resilient.
Distribution
49. The existing distribution of vehicular trips in the local area has been obtained from the 2011 census for the MSOA Crawley 001, which includes Gatwick Airport. This data set is considered representative of likely travel patterns given it includes Gatwick Airport, and people currently employed within this Census area experience similarities in terms of accessibility and availability of transport choice and the location relative to London, Brighton, Crawley, Horley, and other local settlements and employment centres. This is a recognised approach to inform distribution, and is the same approach adopted by Surrey County Council in their Strategic Highway Assessment Report.
13 Table 2.10 Ratio of Peak Hour to Peak Period Weekday Traffic for A Road Links 1990 - 2016
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50. A judgement has been made, based on location, likely route choice and professional experience of the route drivers will take to travel to / from Horley Business Park from each identified location. A summary of the forecast distribution is provided in Table 9.
Table 9 – Horley Business Park Trip Distribution Route Distribution M23 (North) 21% M23 (South) 30% Ring Road 0% A23 9% Balcombe Road (N) 5% Balcombe Road (S) 36%
51. The distribution in Table 9 is considered robust. It is comparable with the workforce catchment areas provided in the Gatwick 2016 Travel to Work Survey, which equates to a distribution as summarised in Table 10.
Table 10 – Gatwick Airport Employee Trip Distribution Route Distribution M23 (North) 18% M23 (South) 28% Ring Road 0% A23 13% Balcombe Road (N) 0% Balcombe Road (S) 41%
52. Whilst Horley Business Park is expected to have a wider employee catchment than Gatwick Airport– the maximum commuting time people will accept on a daily basis is broadly comparable across job types and therefore the Census data catchment and the Gatwick Airport catchment provide a good indication of likely travel patterns for Horley Business Park.
Travel Distance
53. A summary of travel distance by job type for people currently working in Reigate and Banstead is summarised in Graph 5.
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Graph 5 – Travel Distance by Job Type – Reigate and Banstead
54. The data demonstrates across manufacturing, construction, transport and communication, and finance, real estate, professional and administrative activities (the sector most representative of Horley Business Park) the variance in the proportion of workers who travel less than 30km to get to work ranges from 77% – 84%. The proportion of those employed in the most comparable sector to the likely end users at Horley Business Park who travel less than 30km to work is 84%.
55. This broadly correlates with the 2016 report on travel at Gatwick found that the average journey distance to work is 23 miles, down from 25 miles recorded in 201214.
56. To provide an indication of the distance people typically travel to work in the area the distance people travel from home to work in Horley and Crawley is summarised in Graph 6 and Graph 7.
14 Page 14, 2016 Travel to Work Survey Report
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Graph 6 – Horley Journey to Work – Travel Distance
Graph 7 – Crawley Journey to Work – Travel Distance
57. The graphs demonstrate that over 50% of people travel 10km or less to work in Horley and Crawley, demonstrating the potential for walking and cycling as viable options for a significant proportion of journeys to work, together with public transport.
Mobility as a Service
58. In addition to walking and cycling, new technologies could transform how we undertake local journeys, and particularly the last mile of travel. Vectos is currently participating in the ESPIRIT project, an EU funded research and innovation project, which is developing a new electric vehicle designed to seamlessly connect users with public transport hubs for more
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convenient and joined-up journeys. Prototype vehicles will be demonstrated in Glasgow, Lyon and L’Hospitalet (Barcelona urban area), tested for operational effectiveness ready for manufacturing and deployment across Europe. There is scope to introduce these vehicles, and these technologies, at Horley Business Park, further enhancing the attractiveness, and the attractiveness of public transport, of Horley Business Park.
59. The MIND-sets project, a EU research project in which Vectos plays a leading role, pools sociologists, environmental psychologists and economists with sustainable mobility and travel behaviour specialists to understand the potential for increasing automation, door-to- door seamless travel, smart mobility, mobile phone apps and on-demand services to provide people with more choice. This research demonstrates the flexibility people have in determining travel choice in areas of high accessibility, and this level of flexibility will be intrinsic to Horley Business Park.
60. Vectos led the CHUMS project, an EU funded project, which took a new approach to car sharing by integrating three measures – Attract, Inform and Retain - to ensure car sharing schemes in workplaces and universities are effective. The project operated in five demonstration cities – Craiova, Edinburgh, Leuen, Perugia and Toulouse, and Toulouse achieved 58,000kms of car sharing per month through 530 registered users.
61. Vectos also plays a leading role in the SocialCar project, an EU funded research and innovation project, which is aiming to establish car sharing as a more accessible transport mode. The project is developing and demonstrating a new mobile phone application, in ten European cities, which allows users to find carpooling options in real-time and to connect with public transport services.
62. Heathrow’s carshare scheme has been running for 10 years and operates an online car- sharing platform. There are 7,391 registered users, with 2,248 of these confirmed as car sharing on a regular basis. At Ocado’s fulfilment centre in Warwickshire, 36% of the 2,000 employees have registered to the car-sharing database. There is significant potential for car sharing at Horley Business Park (and Gatwick Airport).
63. The way people are embracing the sharing economy, particularly when it comes to cars and transport, is evident in London. In 2016 there were 186,000 car club members in London, up from 155,000 in 2015. Many car club members are ambitious young people in their 20s and 30s, known as Metropolitan High Flyers in the Mosaic classification, and the type of people we would expect to be employed at Horley Business Park.
64. The emphasis on technology for Mobility is growing, the reliance and desire for reliance on cars for commuting is lessening, particularly amongst Millennials (and Metropolitan High Flyers) who now rate owning latest technology as more important than owning a car, and working at home, at least for part of the week is increasing. The traditional routine of driving into work every day for 9 – 5 is becoming a thing of the past, and travel patterns are changing to reflect this, becoming much more fluid.
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65. In 1993 50% of people aged 17 – 20 possessed a car licence. In 2014 the proportion had reduced to 30%, reflecting the changing priorities of young people. The change in car licence possession is summarised in Graph 8.
Graph 8 – Full Car Driving Licence Holders Aged 17-20 Years
66. The travel patterns and behaviour of young people is critical given the timescales for Horley Business Park, and the need to address and accommodate the needs of the people who will be working at Horley Business Park in the future (2036 and beyond) rather than design and forecast based on historic employment and travel patterns and behaviour. The development proposals include self-drive electric pods, autonomous vehicles and a bike hire scheme operating within Horley Business Park.
67. Spatial planning is also reflecting changing lifestyles and transport behaviour. Planned residential development at Forge Wood Site (1,900), Meath Green Lane (1,570 dwellings), and Longshot & Lake Lane (710 dwellings) will be within close proximity of Horley Business Park and accessible by non-car modes, both new and traditional, and provide a large potential local workforce for Horley Business Park which is within easy access to the site.
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Figure 1 – Proposed Residential Development
Trip Generation
68. The total multi-modal trip generation during the three-hour AM and PM peak periods is summarised in Table 11. This takes into account:
• Complete build out of Horley Business Park • Full leasing of the entirety of Horley Business Park • The number of employees – 16,300 • A vacancy rate of 2.5% • An attendance rate of 87.6% • A car driver alone and car driver with passenger mode split of 38% and 12% respectively • 70% of all arrivals in the AM peak period, with 35% alone between 08:00 – 09:00 and 70% of all departures in the PM peak period (16:00 – 19:00), with 35% alone between 17:00 – 18:00; • Traffic distribution in line with Gatwick Airport staff origin / destination information (59% of all traffic accessing via Junction 9A); • No car parking constraint.
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Table 11 – Multi-Modal Trip Generation AM Peak – 07:00 – 10:00 PM Peak 16:00 – 19:00 Mode Split Arrivals Departures Arrivals Departures Alone Car Driver 3655 124 120 3655 Car Driver with Passenger 1218 41 40 1218 Passenger 487 17 16 487 Public Bus/Coach 1754 60 58 1754 Rail 1462 50 48 1462 Company Transport 585 20 19 585 Bicycle 292 10 10 292 Walk/Run 97 3 3 97 Motorbike 97 3 3 97 Taxi 97 3 3 97 Total 9747 331 320 9747
69. The data in Table 11 represents the forecast trip generation in 2036, on the basis that the business park is complete. However, it is important to understand the development will be phased, and the increase in transport demand will be incremental. The forecast car driver demand at Year 1, Year 5, Year 10 and Year 15 (2036) is summarised in Table 12.
Table 12 – Phased Car Demand at Horley Business Park Car Driver Car Driver with Passenger Phase Hour Arrivals Departures Two-Way Arrivals Departures Two-Way 07:00 - 10:00 227 8 235 76 3 78 1 (2021) 16:00 - 19:00 7 227 235 2 76 78 07:00 - 10:00 1370 47 1417 457 16 472 2 (2026) 16:00 - 19:00 45 1370 1415 15 457 472 07:00 - 10:00 2513 85 2598 838 28 866 3 (2031) 16:00 - 19:00 83 2513 2595 28 838 865 07:00 - 10:00 3655 124 3779 1218 41 1260 4 (2036) 16:00 - 19:00 120 3655 3775 40 1218 1258
Junction 9A - Horley Business Park – Journey Time Analysis
70. The forecast level of demand from Horley Business Park can be accommodated on the highway network with improvements to Junction 9a.
71. In addition to the Smart Motorway improvements at Junction 9 and the M23 Spur Road, which will provide hard shoulder running on this section of the network and revisions to the arrangements at Junction 9 which are due to be completed by Highways England in 2020, the development proposals also include improvements to Junction 9A. The proposed
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improvements, which will provide traffic signal control and additional capacity at Junction 9A, are shown in Figure 2.
Figure 2 – Proposed Improvements at Junction 9A
72. To understand the change in journey times from the current position to the development position (100% development) and the revised layout at Junction 9A with the Smart Motorway improvements in place, a VISSIM microsimulation model was built. The VISSIM model considered the baseline position (the current position in 2036) and the development position (the baseline position plus 100% development at Horley Business Park). The results of the modelling work is summarised in Table 13.
Table 13 – Change in Journey Time (seconds) – 100% Development at Horley Business Park – One Hour Peak Periods Route Scenario AM Peak Hour Journey PM Peak Hour Journey Time (08:00 – 09:00) Time (17:00 – 18:00) (seconds) (seconds) J9 to Airport Way Base 2016 101 84 Base 2016 + Horley Business Park 111 91 Airport Way to J9 Base 2016 83 88 Base 2016 + Horley Business Park 82 112
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73. The assessment demonstrates that with Horley Business Park fully built out journey times between Junction 9 to Airport Way (along the M23 Spur) would increase by 10 seconds or less in both peak periods, decrease (by 1 second) eastbound in the PM peak period, and increase by 24 seconds westbound in the PM peak period. This change in journey time is considered acceptable, and would not materially impact the operation of the strategic highway network in the peak periods or materially change drivers experience or perception of the strategic highway network. Junction 9A - Horley Business Park plus Additional Growth – Journey Time Analysis
74. Over and above Horley Business Park traffic, the revised layout at Junction 9A can actually accommodate approximately 2,786 additional vehicles in the AM peak period (07:00 – 10:00) and 2,195 additional vehicles in the PM peak period (16:00 – 19:00). This equates to 17% additional capacity in the AM peak period and 18% additional capacity in the PM peak period (over and above Horley Business Park).
75. This level of growth would represent a step-change in the level of growth on the local highway network, which has shown no significant increase in capacity since the recording of data began in 2000, as illustrated in Graph 9.
Graph 9 – Historic Traffic Trends on Local Network15
76. In the AM peak period (07:00 – 10:00) Gatwick Airport traffic accounts for circa 9,437 vehicles at Junction 9A, which equates to 64% of demand. In the PM peak Gatwick Airport accounts for circa 7,511 vehicles, which equates to 58% of demand.
15 Department for Transport AADT Data
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77. The improvements at Junction 9A can therefore accommodate a further 30% growth in Gatwick Airport traffic in the AM peak period – an additional 2,786 vehicles - and a further 29% growth in the PM peak period – an additional 2,195 vehicles, over and above the full development of Horley Business Park. This is level of additional capacity is significant, and will assist the continued growth of Gatwick Airport.
Parking Constraint
78. Whilst the proposed improvements to Junction 9A, and the Smart Motorway improvements to the M23 Spur and Junction 9, can accommodate the forecast demand from Horley Business Park and other growth in the area, to support and promote the sustainable characteristics of the development, and to reflect how we expect future travel patterns to change, the proposed level of car parking on the site will be constrained to 5,250 spaces. This equates to a ratio of 1 space per 40m² overall. This will constrain the number of vehicles travelling to and from the business park on a daily basis.
79. The forecast level of parking accumulation, on the basis of the supply of parking provision matching parking demand, is circa 5,650 spaces, which equates to 1 space per 37m² overall. The provision of 5,250 spaces will constrain the forecast demand by 7%, and result in a peak period car-driver trip demand as summarised in Table 14.
Table 14 – Peak Period Car-Driver Trip Demand – 5,250 Car Parking Spaces Arrivals Departures 07:00 – 08:00 970 49 08:00 – 09:00 2263 49 09:00 – 10:00 1293 55 16:00 - 17:00 87 970 17:00 – 18:00 40 2263 18:00 – 19:00 22 1293
80. We would expect the constrained demand to transfer to more sustainable modes, principally car-sharing, walking, cycling and public transport, and the additional capacity on the highway network to accommodate further growth in the area, including at Gatwick Airport.
81. The potential for car sharing is significant, as demonstrated by the average car occupancy for the journey to work in England, which is 1.2 people per vehicle, and the 52% of Gatwick Airport employees driving to work in single occupancy vehicles.
82. Walking and cycling are the highest density modes of transport, and the most efficient modes of transport in urban areas, and the proposals include a covered, direct active travel connection between Gatwick Airport railway station and Horley Business Park.
83. There are also significant improvements are planned to improve the bus and rail networks.
84. The proposals for Horley Business park plan to incorporate into the park design connection with the local Metro bus service, operating at a 10-minute frequency and a 15-minute journey
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time throughout the peak periods between Crawley, Horley and Horley Business Park, to encourage people to leave the car at home 85. The Rail Revolution at Gatwick Airport railway station will see a new fleet of Thameslink trains (2018), the introduction of state of the art signalling (2018), twice hourly direct services to Cambridge and Peterborough (2018), connections to Crossrail at Farringdon (2019), a £120 million transformation of Gatwick Airport railway station (2020), Crossrail 2 and HS2 completed with connections direct to Gatwick (2030), and capacity nearly trebled with over 50 trains per hour departing Gatwick in all directions (2035).
86. In total, the proposed improvements at Junction 9A, together with the proposed transport strategy, will facilitate circa 24% growth in the local area, or 42% growth at Gatwick Airport, on the basis that travel patterns to Gatwick Airport remain unchanged. This is a pessimistic forecast on how much future growth can be accommodated given recent trends and the growth strategy (and transport strategy) for Gatwick Airport.
87. The growth strategy (and transport strategy) for Horley Business Park aligns with the strategy for Gatwick Airport, promoting sustainable travel choices and maximising high- density transport modes to reduce the proportions of staff and passengers travelling to and from the airport by car, which is inefficient. The strategy is already working at Gatwick Airport, with a reduction in car driver alone mode share from 60% to 52% between 2012 to 2016 for staff, and a reduction in car driver alone mode share from 40% to 36% between 2012 to 2016 for passengers.
88. Due to the success of the transport strategy at Gatwick Airport, the future targets for staff and passenger car driver alone mode shares are 45%16 and 31%17 respectively.
89. A further reduction in the car driver mode split for staff, from 52% to 45%, and a further reduction in the car driver mode split for customers, from 35% to 31%, would see 1,274 vehicles removed from the highway network in the AM peak period and 1,014 vehicles removed from the highway network in the PM peak period. This is summarised in Table 15.
16 SD6 Surface Access - Figure 2 Page 8 17 SD6 Surface Access - Figure 1 Page 7
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Table 15 – Additional Economic Growth or Gatwick Airport Growth (in addition to Horley Business Park) AM Peak Period PM Peak Period – – 07:00 – 10:00 16:00 – 19:00 (vehicles) (vehicles) Additional Capacity Provided by Junction 9A Improvements 2,786 2,195 Existing Background Traffic 14,751 12,851 Existing Gatwick Airport Traffic 9,437 7,511 Change in Traffic Due to Horley Business Park Transport Strategy -1,174 -935 Change in Traffic Due to Gatwick Airport Transport Strategy -1,274 -1,014 Additional Traffic Capacity 5,234 4,144 Additional Economic Growth 35% 32% Gatwick Airport Growth % 55% 55%
90. The delivery of Horley Business Park, and the transport strategy for Horley Business Park, a new Junction 9A, Smart Motorways, and Gatwick Airport Surface Access Strategy, together with new technology and behavioural change in living and working, can deliver 16,300 jobs at Horley Business Park and 32% - 35% growth in the local area, or 55% growth at Gatwick Airport. Simply, the highway infrastructure improvements and transport strategies can accommodate a level of growth associated with 5,234 vehicles at Junction 9A in the AM peak period and 4,144 vehicles at Junction 9A in the PM peak period.
91. The operation of the highway network, with full development at Horley Business Park (16,300 jobs) and 32% growth in the AM peak and 35% growth in the PM peak is summarised in Table 16.
Table 16 – Future Position - Horley Business Park and 32% - 35% Growth – Additional Journey Times (seconds) Route Scenario AM Peak Hour PM Peak Hour Journey Time Journey Time (08:00 – 09:00) (17:00 – 18:00) (seconds) (seconds) J9 to Airport Way Base 2016 101 84 Base 2016 + Horley Business Park + 205 98 32% Growth Airport Way to J9 Base 2016 83 88 Base 2016 + Horley Business Park + 82 134 35% Growth
92. The results demonstrate that during the AM peak period the westbound journey time increase by 104 seconds, whilst the eastbound journey time decreases by 1 second. In the PM peak period the westbound journey time increases by 14 seconds and the eastbound journey time increases by 46 seconds.
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93. This level of change in journey time is acceptable will accommodate Horley Business Park plus 32% - 35% additional growth, and in this context is considered acceptable in planning terms. Balcombe Road
94. The calculate distribution demonstrates that for 41% of all trips the most convenient route would be via Balcombe Road. The reason for this is the strong employment demand from people living in Crawley.
95. Crawley is located immediately to the south of the M23 Spur, and presents a real opportunity to encourage people to travel to and from the business park using non-car modes. Whilst walking and cycling would be an option, we would propose to incorporate into the park design connection with the local Metro bus service, operating at a 10-minute frequency and a 15-minute journey time throughout the peak periods between Crawley, Horley and Horley Business Park, to encourage people to leave the car at home.
96. In addition, the capacity for vehicular access via Balcombe Road would be limited. The Balcombe Road access junction would be limited to capacity for a demand of circa 492 vehicles, and the car park would be limited to circa 950 spaces, which equates to a demand of circa 418 vehicles. This corresponds to a distribution of circa 17% of all trips (a constraint in the peak hour of 587 vehicles from Crawley).
97. Without constraint, the car parking demand via Balcombe Road is summarised in Table 17. The car parking demand with constraint, and limited to 950 spaces, is summarised in the same table.
Table 17 – Unconstrained and Constrained Traffic Demand – Balcombe Road Unconstrained Demand (41%) Demand with 950 Car Parking Spaces (17%) Arrivals Departures Accumulation Arrivals Departures Accumulation 07:00 – 08:00 421 21 646 176 9 269 08:00 – 09:00 983 21 1607 410 9 670 09:00 – 10:00 562 24 2145 234 10 894 16:00 - 17:00 38 421 1639 16 176 683 17:00 – 18:00 17 983 674 7 410 281 18:00 – 19:00 9 562 121 4 234 51
98. The indicative layout of Balcombe Road Junction is shown in Figure 3. An assessment of this layout, with 41% of trips accessing Horley Business Park via Balcombe Road is summarised in Table 18. Clearly, this level of demand cannot be accommodated.
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Figure 3 – Indicative Layout at Balcombe Road
Table 18 – Balcombe Road Linsig Assessment – 41% Demand (Unconstrained Demand) AM Peak PM Peak Deg Sat Queue Deg Sat Queue Balcombe Road (N) 145% 140 113% 72 Balcombe Road (S) 146% 311 117% 87 Site Access 12% 1 116% 101
99. In the same way that the capacity of Junction 9A can be managed, a constrained approach to car parking and the introduction of traffic lights at Balcombe Road allows highway capacity in this location to be managed. The introduction of signal control also allows for improved provision for pedestrians and cyclists.
100. The operation of the junction, with demand limited by the level of parking provision (950 spaces) is summarised in Table 19. The results in Table 19 reflect a junction set up which aims to provide priority to pedestrians and cyclists, through traffic, and traffic accessing the
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business park, and limited priority to traffic leaving the business park, with queuing held within the business park.
Table 19 – Balcombe Road Linsig Assessment – 17% Demand (Constrained Demand) AM Peak PM Peak Deg Sat Queue Deg Sat Queue Balcombe Road (N) 52% 11 76% 13 Balcombe Road (S) 85% 30 78% 21 Site Access 6% 1 76% 23
101. In managing the highway network in this way, and providing attractive alternative choices to the private car, we expect the response from people commuting from Crawley to be mode shift, with people choosing non-car modes of travel rather than diverting via the M23 and the degree of delay and inconvenience associated with this choice. Network Management
102. The results presented within this Technical Note aim to balance demand and convenience between all users on the highway network. However, the introduction of traffic signals at Junction 9A allows the degree of priority given to each user to be managed, and the flow of vehicles out of Horley Business Park, particularly during the PM peak period can be managed and controlled. This can help ensure the demand at Junction 9A, the M23 Spur and Junction 9 is managed to ensure the network operates efficiently, and can also be used as a further tool to manage car driver demand at Horley Business Park and encourage a further shift to more sustainable and active modes of travel.
103. The amount of green time afforded to vehicles exiting Horley Business Park can be balanced against the amount of green time afforded to Gatwick Airport and through traffic, subject to the priorities of the highway network and the variance in demand which may occur on a daily basis. Traffic could be held within Horley Business Park, with queuing contained within the site, to manage the volume and flow of traffic on the strategic network to ensure the available network capacity is utilised in the most efficient way. This management can also extend to Balcombe Road. Summary
104. The assessment work makes the following judgements:
• Horley Business Park, when complete and fully let, will employ 16,300 people. • On a typical day, we forecast that 13,924 people will travel to and from Horley Business Park. • We forecast that 50% of these people will travel by car, 38% as car drivers and 12% as car passengers. • Of these trips, we forecast 70% will occur in the peak periods (07:00 – 10:00 and 16:00 – 19:00), with 35% occurring during the busiest one-hour period.
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• We forecast that 59% of trips will access Horley Business Park via Junction 9A.
105. The full development of Horley Business Park will result in a 10 second and 7 second increase in westbound journey times (between Junction 9 and Airport Way) on the M23 Spur in the AM and PM peak respectively. The corresponding eastbound journey time will decrease by 1 second in the AM peak and increase by 24 seconds in the PM peak. This level of change is acceptable, and will not materially change the operation of the strategic highway network.
106. The following measures will be in place once Horley Business Park is complete:
• Smart Motorway improvements to Junction 9 and the M23 Spur; • Improvements to Junction 9A, including signal control of the junction; • A new signal controlled junction on Balcombe Road; • Sophisticated traffic management at Junction 9A and Balcombe Road; • A constrained level of parking provision, limited to 1 space per 40m²; • A new direct bus service, operating at a 10-minute frequency between Crawley, Horley and Horley Business Park; • A Rail Revolution at Gatwick Airport railway station, trebling capacity by 2035; • A covered, direct active travel connection between Gatwick Airport railway station and Horley Business Park; • Self-drive electric pods, autonomous vehicles and a bike hire scheme operating within Horley Business Park; • An app-based car sharing scheme, with potential to connect users at both Horley Business Park and Gatwick Airport; and • Personalised travel planning provided by an appointed resident Travel Advisor.
107. The implementation of these measures will create a step change in travel behaviour and a step change in transport network capacity in the area, and will be capable of accommodating an additional 32% growth in the local area, over and above Horley Business Park.
108. Put another way, Horley Business Park can be delivered in tandem with 55% growth at Gatwick Airport.
Appendix A – Employment Densities
Employment densities note
The employment densities have been sourced from the following document:
• Employment Densities Guide (3rd Edition, November 2015), prepared for the Homes and Communities Agency (HCA) by Bilfinger GVA.
Based on the HCA guidance, the following densities have been applied to the proposed scheme:
• Office space: 10 sq. m per full-time equivalent (FTE) employee (based on net internal area). • Shops: 18 sq. m per FTE (NIA). • Cafes & restaurants: 18 sq. m per FTE (NIA). • Hotels: It has been assumed that the hotel built as part of the scheme will be 4*, with the HCA guidance indicating that this class of hotel generates 1 FTE job per 2 rooms.
It should be noted that employment densities for retail space vary between 15 and 20 sq. m per employee in the HCA guidance. The median figure of 18 sq. m. outlined above for the shops, cafes & restaurants has been used in the economic impact analysis.
In terms of the office space, hot-desking has become more common in recent years as organisations move towards more flexible styles of working, which could impact on employment densities. While hot-desking may continue to become more wide-spread in high density, shift-based, lower skilled jobs, at the top end businesses are still looking to provide a desk for each employee. Given the prestige of Horley Park as a location, it is likely that occupiers will come from this “top end” of companies.
It is felt that an employment density for the offices of 10 sq. m per FTE provides the most sensible estimate for calculating job numbers. It still represents a higher density than many traditional offices (circa 12 sq. m. per FTE according to the HCA guidance), however it also reflects the fact that the jobs created are likely to be higher value added and are unlikely to be accommodated at an even higher density – say the 8 sq. m per FTE that would typically be applied to call centre jobs, for example.
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Horley Business Park Highways England – Additional Information
February 2018 N18-IS-151891-Highways England-Additional Information-02
Introduction
1. This Technical Note provides further additional information requested by Highways England in relation to Horley Business Park following a meeting held on 8th December 2017.
2. This Technical Note provides further information on:
• Employee numbers; • Holiday leave profile; • Gatwick Airport demand profile; • Journey to work mode splits; • Phasing of construction, mitigation, mode split, and vehicle trips; • Highway network assessment, and detailed VISSIM results; • The scope of the walking and cycling assessment; • The scope of the bus assessment; and • The scope of the rail assessment.
Employee Numbers
3. Trip forecasts for Horley Business Park have been based on employee numbers rather than gross floor area at the specific request of Highways England.
4. The employee numbers have been calculated based on information provided by the Homes and Communities Agency (HCA) in the following document:
Employment Densities Guide (3rd Edition, November 2015), prepared for the Homes and Communities Agency (HCA) by Bilfinger GVA
5. The guidance provides the following employee numbers by floor space for each proposed land use:
• Office space: 10 sq.m per full-time equivalent (FTE) employee (based on net internal area). • Shops: 18 sq.m per FTE (NIA). • Cafes & restaurants: 18 sq.m per FTE (NIA). • Hotels: It has been assumed that the hotel built as part of the scheme will be 4*, with the HCA guidance indicating that this class of hotel generates 1 FTE job per 2 rooms.
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6. The typical office employee rate is 1 employee per 12 sq.m, but in order to be robust a figure of 1 employee per 10 sq.m has been used. An allowance has been made for leave to provide a reasonable assessment of the number of employees on site each day.
7. The forecast number of employees by land use is summarised in Table 1.
Table 1 – Forecast Employee Numbers
Business Park Land Use Total (sqm) Employee Numbers Core Business Park Space B1a Office 150,000 71% 14,807 B1a Incubator space 2,500 1% 66 B1b R&D 40,000 19% 948 B1c Light Industry 7,500 4% 189 Sub-total 200,000 95% 16,009 Ancillary uses A1 2,000 1% 132 A3 Mid-scale hotel 3,500 2% 51 Mid-scale hotel 1,500 1% 22 business space Gym 2,000 1% 36 Creche 1,500 1% 49 Sub-total 10,500 5% 291 Overall Total 210,500 100% 16,300
8. The forecast number of total employees once Horley Business Park is fully built out, 16,300, is considered robust.
9. To provide an additional sense check of the employee number forecasts, the employee densities of the five available TRICS survey sites has been calculated and is summarised in Table 2.
Table 2 – TRICS Sites Employment Densities Site GFA (m²) Employees Employee Density (1 per X m²) Bowburn Industrial Estate, Durham 2,000 103 19 Chestnut Avenue, Eastleigh 26,100 1,607 16 Inverness Retail and Business Park, Inverness 5,400 200 27 Kent CC Highways, Ashford 2,525 222 11 Kent CC Highways, Aylseford 3,168 181 18
10. Table 2 demonstrates that the typical employment density of the available office sites in TRICS is 1 employee per 11 – 27 m². This range in employee density is well below the density assessed for offices at Horley Business Park, which is 1 employee per 10m².
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11. Typically for new developments trip forecasts are made based on floor areas. N15 – Trip Methodology and Highway Network Assessment, included at Table 7 a comparison of a trip forecast based on floor areas and a trip forecast based on employee numbers. Table 7 is recreated here as Table 3.
Table 3 – Total Trips (all modes) – Peak Periods Time TRICS Assessment Horley Business Park Assessment Arrival Departures Arrival Departures 07:00 – 08:00 1274 101 2089 (+64%) 107 08:00 – 09:00 3810 234 4874 (+28%) 107 09:00 – 10:00 1503 297 2785 (+85%) 118 16:00 – 17:00 240 1793 187 2089 (+17%) 17:00 – 18:00 139 3381 86 4874 (+44%) 18:00 – 19:00 72 1345 47 2785 (+107%)
12. Table 3 again demonstrates that a robust approach has been taken to trip forecasts, with the employee-based approach producing a higher trip forecast than a traditional TRICS-based floor area approach. Holiday Leave
13. YouGov supply holiday leave statistics from September 2015, which showed the national average worker took 27.2 days off through leave that year. That equates to 10.7% of the working days per year. In the methodology to date this leave has been applied equally across the year.
14. Highways England has requested further details in terms of when leave is taken at different times of the year.
15. Vectos South Ltd is a professional consultancy service which employs circa 70 – 75 people, comparable to the type of business which is expected to be attracted to Horley Business Park. A summary of the percentage of annual leave days against available days for each month in 2016 is provided in Graph 1.
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Graph 1 – Vectos South Limited – 2016 Annual Leave Profile
16. Graph 1 demonstrates that June, July, August and December are the months during which the highest proportion of annual leave is taken. These months coincide with traditionally lower traffic flows on the highway network, coinciding with school holidays, and are typically excluded from highway network assessments.
17. The average proportion of annual leave for the remaining eight months – January – May and September – November – is 6.0%, as summarised in Table 4.
Table 4 – Average Annual Leave (excluding June, July, August and December) Month Proportion on Annual Leave January 2.6% February 6.0% March 7.1% April 3.5% May 7.4% September 8.6% October 6.6% November 5.8% AVERAGE 6.0%
18. For the purposes of assessment, we will therefore adjust the annual leave percentage from 10.7% to 6.0%, to reflect the average level of leave taken outside of the key holiday periods.
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19. This will increase the number of employees on site on any given day in 2036 from 13,924 to 14,666. The forecast car driver mode split is 37%, and this amendment equates to an additional 275 vehicles travelling to and from Horley Business Park, which will not materially change the operation of the highway network from the position already reported, but we will amend the methodology to incorporate this adjustment in all future assessment work. Gatwick Airport Profile
20. The assessment work undertaken by Vectos to date is informed by surveys undertaken in November 2016.
21. Highways England has requested additional information in relation to the profile of demand across the year at Gatwick Airport, and details of how representative November is in terms of Gatwick passenger demand.
22. A summary of Gatwick passenger demand by month for 2016 is provided in Table 5 and Graph 2.
Table 5 – Gatwick Airport - Total Terminal Passengers (000s) - 2016
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec Total Terminal Passengers 2495 2692 3129 3299 3831 4151 4621 4788 4328 3871 2824 3109
Graph 2 – Gatwick Airport – Total Terminal Passengers (000s) - 2016
23. The data demonstrates June – September are the busiest months, with demand dropping off between October – May. The average level of demand between October – May is 13% higher than the November demand.
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24. However, passenger demand only accounts for a proportion of Gatwick Airport traffic, with staff trips also accounting for a proportion of Gatwick Airport traffic demand. The staff demand profile is more consistent across the year.
25. At Junction 9A Gatwick Airport traffic accounts for circa 60% of traffic.
26. The breakdown of Gatwick Airport traffic demand, split between staff and passengers, is approximately 81.5% passengers in the AM peak and 82.2% passengers in the PM. Therefore, the uplift in demand in November would only apply to circa 48% of traffic, and a 13% increase of this proportion would result in an overall increase of circa 6%. However, as the holiday leave analysis demonstrates November is one of the quietest months in terms on annual leave, and background traffic levels will be higher than normal and largely offset the slight reduction in Gatwick Airport demand at this time.
27. Overall, there is a flex in demand in background traffic levels and Gatwick Airport demand, which broadly balance each other out, and the level of variation in different demand profiles is within what would be expected as reasonable daily variations on the highway network. Therefore, we see no reason to adjust the baseline traffic levels which inform the assessment.
28. However, we are will undertake sensitivity testing in the model of different demand profiles, and different demand levels at Gatwick Airport. Mode Split
29. The forecast mode split for Horley Business Park and the current Census 2011 Journey to Work mode split for people working in Reigate and Banstead is summarised in Table 6.
Table 6 – Mode Split Comparison – Horley Business Park v Reigate and Banstead HBP HBP 2036 2021 R&B Car Driver 62% 50% 63%*
Passenger 2% 5% 4% Public Bus/Coach 15% 18% 3% Rail 12% 15% 17% Company Transport 3% 6% - Bicycle 3% 3% 2% Walk/Run 1% 1% 10% Motorbike 1% 1% 1% Taxi 1% 1% 1% Total 100% 100% 100% *car mode split not broken down between car driver and car passenger in Census data
30. In 2021 the forecast car driver mode split at Horley Business Park is 62%. This is comparable to the car driver mode split for the journey to work in Reigate and Banstead, which is
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currently 63%. The starting point for the assumptions which inform the mode split analysis are considered robust. Phasing
31. The forecast opening year of Horley Business Park is 2021. We expect a 15-year construction period, and our judgement at this stage is a for a reasonably stable and consistent construction programme, as summarised in Table 7.
Table 7 – Forecast Construction Programme – Total sq.m
Business Park Land Use 2021 2026 2031 2036 Core Business Park Space B1a Office 7,500 49,500 99,000 150,000 B1a Incubator space 125 825 1,650 2,500 B1b R&D 2,000 13,200 26,400 40,000 B1c Light Industry 375 2,475 4,950 7,500 Sub-total 10,000 66,000 132,000 200,000 Ancillary Uses A1 100 660 1,320 2,000 A3 Mid-scale hotel 0 1,155 2,310 3,500 Mid-scale hotel 0 495 990 1,500 business space Gym 100 660 1,320 2,000 Creche 0 495 990 1,500 Sub-total 200 3,465 6,930 10,500 Overall Total 10,200 69,465 138,930 210,500
32. The phased construction programme will be complimented by a phased approach to mitigation, as summarised in Table 8.
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Table 8 – Planned Programme of Mitigation 2021 2026 2031 2036 • Smart Motorway • Active Travel Connection • Self Drive / Autonomous • Gatwick Airport Improvement to Gatwick Airport Electric Pods Rail Station Capacity • Junction 9A • Balcombe Road • Gatwick Rail Station – 50 Trebled Improvements Improvements Departures Per Hour / • New Bus Service – 20 • New Bus Service – 10 Train to London Every Minute Frequency Minute Frequency 2.5 Minutes • Gatwick Airport Rail • Bike Hire Scheme Station Capacity Doubled • App-Based Car Sharing Scheme • Personalised Travel Planning
33. The phased construction and mitigation programmes will result in a gradual shift in the mode split of trips to and from Horley Business Park towards more sustainable modes, as summarised in Table 9.
Table 9 – Forecast Mode Split 2021 2026 2031 2036 Alone Car Driver 55% 50% 44% 37% Car Driver with Passenger 7% 8% 10% 12% Passenger 2% 3% 4% 5% Public Bus/Coach 15% 16% 17% 18% Rail 12% 13% 14% 15% Company Transport 3% 4% 5% 6% Bicycle 3% 3% 3% 3% Walk/Run 1% 1% 1% 1% Motorbike 1% 1% 1% 1% Taxi 1% 1% 1% 1% Total 100% 100% 100% 100%
34. The current car-driver mode split in Reigate and Banstead is 63%. The current car-driver mode split for employees at Gatwick Airport is 58%. A forecast car-driver mode split of 62% in 2021 is therefore considered conservative.
35. In addition, the forecast allows for incremental changes in more sustainable modes of travel, and takes a very conservative approach to walking and cycling mode splits – assuming no change over a 15-year period – to provide a robust assessment of the highway and public transport networks.
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36. The forecast trend is for people to lead more sustainable lives and for technology to play an increasing role in Mobility. We expect the mode split to continue to become more sustainable beyond 2036, and the number of private vehicle trips to continue to decline.
37. London has already reached ‘peak car’, and is now at Stage 3 of a European City Life Cycle, as summarised in Figure 1. The ambition of a number of other cities in the UK, including Cambridge, Brighton, Bristol and Cardiff, is to short circuit Stage 2 and reach Stage 3 as quickly as possible, focussing on active lifestyles and quality of life rather than continued reliance on the private car. Achieving this ambition will have a positive effect on wider travel patterns across the UK, breaking any connection between economic growth and traffic growth, resulting in an end to limitless traffic growth. In 2036 we expect private car use to be in decline.
Figure 1 – Stages of a European City
Highway Network Assessment
38. The VISSIM work which has been undertaken to date has assessed the impact of Horley Business Park in 2036. This is the period during which the number of car trips to and from Horley Business Park is expected to peak following completion of the business park, with a gradual reduction year on year beyond 2036 as travel patterns become more sustainable.
39. We will undertake an assessment of the 2021, 2026 and 2031 scenarios in VISSIM should Highways England believe this would be useful and necessary, but in each of these scenarios we would expect journey times, levels of delay, levels of queuing and overall network performance to improve as overall traffic flows will be lower than in 2036.
40. The VISSIM Model has assessed two core scenarios:
• Base 2016 • Base 2016 + Horley Business Park (in 2036)
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41. The following journey times on the strategic highway network, as illustrated in Figure 2, have been assessed in each scenario:
• B – A – Airport Way – Airport Way North Terminal Roundabout • B – C – Airport Way – Junction 9A (in both directions) • C – D – Junction 9A Roundabout (in both directions) • D – E – Junction 9A – Junction 9 (in both directions)
Figure 2 – Journey Time Routes
42. A summary of the journey time analysis will be provided.
43. Journey times on the local highway network were also undertaken in the following locations, as shown in Figure 3.
• A (Victoria Road) - F (Victoria Road / Balcombe Road Roundabout) • F (Victoria Road / Balcombe Road Roundabout) – C (Balcombe Road / Fernhill Road Junction) • C (Balcombe Road / Fernhill Road Junction) – D (Balcombe Road (south)) • D (Balcombe Road (south)) – C (Balcombe Road / Fernhill Road Junction) • C (Balcombe Road / Fernhill Road Junction) – F (Victoria Road / Balcombe Road Roundabout) • F (Victoria Road / Balcombe Road Roundabout) – A (Victoria Road) • C (Balcombe Road / Fernhill Road Junction) – E (Radford Road) • E (Radford Road) – C (Balcombe Road / Fernhill Road Junction) • B (Balcombe Road (north)) – F (Victoria Road / Balcombe Road Roundabout) • F (Victoria Road / Balcombe Road Roundabout) – B (Balcombe Road (north))
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Figure 3 – Journey Times on the Local Highway Network
44. The VISSIM model has recorded average and maximum queue lengths in the following locations, as shown in Figure 4 and Figure 5:
1. Junction 9A – M23 East 1 2. Junction 9A – Ring Road 2 3. Junction 9A – Airport Way 3
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4. Junction 9A – Horley Business Park 9 5. Junction 9A – East to West Through Roundabout (east side) 10 6. Junction 9A – East to West Through Roundabout (west side) 11 7. Junction 9A – West to East Through Roundabout (west side) 12 8. Junction 9A – West to East Through Roundabout (east side) 13 9. Junction 9A – Circulatory (east side) 14 10. Junction 9A – Circulatory (east side onto circulatory) 15 11. Junction 9A – Circulatory (east side onto M23 east) 16 12. Junction 9A – Slip Road onto Airport Way westbound 17 13. Junction 9 – M23 North 4 14. Junction 9 – Circulatory Eastbound 5 15. Junction 9 – M23 South 6 16. Junction 9 – Circulatory Westbound 7 17. Junction 9 – M23 West 8
Figure 4 – Junction 9A Queue Lengths
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Figure 5 – Junction 9 Queue Lengths
45. The VISSIM model also recorded queue lengths on the local highway network in the locations shown in Figure 6.
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Figure 6 – Queue Length Locations – Local Highway Network
46. A summary of the queue lengths on the strategic highway network will be provided.
47. The VISSIM model also records overall network performance, and this information will be provided.. Walking and Cycling Assessment
48. Whilst the assessment of the highway network is clearly the primary focus of Highways England, we will also assess the potential impact on the walking and cycling networks, the bus network and the rail network.
49. We will undertake an audit of the walking and cycling routes in the following locations:
• Balcombe Road; • The route to and from Gatwick Airport rail station; • The route to and from Gatwick Airport bus station; • The route to and from Horley rail station; • The route to Crawley.
50. We will review the capacity of each location, and identify if there are any missing links or improvements to the network which can be made to enhance pedestrian and cyclists safety and encourage active travel.
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Bus Assessment
51. We will undertake a capacity assessment of all bus routes serving Gatwick Airport bus station and local bus routes operating in Horley and Crawley, together with the forecast demand and forecast level of required service for the new bus service which will be introduced to serve Horley Business Park.
52. We will also review bus journey times through the VISSIM model, and the forecast bus journey times between Horley Business Park, Horley town centre and Crawley town centre, and the options for bus priority through the site and on the local highway network. Rail Assessment
53. We will undertake a capacity assessment of Gatwick Airport rail station and Horley rail station, and understand the effect of the forecast additional rail trips on the rail network, cognisant of the proposals for Gatwick Airport and the Rail Revolution. We will liaise with Network Rail and the train operators as appropriate, and forecast the effect in terms of barrier operation, platform loading and train loading, subject to information being made available to us on request.
Horley Business Park Reigate and Banstead – Additional Information
February 2018 N19-IS-151891-Reigate and Banstead-Additional Information-01
Introduction
1. This Technical Note provides further additional information requested by Reigate and Borough Council in relation to Horley Business Park following a meeting held on 11th January 2018.
2. This Technical Note provides further information on:
• The potential effect of visitors to Horley Business Park; • A review of the Gatwick Airport Travel Plan and how comparable the strategies and targets are to Horley Business Park; • The forecast demand and capacity of the proposed new bus service serving Horley Business Park; • Proposed traffic management and car park management; and • Points of clarification in relation to Technical Note 15.
Visitors to Horley Business Park
3. The trip forecasts are informed by forecast total employee numbers at Horley Business Park. This approach has been adopted at the request of Highways England. This approach provides a higher forecast number of trips to and from the business park when compared to a more traditional TRICS-based floor area assessment, which also takes into account visitors to and from the business park.
4. Whilst the employee numbers-led forecast does not specifically include for visitors to Horley Business Park, the mode split analysis excludes working from home, and it also excludes people who work at Horley Business Park visiting other locations in the course of their duties. In reality the visitors to Horley Business Park are likely to balance with employees of Horley Business Park visiting other premises, and taking into account ‘work from home’ is excluded from the mode split analysis, no further analysis of the effect of visitors is required. The analysis is considered robust. Travel Plan
5. The accessibility of Gatwick Airport is highly comparable to the accessibility of Horley Business Park, which is why the mode split of Gatwick Airport employees has informed the trip forecasts at Horley Business Park.
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6. The mode split at Gatwick Airport is in part achieved by the Travel Plan which is in operation. The Travel Plan includes the following commitments:
• Develop walking and cycling infrastructure;
• Support for the Cycle to Work Scheme;
• Provide bus service improvements and promote ‘The Connected Bus’;
• Provide free bus travel for staff between the North and South Terminals;
• Support of the Liftshare car-sharing platform;
• Market the Travel Plan; and
• Participate in the Gatwick Airport Transport Forum.
7. These are all measures which can be adopted or replicated at Horley Business Park, and there is no reason why Horley Business Park cannot achieve a similar mode split to that seen at Gatwick Airport. New Bus Service
8. The forecast number of bus or coach passengers arriving at Horley Business Park during the three-hour peak period is 2,724 passengers. During the busiest peak hour (08:00 – 09:00) 1,362 passengers are expected to arrive by bus.
9. The forecast is that 40% of these bus passengers will utilise the existing bus services in operation. This totals 545 passengers during the busiest peak hour period. There are currently 22 bus services per hour operating in the vicinity of the site, and the additional demand will need to be accommodated by improvements to these services, subject to demand, which will benefit all existing users and people living and working with the catchment of these existing services.
10. The forecast is that 60% of all bus passengers will utilise the new bus service operating between Horley Business Park, Horley town centre and Crawley town centre. This equates to 811 additional passengers during the busiest peak hour. The approximate capacity of a bus is circa 75 passengers, and the proposed frequency of provision is a bus every 5 minutes (once the business park is fully built out). The hourly capacity of this service is 900 passengers, which is more than sufficient to accommodate the forecast demand of 811 passengers.
11. The high level of bus provision and high level of bus service serving Horley Business Park will create a virtuous circle, with increased provision leading to increased demand, and if demand exceeds the proposed level of provision the bus operators, as commercial enterprises, will no doubt increase supply. This will result in a step-change in bus provision in Horley and Crawley for the benefit of all.
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Traffic Management
12. Horley Business Park will be designed to facilitate active traffic management. Both points of vehicular access to and from Horley Business Park will be signal controlled to ensure the efficient operation of each junction. This will also allow the flow of traffic out of the business park to be controlled and managed by the timing of the signals, which can be adjusted to suit the conditions on the highway network.
13. To support this the business park will be designed to accommodate traffic waiting within the business park, with capacity provided to accommodate queuing traffic and providing priority for buses to bypass any queue to and exit the site in an efficient manner.
14. This will enhance the attractiveness of the bus, with more reliable journey times Car Park Management
15. There are a number of ways in which the car park can be managed and access to and from the car park controlled. The precise detail and operation of the proposed car park management will be worked up in more detail as part of any planning application.
16. The Balcombe Road access will primarily serve local trips. The proposal is to restrict Balcombe Road to circa 17% of private vehicle demand, primarily through providing attractive and viable alternatives to the private car for local trips. This includes the proposed bus service between Horley Business Park, Horley and Crawley, improved walking and cycling connections, and a comprehensive Travel Plan. The site and the proposed highway improvements will also be designed to encourage access from Junction 9A.
17. In addition, we anticipate technology will play a key role in the management and control of the car park, with automatic number plate recognition (ANPR) cameras recording all vehicle movements to and from Horley Business Park. This will ensure that the vehicles utilising each access point are permitted to do so, and vehicles which are not permitted to use Balcombe Road will not be able to do so. Permission could be linked to a number of factors, including the distance an employee lives from the site, accessibility and the travel options available to each employee, or an allocation to each occupier which each occupier can then distribute at their discretion. The precise details of any such arrangement would be set out in a Travel Plan. Points of Clarification
18. In relation to ‘N15-IS-151891-Trip Methodology and Highway Network Assessment-Issue’ the following points of clarification were requested:
• The number of car parking spaces provided in relation to the calculations in Table 15; • The figures in Paragraph 96; and • Table 30, and the forecast queue of 30 vehicles and the impact of this on bus services.
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19. The calculations in Table 15 are informed by a car parking provision of 5,250 spaces.
20. The results in Table 30 have not been refined and simply demonstrate that the Balcombe Road Junction has spare capacity. The actual timings of the signals can be adjusted to manage the level of queuing on each arm. In addition, hurry calls which pick up when a bus is approaching a junction and change the appropriate signal to green, could be installed as part of the signal set up to minimise any delay to buses and prioritise the movement of buses through the signals.
Horley Business Park West Sussex CC Crawley SATURN Model
February 2018 N20-IS-151891-West Sussex CC Crawley SATURN Model-01
Introduction
1. This Technical Note provides the results of the assessment work undertaken by Vectos in relation to Horley Business Park utilising West Sussex County Council’s (WSCC) Crawley SATURN model.
2. This Technical Note provides the background to the modelling work which has been undertaken, includes details of the approach to the assessment, and summarises the results of the modelling work. WSCC Crawley SATURN Model
3. WSCC’s Crawley SATURN Model is a strategic model developed to understand at a high level the operation of the highway network within West Sussex in different scenarios.
4. The SATURN model makes judgements based on generalised cost theory, which assume that drivers have perfect mathematical knowledge of time and distance, and act clinically to minimise cost on those bases. They don’t in reality. The model doesn’t make any allowance for temporal shifts in movement, for mode shifts, for day by day differences in travel and many other factors which all contribute to travel behaviour.
5. In practice models are tools with limited ability to capture all the intricate sensitivities inherent in a network like Crawley1.
6. The SATURN model predicts routes that drivers will choose and the way that traffic demand interacts with the available road capacity. The aim of the SATURN model is to reach equilibrium such that costs and flows are in balance under the assumption that individual users will seek to minimise their costs of travel through the network. The level of delay and inconvenience on each route influences the distribution of traffic on each route.
7. The SATURN model also assumes all Horley Business Park trips are new trips to the network, and do not replace any existing commuting trips already included in the model.
8. This model is of greater use when considering the wider scale strategic effects of traffic demand, and of lesser use at the local scale.
1 Page 10, Paragraph 1.5.1 – Local Model Validation Report
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Horley Business Park Assessment
9. The SATURN model has a base year of 2015.
10. For the purposes of assessment of Horley Business Park the SATURN model was updated to include the proposed SMART motorway scheme on the M23 and M23 Spur.
11. These updates to the model were undertaken to reflect the future layout of the highway network once Horley Business Park is operational. The updated SATURN model was used as the reference case for the modelling.
12. For each development scenario (Scenario 1 – 4 below) the proposed improvements to Junction 9A and the proposed access junction on Balcombe Road were incorporated into the SATURN model.
13. The following four scenarios were assessed in the SATURN model:
• Scenario 1: Reference Case + Phase 1 (5% development) • Scenario 2: Reference Case + Phase 2 (33% development) • Scenario 3: Reference Case + Phase 3 (66% development) • Scenario 4: Reference Case + Phase 4 (100% development)
14. In line with West Sussex CC’s request, in each scenario the assessment work identified links where the proposed development would increase the link flow in the model by more than 50 pcu/hr. The assessment work also provided journey time data and queue data on key links within the model for each scenario.
15. In the AM and PM peak periods in Scenario 1 and Scenario 2 the distribution of development trips in the SATURN model closely matches the Vectos forecast. In Scenario 3 and Scenario 4 the SATURN model balances traffic between Junction 9A and Balcombe Road, to minimise generalised costs, when in reality this would not occur. The proposal is to restrict the proportion of traffic which can access via Balcombe Road, but this cannot be replicated in this SATURN model, and as a result the results for Scenario 3 and Scenario 4 are unrealistic and should be treated with caution. Modelling Results
16. The SATURN model provides outputs in terms of traffic flows, journey times and queue lengths. WSCC specifically requested that all links in the SATURN model which recorded an increase in traffic flow of 50 PCUs (passenger car units) or more were identified.
Traffic Flows Results
17. The links which recorded an increase in traffic flow of 50 PCUs or more in each scenario are summarised in Appendix A.
18. The number of links reported in Appendix A is not unsurprising given the scale of the proposed development. However, there is no evidence to suppose that 50 pcu/hr
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represents a problem on the network in the context of planning guidance, and so we understand that this is simply a ‘first pass’ in looking at effect. For more detail it is helpful to look at journey time results and queue data.
Journey Time Results
19. The journey times recorded in the SATURN model are shown in Figure 1.
Figure 1 – Journey Time Routes in SATURN Model
20. In the AM peak the highest reported change in journey times in each scenario are summarised in Table 1:
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Table 1 – AM Peak – Journey Times (seconds) Route Direction Timing Reference Phase 1 Phase 2 Phase 3 Phase 4 Point Case 5 NB JT5d - 2 7 13 17 5 NB JT5e - 2 7 12 16 6 EB JT6b - 19 19 19 19 6 WB JT6a - 14 14 14 14
21. The highest reported change in journey time in the AM peak is 19 seconds on Route 6, for a total journey time of 127 seconds. This level of change is not considered severe in the context of NPPF, or otherwise substantial in the planning round. In addition, this level of change is consistent across all four scenarios, which suggests the change is primarily as a result of a network change – the improvements to Junction 9A – than as a result of an increase in traffic demand.
22. In the PM peak the highest reported change in journey times in each scenario are summarised in Table 2. Full journey time data is included at Appendix B.
Table 2 – PM Peak – Journey Times (seconds) Route Direction Timing Reference Phase 1 Phase 2 Phase 3 Phase 4 Point Case 2 SB JT2b - -3 30 89 163 2 SB JT2a - -1 32 95 186 5 SB JT5a - 1 9 13 15 6 EB JT6b - 20 17 53 54
23. The most significant impact is recorded on Route 2, Southbound, JT2b and JT2a. The hotspot on this route is Balcombe Road / Antlands Lane Roundabout.
24. There are a number of ways this hotspot can be addressed.
i) The proportion of traffic accessing the site via Balcombe Road can be managed and restricted – which is the proposal for the business but is not reflected in the model due to the limitations of the modelling software.
ii) The flow of traffic out of the site can be controlled and managed, with both Junction 9A and the Balcombe Road access operating under signal control. The signals can be set up to rationalise the flow of traffic out of the site at peak times to maximise network performance and limit the volume of traffic travelling through Balcombe Road / Antlands Lane Roundabout in the PM peak.
25. In addition, the majority of traffic travelling through Balcombe Road / Antlands Lane Roundabout in the SATURN model is local traffic, and the type of trips which will be specifically targeted by the proposed mitigation measures brought forward with the proposed development. The mitigation measures include a high frequency bus service on Balcombe Road between Crawley, Horley and Horley Business Park with the aim of
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encouraging most local trips to be undertaken in sustainable, efficient ways. There will also be improvements to the pedestrian and cyclist networks to make these modes viable and attractive, and mean only a small proportion of local trips are undertaken by car.
26. The SATURN model also does not recognise that people will also adapt their behaviour to minimise their inconvenience, changing the time they travel, the mode they use, or the route they choose, and the delay forecast in the SATURN model at Balcombe Road / Antlands Lane Roundabout is not expected to materialise in reality.
27. Notwithstanding this, we have undertaken further assessment work of Balcombe Road / Antlands Lane Roundabout to understand in more detail the operation of this junction.
28. We have undertaken an ARCADY assessment of Balcombe Road / Antlands Lane Roundabout. A summary of the ARCADY results is provided in Table 3.
Table 3 – Balcombe Road / Antlands Lane Roundabout – ARCADY Results
AM PM Queue (Veh) Delay (s) RFC LOS Queue (Veh) Delay (s) RFC LOS Reference Case 1 - Balcombe Road (N) 0.9 5.30 0.47 A 4.0 17.45 0.81 C 2 - Antlands Lane 0.9 4.93 0.48 A 0.7 4.84 0.41 A 3 - Balcombe Road (S) 1.2 4.89 0.54 A 3.4 9.90 0.78 A Scenario 3: Reference Case + Phase 3 1 - Balcombe Road (N) 0.9 5.34 0.47 A 42.8 126.48 1.06 F 2 - Antlands Lane 1.0 5.20 0.51 A 0.8 5.73 0.46 A 3 - Balcombe Road (S) 2.1 7.21 0.69 A 3.5 10.03 0.78 B Scenario 4: Reference Case + Phase 4 1 - Balcombe Road (N) 0.9 5.36 0.47 A 104.7 282.93 1.18 F 2 - Antlands Lane 1.1 5.35 0.52 A 0.8 5.85 0.46 A 3 - Balcombe Road (S) 3.1 9.51 0.76 A 3.5 10.10 0.78 B
29. The ARCADY results demonstrate that in Scenario 3 and Scenario 4 in the PM peak only, with the Vectos distribution, drivers will experience some delay (primarily Southbound) at Balcombe Road / Antlands Lane Roundabout. This is also reflected in the SATURN model.
30. There is no policy which protects the convenience of the car driver, and a judgement may be made that a level of delay and inconvenience at this junction is acceptable, particularly given the choice of alternative travel options available for local trips to and from Horley Business Park.
31. However, there is potential to improve the operation of the junction with the introduction of traffic signals. A potential layout contained entirely within the adopted highway boundary is shown in Figure 2, and included at Appendix C.
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Figure 2 – Potential Layout of Balcombe Road / Antlands Lane Junction
32. A Linsig assessment of this potential layout demonstrates that this arrangement reduces delays at this junction. A summary of the Linsig results is provided in Table 4.
Table 4 - Balcombe Road / Antlands Lane Junction – Linsig Results Link No. Lane AM Peak Hour PM Peak Hour Degree of Queue Degree of Queue Saturation Length Saturation Length 1/1 + 1/2 Balcombe Road (North) 59.9 4.2 90.0 18.9 2/1 + 2/2 Antlands Lane 56.3 5.6 85.6 7.4 3/1 + 3/2 Balcombe Road (South) 88.7 14.7 90.2 20.7
33. The analysis demonstrates there are a range of potential solutions to address a potential increase in journey time at Balcolmbe Road / Antlands Lane Junction.
Queue Length Results
34. There is limited queuing in the model in the AM peak in all four scenarios.
35. In the PM peak in Scenario 4: Reference Case + Phase 4 the most notable queue lengths are recorded in the following locations:
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• 92 PCUs – Junction 9A Site Access (compared to 7 PCUs in Scenario 1: Reference Case + Phase 1) • 7 PCUs – Balcombe Road Site Access (compared to 0 PCUs in Scenario 1: Reference Case + Phase 1) • 39 PCUs – Balcombe Road (north) – Balcombe Road / Antlands Lane Roundabout (compared to 4 PCUs in Scenario 1: Reference Case + Phase 1)
36. Full queue length data is included at Appendix D.
37. The queuing at Balcombe Road / Antlands Lane Roundabout can be addressed, as set out earlier in this Technical Note.
38. At Junction 9A, the set up and operation of the traffic signals has not been refined or optimised in the SATURN model, and the SATURN model underestimates the capacity of the proposals at Junction 9A.
39. To understand the likely operation of Junction 9A in more detail we have undertaken a separate Linsig assessment. A summary of the Linsig results is provided in Table 5.
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Table 5 – Junction 9A – Linsig Results AM Peak Hour PM Peak Hour
(0730 - 0830) (1600 - 1700) Link Degree of Queue Degree of Queue Lane No. Saturation Length Saturation Length 1/1 M23 (E) - Lane 1 - Left to Airport 49.7 0.5 18.6 0.1 1/2+1/3 M23 (E) - Lanes 2/3 77.2 6.3 2.6 0.0 2/1 RingRd - Lane 1 63.9 1.4 35.3 0.3 2/2+2/3 RingRd - Lane 2/3 86.9 5.7 44.1 0.4 Airport Way (W) - Lane 1 - Left to Horley 3/1 11.7 0.1 0.2 0.0 BP 3/2 Airport Way (W) - Lane 2 66.6 5.7 89.9 16.4 5/1 EXIT W/B - Ahead lane 1 35.1 2.7 32.9 3.5 5/2 EXIT W/B - Ahead lane 2 34.9 2.6 26.8 2.9 6/1 EXIT E/B - Ahead lane 1 4.4 0.3 99.7 37.8 6/2 EXIT E/B - Ahead lane 2 61.0 6.6 99.7 37.7 7/1 Circulating S/B 82.8 9.4 53.0 8.2 8/1 Circulating W/B - Lane 1 41.3 0.4 17.1 0.1 8/2 Circulating W/B - Lane 2 34.7 0.3 0.6 0.0 9/1 Circulating N/B - Lane 1 85.2 10.4 2.0 0.2 9/2 Circulating N/B - Lane 2 85.2 10.4 29.7 3.5 9/3 Circulating N/B - Lane 1 63.6 6.7 37.9 4.7 11/1 M23 (E) W/B - Ahead Lane 1 86.0 12.2 79.1 8.8 11/2 M23 (E) W/B - Ahead Lane 2 85.9 12.1 79.3 8.9 11/3 M23 (E) W/B - Ahead Lane 3 86.2 12.2 79.1 8.8 13/1 M23 W/B through - Ahead Lane 1 86.0 13.4 67.8 8.5 13/2 M23 W/B through - Ahead Lane 2 85.9 13.3 68.0 8.5 13/3 M23 W/B through - Ahead Lane 3 86.2 13.4 67.8 8.5 16/1 M23 (W) E/B - Ahead Lane 1 71.2 7.9 127.8 95.0 16/2 M23 (W) E/B - Ahead Lane 2 71.2 7.9 127.6 94.5 17/1 M23 E/B Through - Ahead Lane 1 65.2 9.2 105.3 31.1 17/2 M23 E/B Through - Ahead Lane 2 65.2 9.2 105.3 31.1 18/1 Horley BP S/B - Entry Lane 1 3.1 0.0 122.2 120.9 18/2 Horley BP S/B - Entry Lane 2 0.7 0.0 122.3 110.7 20/1 Circulating E/B - Lane 1 0.0 0.0 24.5 0.2 20/2 Circulating E/B - Lane 2 52.7 0.6 60.4 0.8
40. The Linsig results demonstrate that the proposed layout at Junction 9A can accommodate the forecast demand without undue inconvenience or delay on the highway network. There is limited queuing on the M23 (W) E/B Ahead lanes in the PM peak, and within the site in the PM Peak, but the junction is appropriate for the scale of development proposed. Therefore, the constraints identified at Junction 9A in the SATURN model must be treated with caution.
41. We have also assessed Junction 9A in a separate VISSIM model, and the VISSIM model does not indicate any capacity constraints at Junction 9A with full development of Horley Business Park.
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Crawley Air Quality Management Area (AQMA)
42. The AQMA in Crawley at the Hazelwick Interchange includes the following five links:
• Gatwick Road • Crawley Avenue (A2011) – East • Hazelwick Avenue • Northgate Avenue • Crawley Avenue (A2011) – West
43. In the AM peak, the SATURN model does not record significant changes in traffic flows in this location. In the PM peak the SATURN model records the following increases in link flow on Gatwick Road:
• Phase 2 – 73 PCUs • Phase 3 – 182 PCUs • Phase 4 – 291 PCUs
44. The link flow on Gatwick Road in the reference case is 1,743 PCUs. The maximum percentage impact on Gatwick Road is circa 17%, well below the threshold of a 30% change which is considered the reference point for the assessment of environmental impacts of traffic2. Sustainable Transport
45. Horley Business Park will deliver a suite of mitigation measures to promote sustainable travel and deliver Mobility.
46. The proposed measures are summarised in Table 6.
Table 6 – Horley Business Park – Proposed Mitigation Measures 2021 2026 2031 2036 • Smart Motorway • Active Travel Connection • On site Autonomous • Gatwick Airport Improvement to Gatwick Airport Electric Pods Rail Station Capacity • Junction 9A • Balcombe Road • Gatwick Rail Station – 50 Trebled Improvements Improvements Departures Per Hour / • Expanded Bus Service – • Expanded Bus Service – Train to London Every 20 Minute Frequency 10 Minute Frequency 2.5 Minutes • Gatwick Airport Rail • Bike Hire Scheme Station Capacity Doubled • App-Based Car Sharing Scheme • Personalised Travel Planning
2 Institute of Environmental Management and Assessment (IEMA) Guidelines
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47. The range of measures provided will give employees at Horley Business Park real transport choice, and people will be able to choose the mode of travel which most appeals to them, suits their lifestyle and maximises their convenience. Summary
48. West Sussex County Council’s (WSCC) Crawley SATURN model is a strategic model developed to understand at a high level the operation of the highway network within West Sussex in different scenarios. The model is based on generalized cost and doesn’t make any allowance for temporal shifts in movement, for mode shifts, for day by day differences in travel and many other factors which all contribute to travel behaviour.
49. At the request of West Sussex County Council, Vectos has undertaken an assessment of the potential effect of Horley Business Park in West Sussex County Council’s Crawley SATURN model.
50. Four scenarios have been assessed to understand the effect of four different levels of development at Horley Business Park, 5% development, 33% development, 66% development and 100% development.
51. A total of 46 journey times were recorded in the model in each scenario in both the AM and PM peak periods.
52. In the AM peak only 4 journey times recorded any measurable change, with the highest increase being 19 seconds.
53. In the PM peak only 4 journey times recorded any measurable change, with the most significant impact recorded in Phase 3 and Phase 4 for southbound journeys on Balcombe Road. This increase is principally caused by delays at Blacombe Road / Antlands Lane Roundabout, which is exaggerated by the way in which the model distributes traffic, and can be addressed by managing the flow of traffic out of the business park, providing alternative travel choices for what are primarily local journeys, and providing improvements to Balcombe Road / Antlands Lane Junction within the adopted highway boundary.
54. The recorded queue lengths in the model indicate Junction 9A and Balcombe Road / Antlands Lane Roundabout are the two key junctions in the model.
55. At Junction 9A the set up and operation of the traffic signals has not been refined or optimised in the SATURN model, and the SATURN model underestimates the capacity of the proposals at Junction 9A. A separate Linsig assessment of Junction 9A demonstrates it can accommodate demand, as does the assessment of Junction 9A in a separate VISSIM model.
56. Improvements are possible (within highways boundaries) at Balcombe Road / Antlands Lane Junction to reducing queuing and improve the junction performance.
57. The impact of Horley Business Park at the AQMA is not material, and below the threshold of a 30% impact for an assessment for environmental reasons.
Appendix A – Link Flow Increases of 50 PCUs
Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 1602 70100 1602-70100 M23 J10 530184 139090 530193.44 139158.25 114.43 70100 70099 70100-70099 M23 J10 530193.44 139158.25 530217.56 139268.25 114.15 70099 2700 70099-2700 M23 530217.56 139268.25 530465 141223 114.15 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 96.46 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 96.43 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 96.41 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 90.83 2700 80166 2700-80166 M23 J9 530465 141223 530459.81 141446.45 89.63 80166 70084 80166-70084 M23 J9 530459.81 141446.45 529912.5 141650.59 89.63 1608 1602 1608-1602 M23 J10 530102.38 138292 530184 139090 83.21 2072 11206 2072-11206 Perimeter Rd N 528461 141586.97 528505.13 141526.61 76.1 2017 2072 2017-2072 A23 London Rd Perimeter Rd N Junction 528500.63 141611.42 528461 141586.97 76.1 5993 1608 5993-1608 M23 530460 136603 530102.38 138292 69.76 1997 5993 1997-5993 M23 530172.94 135841.33 530460 136603 69.34 2720 70084 2720-70084 M23 J9 530437.5 141629.42 529912.5 141650.59 62.25 2715 2720 2715-2720 M23 J9 530457.75 141590.05 530437.5 141629.42 62.25 2710 2715 2710-2715 M23 J9 530600.44 141553.7 530457.75 141590.05 62.25 2745 2735 2745-2735 M23 J9 530671.5 141949.84 530624.63 141651.45 61.24 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 59.06 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 1602 70100 1602-70100 M23 J10 530184 139090 530193.44 139158.25 305.42 70099 2700 70099-2700 M23 530217.56 139268.25 530465 141223 305.16 70100 70099 70100-70099 M23 J10 530193.44 139158.25 530217.56 139268.25 305.15 2700 80166 2700-80166 M23 J9 530465 141223 530459.81 141446.45 294.95 80166 70084 80166-70084 M23 J9 530459.81 141446.45 529912.5 141650.59 294.94 1608 1602 1608-1602 M23 J10 530102.38 138292 530184 139090 280.65 5993 1608 5993-1608 M23 530460 136603 530102.38 138292 260.89 1997 5993 1997-5993 M23 530172.94 135841.33 530460 136603 260.84 2720 70084 2720-70084 M23 J9 530437.5 141629.42 529912.5 141650.59 223.76 2710 2715 2710-2715 M23 J9 530600.44 141553.7 530457.75 141590.05 223.76 2715 2720 2715-2720 M23 J9 530457.75 141590.05 530437.5 141629.42 223.75 2745 2735 2745-2735 M23 J9 530671.5 141949.84 530624.63 141651.45 222.44 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 196.48 6132 70109 6132-70109 M23 531550 149028 530767.06 142135.53 190.79 80054 6132 80054-6132 M23 530736.13 153278.48 531550 149028 190.79 70109 2745 70109-2745 M23 530767.06 142135.53 530671.5 141949.84 190.79 70094 5991 70094-5991 M23 527029.25 133742.7 528883 134321 186.3 5991 1997 5991-1997 M23 528883 134321 530172.94 135841.33 186.3 1612 70094 1612-70094 M23 526776.56 133650.95 527029.25 133742.7 185.97 1620 1612 1620-1612 M23 J11 526160 133239 526776.56 133650.95 141.48 80001 9520 80001-9520 A23 526100 129721.08 526065 130159 140.42 9520 1620 9520-1620 A23 526065 130159 526160 133239 140.42 9058 80151 9058-80151 B2036 Balcombe Rd 529887 140572 529632.38 141186.23 128.34 80031 80054 80031-80054 M25 535154.44 152856.58 530736.13 153278.48 110.35 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 99.08 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 99.06 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 98.98 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 94.08 80000 80001 80000-80001 A23 526603.19 122417.8 526100 129721.08 87.57 80055 80054 80055-80054 M25 525829.56 152623.88 530736.13 153278.48 86.72 2072 11206 2072-11206 Perimeter Rd N 528461 141586.97 528505.13 141526.61 75.39 2017 2072 2017-2072 A23 London Rd Perimeter Rd N Junction 528500.63 141611.42 528461 141586.97 75.39 1996 1997 1996-1997 M23 onslip 529956 135836 530172.94 135841.33 74.55 2205 3110 2205-3110 B2036 Balcombe Rd 528782.63 143280.47 528819.94 143190.42 73.74 3110 2200 3110-2200 B2036 Balcombe Rd 528819.94 143190.42 528860.63 143088.25 73.74 2200 2195 2200-2195 B2036 Balcombe Rd 528860.63 143088.25 529055.81 142585.92 73.74 2625 9058 2625-9058 B2037 Antlands Ln 530806 140441 529887 140572 70.81 80039 80031 80039-80031 A22 Godstone Hill 534737.25 156575.5 535154.44 152856.58 70.47 2630 2620 2630-2620 B2037 Effingham Rd 533652.44 140105.61 532211.44 140994.8 68.07 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 66.59 80056 80055 80056-80055 M25 517140.69 157400.66 525829.56 152623.88 62.75 2018 11208 2018-11208 A23 London Rd 528651 140868 528600 141440 57.84 2016 2018 2016-2018 A23 London Rd 528547 140237 528651 140868 57.84 11208 2017 11208-2017 A23 London Rd 528600 141440 528500.63 141611.42 57.84 2620 2625 2620-2625 B2037 Antlands Ln 532211.44 140994.8 530806 140441 57.5 2055 2016 2055-2016 A23 London Rd 528302 140116 528547 140237 56.5 1824 9058 1824-9058 B2036 Balcombe Rd 529831 140003 529887 140572 53.47 80011 9093 80011-9093 B2036 London Rd 530923.88 133205.95 530860 133400 50.74 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 2700 80166 2700-80166 M23 J9 530465 141223 530459.81 141446.45 496.46 80166 70084 80166-70084 M23 J9 530459.81 141446.45 529912.5 141650.59 496.46 1602 70100 1602-70100 M23 J10 530184 139090 530193.44 139158.25 484.58 70099 2700 70099-2700 M23 530217.56 139268.25 530465 141223 484.31 70100 70099 70100-70099 M23 J10 530193.44 139158.25 530217.56 139268.25 484.3 1608 1602 1608-1602 M23 J10 530102.38 138292 530184 139090 459.63 1997 5993 1997-5993 M23 530172.94 135841.33 530460 136603 436.57 5993 1608 5993-1608 M23 530460 136603 530102.38 138292 436.36 2720 70084 2720-70084 M23 J9 530437.5 141629.42 529912.5 141650.59 393.88 2715 2720 2715-2720 M23 J9 530457.75 141590.05 530437.5 141629.42 393.88 2710 2715 2710-2715 M23 J9 530600.44 141553.7 530457.75 141590.05 393.88 2745 2735 2745-2735 M23 J9 530671.5 141949.84 530624.63 141651.45 392.25 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 369.04 6132 70109 6132-70109 M23 531550 149028 530767.06 142135.53 353.27 80054 6132 80054-6132 M23 530736.13 153278.48 531550 149028 353.27 70109 2745 70109-2745 M23 530767.06 142135.53 530671.5 141949.84 353.27 70094 5991 70094-5991 M23 527029.25 133742.7 528883 134321 322.41 5991 1997 5991-1997 M23 528883 134321 530172.94 135841.33 322.41 1612 70094 1612-70094 M23 526776.56 133650.95 527029.25 133742.7 322.23 1620 1612 1620-1612 M23 J11 526160 133239 526776.56 133650.95 258.91 80001 9520 80001-9520 A23 526100 129721.08 526065 130159 257.99 9520 1620 9520-1620 A23 526065 130159 526160 133239 257.99 9058 80151 9058-80151 B2036 Balcombe Rd 529887 140572 529632.38 141186.23 255.75 80031 80054 80031-80054 M25 535154.44 152856.58 530736.13 153278.48 193.93 80055 80054 80055-80054 M25 525829.56 152623.88 530736.13 153278.48 151.65 80000 80001 80000-80001 A23 526603.19 122417.8 526100 129721.08 150.94 2625 9058 2625-9058 B2037 Antlands Ln 530806 140441 529887 140572 145.17 2630 2620 2630-2620 B2037 Effingham Rd 533652.44 140105.61 532211.44 140994.8 138.15 80039 80031 80039-80031 A22 Godstone Hill 534737.25 156575.5 535154.44 152856.58 131.22 2205 3110 2205-3110 B2036 Balcombe Rd 528782.63 143280.47 528819.94 143190.42 127.35 3110 2200 3110-2200 B2036 Balcombe Rd 528819.94 143190.42 528860.63 143088.25 127.35 2200 2195 2200-2195 B2036 Balcombe Rd 528860.63 143088.25 529055.81 142585.92 127.35 80056 80055 80056-80055 M25 517140.69 157400.66 525829.56 152623.88 120.4 2620 2625 2620-2625 B2037 Antlands Ln 532211.44 140994.8 530806 140441 117.26 1996 1997 1996-1997 M23 onslip 529956 135836 530172.94 135841.33 114.15 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 111.74 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 111.74 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 111.71 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 105.48 1824 9058 1824-9058 B2036 Balcombe Rd 529831 140003 529887 140572 98.31 80057 80056 80057-80056 M25 516378.41 158600.13 517140.69 157400.66 97.08 1693 1692 1693-1692 B2036 Balcombe Rd 529707 138452 529721 138620 96.74 2040 14004 2040-14004 A23 London Rd 527471.56 142492.92 527512.94 142451.52 93.51 1691 1694 1691-1694 B2036 Balcombe Rd 529734 138784 529722 139363 90.29 80058 80057 80058-80057 M25 508094.69 159262.5 516378.41 158600.13 90.01 1694 1824 1694-1824 B2036 Balcombe Rd 529722 139363 529831 140003 89.92 1695 1693 1695-1693 B2036 Balcombe Rd 529711 138205 529707 138452 87.13 80011 9093 80011-9093 B2036 London Rd 530923.88 133205.95 530860 133400 84.75 12049 70064 12049-70064 B2036 Balcombe Rd 529923.13 135686.86 529928.94 135742.72 82.33 70064 1996 70064-1996 B2036 Balcombe Rd 529928.94 135742.72 529956 135836 82.33 1696 1695 1696-1695 B2036 Balcombe Rd 529724 138046 529711 138205 81.01 1960 1696 1960-1696 B2036 Balcombe Rd 529705 137603 529724 138046 80.97 9093 70067 9093-70067 B2036 Balcombe Rd 530860 133400 530042.06 135135.55 80.28 70067 1999 70067-1999 B2036 Balcombe Rd 530042.06 135135.55 529990 135326 80.28 1999 70066 1999-70066 B2036 Balcombe Rd 529990 135326 529956 135394 79.17 70066 12049 70066-12049 B2036 Balcombe Rd 529956 135394 529923.13 135686.86 79.17 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 78.8 2072 11206 2072-11206 Perimeter Rd N 528461 141586.97 528505.13 141526.61 77.69 2017 2072 2017-2072 A23 London Rd Perimeter Rd N Junction 528500.63 141611.42 528461 141586.97 77.69 2660 2630 2660-2630 B2028 W Park Rd 533500 139200 533652.44 140105.61 74.18 80013 80011 80013-80011 Borde Hill Ln 530640.88 130939.46 530923.88 133205.95 71.28 80024 80015 80024-80015 Selsfield Rd 541941.19 132033.06 534159.5 135587.95 70.14 1692 1691 1692-1691 A2011 Crawley Ave M23 Rbt 529721 138620 529734 138784 69.69 80002 80001 80002-80001 B2114 Cuckfield Rd 531415.94 124223.05 526100 129721.08 69.33 2155 2230 2155-2230 Victoria Rd 528590.88 142812.47 528714.56 142687.06 67.16 14004 2045 14004-2045 A23 London Rd 527512.94 142451.52 528090 141970 66.31 2018 11208 2018-11208 A23 London Rd 528651 140868 528600 141440 65.81 2016 2018 2016-2018 A23 London Rd 528547 140237 528651 140868 65.81 11208 2017 11208-2017 A23 London Rd 528600 141440 528500.63 141611.42 65.81 1610 1611 1610-1611 A264 M23 Rbt 526304 133556 526364 133528 65.41 2055 2016 2055-2016 A23 London Rd 528302 140116 528547 140237 65.03 2234 70037 2234-70037 B2036 Balcombe Rd 528438.13 143998.88 528494.38 143942.59 64.76 70037 2205 70037-2205 B2036 Balcombe Rd 528494.38 143942.59 528782.63 143280.47 64.71 1611 70093 1611-70093 A264 M23 Rbt 526364 133528 526542.19 133599.14 63.33 70093 1612 70093-1612 A264 M23 Rbt 526542.19 133599.14 526776.56 133650.95 63.33 80030 80013 80030-80013 Borde Hill Ln 532933.38 123931.91 530640.88 130939.46 60.51 2541 11213 2541-11213 Povey Cross Rd 526888.19 142126.11 527428.69 142463.86 59.88 11213 2040 11213-2040 Povey Cross Rd 527428.69 142463.86 527471.56 142492.92 59.88 9044 2541 9044-2541 Povey Cross Rd 524650.19 140971.95 526888.19 142126.11 59.66 80019 2660 80019-2660 B2028 Turners Hill Rd 534200.88 137358.23 533500 139200 58.45 80008 80005 80008-80005 A23 529811.75 109300.45 526940.06 120304.14 57.58 2230 2225 2230-2225 Victoria Rd 528714.56 142687.06 528817.69 142689 57.47 2225 12105 2225-12105 Victoria Rd 528817.69 142689 528864.88 142670.36 57.46 12105 2195 12105-2195 Victoria Rd 528864.88 142670.36 529055.81 142585.92 57.46 80018 80017 80018-80017 A264 Copthorne Rd 536928.13 139685.45 534515.19 139810.88 56.99 80020 80018 80020-80018 A264 Copthorne Rd 537272.19 139621.16 536928.13 139685.45 56.97 16871 1690 16871-1690 A2011 Crawley Ave 528309 137996 529391 138590 56.51 80017 2630 80017-2630 B2037 Snow Hill 534515.19 139810.88 533652.44 140105.61 53.62 80052 80051 80052-80051 Rusper Rd 518849.09 133425.2 520490.72 137264.92 52.73 80005 80000 80005-80000 A23 526940.06 120304.14 526603.19 122417.8 52.68 9115 9114 9115-9114 Rusper Rd 523030 137360 524280 138890 52.45 80060 80058 80060-80058 M25 504979.31 161052.3 508094.69 159262.5 51.45 9043 9044 9043-9044 Horley Rd 524300 141050 524650.19 140971.95 51.44 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 2700 80166 2700-80166 M23 J9 530465 141223 530459.81 141446.45 661.69 80166 70084 80166-70084 M23 J9 530459.81 141446.45 529912.5 141650.59 661.66 1602 70100 1602-70100 M23 J10 530184 139090 530193.44 139158.25 631 70100 70099 70100-70099 M23 J10 530193.44 139158.25 530217.56 139268.25 630.76 70099 2700 70099-2700 M23 530217.56 139268.25 530465 141223 630.76 1608 1602 1608-1602 M23 J10 530102.38 138292 530184 139090 609.83 5993 1608 5993-1608 M23 530460 136603 530102.38 138292 583.97 1997 5993 1997-5993 M23 530172.94 135841.33 530460 136603 583.72 2720 70084 2720-70084 M23 J9 530437.5 141629.42 529912.5 141650.59 524.37 2715 2720 2715-2720 M23 J9 530457.75 141590.05 530437.5 141629.42 524.37 2710 2715 2710-2715 M23 J9 530600.44 141553.7 530457.75 141590.05 524.35 2745 2735 2745-2735 M23 J9 530671.5 141949.84 530624.63 141651.45 522.43 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 501.18 6132 70109 6132-70109 M23 531550 149028 530767.06 142135.53 476.51 80054 6132 80054-6132 M23 530736.13 153278.48 531550 149028 476.51 70109 2745 70109-2745 M23 530767.06 142135.53 530671.5 141949.84 476.51 70094 5991 70094-5991 M23 527029.25 133742.7 528883 134321 442.19 5991 1997 5991-1997 M23 528883 134321 530172.94 135841.33 442.19 1612 70094 1612-70094 M23 526776.56 133650.95 527029.25 133742.7 442.05 9058 80151 9058-80151 B2036 Balcombe Rd 529887 140572 529632.38 141186.23 370.86 1620 1612 1620-1612 M23 J11 526160 133239 526776.56 133650.95 359.07 80001 9520 80001-9520 A23 526100 129721.08 526065 130159 358.92 9520 1620 9520-1620 A23 526065 130159 526160 133239 358.92 80031 80054 80031-80054 M25 535154.44 152856.58 530736.13 153278.48 272.09 2625 9058 2625-9058 B2037 Antlands Ln 530806 140441 529887 140572 213.19 2630 2620 2630-2620 B2037 Effingham Rd 533652.44 140105.61 532211.44 140994.8 198.79 80000 80001 80000-80001 A23 526603.19 122417.8 526100 129721.08 198.15 80055 80054 80055-80054 M25 525829.56 152623.88 530736.13 153278.48 195.25 80039 80031 80039-80031 A22 Godstone Hill 534737.25 156575.5 535154.44 152856.58 184.1 2200 2195 2200-2195 B2036 Balcombe Rd 528860.63 143088.25 529055.81 142585.92 173.54 2205 3110 2205-3110 B2036 Balcombe Rd 528782.63 143280.47 528819.94 143190.42 173.53 3110 2200 3110-2200 B2036 Balcombe Rd 528819.94 143190.42 528860.63 143088.25 173.53 2620 2625 2620-2625 B2037 Antlands Ln 532211.44 140994.8 530806 140441 171.97 2040 14004 2040-14004 A23 London Rd 527471.56 142492.92 527512.94 142451.52 162.73 80056 80055 80056-80055 M25 517140.69 157400.66 525829.56 152623.88 156.13 1996 1997 1996-1997 M23 onslip 529956 135836 530172.94 135841.33 141.53 80057 80056 80057-80056 M25 516378.41 158600.13 517140.69 157400.66 140.69 14004 2045 14004-2045 A23 London Rd 527512.94 142451.52 528090 141970 138.12 1824 9058 1824-9058 B2036 Balcombe Rd 529831 140003 529887 140572 132.6 1693 1692 1693-1692 B2036 Balcombe Rd 529707 138452 529721 138620 131.35 80058 80057 80058-80057 M25 508094.69 159262.5 516378.41 158600.13 130.7 1694 1824 1694-1824 B2036 Balcombe Rd 529722 139363 529831 140003 128.04 1691 1694 1691-1694 B2036 Balcombe Rd 529734 138784 529722 139363 127.59 1695 1693 1695-1693 B2036 Balcombe Rd 529711 138205 529707 138452 118.68 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 118.58 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 118.58 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 118.57 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 112.43 80011 9093 80011-9093 B2036 London Rd 530923.88 133205.95 530860 133400 111.4 2660 2630 2660-2630 B2028 W Park Rd 533500 139200 533652.44 140105.61 111.19 80002 80001 80002-80001 B2114 Cuckfield Rd 531415.94 124223.05 526100 129721.08 110.92 1696 1695 1696-1695 B2036 Balcombe Rd 529724 138046 529711 138205 109.52 1960 1696 1960-1696 B2036 Balcombe Rd 529705 137603 529724 138046 109.44 2541 11213 2541-11213 Povey Cross Rd 526888.19 142126.11 527428.69 142463.86 109.15 11213 2040 11213-2040 Povey Cross Rd 527428.69 142463.86 527471.56 142492.92 109.15 12049 70064 12049-70064 B2036 Balcombe Rd 529923.13 135686.86 529928.94 135742.72 107.57 70064 1996 70064-1996 B2036 Balcombe Rd 529928.94 135742.72 529956 135836 107.57 9093 70067 9093-70067 B2036 Balcombe Rd 530860 133400 530042.06 135135.55 104.42 70067 1999 70067-1999 B2036 Balcombe Rd 530042.06 135135.55 529990 135326 104.42 9044 2541 9044-2541 Povey Cross Rd 524650.19 140971.95 526888.19 142126.11 104.01 1999 70066 1999-70066 B2036 Balcombe Rd 529990 135326 529956 135394 102.99 70066 12049 70066-12049 B2036 Balcombe Rd 529956 135394 529923.13 135686.86 102.99 1692 1691 1692-1691 A2011 Crawley Ave M23 Rbt 529721 138620 529734 138784 99.13 80013 80011 80013-80011 Borde Hill Ln 530640.88 130939.46 530923.88 133205.95 93.63 80024 80015 80024-80015 Selsfield Rd 541941.19 132033.06 534159.5 135587.95 92.32 9043 9044 9043-9044 Horley Rd 524300 141050 524650.19 140971.95 92.02 2155 2230 2155-2230 Victoria Rd 528590.88 142812.47 528714.56 142687.06 88.05 2234 70037 2234-70037 B2036 Balcombe Rd 528438.13 143998.88 528494.38 143942.59 86.81 70037 2205 70037-2205 B2036 Balcombe Rd 528494.38 143942.59 528782.63 143280.47 86.77 1610 1611 1610-1611 A264 M23 Rbt 526304 133556 526364 133528 86.24 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 85.95 80019 2660 80019-2660 B2028 Turners Hill Rd 534200.88 137358.23 533500 139200 85.56 80009 80002 80009-80002 Staplefield Rd 532056.19 123909.78 531415.94 124223.05 84.63 80020 80018 80020-80018 A264 Copthorne Rd 537272.19 139621.16 536928.13 139685.45 83.96 80018 80017 80018-80017 A264 Copthorne Rd 536928.13 139685.45 534515.19 139810.88 83.96 1611 70093 1611-70093 A264 M23 Rbt 526364 133528 526542.19 133599.14 82.98 70093 1612 70093-1612 A264 M23 Rbt 526542.19 133599.14 526776.56 133650.95 82.98 80007 80009 80007-80009 B2036 London Rd 530686.25 120355.93 532056.19 123909.78 82.64 9115 9114 9115-9114 Rusper Rd 523030 137360 524280 138890 81.2 80052 80051 80052-80051 Rusper Rd 518849.09 133425.2 520490.72 137264.92 80.9 80008 80005 80008-80005 A23 529811.75 109300.45 526940.06 120304.14 80.78 80030 80013 80030-80013 Borde Hill Ln 532933.38 123931.91 530640.88 130939.46 78.52 80017 2630 80017-2630 B2037 Snow Hill 534515.19 139810.88 533652.44 140105.61 78.49 7110 9115 7110-9115 Parkgate Rd , Partridge Ln, Blanks Ln 521188 137245 523030 137360 77.9 80051 7110 80051-7110 Parkgate Rd 520490.72 137264.92 521188 137245 77.75 2225 12105 2225-12105 Victoria Rd 528817.69 142689 528864.88 142670.36 77.25 2230 2225 2230-2225 Victoria Rd 528714.56 142687.06 528817.69 142689 77.25 12105 2195 12105-2195 Victoria Rd 528864.88 142670.36 529055.81 142585.92 77.25 2260 11258 2260-11258 Smallfield Rd 529206.19 143344.39 528873.75 143314.52 76.95 11258 2205 11258-2205 Smallfield Rd 528873.75 143314.52 528782.63 143280.47 76.95 2072 11206 2072-11206 Perimeter Rd N 528461 141586.97 528505.13 141526.61 75.72 2017 2072 2017-2072 A23 London Rd Perimeter Rd N Junction 528500.63 141611.42 528461 141586.97 75.72 80060 80058 80060-80058 M25 504979.31 161052.3 508094.69 159262.5 72.18 80016 80019 80016-80019 B2110 Turners Hill Rd 533970.81 136869.86 534200.88 137358.23 71.66 80015 80016 80015-80016 Vowels Ln 534159.5 135587.95 533970.81 136869.86 69.67 80036 80031 80036-80031 M25 549549.44 156944.45 535154.44 152856.58 69.3 11208 2017 11208-2017 A23 London Rd 528600 141440 528500.63 141611.42 68.43 2018 11208 2018-11208 A23 London Rd 528651 140868 528600 141440 68.41 2016 2018 2016-2018 A23 London Rd 528547 140237 528651 140868 68.41 2055 2016 2055-2016 A23 London Rd 528302 140116 528547 140237 67.29 9114 9043 9114-9043 Prestwood Ln 524280 138890 524300 141050 66.56 16871 1690 16871-1690 A2011 Crawley Ave 528309 137996 529391 138590 65.72 1955 11169 1955-11169 A2220 Worth Park Ave 529338 137454 529642 137596 65 11169 1960 11169-1960 A2220 Worth Park Ave 529642 137596 529705 137603 64.87 70077 2040 70077-2040 A217 527433.38 142523.25 527471.56 142492.92 62.45 70057 70077 70057-70077 A217 527221.88 142695.86 527433.38 142523.25 62.38 2990 70057 2990-70057 A217 527145 142711 527221.88 142695.86 62.38 80004 80001 80004-80001 B2110 Horsham Rd 521307.22 127019.84 526100 129721.08 61.95 80065 80055 80065-80055 M23 523966.72 156329.31 525829.56 152623.88 61.8 80037 80036 80037-80036 M26 551008.06 157771.27 549549.44 156944.45 60.6 80005 80000 80005-80000 A23 526940.06 120304.14 526603.19 122417.8 60.38 2600 2510 2600-2510 Weatherhill Rd 531234 143349 530834 143449 59.58 2535 12091 2535-12091 A23 Bonehurst Rd 528432.56 145125.64 528436.94 144849.97 59.21 12091 11266 12091-11266 A23 Bonehurst Rd 528436.94 144849.97 528455.69 144229.42 59.21 11266 2234 11266-2234 A23 Bonehurst Rd 528455.69 144229.42 528438.13 143998.88 59.21 2510 2260 2510-2260 Smallfield Rd 530834 143449 529206.19 143344.39 58.82 1460 1450 1460-1450 Worth Park Avenue 528600 136926 528670 137013 58.16 2610 2605 2610-2605 Redenhall Rd 531800 143100 531790.31 143229.53 55.74 1686 1687 1686-1687 Hazelwick Rbt 528212 138016 528271 137978 55.32 2020 70083 2020-70083 Airport Way 528550 141670 528779.56 141648.08 53.27 80116 80115 80116-80115 Norwood Hill Rd 524222.5 141542.98 524133.13 141251.05 53.15 80115 9043 80115-9043 The Street 524133.13 141251.05 524300 141050 53.15 9114 9071 9114-9071 Charlwood Rd 524280 138890 525060 138560 52.64 80073 80071 80073-80071 A3 496419.53 148577.95 498578.66 150738.55 52.42 2045 2020 2045-2020 A23 London Rd 528090 141970 528550 141670 52.17 2546 2543 2546-2543 Reigate Rd 525872 146968 526420 143100 52.13 2605 2600 2605-2600 Weatherhill Rd 531790.31 143229.53 531234 143349 51.94 1930 1940 1930-1940 Haslett Ave E 528854 137092 528922 137107 51.85 1940 1950 1940-1950 Haslett Ave E 528922 137107 529026 137133 51.71 2160 2155 2160-2155 Russells Cres 528559.88 142797.84 528590.88 142812.47 51.64 80066 80058 80066-80058 A3 503139.66 153998.66 508094.69 159262.5 51.04 80071 80066 80071-80066 A3 498578.66 150738.55 503139.66 153998.66 51.03 1660 1360 1660-1360 Ifield Ave 526139.88 137398.45 526280 137291 50.45 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff
Everything under 50 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 2035 70105 2035-70105 M23 528972.5 141643.72 530321.88 141692.89 427.3 2705 70111 2705-70111 M23 J9 530495.56 141279.31 530480.38 141156.16 272.24 70111 70102 70111-70102 M23 530480.38 141156.16 530241.69 139251.25 272.09 70102 1603 70102-1603 M23 530241.69 139251.25 530207.94 139089.42 272.09 1603 1607 1603-1607 M23 J10 530207.94 139089.42 530133.88 138290.83 250.55 70104 5994 70104-5994 M23 530147.94 138161.47 530478 136601 246.18 5994 1998 5994-1998 M23 530478 136601 530132 135665 246.18 1607 70104 1607-70104 M23 530133.88 138290.83 530147.94 138161.47 246.17 2730 2735 2730-2735 M23 J9 530489.94 141692.11 530624.63 141651.45 232.65 2725 2730 2725-2730 M23 J9 530449.31 141670.47 530489.94 141692.11 232.65 70105 2725 70105-2725 M23 J9 530321.88 141692.89 530449.31 141670.47 232.65 2710 70110 2710-70110 M23 J9 530600.44 141553.7 530556.56 141423.39 231.7 70110 2705 70110-2705 M23 J9 530556.56 141423.39 530495.56 141279.31 231.7 1998 5992 1998-5992 M23 530132 135665 528884 134301 211.14 5992 1615 5992-1615 M23 528884 134301 526805 133639 211.14 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 207.94 70106 70107 70106-70107 M23 J9 530516.13 141721.61 530578.81 141839.52 194.65 70105 70106 70105-70106 M23 J9 530321.88 141692.89 530516.13 141721.61 194.65 70107 2740 70107-2740 M23 J9 530578.81 141839.52 530649 141961.09 194.65 2740 70108 2740-70108 M23 530649 141961.09 530742.38 142142.55 190.82 70108 6132 70108-6132 M23 530742.38 142142.55 531550 149028 190.82 6132 80054 6132-80054 M23 531550 149028 530736.13 153278.48 184.63 80054 80031 80054-80031 M25 530736.13 153278.48 535154.44 152856.58 183.04 1615 1619 1615-1619 M23 J11 526805 133639 526190 133225 167.95 1619 70096 1619-70096 A23 526190 133225 526182.56 133074.55 166.63 70096 9514 70096-9514 A23 526182.56 133074.55 526086 130158 166.63 9514 80001 9514-80001 A23 526086 130158 526100 129721.08 161.4 80031 80039 80031-80039 A22 535154.44 152856.58 534737.25 156575.5 131.56 80001 80000 80001-80000 A23 526100 129721.08 526603.19 122417.8 122.18 1840 70073 1840-70073 Gatwick Road 528115 138376 528133.19 138343.56 73.04 70073 11148 70073-11148 Gatwick Road 528133.19 138343.56 528144.38 138280.09 73.04 11148 1685 11148-1685 Gatwick Road 528144.38 138280.09 528169.69 138148.66 73.04 1800 70072 1800-70072 Gatwick Road 528536 139652 528532.25 139595.34 71.54 70072 7692 70072-7692 Gatwick Road 528532.25 139595.34 528518.06 139507.98 71.54 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 67.85 11151 1800 11151-1800 Gatwick Road 528488 139831 528536 139652 65.45 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 62.77 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 62.74 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 62.74 2055 70074 2055-70074 Gatwick Road 528302 140116 528333.94 140050.84 61.45 70074 11151 70074-11151 Gatwick Road 528333.94 140050.84 528488 139831 61.42 11146 80145 11146-80145 Gatwick Road 528294.31 138688.02 528132.75 138405.38 56.26 1825 11146 1825-11146 Gatwick Road 528344 138806.05 528294.31 138688.02 56.26 80145 1840 80145-1840 Gatwick Road 528132.75 138405.38 528115 138376 56.22 80031 80036 80031-80036 M25 535154.44 152856.58 549549.44 156944.45 54.89 1826 1827 1826-1827 Gatwick Rd Flemming Way Rbt 528399.44 138895.88 528381.19 138866.84 54.51 2100 14003 2100-14003 A23 Brighton Rd 527638.88 142607.19 527521.75 142523.86 54.05 7692 11150 7692-11150 Gatwick Road 528518.06 139507.98 528504.69 139420.61 54.04 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 52.59 1824 9070 1824-9070 Radford Rd 529831 140003 529196 139699 52.16 1685 16851 1685-16851 Hazelwick Rbt 528169.69 138148.66 528206 138039 51.73 2195 12105 2195-12105 Victoria Rd 529055.81 142585.92 528864.88 142670.36 51.08 2225 2230 2225-2230 Victoria Rd 528817.69 142689 528714.56 142687.06 51.08 12105 2225 12105-2225 Victoria Rd 528864.88 142670.36 528817.69 142689 51.08 2230 2155 2230-2155 Victoria Rd 528714.56 142687.06 528590.88 142812.47 50.87 2105 11218 2105-11218 A23 Brighton Rd 527776 142763.88 527711.75 142689.06 50.45 11218 2100 11218-2100 A23 Brighton Rd 527711.75 142689.06 527638.88 142607.19 50.45 80151 9058 80151-9058 B2036 Balcombe Rd 529632.38 141186.23 529887 140572 50.44 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 2035 70105 2035-70105 M23 528972.5 141643.72 530321.88 141692.89 645.2 2705 70111 2705-70111 M23 J9 530495.56 141279.31 530480.38 141156.16 429.28 70111 70102 70111-70102 M23 530480.38 141156.16 530241.69 139251.25 428.71 70102 1603 70102-1603 M23 530241.69 139251.25 530207.94 139089.42 428.71 1607 70104 1607-70104 M23 530133.88 138290.83 530147.94 138161.47 404.79 70104 5994 70104-5994 M23 530147.94 138161.47 530478 136601 404.79 5994 1998 5994-1998 M23 530478 136601 530132 135665 404.79 1603 1607 1603-1607 M23 J10 530207.94 139089.42 530133.88 138290.83 402.64 2730 2735 2730-2735 M23 J9 530489.94 141692.11 530624.63 141651.45 359.86 2725 2730 2725-2730 M23 J9 530449.31 141670.47 530489.94 141692.11 359.86 70105 2725 70105-2725 M23 J9 530321.88 141692.89 530449.31 141670.47 359.86 2710 70110 2710-70110 M23 J9 530600.44 141553.7 530556.56 141423.39 359.59 70110 2705 70110-2705 M23 J9 530556.56 141423.39 530495.56 141279.31 359.59 1998 5992 1998-5992 M23 530132 135665 528884 134301 352.68 5992 1615 5992-1615 M23 528884 134301 526805 133639 352.68 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 338.74 80054 80031 80054-80031 M25 530736.13 153278.48 535154.44 152856.58 324.63 2740 70108 2740-70108 M23 530649 141961.09 530742.38 142142.55 296.07 70108 6132 70108-6132 M23 530742.38 142142.55 531550 149028 296.07 1615 1619 1615-1619 M23 J11 526805 133639 526190 133225 294.22 6132 80054 6132-80054 M23 531550 149028 530736.13 153278.48 291.69 1619 70096 1619-70096 A23 526190 133225 526182.56 133074.55 288.53 70096 9514 70096-9514 A23 526182.56 133074.55 526086 130158 288.53 70106 70107 70106-70107 M23 J9 530516.13 141721.61 530578.81 141839.52 285.34 70105 70106 70105-70106 M23 J9 530321.88 141692.89 530516.13 141721.61 285.34 70107 2740 70107-2740 M23 J9 530578.81 141839.52 530649 141961.09 285.34 9514 80001 9514-80001 A23 526086 130158 526100 129721.08 283.36 80031 80039 80031-80039 A22 535154.44 152856.58 534737.25 156575.5 244.97 80001 80000 80001-80000 A23 526100 129721.08 526603.19 122417.8 227.32 1840 70073 1840-70073 Gatwick Road 528115 138376 528133.19 138343.56 182.55 70073 11148 70073-11148 Gatwick Road 528133.19 138343.56 528144.38 138280.09 182.55 11148 1685 11148-1685 Gatwick Road 528144.38 138280.09 528169.69 138148.66 182.54 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 178.07 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 178.07 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 178.07 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 175.94 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 172.87 1800 70072 1800-70072 Gatwick Road 528536 139652 528532.25 139595.34 163.19 70072 7692 70072-7692 Gatwick Road 528532.25 139595.34 528518.06 139507.98 163.19 11151 1800 11151-1800 Gatwick Road 528488 139831 528536 139652 157.86 2055 70074 2055-70074 Gatwick Road 528302 140116 528333.94 140050.84 152.7 70074 11151 70074-11151 Gatwick Road 528333.94 140050.84 528488 139831 152.68 11146 80145 11146-80145 Gatwick Road 528294.31 138688.02 528132.75 138405.38 131.83 1825 11146 1825-11146 Gatwick Road 528344 138806.05 528294.31 138688.02 131.83 80145 1840 80145-1840 Gatwick Road 528132.75 138405.38 528115 138376 131.79 1826 1827 1826-1827 Gatwick Rd Flemming Way Rbt 528399.44 138895.88 528381.19 138866.84 130.75 7692 11150 7692-11150 Gatwick Road 528518.06 139507.98 528504.69 139420.61 129.71 2230 2155 2230-2155 Victoria Rd 528714.56 142687.06 528590.88 142812.47 127.5 2195 12105 2195-12105 Victoria Rd 529055.81 142585.92 528864.88 142670.36 127 12105 2225 12105-2225 Victoria Rd 528864.88 142670.36 528817.69 142689 127 2225 2230 2225-2230 Victoria Rd 528817.69 142689 528714.56 142687.06 126.99 1827 1825 1827-1825 Gatwick Rd Flemming Way Rbt 528381.19 138866.84 528344 138806.05 122.03 11150 11149 11150-11149 Gatwick Road 528504.69 139420.61 528494.75 139205.95 121.6 11149 1826 11149-1826 Gatwick Road 528494.75 139205.95 528399.44 138895.88 121.6 2100 14003 2100-14003 A23 Brighton Rd 527638.88 142607.19 527521.75 142523.86 120.86 2040 11213 2040-11213 Povey Cross Rd 527471.56 142492.92 527428.69 142463.86 113.65 11213 2541 11213-2541 Povey Cross Rd 527428.69 142463.86 526888.19 142126.11 113.65 1824 9070 1824-9070 Radford Rd 529831 140003 529196 139699 106.87 2105 11218 2105-11218 A23 Brighton Rd 527776 142763.88 527711.75 142689.06 100.23 11218 2100 11218-2100 A23 Brighton Rd 527711.75 142689.06 527638.88 142607.19 100.23 80031 80036 80031-80036 M25 535154.44 152856.58 549549.44 156944.45 100.17 9070 14002 9070-14002 Radford Rd 529196 139699 528616.63 139664.05 95.45 14002 1800 14002-1800 Radford Rd 528616.63 139664.05 528536 139652 95.45 1685 16851 1685-16851 Hazelwick Rbt 528169.69 138148.66 528206 138039 94.28 5996 1680 5996-1680 Hazelwick Rbt 528210 137952 528359.31 137694.86 88.27 1685 5996 1685-5996 Hazelwick Rbt 528169.69 138148.66 528210 137952 88.26 80005 80008 80005-80008 A23 526940.06 120304.14 529811.75 109300.45 87.77 80036 80037 80036-80037 M26 549549.44 156944.45 551008.06 157771.27 86.73 2150 2165 2150-2165 Massetts Rd 528241.69 142815.84 528159.94 142795.83 83.5 2200 3110 2200-3110 B2036 Balcombe Rd 528860.63 143088.25 528819.94 143190.42 77.78 3110 2205 3110-2205 B2036 Balcombe Rd 528819.94 143190.42 528782.63 143280.47 77.78 2155 2160 2155-2160 Russells Cres 528590.88 142812.47 528559.88 142797.84 76.78 2195 2200 2195-2200 B2036 Balcombe Rd 529055.81 142585.92 528860.63 143088.25 76.54 9044 9043 9044-9043 Horley Rd 524650.19 140971.95 524300 141050 73.64 80096 80095 80096-80095 A217 Reigate Hill 525532.5 151484.42 526168.31 152402.77 72.99 80095 80055 80095-80055 A217 Reigate Hill 526168.31 152402.77 525829.56 152623.88 72.99 14004 2045 14004-2045 A23 London Rd 527512.94 142451.52 528090 141970 70.8 2160 2150 2160-2150 Russells Cres 528559.88 142797.84 528241.69 142815.84 70.32 2745 2705 2745-2705 M23 J10 530671.5 141949.84 530495.56 141279.31 69.7 1814 11136 1814-11136 A23 London Rd 527014.75 138575.92 527014 138440 69.3 11136 1830 11136-1830 A23 London Rd 527014 138440 527014 138397 69.3 80009 80007 80009-80007 B2036 London Rd 532056.19 123909.78 530686.25 120355.93 68.88 14003 70078 14003-70078 A23 Brighton Rd 527521.75 142523.86 527497.94 142511.16 67.08 70078 2040 70078-2040 A23 Brighton Rd 527497.94 142511.16 527471.56 142492.92 67.07 1810 1814 1810-1814 A23 London Rd 527020 138850 527014.75 138575.92 66.33 2541 2542 2541-2542 Reigate Rd 526888.19 142126.11 526745 142638 66.25 9043 9114 9043-9114 Prestwood Ln 524300 141050 524280 138890 65.66 1680 70015 1680-70015 Hazelwick Ave 528359.31 137694.86 528550 137543 64.98 70015 1440 70015-1440 Hazelwick Ave 528550 137543 528582 137524 64.98 1830 11132 1830-11132 Martyrs Ave 527014 138397 526930 138406 64.74 11132 9074 11132-9074 Martyrs Ave 526930 138406 526214.19 138053.16 64.16 1960 1965 1960-1965 B2036 Balcombe Rd 529705 137603 529691.44 137367.13 63.41 16851 1686 16851-1686 Hazelwick Rbt 528206 138039 528212 138016 62.83 2542 70038 2542-70038 A217 Reigate Rd 526745 142638 526673 142743 62.68 70038 2570 70038-2570 A217 Reigate Rd 526673 142743 526479 143040 62.68 2570 2543 2570-2543 A217 Reigate Rd 526479 143040 526420 143100 62.67 2300 2305 2300-2305 A23 Brighton Rd 528175.88 143576.77 528139.88 143506.47 62.06 2055 70075 2055-70075 A23 London Rd 528302 140116 528208.13 140102.16 61.59 70075 3015 70075-3015 A23 London Rd 528208.13 140102.16 527194 139875 61.59 1616 1617 1616-1617 M23 J11 526471.88 133387.31 526415 133311 60.92 80000 80005 80000-80005 A23 526603.19 122417.8 526940.06 120304.14 60.3 80151 9058 80151-9058 B2036 Balcombe Rd 529632.38 141186.23 529887 140572 59.88 2305 12131 2305-12131 A23 Brighton Rd 528139.88 143506.47 528080.31 143405.25 59.13 12131 2120 12131-2120 A23 Brighton Rd 528080.31 143405.25 528020 143302.22 59.13 1615 5000 1615-5000 M23 J11 526805 133639 526654.94 133511.95 58.46 5000 1616 5000-1616 M23 J11 526654.94 133511.95 526471.88 133387.31 58.46 3015 1810 3015-1810 A23 London Rd 527194 139875 527020 138850 57.58 2541 9044 2541-9044 Povey Cross Rd 526888.19 142126.11 524650.19 140971.95 56.7 2543 2546 2543-2546 Reigate Rd 526420 143100 525872 146968 55.86 9058 2625 9058-2625 B2037 Antlands Ln 529887 140572 530806 140441 55.34 1965 8570 1965-8570 Wentworth Dr 529691.44 137367.13 529895.69 137391.55 54.55 14003 14004 14003-14004 Longbridge Rbt 527521.75 142523.86 527512.94 142451.52 53.78 2135 2105 2135-2105 A23 Brighton Rd 527912.38 142926.97 527776 142763.88 53.39 19515 1890 19515-1890 A264 526211 133504 525970 133570 53.28 1622 19515 1622-19515 M23 J11 526258 133507 526211 133504 53.24 80002 80009 80002-80009 Staplefield Rd 531415.94 124223.05 532056.19 123909.78 52.6 1831 70092 1831-70092 A23 London Rd 527012 138342 527011.81 138371.31 52.32 1832 1831 1832-1831 A23 London Rd 527004.69 138264.98 527012 138342 52.32 70092 1830 70092-1830 A23 London Rd 527011.81 138371.31 527014 138397 52.32 8570 1976 8570-1976 The Ridings 529895.69 137391.55 530161 136840 52.23 1998 1999 1998-1999 M23 10A 530132 135665 529990 135326 52.11 1816 1836 1816-1836 Newton Rd 527820 138890 527918 138374 51.73 2625 2620 2625-2620 B2037 Antlands Ln 530806 140441 532211.44 140994.8 51.28 1976 2647 1976-2647 Turners Hill Rd 530161 136840 530704 136844 50.8 2647 9086 2647-9086 Turners Hill Rd 530704 136844 531932 136572 50.78 1836 1840 1836-1840 Manor Royal 527918 138374 528115 138376 50.73 70037 2234 70037-2234 B2036 Balcombe Rd 528494.38 143942.59 528438.13 143998.88 50.66 9086 80014 9086-80014 Turners Hill Rd 531932 136572 533912.88 135435.47 50.41 Node A Node B Link Location Easting A Northing A Easting B Northing B Flow Diff 2035 70105 2035-70105 M23 528972.5 141643.72 530321.88 141692.89 771.53 70111 70102 70111-70102 M23 530480.38 141156.16 530241.69 139251.25 479.52 70102 1603 70102-1603 M23 530241.69 139251.25 530207.94 139089.42 479.52 2705 70111 2705-70111 M23 J9 530495.56 141279.31 530480.38 141156.16 478.69 1998 5992 1998-5992 M23 530132 135665 528884 134301 468.32 5992 1615 5992-1615 M23 528884 134301 526805 133639 468.32 1607 70104 1607-70104 M23 530133.88 138290.83 530147.94 138161.47 449.23 70104 5994 70104-5994 M23 530147.94 138161.47 530478 136601 449.23 5994 1998 5994-1998 M23 530478 136601 530132 135665 449.23 1603 1607 1603-1607 M23 J10 530207.94 139089.42 530133.88 138290.83 442.48 80054 80031 80054-80031 M25 530736.13 153278.48 535154.44 152856.58 441.86 1615 1619 1615-1619 M23 J11 526805 133639 526190 133225 434.5 1619 70096 1619-70096 A23 526190 133225 526182.56 133074.55 422.99 70096 9514 70096-9514 A23 526182.56 133074.55 526086 130158 422.99 9514 80001 9514-80001 A23 526086 130158 526100 129721.08 417.55 2710 70110 2710-70110 M23 J9 530600.44 141553.7 530556.56 141423.39 402.36 70110 2705 70110-2705 M23 J9 530556.56 141423.39 530495.56 141279.31 402.35 2730 2735 2730-2735 M23 J9 530489.94 141692.11 530624.63 141651.45 401.55 2725 2730 2725-2730 M23 J9 530449.31 141670.47 530489.94 141692.11 401.55 70105 2725 70105-2725 M23 J9 530321.88 141692.89 530449.31 141670.47 401.55 2100 14003 2100-14003 A23 Brighton Rd 527638.88 142607.19 527521.75 142523.86 386.95 2735 2710 2735-2710 M23 J9 530624.63 141651.45 530600.44 141553.7 383.28 2740 70108 2740-70108 M23 530649 141961.09 530742.38 142142.55 380.86 70108 6132 70108-6132 M23 530742.38 142142.55 531550 149028 380.86 6132 80054 6132-80054 M23 531550 149028 530736.13 153278.48 378.52 70106 70107 70106-70107 M23 J9 530516.13 141721.61 530578.81 141839.52 369.98 70105 70106 70105-70106 M23 J9 530321.88 141692.89 530516.13 141721.61 369.98 70107 2740 70107-2740 M23 J9 530578.81 141839.52 530649 141961.09 369.98 2105 11218 2105-11218 A23 Brighton Rd 527776 142763.88 527711.75 142689.06 359.49 11218 2100 11218-2100 A23 Brighton Rd 527711.75 142689.06 527638.88 142607.19 359.49 80031 80039 80031-80039 A22 535154.44 152856.58 534737.25 156575.5 343.67 2045 2017 2045-2017 A23 London Rd 528090 141970 528500.63 141611.42 333.14 2021 2016 2021-2016 A23 London Rd 528662 140870 528547 140237 331.14 2017 11207 2017-11207 A23 London Rd 528500.63 141611.42 528610 141450 331.12 11207 2021 11207-2021 A23 London Rd 528610 141450 528662 140870 331.12 80001 80000 80001-80000 A23 526100 129721.08 526603.19 122417.8 319.93 2016 2055 2016-2055 A23 London Rd 528547 140237 528302 140116 310.49 1840 70073 1840-70073 Gatwick Road 528115 138376 528133.19 138343.56 291.08 70073 11148 70073-11148 Gatwick Road 528133.19 138343.56 528144.38 138280.09 291.08 11148 1685 11148-1685 Gatwick Road 528144.38 138280.09 528169.69 138148.66 291.08 2230 2155 2230-2155 Victoria Rd 528714.56 142687.06 528590.88 142812.47 281.55 2225 2230 2225-2230 Victoria Rd 528817.69 142689 528714.56 142687.06 279.82 2195 12105 2195-12105 Victoria Rd 529055.81 142585.92 528864.88 142670.36 279.81 12105 2225 12105-2225 Victoria Rd 528864.88 142670.36 528817.69 142689 279.81 14004 2045 14004-2045 A23 London Rd 527512.94 142451.52 528090 141970 255.66 2150 2165 2150-2165 Massetts Rd 528241.69 142815.84 528159.94 142795.83 232.75 2155 2160 2155-2160 Russells Cres 528590.88 142812.47 528559.88 142797.84 221.25 2160 2150 2160-2150 Russells Cres 528559.88 142797.84 528241.69 142815.84 217.77 14003 14004 14003-14004 Longbridge Rbt 527521.75 142523.86 527512.94 142451.52 212.19 1685 5996 1685-5996 Hazelwick Rbt 528169.69 138148.66 528210 137952 211.94 5996 1680 5996-1680 Hazelwick Rbt 528210 137952 528359.31 137694.86 211.93 2040 11213 2040-11213 Povey Cross Rd 527471.56 142492.92 527428.69 142463.86 208.78 11213 2541 11213-2541 Povey Cross Rd 527428.69 142463.86 526888.19 142126.11 208.78 1800 70072 1800-70072 Gatwick Road 528536 139652 528532.25 139595.34 206.45 70072 7692 70072-7692 Gatwick Road 528532.25 139595.34 528518.06 139507.98 206.45 11151 1800 11151-1800 Gatwick Road 528488 139831 528536 139652 197.48 70074 11151 70074-11151 Gatwick Road 528333.94 140050.84 528488 139831 192.93 2055 70074 2055-70074 Gatwick Road 528302 140116 528333.94 140050.84 192.92 2165 2115 2165-2115 Massetts Rd 528159.94 142795.83 527793.56 142751.95 189.42 2115 2105 2115-2105 Massetts Rd - Wolverton Gardens 527793.56 142751.95 527776 142763.88 189.41 11146 80145 11146-80145 Gatwick Road 528294.31 138688.02 528132.75 138405.38 180.32 1825 11146 1825-11146 Gatwick Road 528344 138806.05 528294.31 138688.02 180.32 80145 1840 80145-1840 Gatwick Road 528132.75 138405.38 528115 138376 180.3 1826 1827 1826-1827 Gatwick Rd Flemming Way Rbt 528399.44 138895.88 528381.19 138866.84 179.26 2200 3110 2200-3110 B2036 Balcombe Rd 528860.63 143088.25 528819.94 143190.42 177.93 3110 2205 3110-2205 B2036 Balcombe Rd 528819.94 143190.42 528782.63 143280.47 177.93 1680 70015 1680-70015 Hazelwick Ave 528359.31 137694.86 528550 137543 177.56 70015 1440 70015-1440 Hazelwick Ave 528550 137543 528582 137524 177.56 14003 70078 14003-70078 A23 Brighton Rd 527521.75 142523.86 527497.94 142511.16 174.77 70078 2040 70078-2040 A23 Brighton Rd 527497.94 142511.16 527471.56 142492.92 174.75 2195 2200 2195-2200 B2036 Balcombe Rd 529055.81 142585.92 528860.63 143088.25 174.73 2135 2105 2135-2105 A23 Brighton Rd 527912.38 142926.97 527776 142763.88 173.04 1827 1825 1827-1825 Gatwick Rd Flemming Way Rbt 528381.19 138866.84 528344 138806.05 169.58 2300 2305 2300-2305 A23 Brighton Rd 528175.88 143576.77 528139.88 143506.47 160.06 2305 12131 2305-12131 A23 Brighton Rd 528139.88 143506.47 528080.31 143405.25 156.58 12131 2120 12131-2120 A23 Brighton Rd 528080.31 143405.25 528020 143302.22 156.58 7692 11150 7692-11150 Gatwick Road 528518.06 139507.98 528504.69 139420.61 156.42 9044 9043 9044-9043 Horley Rd 524650.19 140971.95 524300 141050 150.68 2120 12121 2120-12121 A23 Brighton Rd 528020 143302.22 527956.19 143105.59 149.5 12121 2135 12121-2135 A23 Brighton Rd 527956.19 143105.59 527912.38 142926.97 149.5 9043 9114 9043-9114 Prestwood Ln 524300 141050 524280 138890 148.07 2541 9044 2541-9044 Povey Cross Rd 526888.19 142126.11 524650.19 140971.95 146.98 3015 1810 3015-1810 A23 London Rd 527194 139875 527020 138850 144.76 11150 11149 11150-11149 Gatwick Road 528504.69 139420.61 528494.75 139205.95 144.41 11149 1826 11149-1826 Gatwick Road 528494.75 139205.95 528399.44 138895.88 144.41 80031 80036 80031-80036 M25 535154.44 152856.58 549549.44 156944.45 143.02 2234 11262 2234-11262 A23 Brighton Rd 528438.13 143998.88 528403.75 143963.16 142.42 2295 11261 2295-11261 A23 Brighton Rd 528238.31 143684.16 528210.75 143640.86 142.4 11261 3115 11261-3115 A23 Brighton Rd 528210.75 143640.86 528198.5 143616.11 142.4 2290 2295 2290-2295 A23 Brighton Rd 528372.19 143913.77 528238.31 143684.16 142.4 11262 2290 11262-2290 A23 Brighton Rd 528403.75 143963.16 528372.19 143913.77 142.39 2270 2300 2270-2300 A23 Brighton Rd 528186.38 143597.23 528175.88 143576.77 142.37 3115 2270 3115-2270 A23 Brighton Rd 528198.5 143616.11 528186.38 143597.23 142.37 80005 80008 80005-80008 A23 526940.06 120304.14 529811.75 109300.45 123.14 1814 11136 1814-11136 A23 London Rd 527014.75 138575.92 527014 138440 122.22 11136 1830 11136-1830 A23 London Rd 527014 138440 527014 138397 122.22 80036 80037 80036-80037 M26 549549.44 156944.45 551008.06 157771.27 121.67 1960 1965 1960-1965 B2036 Balcombe Rd 529705 137603 529691.44 137367.13 120.97 1810 1814 1810-1814 A23 London Rd 527020 138850 527014.75 138575.92 120.33 70037 2234 70037-2234 B2036 Balcombe Rd 528494.38 143942.59 528438.13 143998.88 120.22 70075 3015 70075-3015 A23 London Rd 528208.13 140102.16 527194 139875 118.59 2055 70075 2055-70075 A23 London Rd 528302 140116 528208.13 140102.16 118.54 1440 11031 1440-11031 Hazelwick Ave 528582 137524 528642 137417 110.09 11031 1456 11031-1456 Hazelwick Ave 528642 137417 528652 137388 110.09 1456 11032 1456-11032 Hazelwick Ave 528652 137388 528655 137130 109.34 11032 1455 11032-1455 Hazelwick Ave 528655 137130 528646 137067 109.34 1455 1450 1455-1450 Hazelwick Ave 528646 137067 528670 137013 108.85 80096 80095 80096-80095 A217 Reigate Hill 525532.5 151484.42 526168.31 152402.77 108.8 80095 80055 80095-80055 A217 Reigate Hill 526168.31 152402.77 525829.56 152623.88 108.8 1830 70092 1830-70092 A23 London Rd 527014 138397 527011.81 138371.31 105.79 70092 1831 70092-1831 A23 London Rd 527011.81 138371.31 527012 138342 105.79 2205 70037 2205-70037 B2036 Balcombe Rd 528782.63 143280.47 528494.38 143942.59 104.78 2205 11258 2205-11258 Smallfield Rd 528782.63 143280.47 528873.75 143314.52 101.74 11258 2260 11258-2260 Smallfield Rd 528873.75 143314.52 529206.19 143344.39 101.74 1836 1840 1836-1840 Manor Royal 527918 138374 528115 138376 100.72 1990 70031 1990-70031 B2036 Balcombe Rd 529786 136364 529806 136305 99.58 70031 1995 70031-1995 B2036 Balcombe Rd 529806 136305 529976 136065 99.58 1995 70065 1995-70065 B2036 Balcombe Rd 529976 136065 529986 135923 99.46 70065 1996 70065-1996 B2036 Balcombe Rd 529986 135923 529956 135836 99.46 80009 80007 80009-80007 B2036 London Rd 532056.19 123909.78 530686.25 120355.93 98.01 2510 2600 2510-2600 Weatherhill Rd 530834 143449 531234 143349 97.84 2260 2510 2260-2510 Smallfield Rd 529206.19 143344.39 530834 143449 92.91 1830 11132 1830-11132 Martyrs Ave 527014 138397 526930 138406 84.99 11132 9074 11132-9074 Martyrs Ave 526930 138406 526214.19 138053.16 84.36 11266 12091 11266-12091 A23 Bonehurst Rd 528455.69 144229.42 528436.94 144849.97 83.42 2234 11266 2234-11266 A23 Bonehurst Rd 528438.13 143998.88 528455.69 144229.42 83.42 12091 2535 12091-2535 A23 Bonehurst Rd 528436.94 144849.97 528432.56 145125.64 83.42 80000 80005 80000-80005 A23 526603.19 122417.8 526940.06 120304.14 83.22 1824 9070 1824-9070 Radford Rd 529831 140003 529196 139699 82.76 1996 70064 1996-70064 B2036 Balcombe Rd 529956 135836 529928.94 135742.72 82.55 70064 12049 70064-12049 B2036 Balcombe Rd 529928.94 135742.72 529923.13 135686.86 82.55 12049 70066 12049-70066 B2036 Balcombe Rd 529923.13 135686.86 529956 135394 82.41 70066 1999 70066-1999 B2036 Balcombe Rd 529956 135394 529990 135326 82.41 1816 1836 1816-1836 Newton Rd 527820 138890 527918 138374 79.54 1685 16851 1685-16851 Hazelwick Rbt 528169.69 138148.66 528206 138039 79.15 2745 2705 2745-2705 M23 J10 530671.5 141949.84 530495.56 141279.31 76.33 80002 80009 80002-80009 Staplefield Rd 531415.94 124223.05 532056.19 123909.78 75.1 9115 7110 9115-7110 Parkgate Rd , Partridge Ln, Blanks Ln 523030 137360 521188 137245 75.09 1832 1831 1832-1831 A23 London Rd 527004.69 138264.98 527012 138342 75.08 1831 70092 1831-70092 A23 London Rd 527012 138342 527011.81 138371.31 75.07 70092 1830 70092-1830 A23 London Rd 527011.81 138371.31 527014 138397 75.07 1831 1832 1831-1832 A23 London Rd 527012 138342 527004.69 138264.98 73.48 7110 80051 7110-80051 Parkgate Rd 521188 137245 520490.72 137264.92 73.07 80001 80002 80001-80002 B2114 Cuckfield Rd 526100 129721.08 531415.94 124223.05 72.47 80083 80099 80083-80099 Chart Ln 525908.38 149887.88 525828.38 150316.64 71.71 2541 2542 2541-2542 Reigate Rd 526888.19 142126.11 526745 142638 70.67 9070 14002 9070-14002 Radford Rd 529196 139699 528616.63 139664.05 70 14002 1800 14002-1800 Radford Rd 528616.63 139664.05 528536 139652 70 1824 9058 1824-9058 B2036 Balcombe Rd 529831 140003 529887 140572 69.77 9114 9071 9114-9071 Charlwood Rd 524280 138890 525060 138560 69.49 1440 70016 1440-70016 Bycroft Way 528582 137524 528619 137537 69.15 70016 1442 70016-1442 Bycroft Way 528619 137537 528665 137570 69.15 2542 70038 2542-70038 A217 Reigate Rd 526745 142638 526673 142743 68.45 70038 2570 70038-2570 A217 Reigate Rd 526673 142743 526479 143040 68.45 2570 2543 2570-2543 A217 Reigate Rd 526479 143040 526420 143100 68.42 80151 9058 80151-9058 B2036 Balcombe Rd 529632.38 141186.23 529887 140572 66.85 9058 2625 9058-2625 B2037 Antlands Ln 529887 140572 530806 140441 66.61 16851 1686 16851-1686 Hazelwick Rbt 528206 138039 528212 138016 66.46 1965 1970 1965-1970 B2036 Balcombe Rd 529691.44 137367.13 529752 136888 65.75 1900 1935 1900-1935 St Mary's Dr 528799 137823 528905 137679 65.59 1442 70017 1442-70017 Bycroft Way 528665 137570 528689 137613 65.58 70017 1900 70017-1900 Bycroft Way 528689 137613 528799 137823 65.58 80051 80052 80051-80052 Rusper Rd 520490.72 137264.92 518849.09 133425.2 65.49 80011 80013 80011-80013 Borde Hill Ln 530923.88 133205.95 530640.88 130939.46 65.48 1910 1920 1910-1920 Haslett Ave E 528729.19 137047.81 528758.06 137060.56 65.14 1450 1910 1450-1910 Haslett Ave E 528670 137013 528729.19 137047.81 65.14 1970 1980 1970-1980 B2036 Balcombe Rd 529752 136888 529769.88 136767.2 63.92 9114 9115 9114-9115 Rusper Rd 524280 138890 523030 137360 63.81 80013 80030 80013-80030 Borde Hill Ln 530640.88 130939.46 532933.38 123931.91 62.98 1682 1683 1682-1683 Hazelwick Rbt 528176 137895 528151 137937 62.17 2577 2580 2577-2580 A23 Bonehurst Rd 528148.69 146255.95 528168 146338 61.17 2580 2540 2580-2540 A23 Brighton Rd 528168 146338 528122 146600 61.17 2540 2558 2540-2558 A23 Brighton Rd 528122 146600 527982 147008 61.15 2575 2577 2575-2577 A23 Bonehurst Rd 528146.19 146220.31 528148.69 146255.95 61.09 2535 11285 2535-11285 A23 Bonehurst Rd 528432.56 145125.64 528424.88 145182.77 61.02 2571 2575 2571-2575 A23 Bonehurst Rd 528208.19 146015.5 528146.19 146220.31 61.02 11285 2571 11285-2571 A23 Bonehurst Rd 528424.88 145182.77 528208.19 146015.5 61.02 80089 80096 80089-80096 A217 London Rd 525336.06 150492.45 525532.5 151484.42 60.61 1980 70032 1980-70032 B2036 Balcombe Rd 529769.88 136767.2 529808 136596 60.56 70032 1990 70032-1990 B2036 Balcombe Rd 529808 136596 529786 136364 60.56 7360 11008 7360-11008 A2219 London Rd 526881.69 137344.5 526886 137249 59.73 11008 1210 11008-1210 A2219 London Rd 526886 137249 526890 137185 59.73 2625 2620 2625-2620 B2037 Antlands Ln 530806 140441 532211.44 140994.8 59.42 80147 1220 80147-1220 A2219 London Rd 526912 137690.02 526901.19 137506.45 59.1 11018 7360 11018-7360 A2219 London Rd 526890 137430 526881.69 137344.5 59 1692 1693 1692-1693 B2036 Balcombe Rd 529721 138620 529707 138452 58.72 1220 11018 1220-11018 A2219 London Rd 526901.19 137506.45 526890 137430 58.69 2543 2546 2543-2546 Reigate Rd 526420 143100 525872 146968 58.38 6132 70109 6132-70109 M23 531550 149028 530767.06 142135.53 58.06 80054 6132 80054-6132 M23 530736.13 153278.48 531550 149028 58.06 70109 2745 70109-2745 M23 530767.06 142135.53 530671.5 141949.84 58.06 1671 1672 1671-1672 A23 London Rd A2011 Crawley Ave Rbt 526960.38 137754.72 526914.63 137717.16 57.74 80088 80089 80088-80089 A25 Reigate Rd 525606.06 150347.33 525336.06 150492.45 57.72 1999 70067 1999-70067 B2036 Balcombe Rd 529990 135326 530042.06 135135.55 57.19 70067 9093 70067-9093 B2036 Balcombe Rd 530042.06 135135.55 530860 133400 57.19 1250 11013 1250-11013 Exchange Rd 527251 137000 527251 136969 56.24 2600 2605 2600-2605 Weatherhill Rd 531234 143349 531790.31 143229.53 55.75 80133 80032 80133-80032 A25 Godstone Rd 532775.69 150764.88 535954.75 151866.2 55.2 2558 2557 2558-2557 A2044 Woodhatch Rd 527982 147008 527478.56 148036.3 55.16 2557 2564 2557-2564 A2044 Woodhatch Rd 527478.56 148036.3 526255 148678 55.15 1965 8570 1965-8570 Wentworth Dr 529691.44 137367.13 529895.69 137391.55 54.96 1005 1000 1005-1000 Exchange Rd 527250 136920 527276.38 136832.28 54.39 1672 80147 1672-80147 A23 London Rd A2011 Crawley Ave Rbt 526914.63 137717.16 526912 137690.02 54.27 9058 1824 9058-1824 B2036 Balcombe Rd 529887 140572 529831 140003 54 11013 1005 11013-1005 Exchange Rd 527251 136969 527250 136920 53.69 9402 80077 9402-80077 Croydonbarn Ln 533755.69 143813.06 536034 142227.38 52.79 1686 1687 1686-1687 Hazelwick Rbt 528212 138016 528271 137978 52.34 2605 11249 2605-11249 Chapel Rd 531790.31 143229.53 531972.25 144106.05 52.27 1210 1255 1210-1255 Kilnmead Rd 526890 137185 527128.19 137039.58 51.84 1935 1940 1935-1940 St Mary's Dr 528905 137679 528922 137107 51.78 8570 1976 8570-1976 The Ridings 529895.69 137391.55 530161 136840 51.41 1481 1482 1481-1482 Paymaster General's Rbt 528177 136595 528182 136495 51.18 1482 1483 1482-1483 Paymaster General's Rbt 528182 136495 528072 136487 51.05 1460 11034 1460-11034 A2220 Haslett Avenue E 528600 136926 528583 136886 51.02 11034 1470 11034-1470 A2220 Haslett Avenue E 528583 136886 528557 136829 51.02 1483 1700 1483-1700 Hawth Ave 528072 136487 528036 136250 50.98 1470 1481 1470-1481 A2220 Haslett Avenue E 528557 136829 528177 136595 50.74 11185 8540 11185-8540 Billinton Dr 529095 135913 529107 135785 50.49 1930 11185 1930-11185 Billinton Dr 528854 137092 529095 135913 50.48 1976 2647 1976-2647 Turners Hill Rd 530161 136840 530704 136844 50.29 2647 9086 2647-9086 Turners Hill Rd 530704 136844 531932 136572 50.23 9086 80014 9086-80014 Turners Hill Rd 531932 136572 533912.88 135435.47 50.19 8540 70059 8540-70059 Maidenbower Dr 529107 135785 529166 135800 50.17 1255 1250 1255-1250 Kilnmead Rd 527128.19 137039.58 527251 137000 50.06
Appendix B – Journey Time Data
TECHNICAL NOTE
The figure below shows the 6 journey time routes and timing points.
TECHNICAL NOTE
The Tables below show the AM and PM journey times respectively.
AM Journey times
Timing Reference Route Direction Phase 1 Phase 2 Phase 3 Phase 4 point case JT1a 10 10 10 10 10 JT1b 236 234 236 236 240 NB JT1c 263 261 263 263 267 JT1d 400 399 401 401 404 1 JT1d 34 34 34 34 34 JT1c 214 218 218 219 219 SB JT1b 165 166 166 166 166 JT1a 352 356 355 356 356 JT2a 5 5 5 5 5 JT2b 289 289 289 290 290 NB JT2c 483 483 484 486 489 JT2d 681 684 686 688 691 2 JT2d 6 6 6 6 6 JT2c 218 221 221 222 222 SB JT2b 409 412 413 413 413 JT2a 599 602 602 602 603 JT3a 5 5 5 5 5 EB JT3b 65 64 62 63 63 JT3c 146 145 143 144 144 3 JT3c 17 17 17 17 17 WB JT3b 85 85 85 85 85 JT3a 143 143 143 143 143 JT4a 42 42 42 42 42 JT4b 157 157 157 156 156 NB JT4c 574 576 576 585 580 JT4d 699 702 703 713 709 JT4e 788 791 792 803 799 4 JT4e 6 6 6 6 6 JT4d 142 142 142 141 141 SB JT4c 293 291 289 289 288 JT4b 572 570 568 568 568 JT4a 788 791 792 803 799 JT5a 24 24 24 24 24 JT5b 202 203 205 208 210 NB JT5c 293 294 298 302 305 JT5d 394 396 401 407 411 JT5e 402 404 409 414 418 5 JT5e 8 8 8 8 8 JT5d 32 32 32 32 32 SB JT5c 135 134 134 135 135 JT5b 227 226 226 227 227 JT5a 383 383 383 383 383 JT6a 4 4 4 4 4 EB JT6b 108 127 127 127 127 6 JT6b 17 17 18 18 18 WB JT6a 116 130 130 130 130
TECHNICAL NOTE
PM Journey times
Timing Reference Route Direction Phase 1 Phase 2 Phase 3 Phase 4 point case JT1a 12 12 12 12 12 JT1b 204 204 204 204 204 NB JT1c 235 235 235 235 235 JT1d 401 401 401 400 400 1 JT1d 42 42 42 42 42 JT1c 246 246 246 247 248 SB JT1b 190 190 190 191 192 JT1a 407 407 407 409 411 JT2a 6 6 6 6 6 JT2b 349 349 349 349 350 NB JT2c 593 584 584 585 588 JT2d 833 823 824 825 828 2 JT2d 7 7 7 7 7 JT2c 270 259 258 256 253 SB JT2b 519 516 549 608 682 JT2a 782 781 814 877 968 JT3a 7 7 7 7 7 EB JT3b 224 219 222 219 217 JT3c 326 320 324 320 318 3 JT3c 21 21 21 21 21 WB JT3b 106 106 106 106 106 JT3a 176 176 176 176 176 JT4a 39 39 39 39 39 JT4b 151 151 151 151 151 NB JT4c 400 400 400 399 399 JT4d 520 520 520 519 519 JT4e 643 643 642 642 641 4 JT4e 8 8 8 8 8 JT4d 104 104 104 103 102 SB JT4c 208 208 208 207 207 JT4b 538 539 539 545 546 JT4a 643 643 642 642 641 JT5a 23 23 23 23 23 JT5b 185 186 185 186 186 NB JT5c 267 267 267 268 268 JT5d 364 364 364 364 365 JT5e 371 371 371 372 372 5 JT5e 7 7 7 8 8 JT5d 31 31 31 31 31 SB JT5c 141 141 144 145 145 JT5b 245 246 251 254 254 JT5a 414 415 423 427 429 JT6a 5 5 5 5 5 EB JT6b 133 153 150 186 187 6 JT6b 17 17 17 17 17 WB JT6a 129 134 134 134 134
Appendix C – Potential Layout at Balcombe Road / Antlands Lane Roundabout
Appendix D – Queue Length Data
3
SATURN
Atkins Ltd / DVV / ITS
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Atkins Ltd / DVV / ITS
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Atkins Ltd / DVV / ITS
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Horley Business Park Vectos VISSIM Model
February 2018 N21-IS-151891-Vectos VISSIM Model-01
Introduction
1. This Technical Note provides the results of the assessment work undertaken by Vectos in relation to Horley Business Park utilising a VISSIM micro-simulation model of M23 Junctions 9 and 9a, and the surrounding local network including the B2036 Balcombe Road corridor between Victoria Road to the north and Radford Road to the south.
2. The VISSIM model assesses the impacts of development traffic on both the strategic road network (the M23 and M23 Spur), but also on the local road network, specifically the B2036 Balcombe Road corridor.
3. Unlike Surrey County Council’s Strategic Highway Assessment and West Sussex County Council’s Crawley SATURN Model, which undertake strategic rather than site-specific assessments, there is no vehicular connection within Horley Business Park between the M23 Spur and Balcombe Road, reflecting the proposed layout, design and master planning of Horley Business Park.
4. This Technical Note:
• Sets out the scope of the VISSIM model; • Summarises the extensive data collection exercise undertaken to inform the model; • Details the assessment scenarios; • Reports of journey times, queue lengths and overall network performance; and • Provides a summary of the conclusions which can be drawn from the VISSIM modelling work which has been undertaken.
Model Scope
5. The Vectos VISSIM model undertakes a detailed micro-simulation of the development and is therefore the most appropriate model available for forecasting the potential effects of Horley Business Park on the highway network.
6. The Surrey County Council model is a strategic model (SINTRAM). It provides an overview of the potential effect of the proposed Local Plan development at a strategic level across the Borough. It is not designed to provide a detailed understanding of the effects of specific developments in isolation or the operation of individual junctions or areas of the highway network. The judgements, data and analysis which inform the SCC model are deliberately
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broad, and the outputs provide a macro analysis rather than a micro analysis. Thus, while this model does not seek to replace nor obviate the SCC model, it provides supplementary, micro-analysis, pursuant to the proposed Horley Business Park.
7. Similarly, the West Sussex County Council Crawley SATURN model is a strategic model developed to understand at a high level the operation of the highway network within West Sussex. This model is of greater use when considering the wider scale strategic effects of traffic demand, and of lesser use at the local scale.
8. The extent of the VISSIM model is shown in Figure 1.
Figure 1 – Extent of VISSIM Model
9. The extent of the model is considered appropriate for considering the potential effects of the development of Horley Business Park.
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Survey Data
10. The VISSIM model is informed by an extensive data collection process to compile the most up to date data available for this area of the strategic and local highway network. The surveys undertaken (in 2016 and 2017) and data collected includes:
• Manual Classified Counts • Queue Length Surveys • WebTRIS Data • Journey Time Surveys • Automatic Traffic Counts
Surveys on Strategic Highway Network
Manual Classified Counts (MCC)
11. MCCs were undertaken by the survey company Advanced Transport Research (ATR) on Wednesday 16th November 2016. All movements across M23 J9 and M23 J9a were included at 15-minute intervals and disaggregated by vehicle type. No mainline counts were included as these were informed by online Highways England (HE) traffic flow data via the WebTRIS database.
12. The recorded MCC turn counts equated to a total of 18 turning movements across the two junctions for each of the three modelled peak hours during each peak period. In addition, WebTRIS provided the M23 northbound and southbound movements through Junction 9.
Queue Length Surveys
13. Queue length surveys were also carried out on Wednesday 16th November 2016 on all approaches to Junction 9 and Junction 9A, and disaggregated by lane and vehicle type. Queue lengths were recorded as the maximum queue length observed in 5 minute intervals.
WebTRIS Data
14. Online data available from the Highways England database WebTRIS was utilised to provide vehicle counts on the M23 mainline. The database was interrogated to determine which MIDAS loops in the vicinity of Junction 9 could be used.
15. The closest loops to the junction were M23/3427A (southbound carriageway) and M23/3428B (northbound carriageway), both of which contained yearly traffic flows in 15- minute intervals for the whole of 2016. This data was processed to include only neutral November weekdays (i.e. Tuesday, Wednesday and Thursday), and averaged across the appropriate peak periods in 15-minute intervals.
16. Subsequent checks were carried out to ensure no anomalies existed within the data that may have an impact on the average link count used to inform the mainline counts, and to ensure the detectors were fully functional throughout the operational period. The derived
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15-minute mainline flow counts were used directly to inform 15-minutematrices of mainline movements.
Journey Time Data
17. Journey time surveys were carried out by Paul Castle Surveys on Thursday 14th September 2017 (as journey time surveys were not conducted in 2016 when turn count data was collected). Further surveys were also undertaken on Thursday 21st September 2017. Both AM and PM surveys from the 21st September were used to inform the assessment and to validate the network.
18. The routes surveyed are illustrated in Figure 2 below:
Figure 2 – Strategic Highway Network – Journey Time Routes
19. In addition to the above, mainline and motorway slip journey time sections are analysed using data from the HE WebTRIS database. The following sections were available for analysis:
• 1. Northbound Off-Slip • 2. Northbound On-Slip • 3. Southbound Off-Slip • 4. Southbound On-Slip • 5. Northbound Between J10 and J9 • 6. Northbound Within J9 • 7. Southbound Within J9 • 8. Southbound Between J9 and J10
20. These sections are illustrated in Figure 3.
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Figure 3 – WebTRIS Journey Time Sections
Surveys on Local Highway Network
Manual Classified Counts (MCC)
21. MCCs were undertaken by Paul Castle Surveys on Thursday 23rd November 2017. A total of 13 junctions were selected for turn count surveys covering the extent of the B2036 corridor from the Victoria Road/Massetts Road junction at the northern point down to the B2036 Balcombe Road/Radford Road junction to the south.
22. The junctions surveyed are illustrated in Figure 4 below, followed by a description of each site:
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Figure 4: B2036 Balcombe Road MCC Survey Locations
• 1. Massetts Road/Victoria Road • 2. Russells Crescent/Victoria Road • 3. Station Approach/Victoria Road • 4. Limes Avenue/Victoria Road • 5. Balcombe Gardens/Balcombe Road • 6. Balcombe Road/Victoria Road Roundabout • 7. Limes Avenue/Balcombe Road • 8. B2036/Balcombe Road • 8b. B2036/Castle Drive • 9. Haroldsea Drive/Balcombe Road • 10. Fernhill Road/Balcombe Road • 11. Antlands Lane/Balcombe Road • 12. Radford Road/Balcombe Road
23. The recorded MCC turn counts equated to a total of further 87 turning movements across the 13 junctions for each of the three modelled peak hours during each peak period. Coupled with the 20 MCC counts available for the M23 strategic network, a total of 107 movements are available for model calibration.
Queue Length Surveys
24. Queue length surveys were also carried out at the same 13 junctions on Thursday 23rd November and disaggregated by lane and vehicle type. Queue lengths were again recorded as the maximum queue length observed in 5 minute intervals, thereby maintaining consistency with the approach adopted for the strategic road network.
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Journey Time Data
25. Journey time surveys were carried out by Paul Castle Surveys on two separate dates; Tuesday 28th November 2017 and Tuesday 9th January 2018. Initial November surveys did not include the full section between Victoria Road (referenced ‘A’) and Balcombe Road/Victoria Road Roundabout (referenced ‘F’), therefore all routes were re-surveyed in January.
26. Where possible, the two independent datasets were both used to create an average observed journey time for each section and total route.
27. The routes surveyed are illustrated in Figure 5 below:
Figure 5: B2036 Balcombe Road Surveyed Journey Time Routes
28. These individual sections are combined to form 8 complete routes:
• Route 1 Southbound – A-D • Route 1 Northbound – D-A • Route 2 Southbound – A-E • Route 2 Northbound – E-A
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• Route 3 Southbound – B-D • Route 3 Northbound – D-B • Route 4 Southbound – B-E • Route 4 Northbound – E-B
Automatic Traffic Counts (ATC)
29. Six ATC locations were chosen around the model extent for use in model validation, and to ensure that the counts recorded by the MCCs on one single day were representative of an average over a longer period.
30. The selected locations are provided in Figure 6 below:
Figure 6: ATC Survey Locations
31. Surveys were carried out by Paul Castle Surveys between Monday 20th November 2017 and Sunday 3rd December 2017. The recorded data was sifted to include only neutral weekday data (Tuesday, Wednesday and Thursday), thereby removing the traditionally quieter Monday and Friday peak periods.
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32. An average of these six counts were taken for each ATC location, and for each direction, and compared against an average vehicle count for all individual peak hours.
33. This extensive collection of data to establish the baseline conditions in the VISSIM model ensures the VISSIM model is the most appropriate model to assess and understand the potential effect of the development of Horley Business Park. A Local Model Validation Report is included at Appendix A. Assessment Scenarios
34. The VISSIM model includes the following four scenarios:
• 2016 Base • 2016 + 66% Horley Business Park Development • 2016 + 100% Horley Business Park Development • 2016 + 100% Horley Business Park Development + 10% Growth
35. The 2016 Base reflects the position on the highway network as per the collected survey data.
36. The 66% development scenario assesses the impact of circa 1,320 peak hour two-way vehicle movements. The 100% development scenario assesses the effect of the impact of circa 2,000 peak-hour two-way vehicle movements.
37. The 100% development + 10% growth applies 10% growth to all background traffic movements – this includes all traffic movements with the exception of trips to and from Horley Business Park.
38. This range of assessments have been undertaken to understand the resilience of the network and the effect different levels of development and different levels of traffic will have on the performance of the network. Journey Time Results
39. A summary of journey times on the strategic highway network which recorded the most significant change (taken as + / - 30 seconds) is provided in Table 1. Full journey time data is included at Appendix B.
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Table 1 – Journey Time Results – Strategic Highway Network – AM and PM Peak Periods – Change in Seconds from 2016 Base Location Route 08:00 – 09:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth M23 Spur E - D Westbound - 12 16 84 M23 Slip Roads NB Off-Slip - -20 -15 75 M23 Mainline NB between J10 and J9 - -1 -1 87 Location Route 17:00 – 18:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth M23 Spur B - C Eastbound - 3 3 99
40. The results demonstrate that the development of Horley Business Park will have limited impact on journey time through the strategic highway network. The most significant change as a result of the development of Horley Business Park is 19 seconds westbound on the M23 Spur between Points E – D.
41. The addition of background growth does result in more material changes in journey times, with increases of up to 98 seconds on some routes. This demonstrates that the strategic highway network is operating close to capacity, and a 10% increase in all background traffic will result in longer journey times and increased delay on the network.
42. However, this must be viewed in the context that there has actually been zero or negative growth on the M23, the M23 Spur, Airport Way and London Road since 2000, as summarised in Graph 1.
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Graph 1 – Growth on Highway Network1
43. Further assessment work can be undertaken to understand what level of additional growth can be accommodated on the strategic highway network in additional to Horley Business Park.
44. The most significant changes in journey times on the local highway network in the AM peak are shown in Table 2.
Table 2 – Journey Time Results – Local Highway Network – AM Peak Period – Additional Seconds from 2016 Base Location Route 08:00 – 09:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth Route 1 SB C - D - 5 12 56 Route 1 NB F - A - 7 10 67 Route 2 SB C - E - 6 12 58 Route 2 NB F - A - 7 10 67 Route 3 SB C - D - 5 12 56 Route 4 SB C - E - 6 12 58
45. In the AM peak the results demonstrate that the development of Horley Business Park has limited impact on journey times through the network. The highest increase in journey times is 12 seconds, across three separate journey times.
46. The addition of 10% growth does result in more significant changes in journey times, and all of the affected journey times are either northbound into the centre of Horley or southbound through Balcombe Road / Antlands Lane Junction.
1 Department for Transport AADT Data
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47. The additional journey time northbound into Horley town centre with the addition of 10% background growth is circa 1 minute. This level of delay through a town centre environment during the AM peak period is considered acceptable in the context of facilitating this level of additional growth (100% of Horley Business Park and 10% background growth). The additional journey time southbound is also considered acceptable, it is also about 1 minute.
48. However, there is potential to further reduce the increases in journey times recorded in both of these locations.
49. The flow of traffic out of the site can be controlled and managed, with both Junction 9A and the Balcombe Road access operating under signal control. The signals can be set up to rationalise the flow of traffic out of the site at peak times to maximise network performance and limit the volume of traffic travelling through on the local highway network at peak times.
50. In addition, the majority of traffic travelling on Balcombe Road is local traffic, and the type of trips which will be specifically targeted by the proposed mitigation measures brought forward with the proposed development. The mitigation measures include a high frequency bus service on Balcombe Road between Crawley, Horley and Horley Business Park with the aim of encouraging most local trips to be undertaken in sustainable, efficient ways. There will also be improvements to the pedestrian and cyclist networks to make these modes viable and attractive, and mean only a small proportion of local trips are undertaken by car. The level of impact on Balcombe Road may well be overstated in the model, and not take full account of the behavioural choices people will make.
51. Alternatively, for the southbound journey there is potential to provide highway improvements to improve journey times.
52. We have undertaken an ARCADY assessment of Balcombe Road / Antlands Lane Roundabout, the key junction and focus of delay for the southbound journey. A summary of the ARCADY results is provided in Table 3.
Table 3 – Balcombe Road / Antlands Lane Roundabout – ARCADY Results
AM PM Queue (Veh) Delay (s) RFC LOS Queue (Veh) Delay (s) RFC LOS Reference Case 1 - Balcombe Road (N) 0.9 5.30 0.47 A 4.0 17.45 0.81 C 2 - Antlands Lane 0.9 4.93 0.48 A 0.7 4.84 0.41 A 3 - Balcombe Road (S) 1.2 4.89 0.54 A 3.4 9.90 0.78 A Scenario 3: Reference Case + 66% HBP 1 - Balcombe Road (N) 0.9 5.34 0.47 A 42.8 126.48 1.06 F 2 - Antlands Lane 1.0 5.20 0.51 A 0.8 5.73 0.46 A 3 - Balcombe Road (S) 2.1 7.21 0.69 A 3.5 10.03 0.78 B Scenario 4: Reference Case + 100% HBP 1 - Balcombe Road (N) 0.9 5.36 0.47 A 104.7 282.93 1.18 F 2 - Antlands Lane 1.1 5.35 0.52 A 0.8 5.85 0.46 A 3 - Balcombe Road (S) 3.1 9.51 0.76 A 3.5 10.10 0.78 B
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53. The ARCADY results demonstrate that drivers will experience relatively little delay at Balcombe Road / Antlands Lane Roundabout with 100% development at Horley Business Park. This is reflected in the VISSIM model.
54. However, the model is operating close to capacity and an additional 10% growth could lead to the delays forecast in the VISSIM model. In the PM peak period drivers will experience some delay at Balcombe Road / Antlands Lane Roundabout with 100% development of Horley Business Park, primarily southbound traffic on Balcombe Road. This is also reflected in the VISSIM model.
55. There is no policy which protects the convenience of the car driver, and a judgement may be made that a level of delay and inconvenience at this junction is acceptable, particularly given the choice of alternative travel options available for local trips to and from Horley Business Park.
56. However, there is potential to improve the operation of the junction with the introduction of traffic signals. A potential layout is shown in Figure 1, and included at Appendix C.
Figure 1 – Potential Layout of Balcombe Road / Antlands Lane Junction
57. A Linsig assessment of this potential layout demonstrates that this arrangement reduces delays at this junction. A summary of the Linsig results is provided in Table 4.
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Table 4 - Balcombe Road / Antlands Lane Junction – Linsig Results Link No. Lane AM Peak Hour PM Peak Hour Degree of Queue Degree of Queue Saturation Length Saturation Length 1/1 + 1/2 Balcombe Road (North) 59.9 4.2 90.0 18.9 2/1 + 2/2 Antlands Lane 56.3 5.6 85.6 7.4 3/1 + 3/2 Balcombe Road (South) 88.7 14.7 90.2 20.7
58. There are a range of potential solutions to address a potential increase in journey times southbound on Balcombe Road.
59. The most significant changes in journey times on the local highway network in the PM peak are shown in Table 5.
Table 5 – Journey Time Results – Local Highway Network – PM Peak Period – Additional Seconds from 2016 Base Location Route 17:00 – 18:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth Route 1 SB A – F - 6 2 64 Route 1 SB F - C - 160 214 518 Route 1 NB F - A - 16 15 340 Route 2 SB A – F - 6 2 64 Route 2 SB F - C - 160 214 518 Route 2 NB F - A - 16 15 340 Route 3 SB F - C - 160 214 518 Route 4 SB F - C - 160 214 518
60. In the PM peak the results demonstrate that the development of Horley Business Park does impact journey times southbound on Balcombe Road. There is limited impact northbound, with a journey time increase of only 15 seconds for journeys towards Horley town centre. However, the delay both northbound and southbound does jump up significantly with addition of 10% background growth.
61. The results indicate the level of delay on the local highway network will increase with an additional 10% growth on top of the development of Horley Business Park. The mitigation measures proposed recognise this, and aim to facilitate growth in walking, cycling, public transport and shared transport, and limit any unnecessary growth in traffic to help ensure traffic growth remains low and close to zero, as it has done for the last 16 years. This will allow the transport network to operate most efficiently.
62. The development of Horley Business Park will assist with this, further enhancing the sustainable travel options available to people, and promoting walking, cycling, public transport and shared transport as preferred modes of transport.
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63. The increase in southbound journey times as a result of development at Horley Business Park is primarily due to increased delay at Balcombe Road / Antlands Lane Roundabout, which can be addressed, as previously discussed in this Technical Note. Queue Length Results
64. A summary of the most significant changes in queue length (+ / - 50 metres) in the AM peak period is provided in Table 6. Full queue length data is included at Appendix D.
Table 6 – Queue Length Results (metres) – AM Peak Period Location Route 08:00 – 09:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth M23 Site 1 M23 East 35 9 89 88 Junction Site 1 Ring Road 11 4 62 59 9A Site 1 Airport Way 2 22 24 78 Site 1 East to West Through Hamburger (East Side) - 45 46 206 Site 1 Circulatory (East Side) - 25 70 60 M23 Site 2 M23 North 22 48 127 217 Junction 9 Site 2 M23 South 25 0 11 320 Junction 2 Victoria Road (S) 130 136 137 244 Junction 3 Victoria Road (Right Turn) 21 24 25 87 Junction B2036 (North) 12 (Right Turn) 18 61 110 240
65. The queueing recorded at Junction 9A does not impact the efficient operation of Junction 9A or any other junctions on the network. The impact of Horley Business Park at Junction 9 is not significant, and whilst the 10% additional growth does increase queueing, the queues do not extend beyond the end of the slip roads.
66. Horley Business Park does not materially change the levels of queueing on Victoria Road, but at Junction 2 and Junction 3 the queues do increase with 10% additional growth. The queue for the right-turn into Radford Road at Junction 12 does increase with the development of Horley Business Park, but this is very short-lived, with no measurable additional queuing recorded in either the hour before (07:00 – 08:00) or the hour after (9:00 – 10:00) the busiest peak hour.
67. A summary of the most significant changes in queue length (+ / - 50 metres) in the PM peak period is provided in Table 7.
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Table 7 – Queue Length Results (metres) – PM Peak Period Location Route 17:00 – 18:00 2016 100% HBP 2016 Base 2016 66% HBP 2016 100% HBP + 10% Growth Junction Site 1 9A Development - 109 387 386 Site 1 West to East Through Hamburger (West Side) - 51 52 425 Site 1 Circulatory (East Side onto Circulatory) - 50 50 57 Site 1 Circulatory (East Side onto Circulatory) - 50 50 56 Site 1 Circulatory (East Side onto M23 East) - 50 50 56 Junction 2 Victoria Rd (S) 67 91 94 388 Junction 3 Victoria Rd (Right Turn) 1 4 4 206 Junction B2036 (North) 11 26 351 383 455 Junction Site Access - 21 122 127 13 B2036 (North) - 4 8 249
68. The queue lengths at Junction 9A will not effect the operation of Junction 9A or any other junction on the network. There will be some queueing within Horley Business Park itself, but this is to be expected at peak times at a business park, and the business park will be designed to accommodate a degree of queuing vehicles in this way.
69. Horley Business Park does not materially change the levels of queueing on Victoria Road, but at Junction 2 and Junction 3 the queues do increase with 10% additional growth. These two locations also recorded increased queuing in the AM peak indicating that these two locations on the network are more sensitive than the remainder of the network.
70. Increased queuing is also recorded at Junction 11 – Balcombe Road / Antlands Lane Roundabout, and the way in which this can be addressed is set out earlier in this Technical Note.
71. The queue at Junction 13 – Balcombe Road Site Access – relates to how the signals are set up, and it is possible to modify the signal timings to reduce queuing on the external highway network and hold traffic within the site. The precise operation of this junction can be looked at in more detail once the design and layout of the masterplan is worked up in more detail.
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Overall Network Performance
72. The overall network performance in the AM and PM peak periods is summarised in Table 8 and Table 9 respectively.
Table 8 – Overall Network Performance – AM Peak – 07:00 – 10:00 AM Period - 07:00-10:00 2016 2016 66% 2016 2016 100% HBP Base HBP 100% HBP + 10% Growth Average Delay per Vehicle in the Network (s) 36.8 43.5 56.6 118.3 Overall Delay per Vehicle (including time off network) (s) 37.4 44.2 58.2 147.4 Average Speed per Vehicle (mph) 43.5 42.3 39.8 31.4 Vehicles Active in the Network 671 714 750 948 Vehicle Trips Completed 42926 45571 46868 50895 Latent Demand at end of Simulation 0 0 0 6 Total Input Vehicle Numbers 43597 46285 47618 51849 Total Delay (hrs) 445.7 558.6 748.9 1703.3 Latent Delay (hrs) 0.8 1.2 8.6 381.3
Table 9 – Overall Network Performance – PM Peak – 16:00 – 19:00 PM Period - 16:00-19:00 2016 2016 66% 2016 2016 100% HBP Base HBP 100% HBP + 10% Growth Average Delay per Vehicle in the Network (s) 35.4 50.1 70.5 127.2 Overall Delay per Vehicle (including time off network) (s) 35.9 50.9 114.2 200.1 Average Speed per Vehicle (mph) 43.7 41.0 37.4 30.4 Vehicles Active in the Network 605 656 783 1078 Vehicle Trips Completed 42312 44959 45878 49576 Latent Demand at end of Simulation 0 0 249 408 Total Input Vehicle Numbers 42917 45615 46910 51062 Total Delay (hrs) 421.5 634.2 913.8 1789.6 Latent Delay (hrs) 0.9 1.0 541.4 966.3
73. The results demonstrate that with 100% development at Horley Business Park in the AM peak period the average delay per vehicle increases by circa 20 seconds, average vehicle speeds reduce by circa 4mph, and there are approximately 4,000 more vehicles travelling across the network. In the PM the average delay per vehicle increases by circa 35 seconds, the average vehicle speed reduces by 6 mph, and there are approximately 4,000 more vehicles travelling across the network.
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74. The AM network performs better than the PM network. The AM network has more traffic than the PM network, but the interaction and route of trips through the network results in shorter delays, higher speeds and a more efficient operation of the network. Summary
75. The Vectos VISSIM model undertakes a detailed micro-simulation of the development and is therefore the most appropriate model available for forecasting the potential effects of Horley Business Park on the highway network.
76. The Vectos VISSIM model includes both the strategic highway network and the local highway network, and is informed by a comprehensive collection of the most up to date survey data available for the highway network serving Horley Business Park.
77. The results demonstrate that Horley Business Park can be delivered without resulting in a severe adverse impact on the highway network. The strategic highway network and the local highway network can both accommodate the forecast demand. The one potential hotspot on the local highway network, primarily in the PM peak, is Balcombe Road / Antlands Lane Roundabout, and this can be addressed through the management of the business park, the sustainable transport measures being promoted, and potential improvements to the junction.
78. To understand the resilience of the highway network a 10% growth scenario has also been assessed. This demonstrates that with this level of traffic demand delays on the network will increase, but the likelihood of this level of uniform growth occurring across the network should be viewed in the context that there has been almost zero or negative growth on the highway network between 2000 and 2016.
79. The VISSIM model demonstrates that the significant growth and prosperity which can be delivered by Horley Business Park can be accommodated on the highway network with limited adverse impact.
Appendix A – LMVR
M23 Junction 9 & B2036 Balcombe Road VISSIM Model Local Model Validation Report
February 2018
Contents
1 INTRODUCTION ...... 1
Background ...... 1 Scope ...... 1 Report Structure ...... 2
2 MODEL SPECIFICATION & SURVEY DATA ...... 3
M23 Strategic Road Network ...... 4 B2036 Local Road Network ...... 9
3 BASE MODEL DEVELOPMENT ...... 13
Network Structure ...... 13 Signals ...... 15 Vehicle Demands ...... 16
4 MODEL CALIBRATION ...... 19
Calibration Criteria ...... 19 Turn and Link Count Calibration ...... 20 Queue Lengths ...... 23
5 MODEL VALIDATION ...... 25
Journey Time Validation ...... 25 Link Validation ...... 30
6 SUMMARY AND CONCLUSIONS ...... 32
i
Figures
Figure 1: Study Area ...... 2 Figure 2: MIDAS Loop Locations ...... 5 Figure 3: M23 Strategic Road Network Surveyed Journey Time Routes ...... 6 Figure 4: WebTRIS Journey Time Routes ...... 8 Figure 5: B2036 Balcombe Road MCC Survey Locations ...... 9 Figure 6: B2036 Balcombe Road Surveyed Journey Time Routes ...... 11 Figure 7: ATC Survey Locations ...... 12 Figure 8: Model Extent ...... 13 Figure 9: Strategic and Local Road Networks ...... 14
Tables
Table 1: Bus Services ...... 18 Table 2: M23 Strategic Road Network: AM and PM Calibration Statistics Summary .... 21 Table 3: B2036 Balcombe Road Network: AM and PM Calibration Statistics Summary 22 Table 4: M23 Strategic Network – AM Journey Time Validation Summary ...... 26 Table 5: B2036 Balcombe Road Network – AM Journey Time Validation Summary ..... 27 Table 6: M23 Strategic Network – PM Journey Time Validation Summary ...... 28 Table 7: B2036 Balcombe Road Network – PM Journey Time Validation Summary ..... 29 Table 8: Link Validation Statistics Summary ...... 31
Appendices
Appendix A: Turn and Link Count Calibration (Full) Appendix B: Queue Comparison Graphs Appendix C: ATC Link Validation (Full)
ii
1 INTRODUCTION
Background
Vectos Microsim (VM) has been appointed by Vectos to develop a 2017 Base VISSIM microsimulation model of M23 Junctions 9 and 9a, and the surrounding local network including the B2036 Balcombe Road corridor between Victoria Road to the north and Radford Road to the south.
This report summarises the steps taken to develop the Base model and presents an assessment of the respective model calibration and validation.
Scope
This modelling exercise builds upon a previously developed two-junction model of M23 J9 and J9a. The steps taken to develop that model are documented in a stand-alone LMVR1 developed in October 2017.
The newly extended model takes the existing model as a starting point and builds the surrounding local network onto the existing model extent. The purpose of the extension is to provide a model that can test the impacts of development traffic not only on the strategic road network, but also on the local road network, specifically the B2036 Balcombe Road corridor.
Each network behaves independently as there is no physical link between the two. Although the model is coded as one whole entity vehicles cannot cross between the two networks. The final base model will be used to assess the impact of a large scale proposed employment site comprising circa 210,000sqm of high-quality office space. The development site lies to the north of the M23 J9a. Vehicular access into and out from the site will be via this roundabout through the delivery of a new fourth arm onto the roundabout. Secondary access will also be provided onto the B2036 Balcombe Way to the east of the development site which will now be tested alongside the J9a access.
1 VM170194.R001 - M23 J9 VISSIM LMVR
The full study area is illustrated in Figure 1 below:
Figure 1: Study Area
Report Structure
The remainder of the report is set out as follows:
Chapter 2 – Summarises the general model settings used in the resulting model, the assessment criteria adhered to in its development, and the observed data that was available and used in the model’s development Chapter 3 – Summarises the VISSIM parameters used in model development Chapter 4 – Presents the calibration assessments Chapter 5 – Presents the model validation assessments Chapter 6 – Provides a summary and the conclusions
2 MODEL SPECIFICATION & SURVEY DATA
The model has been developed and validated with the following specifications:
VISSIM Version: 9.00-08 – model scenarios placed under Scenario Management Base Year: 2017 Simulation Periods (Evaluation Periods): AM: 06:45-10:15 (07:00-10:00) PM: 15:45-19:15 (16:00-19:00) Assignment Method: Dynamic Assignment Assessment Criteria Network calibration of M23 strategic road network (J9 and J9a) assessed against observed 2016 Manual Classified Turn Counts (MCCs), WebTRIS data from Highways England (HE) database for M23 mainline counts, and 2016 queue length surveys Network calibration of B2036 Balcombe Road network assessed against observed 2017 Manual Classified Turn Counts (MCCs), and 2017 queue length surveys Model validation of M23 strategic road network assessed against 2017 surveyed journey times across M23 spur and Airport Way, and 2016 WebTRIS journey time data for M23 mainline and slips Model validation of B2036 Balcombe Road network assessed against 2017 surveyed journey times across the whole corridor, and Automatic Traffic Count surveys (ATCs) at cordon points into the network
The following data has been utilised in the development of the updated 2017 Base model.
M23 Strategic Road Network
Manual Classified Counts (MCC)
MCCs were undertaken by the survey company Advanced Transport Research (ATR) on Wednesday 16th November 2016. All movements across M23 J9 and M23 J9a were included at 15-minute intervals and disaggregated by vehicle type. No mainline counts were included as these were informed by online Highways England (HE) traffic flow data via the WebTRIS database.
The recorded MCC turn counts equated to a total of 18 turning movements across the two junctions for each of the three modelled peak hours during each peak period. In addition, WebTRIS provided the M23 northbound and southbound movements through Junction 9. These 20 turning movements were used to assess the relationship between modelled and observed flows during model calibration.
Queue Length Surveys
Queue length surveys were also carried out on Wednesday 16th November 2016 on all approaches, and disaggregated by lane and vehicle type. Queue lengths were recorded as the maximum queue length observed in 5 minute intervals.
WebTRIS Data
Online data available from the Highways England database WebTRIS was utilised to provide vehicle counts on the M23 mainline. The database was interrogated to determine which MIDAS loops in the vicinity of Junction 9 could be used.
The closest loops to the junction were M23/3427A (southbound carriageway) and M23/3428B (northbound carriageway), both of which contained yearly traffic flows in 15- minute intervals for the whole of 2016. This data was processed to include only neutral November weekdays (i.e. Tuesday, Wednesday and Thursday), and averaged across the appropriate peak periods in 15-minute intervals.
Figure 2 below provides the locations of the two MIDAS loops used:
Figure 2: MIDAS Loop Locations
Subsequent checks were carried out to ensure no anomalies existed within the data that may have an impact on the average link count used to inform the mainline counts, and to ensure the detectors were fully functional throughout the operational period.
The derived 15-minute mainline flow counts were used directly to inform 15-minute matrices of mainline movements, and have been included in the link flow calibration sections of the results chapter to follow.
Journey Time Data
Journey time surveys were carried out by Paul Castle Surveys on Thursday 14th September 2017 (as journey time surveys were not conducted in 2016 when turn count data was collected). Due to a vehicle breakdown during the PM period, these surveys were redone on Thursday 21st September 2017. Both AM and PM surveys from the 21st September were used for validation of the network.
The routes surveyed are illustrated in Figure 3 below:
Figure 3: M23 Strategic Road Network Surveyed Journey Time Routes
In addition to the above, mainline and motorway slip journey time sections are analysed using data from the HE WebTRIS database. The following sections were available for analysis:
1. Northbound Off-Slip 2. Northbound On-Slip 3. Southbound Off-Slip 4. Southbound On-Slip 5. Northbound Between J10 and J9 6. Northbound Within J9 7. Southbound Within J9 8. Southbound Between J9 and J10
These sections are illustrated in Figure 4 overleaf.
WebTRIS journey times are available for the mainline section north of M23 J9 (i.e. between M23 J9 and M23 J8). This data was not analysed as it would require the extension of the VISSIM links north of M23 J9 to a length of approximately 11km. This is considered to be excessive for the purposes of this model, and adds little value to the model development process (as the mainline operates at free-flow with speeds dictated by Department for Transport statistics).
Figure 4: WebTRIS Journey Time Routes
B2036 Local Road Network
Manual Classified Counts (MCC)
MCCs were undertaken by Paul Castle Surveys on Thursday 23rd November 2017. A total of 13 junctions were selected for turn count surveys covering the extent of the B2036 corridor from the Victoria Road/Massetts Road junction at the northern point down to the B2036 Balcombe Road/Radford Road junction to the south.
The junctions surveyed are illustrated in Figure 5 below, followed by a description of each site:
Figure 5: B2036 Balcombe Road MCC Survey Locations
1. Massetts Road/Victoria Road 2. Russells Crescent/Victoria Road 3. Station Approach/Victoria Road 4. Limes Avenue/Victoria Road 5. Balcombe Gardens/Balcombe Road 6. Balcombe Road/Victoria Road Roundabout 7. Limes Avenue/Balcombe Road 8. B2036/Balcombe Road 8b. B2036/Castle Drive 9. Haroldsea Drive/Balcombe Road 10. Fernhill Road/Balcombe Road 11. Antlands Lane/Balcombe Road 12. Radford Road/Balcombe Road
The recorded MCC turn counts equated to a total of further 87 turning movements across the 13 junctions for each of the three modelled peak hours during each peak period.
Coupled with the 20 MCC counts available for the M23 strategic network, a total of 107 movements are available for model calibration.
Queue Length Surveys
Queue length surveys were also carried out on Thursday 23rd November and disaggregated by lane and vehicle type. Queue lengths were again recorded as the maximum queue length observed in 5 minute intervals, thereby maintaining consistency with the approach adopted for the strategic road network.
Journey Time Data
Journey time surveys were carried out by Paul Castle Surveys on two separate dates; Tuesday 28th November 2017 and Tuesday 9th January 2018. Initial November surveys did not include the full section between Victoria Road (referenced ‘A’) and Balcombe Road/Victoria Road Roundabout (referenced ‘F’), therefore all routes were re-surveyed in January. Where possible, the two independent datasets were both used to create an average observed journey time for each section and total route.
The routes surveyed are illustrated in Figure 6 below:
Figure 6: B2036 Balcombe Road Surveyed Journey Time Routes
These individual sections are combined to form 8 complete routes:
Route 1 Southbound – A-D Route 1 Northbound – D-A Route 2 Southbound – A-E Route 2 Northbound – E-A Route 3 Southbound – B-D Route 3 Northbound – D-B Route 4 Southbound – B-E Route 4 Northbound – E-B
Automatic Traffic Counts (ATC)
Six ATC locations were chosen around the model extent for use in model validation, and to ensure that the counts recorded by the MCCs on one single day were representative of an average over a longer period.
The selected locations are provided in Figure 7 below:
Figure 7: ATC Survey Locations
Surveys were carried out by Paul Castle Surveys between Monday 20th November 2017 and Sunday 3rd December 2017. The recorded data was sifted to include only neutral weekday data (Tuesday, Wednesday and Thursday), thereby removing the traditionally quieter Monday and Friday peak periods.
An average of these six counts were taken for each ATC location, and for each direction, and compared against an average vehicle count for all individual peak hours.
3 BASE MODEL DEVELOPMENT
Network Structure
The M23 strategic road network area has been coded using a drawing provided by Vectos, which was loaded into VISSIM and adjusted to lie on top of the built in Bing Maps function in VISSIM. The extended B2036 Balcombe Road network was also coded using the Bing aerial imagery.
The general network extent is presented in Figure 8 below:
Figure 8: Model Extent
This network can be subdivided into the original ‘strategic’ model extent, representing M23 J9 and J9a mainline/approaches/exits, and the added B2036 ‘local’ network included for the purposes of this extended modelling exercise. Each independent network is illustrated in Figure 9 overleaf.
Figure 9: Strategic and Local Road Networks
All input link lengths have been coded to accommodate the maximum queue lengths observed and, where appropriate, to allow for the full journey time sections to be represented. In the case of the M23 mainline, link lengths are sufficient to allow enough opportunity for vehicles to weave and merge on the approach to the off-slips. The M23 mainline links either side of junction 9 extend for approximately 2km in either direction.
Vehicle speeds have been controlled through the application of Desired Speed Decisions (where physical speed limit changes are required) and Reduced Speed Areas (where temporary speed controls are required owing to the geometry of the network or approaching areas of conflict).
Conflicting movements between vehicles at M23 J9 are primarily controlled by the presence of signals which limit the ability for opposing vehicles to collide with each other. For the non- signalised M23 eastbound approach, a Conflict Area is used.
Conflicting movements at M23 J9a are controlled by Priority Rules, which were adjusted as part of the calibration process for each peak period.
The Airport Way/Longbridge Way/Northway junction lies just off-network, but in reality would cause delay on the westbound Airport Way exit link. The behaviour of vehicles reducing their speed as a result of this junction is reflected in the model through the inclusion of a Reduced Speed Area before vehicles exit the model network.
Non-signalised movements along the Balcombe Road network are controlled by a combination of priority rules and/or conflict areas.
The speed distribution curves that provide the range of speeds within a given speed limit have been predominantly derived through interrogation of DfT statistics of vehicle speed compliance2. In addition to these, for each peak period an estimated speed distribution has been included to account for slower surveyed speeds along Victoria Road through central Horley to the north of the train station, which in reality result from a number of factors including the narrow geometry of the road, pedestrians crossing the high street, vehicle loading/unloading/passenger drop-offs etc.
Signals
M23 J9 is a signal controlled junction with two of the three arms controlled by two separate signal controllers. Vectos provided VM with LinSig models that were used primarily to confirm the intergreens for each signal stage.
Surrey County Council provided signal configurations for two junctions on the Balcombe Road network:
Victoria Road/Russells Crescent/Consort Way East
Victoria Road/Massetts Road
These were represented in the VISSIM model through the use of the VisVAP method of signal control.
2 Dft, Vehicle speed compliance statistics for Great Britain: 2016, June 2017
The pedestrian crossing located adjacent to Horley train station is also included with an assumed pedestrian flow rate of 150 peds per hour, with red signals for traffic called on a demand-actuated basis.
Vehicle Demands
The model utilises VISSIM’s Dynamic method of vehicle assignment, meaning the demands are included in a matrix format which has been informed by the MCCs. The turn counts for each network have been converted to Origin-to-Destination (O-D) movements and included in 15-minute intervals.
For the M23 strategic network, a three-tier matrix structure is used to represent Lights, Heavies and Buses separately. Bus demands through the M23 strategic road network are included in a bus matrix level as they are assumed to be predominantly coaches arriving/departing the airport and so are not included on Public Transport Lines.
The four zones included are:
1. M23 North 2. M23 South 3. Ring Road South 4. Airport Way
For the B2036 Balcombe Road network, a further 20 zones are included along the extent of the corridor representing the following:
5. Victoria Road North 6. Massetts Road 7. High Street 8. Consort Way East 9. Russells Crescent 10. Station Approach 11. The Grove 12. Limes Avenue 13. B2036 Balcombe Road North 14. Balcombe Gardens 15. Limes Avenue 16. Castle Drive 17. Haroldslea Drive 18. Fernhill Road 19. B2037 Antlands Lane 20. Radford Road 21. B2036 Balcombe Road South 22. Balcombe Road 23. The Close 24. Local Garage
Four of the above zones are chosen due to imbalances existing between two adjacent surveyed junctions, indicating that an intermediary location is adding vehicles to, or taking vehicles from the network. These ‘sink’ zones are used to rebalance the network and ensure that the appropriate number of vehicles are traversing the corridor at all locations.
The precise proportions assigned to each vehicle type within the Light and Heavy vehicle classes are informed by the classified survey data and are applied to each matrix level in 15- minute intervals, ensuring that the profile of vehicle types within each vehicle class is also accounted for at regular intervals.
For the Balcombe Road network, buses are more explicitly included on defined routes with scheduled departure times, and coded to arrive and dwell at bus stops through the network. The buses included, and the first stop each bus visits, are tabulated below:
Table 1: Bus Services Service Direction First Stop 424 Outbound Avenue Gardens 20 Inbound Avenue Gardens 20 Outbound Town Centre 624 Inbound Avenue Gardens 324 Inbound Library 100 Inbound Library 100 Outbound Library 22 Outbound Library
Gradients have been included on Victoria Road either side of the bridge over the train line to more accurately represent vehicle speeds/acceleration/deceleration along this section.
Each peak model includes a 15 minute warm-up and cool down period. As the Base models include no route choice, model convergence was not necessary.
4 MODEL CALIBRATION
Calibration Criteria
Flow calibration is a process whereby modelled flow outputs are compared to the equivalent observed traffic flows across the network.
The Geoffrey E. Havers (GEH) statistic is a standard way of comparing the observed and modelled flows, as defined in DMRB, Volume 12, Chapter 4. The GEH value is similar to a chi- squared test and also incorporates both relative and absolute errors in order to give an overall measure of the accuracy of the modelled flow.
The GEH statistic has the benefit of removing bias that exists when comparing flows of different magnitudes using percentages, such that a difference of 10 in a flow of 100 vehicles per hour (vph) is less significant (GEH = 1) than a difference of 100 in a flow of 1000 vph (GEH = 3.2).
The GEH statistic is calculated by:
M C2 GEH M C / 2
where:
GEH = GEH statistic
M = Modelled flow
C = Observed flow
Dft guidance indicates that the GEH statistics should be less than 5.0 for 85% of comparisons between observed and modelled hourly flows.
Furthermore, the difference between observed and modelled link flows is also examined. DfT provides guidance for acceptable absolute or percentage differences in observed vehicles per hour (vph) in DMRB as follows:
For observed flows < 700 vph, modelled flow within 100 vph of observed flow For observed flows 700-2,700 vph, modelled flow within 15% of observed flow For observed flows > 2,700 vph, modelled flow within 400 vph of observed flow
Again, 85% of hourly flows should be within this criteria.
All results provided below are based on averages taken from 10 seed runs.
Turn and Link Count Calibration
MCC data was used to inform the development of the demand matrices and the calibration of the network, providing a total of 105 turn counts for each time period (18 relating to the M23 strategic network and 87 to the B2036 Balcombe Road network). HE data provided a further two counts (northbound and southbound M23 through movements) which were also considered as part of the calibration process, meaning a total of 107 turn counts are analysed for each hourly period.
Link counts are derived from the total vehicle numbers travelling in either direction on a link, and are informed by the sum of all approaching/exiting vehicles in the MCC data, and in the case of the M23 north/south approaches, the HE WebTRIS traffic flows (M23 North and South mainline link counts are assumed to be the on/off-slips plus mainline counts). The results contain 12 link counts on the M23 strategic network (two junctions, with three approach and exit arms to each), and a further 80 on the Balcombe Road local network.
DMRB link flow calibration criteria is assessed against these totals.
A summary of the calibration results for each period and for each network is provided in Tables 2 and 3 overleaf:
Table 2: M23 Strategic Road Network: AM and PM Calibration Statistics Summary AM Turn Count Calibration (GEH) 07:00-08:00 08:00-09:00 09:00-10:00 Counts 20 20 20 Pass % Pass % Pass % <1 16 80% 11 55% 15 75% <2 17 85% 16 80% 17 85% <3 18 90% 18 90% 18 90% <4 18 95% 19 95% 18 90% <5 20 100% 20 100% 19 95% <6 20 100% 20 100% 20 100% <7 20 100% 20 100% 20 100% AM Link Flow Calibration 07:00-08:00 08:00-09:00 09:00-10:00 Counts 12 12 12 <700 veh within 100 within 100 within 100 pass 0 - 0 - 0 - fail 0 - 0 - 0 - 700-2700 <15% <15% <15% pass 6 100.0% 6 100.0% 8 100.0% fail 0 0.0% 0 0.0% 0 0.0% >2700 vehs within 400 within 400 within 400 pass 6 100.0% 6 100.0% 4 100.0% fail 0 0.0% 0 0.0% 0 0.0% TOTAL pass 12 100.0% 12 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0% PM Turn Count Calibration (GEH) 16:00-17:00 17:00-18:00 18:00-19:00 Counts 20 20 20 Pass % Pass Pass % Pass <1 12 60% 17 85% 15 75% <2 15 75% 18 90% 16 80% <3 19 95% 19 95% 19 95% <4 19 95% 19 95% 19 95% <5 20 100% 20 100% 20 100% <6 20 100% 20 100% 20 100% <7 20 100% 20 100% 20 100% PM Link Flow Calibration 16:00-17:00 17:00-18:00 18:00-19:00 Counts 12 12 12 <700 veh within 100 within 100 within 100 pass 1 100.0% 1 100.0% 1 100.0% fail 0 0.0% 0 0.0% 0 0.0% 700-2700 <15% <15% <15% pass 7 100.0% 7 100.0% 8 100.0% fail 0 0.0% 0 0.0% 0 0.0% >2700 vehs within 400 within 400 within 400 pass 4 100.0% 4 100.0% 3 100.0% fail 0 0.0% 0 0.0% 0 0.0% TOTAL pass 12 100.0% 12 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0%
Table 3: B2036 Balcombe Road Network: AM and PM Calibration Statistics Summary AM Turn Count Calibration (GEH) 07:00-08:00 08:00-09:00 09:00-10:00 Counts 87 87 87 Pass % Pass % Pass % <1 83 95% 84 97% 79 91% <2 86 99% 85 98% 84 97% <3 87 100% 86 99% 86 99% <4 87 100% 87 100% 87 100% <5 87 100% 87 100% 87 100% <6 87 100% 87 100% 87 100% <7 87 100% 87 100% 87 100% AM Link Flow Calibration 07:00-08:00 08:00-09:00 09:00-10:00 Counts 80 80 80 <700 veh within 100 within 100 within 100 pass 67 100.0% 65 100.0% 79 100.0% fail 0 0.0% 0 0.0% 0 0.0% 700-2700 <15% <15% <15% pass 13 100.0% 15 100.0% 1 100.0% fail 0 0.0% 0 0.0% 0 0.0% >2700 vehs within 400 within 400 within 400 pass 0 - 0 - 0 - fail 0 - 0 - 0 - TOTAL pass 80 100.0% 80 100.0% 80 100.0% fail 0 0.0% 0 0.0% 0 0.0% PM Turn Count Calibration (GEH) 16:00-17:00 17:00-18:00 18:00-19:00 Counts 87 87 87 Pass % Pass Pass % Pass <1 87 100% 87 100% 86 99% <2 87 100% 87 100% 86 99% <3 87 100% 87 100% 87 100% <4 87 100% 87 100% 87 100% <5 87 100% 87 100% 87 100% <6 87 100% 87 100% 87 100% <7 87 100% 87 100% 87 100% PM Link Flow Calibration 16:00-17:00 17:00-18:00 18:00-19:00 Counts 80 80 80 <700 veh within 100 within 100 within 100 pass 66 100.0% 63 100.0% 80 100.0% fail 0 0.0% 0 0.0% 0 0.0% 700-2700 <15% <15% <15% pass 14 100.0% 17 100.0% 0 100.0% fail 0 0.0% 0 0.0% 0 0.0% >2700 vehs within 400 within 400 within 400 pass 0 - 0 - 0 - fail 0 - 0 - 0 - TOTAL pass 80 100.0% 80 100.0% 80 100.0% fail 0 0.0% 0 0.0% 0 0.0%
Full disclosure of hourly calibration statistics can be found in Appendix A.
The results show that in the M23 network, for all AM peak hours at least 95% of modelled turn counts fall within a GEH value of 5, and 100% of modelled link counts adhere to TAG guidance. For all PM peak hours, 100% of modelled turn counts fall within a GEH value of 5, and 100% of modelled link counts adhere to TAG guidance.
In the B2036 Balcombe Road network, in both AM and PM peak hours, 100% of modelled turn counts fall within a GEH value of 5, and 100% of modelled link counts adhere to TAG guidance.
100% of modelled turn and link counts across the combined networks adhere to all necessary standards, and as a result the model can be considered well calibrated to observed flow data.
Queue Lengths
Neither TfL, DMRB nor WebTAG provide any specific guidelines on queue assessments. DMRB actually states that “precise validation of queue lengths can be difficult because of the volatility of the observed data”.
Likewise, TfL identify that “the level of accuracy in queue measurement surveys can often [sic] lower than for other surveys as the definition of a queue can be ambiguous as well as difficult to identify”3.
Queue length surveys are able to provide an estimation of conditions at the site but cannot be expected to be replicated accurately within a model. Reasons for this include:
The tendency for the model results to fluctuate between different model runs; The day-to-day variance in real-life conditions at the site meaning that results taken from one day cannot be applied too rigidly; and The software’s mathematical interpretation of queue lengths compared with the subjective nature of human interpretation during manual surveys.
Nevertheless queue length data is a useful dataset with which to gather an understanding of the general pattern of delay across a junction. Queue graphs displaying observed versus
3 Traffic Modelling Guidelines – TfL Traffic Manager and Network Performance Best Practice Version 3.0
modelled maximum queue lengths in 5 minute intervals across each peak period are presented in Appendix B.
The AM graphs show a good correlation between observed and modelled records. In general, modelled queue lengths record longer queue lengths than those implied by the observed survey data.
The PM graphs show much larger modelled queue lengths compared with the observed counterparts on the Airport Way approach to Junction 9a. However, the corresponding journey time data on the same section, which is a more trustworthy data source for the reasons outlined above, shows a much closer correlation (see PM results for section B-C).
Following analysis of all calibration criteria, both AM and PM models can be considered to be well calibrated to all available turn count, link count and queue length data.
5 MODEL VALIDATION
Journey Time Validation
Journey times for the surveyed routes between Airport Way and M23 J9 were assessed on an hourly basis.
Section A to B in an eastbound direction is however not included in the analysis. The reason for its exclusion is that journey times on this section are dependent on vehicle behaviour and interaction on the approach to the merge section with London Road, which is not included in the model network. The purpose of the modelling is ultimately to tests proposals for M23 J9 and M23 J9a; as a result the first section of the complete eastbound route is the section between this merge section (B) and the give-way point at M23 J9a (C).
All westbound sections are considered, with provision made in the modelling to replicate the effects of the off-network junction between Airport Way and Longbridge Way/Northway, as described in para.3.8.
Also included within the M23 Stratgeic Network journey time summary tables are the results for the individual M23 sections (i.e. on-slips, off-slips and mainline sections).
Tables 5 and 7 provide a summary of the surveyed journey times along the Balcombe Road corridor for the AM and PM peak hours respectively. The routes surveyed are illustrated in Figure 6.
TAG Unit M3.1 outlines that for 85% of the modelled routes, the difference between the observed and modelled journey times should not be more than 15% (or 1 minute, if higher). Due to the smaller lengths of the assessed sections in the M23 Strategic Network, each route is assessed against the 15% criteria only.
Tables 4-7 below provide a breakdown of all AM and PM journey time results:
Table 4: M23 Strategic Network – AM Journey Time Validation Summary Eastbound Complete Route – B-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 110 112 2 -2% PASS 08:00-09:00 108 111 4 -3% PASS 09:00-10:00 107 112 5 -4% PASS Westbound Complete Route – E-A 07:00-08:00 171 167 4 3% PASS 08:00-09:00 161 170 9 -6% PASS 09:00-10:00 166 158 7 4% PASS Northbound Off-Slip Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 35 42 6 -15% PASS 08:00-09:00 38 42 4 -10% PASS 09:00-10:00 30 37 7 -18% FAIL Northbound On-Slip 07:00-08:00 18 16 2 13% PASS 08:00-09:00 17 16 1 9% PASS 09:00-10:00 17 16 1 9% PASS Southbound Off-Slip Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 36 33 4 11% PASS 08:00-09:00 39 34 6 17% FAIL 09:00-10:00 31 31 1 2% PASS Southbound On-Slip 07:00-08:00 21 19 2 10% PASS 08:00-09:00 21 19 2 10% PASS 09:00-10:00 20 19 1 8% PASS Northbound Between J10 and J9 Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 70 77 7 -9% PASS 08:00-09:00 67 76 9 -12% PASS 09:00-10:00 67 75 8 -11% PASS Northbound Within J9 07:00-08:00 29 31 2 -6% PASS 08:00-09:00 27 31 3 -11% PASS 09:00-10:00 27 31 4 -12% PASS Southbound Within J9 Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 28 29 2 -6% PASS 08:00-09:00 28 30 2 -6% PASS 09:00-10:00 27 29 3 -9% PASS Southbound Between J9 and J10 07:00-08:00 77 81 4 -5% PASS 08:00-09:00 80 81 1 -1% PASS 09:00-10:00 75 80 4 -5% PASS
Table 5: B2036 Balcombe Road Network – AM Journey Time Validation Summary Route 1 Southbound Complete Route – A-D Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 386 380 6 1% PASS 08:00-09:00 382 392 11 -3% PASS 09:00-10:00 438 377 61 14% PASS Route 1 Northbound Complete Route D-A 07:00-08:00 447 378 69 15% PASS 08:00-09:00 419 414 5 1% PASS 09:00-10:00 487 414 73 15% PASS Route 2 Southbound Complete Route A-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 412 386 26 6% PASS 08:00-09:00 402 399 3 1% PASS 09:00-10:00 385 383 2 0% PASS Route 2 Northbound Complete Route E-A 07:00-08:00 430 388 42 10% PASS 08:00-09:00 454 421 32 7% PASS 09:00-10:00 444 419 24 6% PASS Route 3 Southbound Complete Route B-D Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 270 239 30 11% PASS 08:00-09:00 266 240 27 10% PASS 09:00-10:00 269 226 44 16% PASS Route 3 Northbound Complete Route D-B 07:00-08:00 256 222 34 13% PASS 08:00-09:00 241 221 20 8% PASS 09:00-10:00 238 214 24 10% PASS Route 4 Southbound Complete Route B-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 258 245 12 5% PASS 08:00-09:00 257 246 11 4% PASS 09:00-10:00 274 232 42 15% PASS Route 4 Northbound Complete Route E-B 07:00-08:00 261 231 30 11% PASS 08:00-09:00 246 228 17 7% PASS 09:00-10:00 267 219 47 18% PASS
Table 6: M23 Strategic Network – PM Journey Time Validation Summary Eastbound Complete Route – B-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 16:00-17:00 161 163 1 -1% PASS 17:00-18:00 133 134 0 0% PASS 18:00-19:00 135 118 17 14% PASS Westbound Complete Route – E-A 16:00-17:00 142 150 8 -5% PASS 17:00-18:00 171 151 19 13% PASS 18:00-19:00 156 150 7 4% PASS Northbound Off-Slip Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 16:00-17:00 24 28 3 -12% PASS 17:00-18:00 26 29 3 -11% PASS 18:00-19:00 25 28 3 -10% PASS Northbound On-Slip 16:00-17:00 19 15 3 21% FAIL 17:00-18:00 19 15 3 22% FAIL 18:00-19:00 18 15 2 15% PASS Southbound Off-Slip Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 16:00-17:00 31 34 3 -9% PASS 17:00-18:00 34 36 2 -5% PASS 18:00-19:00 31 35 4 -12% PASS Southbound On-Slip 16:00-17:00 20 21 1 -5% PASS 17:00-18:00 21 22 2 -8% PASS 18:00-19:00 20 20 0 1% PASS Northbound Between J10 and J9 Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 16:00-17:00 67 74 7 -9% PASS 17:00-18:00 68 73 5 -7% PASS 18:00-19:00 67 71 4 -6% PASS Northbound Within J9 16:00-17:00 29 31 2 -5% PASS 17:00-18:00 29 30 2 -5% PASS 18:00-19:00 27 30 2 -8% PASS Southbound Within J9 Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 16:00-17:00 26 29 4 -13% PASS 17:00-18:00 26 29 3 -11% PASS 18:00-19:00 25 29 4 -12% PASS Southbound Between J9 and J10 16:00-17:00 72 81 9 -11% PASS 17:00-18:00 75 82 7 -9% PASS 18:00-19:00 72 80 8 -10% PASS
Table 7: B2036 Balcombe Road Network – PM Journey Time Validation Summary Route 1 Southbound Complete Route – A-D Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 397 422 25 -6% PASS 08:00-09:00 368 431 63 -17% FAIL 09:00-10:00 379 400 20 -5% PASS Route 1 Northbound Complete Route D-A 07:00-08:00 494 426 68 14% PASS 08:00-09:00 456 439 17 4% PASS 09:00-10:00 436 409 27 6% PASS Route 2 Southbound Complete Route A-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 406 428 22 -5% PASS 08:00-09:00 388 437 49 -13% PASS 09:00-10:00 387 406 19 -5% PASS Route 2 Northbound Complete Route E-A 07:00-08:00 467 435 32 7% PASS 08:00-09:00 458 453 6 1% PASS 09:00-10:00 N/A N/A N/A N/A N/A Route 3 Southbound Complete Route B-D Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 310 246 64 21% FAIL 08:00-09:00 282 257 24 9% PASS 09:00-10:00 262 229 33 12% PASS Route 3 Northbound Complete Route D-B 07:00-08:00 250 221 29 12% PASS 08:00-09:00 229 221 8 3% PASS 09:00-10:00 223 214 9 4% PASS Route 4 Southbound Complete Route B-E Observed (s) Modelled (s) Diff (s) Diff (%) Pass / Fail 07:00-08:00 268 253 15 6% PASS 08:00-09:00 279 264 15 5% PASS 09:00-10:00 278 235 43 15% PASS Route 4 Northbound Complete Route E-B 07:00-08:00 270 230 39 15% PASS 08:00-09:00 248 235 13 5% PASS 09:00-10:00 257 220 38 15% PASS
Route 2 northbound does not present a value for the 09:00-10:00 period as no journey times were recorded during survey collection for this section.
For the M23 strategic road network, the results show that:
In the AM period, 93% of reported journey times fall within TAG guidelines In the PM period, 93% of reported journey times fall within TAG guidelines
In the AM, two hourly journey times fail to fall within 15% of the observed value; one on the northbound M23 off-slip and one on the southbound M23 off-slip. The greatest difference however between modelled and observed times is only 7 seconds, and given the difference in absolute terms between the modelled and observed times on these short sections they are not considered to be a concern that would invalidate the model.
In the PM, only two hourly journey times fall outside of acceptable standards, both of which relate to the northbound on-slip section. Again however the absolute difference is very low (3 seconds), which due to the low observed value results in a percentage difference of ~20%. As a result these are not considered significant differences from the observed.
For the B2036 Balcombe Road network, the results show that:
In the AM period, 100% of reported journey times fall within TAG guidelines In the PM period, 91% of reported journey times fall within TAG guidelines
In combining the two networks for one complete set of results, the AM and PM models show a pass rate of 96% and 92% respectively. These results provide evidence that the AM and PM base models can be considered to be well validated to the available journey time data.
Link Validation
When commissioning surveys for the Balcombe Road extension, ATC counts locations were chosen to further enhance the validation of the network. The sites chosen are illustrated in Figure 7 and represent the major cordon points around the Balcombe Road/Victoria Road corridor. All six sites have observed counts for either direction, meaning 12 ATC counts are assessed across each hour individually.
Table 8 below provides a summary of AM and PM peak hour link flow validation statistics:
The results provide evidence that the total traffic numbers entering into and exiting from the Balcombe Road network at all locations are representative of the average across a two-week period, and also suggest that the MCC counts used for matrix development and model calibration are appropriate. Full link validation results can be found in Appendix C.
Table 8: Link Validation Statistics Summary AM ATC Link Validation (GEH) 07:00-08:00 08:00-09:00 09:00-10:00 Counts 12 12 12 Pass % Pass % Pass % <1 8 67% 7 58% 6 50% <2 11 92% 12 100% 12 100% <3 12 100% 12 100% 12 100% <4 12 100% 12 100% 12 100% <5 12 100% 12 100% 12 100% <6 12 100% 12 100% 12 100% <7 12 100% 12 100% 12 100% AM ATC Link Validation (Flow) 07:00-08:00 08:00-09:00 09:00-10:00 Counts 12 12 12 <700 veh within 100 within 100 within 100 pass 12 100.0% 12 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0% 700-2700 <15% <15% <15% pass 0 - 0 - 0 - fail 0 - 0 - 0 - >2700 vehs within 400 within 400 within 400 pass 0 - 0 - 0 - fail 0 - 0 - 0 - TOTAL pass 12 100.0% 12 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0% PM ATC Link Validation (GEH) 16:00-17:00 17:00-18:00 18:00-19:00 Counts 12 12 12 Pass % Pass Pass % Pass <1 6 50% 7 58% 8 67% <2 11 92% 9 75% 11 92% <3 12 100% 12 100% 12 100% <4 12 100% 12 100% 12 100% <5 12 100% 12 100% 12 100% <6 12 100% 12 100% 12 100% <7 12 100% 12 100% 12 100% PM ATC Link Validation (Flow) 16:00-17:00 17:00-18:00 18:00-19:00 Counts 12 12 12 <700 veh within 100 within 100 within 100 pass 10 100.0% 10 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0% 700-2700 <15% <15% <15% pass 2 100.0% 2 100.0% 0 - fail 0 0.0% 0 0.0% 0 - >2700 vehs within 400 within 400 within 400 pass 0 - 0 - 0 - fail 0 - 0 - 0 - TOTAL pass 12 100.0% 12 100.0% 12 100.0% fail 0 0.0% 0 0.0% 0 0.0%
6 SUMMARY AND CONCLUSIONS
Vectos Microsim (VM) has been appointed by Vectos to extend an existing 2016 base model to include a secondary local road network. The existing two-junction model included M23 Junctions 9 and 9a; the required extension included the B2036 Balcombe Road corridor between Victoria Road to the north and Radford Road to the south.
The extended model maintains the extent of the two junctions and the M23 mainline which runs through the grade-separated Junction 9, and adds a further 13 junctions along the B2036 corridor.
The model has drawn upon a large pool of observed data including MCC turn counts, WebTRIS motorway traffic flows, ATC counts, queue lengths and both surveyed and WebTRIS journey time data.
The results presented in this document demonstrate that the modelled outputs correlate closely with all of the above datasets and as a result, both AM and PM models can be considered to be robust tools with which to test any future year scheme appraisal or development impact assessment within the model extent.
Appendix A
SELECTED RUN >> AVG
07:00-08:00 07:00-08:00 08:00-09:00 08:00-09:00 09:00-10:00 09:00-10:00 Junction No. Junction Description Movement From Arm To Arm Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Airport Way / M23 Airport Way to M23 Airport Way M23 1012 63 11 1015 64 12 0.1 0.1 0.3 1086 1091 5 0.5% 0.2 HIGH 2P 866 70 11 873 69 12 0.2 0.1 0.3 947 954 7 0.7% 0.2 HIGH 2P 802 66 15 801 67 15 0.0 0.1 0.0 883 883 0 0.0% 0.0 - 2P Airport Way / M23 Airport Way to Ring Road Airport Way Ring Road 334 3 16 335 3 17 0.1 0.0 0.2 353 355 2 0.6% 0.1 HIGH 1P 386 2 20 334 2 20 2.7 0.0 0.0 408 356 -52 12.7% 2.7 LOW 1P 364 3 18 368 3 18 0.2 0.0 0.0 385 389 4 1.0% 0.2 HIGH 1P Airport Way / M23 Airport Way to Airport Way Airport Way Airport Way 139 4 0 139 4 0 0.0 0.0 0.0 143 143 0 0.0% 0.0 - 1P 113 1 0 102 1 0 1.1 0.0 0.0 114 103 -11 9.6% 1.1 LOW 1P 109 5 0 108 5 0 0.1 0.0 0.0 114 113 -1 0.9% 0.1 LOW 1P Airport Way / M23 M23 to Ring Road M23 Ring Road 863 2 5 876 3 7 0.4 0.6 0.8 870 886 16 1.8% 0.5 HIGH 2P 899 5 12 862 5 12 1.2 0.0 0.0 916 879 -37 4.0% 1.2 LOW 2P 685 1 9 699 0 10 0.5 1.4 0.3 695 709 14 2.0% 0.5 HIGH 1P 1 Airport Way / M23 M23 to Airport Way M23 Airport Way 1886 66 2 1866 69 2 0.5 0.4 0.0 1954 1937 -17 0.9% 0.4 LOW 2P 1910 88 7 1868 82 7 1.0 0.7 0.0 2005 1957 -48 2.4% 1.1 LOW 2P 1163 66 9 1215 65 9 1.5 0.1 0.0 1238 1289 51 4.1% 1.4 HIGH 2P Airport Way / M23 M23 to M23 M23 M23 9 0 0 0 0 0 4.2 0.0 0.0 9 0 -9 100.0% 4.2 LOW 1P 7 0 0 0 0 0 3.7 0.0 0.0 7 0 -7 100.0% 3.7 LOW 1P 8 0 0 0 0 0 4.0 0.0 0.0 8 0 -8 100.0% 4.0 LOW 1P Airport Way / M23 Ring Road to Airport Way Ring Road Airport Way 313 2 24 311 2 24 0.1 0.0 0.0 339 337 -2 0.6% 0.1 LOW 1P 304 2 24 305 2 24 0.1 0.0 0.0 330 331 1 0.3% 0.1 HIGH 1P 273 4 24 274 4 24 0.1 0.0 0.0 301 302 1 0.3% 0.1 HIGH 1P Airport Way / M23 Ring Road to M23 Ring Road M23 432 1 6 434 1 7 0.1 0.0 0.4 439 442 3 0.7% 0.1 HIGH 1P 455 2 1 452 2 1 0.1 0.0 0.0 458 455 -3 0.7% 0.1 LOW 1P 558 0 5 558 0 5 0.0 0.0 0.0 563 563 0 0.0% 0.0 - 1P Airport Way / M23 Ring Road to Ring Road Ring Road Ring Road 61 0 0 61 0 0 0.0 0.0 0.0 61 61 0 0.0% 0.0 - 1P 121 1 0 105 1 0 1.5 0.0 0.0 122 106 -16 13.1% 1.5 LOW 1P 99 0 0 102 0 0 0.3 0.0 0.0 99 102 3 3.0% 0.3 HIGH 1P M23 J9 M23 North to M23 South M23 North M23 South 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 LOW 1P 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 LOW 1P 1 0 0 0 0 0 1.4 0.0 0.0 1 0 -1 100.0% 1.4 LOW 1P M23 J9 M23 North to M23 West M23 North M23 West 1534 43 3 1539 43 3 0.1 0.0 0.0 1580 1585 5 0.3% 0.1 HIGH 2P 1545 58 10 1504 58 11 1.1 0.0 0.3 1613 1573 -40 2.5% 1.0 LOW 2P 1084 33 9 1103 33 10 0.6 0.0 0.3 1126 1146 20 1.8% 0.6 HIGH 2P M23 J9 M23 North to M23 North M23 North M23 North 19 0 0 20 0 0 0.2 0.0 0.0 19 20 1 5.3% 0.2 HIGH 1P 21 3 0 20 3 0 0.2 0.0 0.0 24 23 -1 4.2% 0.2 LOW 1P 25 2 0 25 2 0 0.0 0.0 0.0 27 27 0 0.0% 0.0 - 1P M23 J9 M23 South to M23 West M23 South M23 West 1251 30 5 1211 30 6 1.1 0.0 0.4 1286 1247 -39 3.0% 1.1 LOW 2P 1247 28 7 1230 28 8 0.5 0.0 0.4 1282 1266 -16 1.2% 0.4 LOW 2P 760 31 9 782 31 10 0.8 0.0 0.3 800 823 23 2.9% 0.8 HIGH 2P 2 M23 J9 M23 South to M23 North M23 South M23 North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 LOW 1P M23 J9 M23 South to M23 South M23 South M23 South 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 - 1P 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 - 1P 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 - 1P M23 J9 M23 West to M23 North M23 West M23 North 989 42 10 988 40 11 0.0 0.3 0.3 1041 1039 -2 0.2% 0.1 LOW 2P 863 47 8 881 49 6 0.6 0.3 0.8 918 936 18 2.0% 0.6 HIGH 2P 984 41 13 993 41 13 0.3 0.0 0.0 1038 1047 9 0.9% 0.3 HIGH 2P M23 J9 M23 West to M23 South M23 West M23 South 471 26 6 461 27 8 0.5 0.2 0.8 503 496 -7 1.4% 0.3 LOW 1P 431 23 6 448 22 8 0.8 0.2 0.8 460 478 18 3.9% 0.8 HIGH 1P 365 26 6 370 25 7 0.3 0.2 0.4 397 402 5 1.3% 0.3 HIGH 1P M23 J9 M23 West to M23 West M23 West M23 West 9 0 0 0 0 0 4.2 0.0 0.0 9 0 -9 100.0% 4.2 LOW 1P 9 0 0 0 0 0 4.2 0.0 0.0 9 0 -9 100.0% 4.2 LOW 1P 13 0 0 0 0 0 5.1 0.0 0.0 13 0 -13 100.0% 5.1 LOW 1P
M23 Mainline M23 J9 Mainline M23 North to M23 South M23 North M23 South 2698 392 N/A 2691 397 N/A 0.1 0.2 N/A 3090 3088 -2 0.1% 0.0 LOW 3P 2761 385 N/A 2764 383 N/A 0.1 0.1 N/A 3146 3147 1 0.0% 0.0 HIGH 3P 2306 373 N/A 2323 372 N/A 0.4 0.0 N/A 2678 2695 17 0.6% 0.3 HIGH 2P M23 J9 Mainline M23 South to M23 North M23 South M23 North 3105 215 N/A 3131 216 N/A 0.5 0.0 N/A 3320 3347 27 0.8% 0.5 HIGH 3P 2405 230 N/A 2417 229 N/A 0.3 0.1 N/A 2635 2646 11 0.4% 0.2 HIGH 2P 2461 300 N/A 2461 298 N/A 0.0 0.1 N/A 2761 2759 -2 0.1% 0.0 LOW 3P
SELECTED RUN >> AVG
16:00-17:00 16:00-17:00 17:00-18:00 17:00-18:00 18:00-19:00 18:00-19:00 Junction No. Junction Description Movement From Arm To Arm Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH +/- DMRB Airport Way / M23 Airport Way to M23 Airport Way M23 1657 37 12 1740 39 12 2.0 0.3 0.0 1706 1791 85 5.0% 2.0 HIGH 2P 1760 21 10 1766 20 11 0.1 0.2 0.3 1791 1797 6 0.3% 0.1 HIGH 2P 1327 19 12 1418 20 12 2.5 0.2 0.0 1358 1450 92 6.8% 2.5 HIGH 2P Airport Way / M23 Airport Way to Ring Road Airport Way Ring Road 210 5 17 228 5 18 1.2 0.0 0.2 232 251 19 8.2% 1.2 HIGH 1P 220 3 20 219 3 19 0.1 0.0 0.2 243 241 -2 0.8% 0.1 LOW 1P 176 0 21 188 0 22 0.9 0.0 0.2 197 210 13 6.6% 0.9 HIGH 1P Airport Way / M23 Airport Way to Airport Way Airport Way Airport Way 80 0 0 85 0 0 0.6 0.0 0.0 80 85 5 6.3% 0.6 HIGH 1P 117 0 1 115 0 1 0.2 0.0 0.0 118 116 -2 1.7% 0.2 LOW 1P 109 0 0 117 0 0 0.8 0.0 0.0 109 117 8 7.3% 0.8 HIGH 1P Airport Way / M23 M23 to Ring Road M23 Ring Road 296 1 10 303 1 10 0.4 0.0 0.0 307 314 7 2.3% 0.4 HIGH 1P 337 1 6 338 1 7 0.1 0.0 0.4 344 346 2 0.6% 0.1 HIGH 1P 295 1 8 299 2 7 0.2 0.8 0.4 304 308 4 1.3% 0.2 HIGH 1P 1 Airport Way / M23 M23 to Airport Way M23 Airport Way 847 48 5 862 49 7 0.5 0.1 0.8 900 918 18 2.0% 0.6 HIGH 2P 1050 36 9 1050 37 11 0.0 0.2 0.6 1095 1098 3 0.3% 0.1 HIGH 2P 899 14 10 911 16 11 0.4 0.5 0.3 923 938 15 1.6% 0.5 HIGH 2P Airport Way / M23 M23 to M23 M23 M23 9 0 0 0 0 0 4.2 0.0 0.0 9 0 -9 100.0% 4.2 LOW 1P 11 0 0 0 0 0 4.7 0.0 0.0 11 0 -11 100.0% 4.7 LOW 1P 11 0 0 0 0 0 4.7 0.0 0.0 11 0 -11 100.0% 4.7 LOW 1P Airport Way / M23 Ring Road to Airport Way Ring Road Airport Way 238 1 23 240 1 23 0.1 0.0 0.0 262 264 2 0.8% 0.1 HIGH 1P 291 1 22 290 1 22 0.1 0.0 0.0 314 313 -1 0.3% 0.1 LOW 1P 279 0 24 279 0 24 0.0 0.0 0.0 303 303 0 0.0% 0.0 - 1P Airport Way / M23 Ring Road to M23 Ring Road M23 622 2 3 625 2 3 0.1 0.0 0.0 627 630 3 0.5% 0.1 HIGH 1P 679 2 2 674 2 3 0.2 0.0 0.6 683 679 -4 0.6% 0.2 LOW 1P 486 0 4 494 0 4 0.4 0.0 0.0 490 498 8 1.6% 0.4 HIGH 1P Airport Way / M23 Ring Road to Ring Road Ring Road Ring Road 58 0 1 59 0 1 0.1 0.0 0.0 59 60 1 1.7% 0.1 HIGH 1P 55 0 0 55 0 0 0.0 0.0 0.0 55 55 0 0.0% 0.0 - 1P 63 0 1 62 0 1 0.1 0.0 0.0 64 63 -1 1.6% 0.1 LOW 1P M23 J9 M23 North to M23 South M23 North M23 South 4 0 0 0 0 0 2.8 0.0 0.0 4 0 -4 100.0% 2.8 LOW 1P 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 LOW 1P 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P M23 J9 M23 North to M23 West M23 North M23 West 733 36 8 728 36 9 0.2 0.0 0.3 777 773 -4 0.5% 0.1 LOW 2P 831 29 10 829 30 11 0.1 0.2 0.3 870 870 0 0.0% 0.0 - 2P 777 12 13 789 13 14 0.4 0.3 0.3 802 816 14 1.7% 0.5 HIGH 2P M23 J9 M23 North to M23 North M23 North M23 North 10 1 0 10 1 0 0.0 0.0 0.0 11 11 0 0.0% 0.0 - 1P 18 1 0 16 1 0 0.5 0.0 0.0 19 17 -2 10.5% 0.5 LOW 1P 15 0 0 16 0 0 0.3 0.0 0.0 15 16 1 6.7% 0.3 HIGH 1P M23 J9 M23 South to M23 West M23 South M23 West 431 13 6 431 13 7 0.0 0.0 0.4 450 451 1 0.2% 0.0 HIGH 1P 578 8 6 573 8 7 0.2 0.0 0.4 592 588 -4 0.7% 0.2 LOW 1P 412 4 5 420 4 5 0.4 0.0 0.0 421 429 8 1.9% 0.4 HIGH 1P 2 M23 J9 M23 South to M23 North M23 South M23 North 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 LOW 1P 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P M23 J9 M23 South to M23 South M23 South M23 South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 - 1P 4 2 0 4 2 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 - 1P 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 - 1P M23 J9 M23 West to M23 North M23 West M23 North 1263 22 8 1327 24 8 1.8 0.4 0.0 1293 1359 66 5.1% 1.8 HIGH 2P 1231 15 9 1244 15 10 0.4 0.0 0.3 1255 1269 14 1.1% 0.4 HIGH 2P 1028 18 6 1068 16 6 1.2 0.5 0.0 1052 1090 38 3.6% 1.2 HIGH 2P M23 J9 M23 West to M23 South M23 West M23 South 1002 17 7 1040 17 7 1.2 0.0 0.0 1026 1064 38 3.7% 1.2 HIGH 2P 1188 6 4 1195 7 5 0.2 0.4 0.5 1198 1207 9 0.8% 0.3 HIGH 2P 811 3 9 870 3 9 2.0 0.0 0.0 823 882 59 7.2% 2.0 HIGH 2P M23 J9 M23 West to M23 West M23 West M23 West 3 0 0 0 0 0 2.4 0.0 0.0 3 0 -3 100.0% 2.4 LOW 1P 1 0 0 0 0 0 1.4 0.0 0.0 1 0 -1 100.0% 1.4 LOW 1P 4 0 0 0 0 0 2.8 0.0 0.0 4 0 -4 100.0% 2.8 LOW 1P
M23 Mainline M23 J9 Mainline M23 North to M23 South M23 North M23 South 3017 251 N/A 3007 254 N/A 0.2 0.2 N/A 3268 3261 -7 0.2% 0.1 LOW 3P 3263 203 N/A 3257 204 N/A 0.1 0.1 N/A 3466 3461 -5 0.1% 0.1 LOW 3P 3014 166 N/A 3043 167 N/A 0.5 0.1 N/A 3180 3210 30 0.9% 0.5 HIGH 3P M23 J9 Mainline M23 South to M23 North M23 South M23 North 2890 179 N/A 2888 180 N/A 0.0 0.0 N/A 3070 3068 -2 0.1% 0.0 LOW 3P 2571 124 N/A 2585 125 N/A 0.3 0.1 N/A 2694 2710 16 0.6% 0.3 HIGH 2P 2090 94 N/A 2108 95 N/A 0.4 0.1 N/A 2183 2203 20 0.9% 0.4 HIGH 2P SELECTED RUN >> AVG
07:00-08:00 07:00-08:00 08:00-09:00 08:00-09:00 09:00-10:00 09:00-10:00 Junction No. Junction Description Movement From Arm To Arm Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Massetts Road / Victoria Road Victoria Road North to Victoria Road South Victoria Road North Victoria Road South 125 11 2 125 11 1 0.0 0.0 0.8 138 137 -1 0.7% 0.1 192 7 1 191 7 0 0.1 0.0 1.4 200 198 -2 1.0% 0.1 151 3 1 152 3 0 0.1 0.0 1.4 155 155 0 0.0% 0.0 Massetts Road / Victoria Road Victoria Road North to Massetts Road Victoria Road North Massetts Road 69 2 3 68 2 3 0.1 0.0 0.0 74 73 -1 1.4% 0.1 141 2 2 139 2 4 0.2 0.0 1.2 145 145 0 0.0% 0.0 105 2 6 107 2 4 0.2 0.0 0.9 113 113 0 0.0% 0.0 Massetts Road / Victoria Road High Street to Victoria Road South High Street Victoria Road South 0 1 0 0 1 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 1 0 0 0 0 0 1.4 0.0 0.0 1 0 -1 100.0% 1.4 Massetts Road / Victoria Road High Street to Massetts Road High Street Massetts Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 1 Massetts Road / Victoria Road High Street to Victoria Road North High Street Victoria Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Massetts Road / Victoria Road Victoria Road South to Massetts Road Victoria Road South Massetts Road 45 0 4 45 0 4 0.0 0.0 0.0 49 49 0 0.0% 0.0 70 1 3 63 1 3 0.9 0.0 0.0 74 67 -7 9.5% 0.8 51 2 4 55 2 4 0.5 0.0 0.0 57 61 4 7.0% 0.5 Massetts Road / Victoria Road Victoria Road South to Victoria Road North Victoria Road South Victoria Road North 124 2 3 114 2 1 0.9 0.0 1.4 129 117 -12 9.3% 1.1 184 5 1 182 5 1 0.1 0.0 0.0 190 188 -2 1.1% 0.1 138 4 2 141 4 0 0.3 0.0 2.0 144 145 1 0.7% 0.1 Massetts Road / Victoria Road Massetts Road to Victoria Road North Massetts Road Victoria Road North 46 3 5 46 3 5 0.0 0.0 0.0 54 54 0 0.0% 0.0 118 3 3 117 3 3 0.1 0.0 0.0 124 123 -1 0.8% 0.1 114 4 4 114 4 4 0.0 0.0 0.0 122 122 0 0.0% 0.0 Massetts Road / Victoria Road Massetts Road to Victoria Road South Massetts Road Victoria Road South 56 1 4 54 1 4 0.3 0.0 0.0 61 59 -2 3.3% 0.3 90 4 3 89 3 4 0.1 0.5 0.5 97 96 -1 1.0% 0.1 74 1 4 75 1 4 0.1 0.0 0.0 79 80 1 1.3% 0.1 Russells Crescent / Victoria Road Victoria Road North to Victoria Road South Victoria Road North Victoria Road South 171 7 6 163 7 5 0.6 0.0 0.4 184 175 -9 4.9% 0.7 272 4 4 269 4 4 0.2 0.0 0.0 280 277 -3 1.1% 0.2 207 7 5 211 7 4 0.3 0.0 0.5 219 222 3 1.4% 0.2 Russells Crescent / Victoria Road Victoria Road North to Russells Crescent Victoria Road North Russells Crescent 52 0 0 53 0 0 0.1 0.0 0.0 52 53 1 1.9% 0.1 88 2 0 86 2 0 0.2 0.0 0.0 90 88 -2 2.2% 0.2 70 2 0 71 2 0 0.1 0.0 0.0 72 73 1 1.4% 0.1 2 Russells Crescent / Victoria Road Victoria Road South to Russells Crescent Victoria Road South Russells Crescent 267 6 7 264 6 0 0.2 0.0 3.7 280 270 -10 3.6% 0.6 269 6 6 256 8 0 0.8 0.8 3.5 281 264 -17 6.0% 1.0 207 12 6 225 11 0 1.2 0.3 3.5 225 236 11 4.9% 0.7 Russells Crescent / Victoria Road Victoria Road South to Victoria Road North Victoria Road South Victoria Road North 211 3 0 199 3 5 0.8 0.0 3.2 214 207 -7 3.3% 0.5 443 4 0 385 3 4 2.9 0.5 2.8 447 392 -55 12.3% 2.7 238 5 0 283 6 4 2.8 0.4 2.8 243 293 50 20.6% 3.1 Russells Crescent / Victoria Road Russells Crescent to Victoria Road North Russells Crescent Victoria Road North 59 1 0 58 1 0 0.1 0.0 0.0 60 59 -1 1.7% 0.1 85 1 0 86 1 0 0.1 0.0 0.0 86 87 1 1.2% 0.1 61 1 0 60 1 0 0.1 0.0 0.0 62 61 -1 1.6% 0.1 Russells Crescent / Victoria Road Russells Crescent to Victoria Road South Russells Crescent Victoria Road South 233 5 0 228 6 0 0.3 0.4 0.0 238 234 -4 1.7% 0.3 288 6 0 293 6 0 0.3 0.0 0.0 294 299 5 1.7% 0.3 149 7 0 148 7 0 0.1 0.0 0.0 156 155 -1 0.6% 0.1 Station Approach / Victoria Road Station Approach to Victoria Road East Station Approach Victoria Road East 17 0 0 15 0 0 0.5 0.0 0.0 17 15 -2 11.8% 0.5 14 0 0 12 0 0 0.6 0.0 0.0 14 12 -2 14.3% 0.6 5 1 0 5 1 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 Station Approach / Victoria Road Station Approach to Victoria Road West Station Approach Victoria Road West 172 4 0 171 4 0 0.1 0.0 0.0 176 175 -1 0.6% 0.1 229 3 0 181 3 0 3.4 0.0 0.0 232 184 -48 20.7% 3.3 153 4 0 168 4 0 1.2 0.0 0.0 157 172 15 9.6% 1.2 3 Station Approach / Victoria Road Victoria Road East to Victoria Road West Victoria Road East Victoria Road West 307 5 7 299 4 5 0.5 0.5 0.8 319 308 -11 3.4% 0.6 479 7 6 473 7 4 0.3 0.0 0.9 492 484 -8 1.6% 0.4 295 13 6 323 13 4 1.6 0.0 0.9 314 340 26 8.3% 1.4 Station Approach / Victoria Road Victoria Road East to Station Approach Victoria Road East Station Approach 22 0 0 20 0 0 0.4 0.0 0.0 22 20 -2 9.1% 0.4 39 0 0 39 0 0 0.0 0.0 0.0 39 39 0 0.0% 0.0 3 1 0 5 2 0 1.0 0.8 0.0 4 7 3 75.0% 1.3 Station Approach / Victoria Road Victoria Road West to Station Approach Victoria Road West Station Approach 188 3 0 176 3 0 0.9 0.0 0.0 191 179 -12 6.3% 0.9 289 2 0 293 2 0 0.2 0.0 0.0 291 295 4 1.4% 0.2 141 5 0 143 4 0 0.2 0.5 0.0 146 147 1 0.7% 0.1 Station Approach / Victoria Road Victoria Road West to Victoria Road East Victoria Road West Victoria Road East 221 9 6 207 10 5 1.0 0.3 0.4 236 222 -14 5.9% 0.9 272 8 4 272 8 4 0.0 0.0 0.0 284 284 0 0.0% 0.0 215 9 5 218 9 4 0.2 0.0 0.5 229 231 2 0.9% 0.1 Limes Avenue / Victoria Road Victoria Road East to Limes Avenue Victoria Road East Limes Avenue 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 3 1 0 3 1 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 3 1 0 3 1 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 Limes Avenue / Victoria Road Victoria Road East to Victoria Road West Victoria Road East Victoria Road West 316 6 7 306 5 5 0.6 0.4 0.8 329 316 -13 4.0% 0.7 452 8 6 463 7 5 0.5 0.4 0.4 466 475 9 1.9% 0.4 287 15 5 298 15 4 0.6 0.0 0.5 307 317 10 3.3% 0.6 4 Limes Avenue / Victoria Road Limes Avenue to Victoria Road West Limes Avenue Victoria Road West 12 0 0 11 0 0 0.3 0.0 0.0 12 11 -1 8.3% 0.3 21 0 0 21 0 0 0.0 0.0 0.0 21 21 0 0.0% 0.0 16 1 0 16 1 0 0.0 0.0 0.0 17 17 0 0.0% 0.0 Limes Avenue / Victoria Road Limes Avenue to Victoria Road East Limes Avenue Victoria Road East 7 0 0 6 0 0 0.4 0.0 0.0 7 6 -1 14.3% 0.4 6 0 0 6 0 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 5 1 0 6 1 0 0.4 0.0 0.0 6 7 1 16.7% 0.4 Limes Avenue / Victoria Road Victoria Road West to Victoria Road East Victoria Road West Victoria Road East 230 12 6 214 13 5 1.1 0.3 0.4 248 232 -16 6.5% 1.0 280 7 4 280 7 4 0.0 0.0 0.0 291 291 0 0.0% 0.0 222 10 5 224 10 4 0.1 0.0 0.5 237 238 1 0.4% 0.1 Limes Avenue / Victoria Road Victoria Road West to Limes Avenue Victoria Road West Limes Avenue 12 0 0 9 0 0 0.9 0.0 0.0 12 9 -3 25.0% 0.9 6 1 0 6 1 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 10 0 0 8 0 0 0.7 0.0 0.0 10 8 -2 20.0% 0.7 Balcombe Gardens / Balcombe Road Balcombe Road North to Balcombe Gardens Balcombe Road North Balcombe Gardens 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 4 0 0 4 0 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 0 1 0 0 1 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 Balcombe Gardens / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 430 16 6 427 16 5 0.1 0.0 0.4 452 448 -4 0.9% 0.2 506 13 7 500 13 5 0.3 0.0 0.8 526 518 -8 1.5% 0.4 387 13 6 394 14 3 0.4 0.3 1.4 406 411 5 1.2% 0.2 5 Balcombe Gardens / Balcombe Road Balcombe Gardens to Balcombe Road South Balcombe Gardens Balcombe Road South 12 0 0 11 0 0 0.3 0.0 0.0 12 11 -1 8.3% 0.3 18 0 0 18 0 0 0.0 0.0 0.0 18 18 0 0.0% 0.0 12 1 0 12 1 0 0.0 0.0 0.0 13 13 0 0.0% 0.0 Balcombe Gardens / Balcombe Road Balcombe Gardens to Balcombe Road North Balcombe Gardens Balcombe Road North 3 0 0 0 0 0 2.4 0.0 0.0 3 0 -3 100.0% 2.4 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 1 0 0 0 0 0 1.4 0.0 0.0 1 0 -1 100.0% 1.4 Balcombe Gardens / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 540 10 8 535 10 4 0.2 0.0 1.6 558 549 -9 1.6% 0.4 435 17 4 446 17 5 0.5 0.0 0.5 456 468 12 2.6% 0.6 333 27 5 349 24 4 0.9 0.6 0.5 365 377 12 3.3% 0.6 Balcombe Gardens / Balcombe Road Balcombe Road South to Balcombe Gardens Balcombe Road South Balcombe Gardens 3 0 0 2 0 0 0.6 0.0 0.0 3 2 -1 33.3% 0.6 3 0 0 2 0 0 0.6 0.0 0.0 3 2 -1 33.3% 0.6 8 0 0 7 0 0 0.4 0.0 0.0 8 7 -1 12.5% 0.4 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 382 16 0 378 16 0 0.2 0.0 0.0 398 394 -4 1.0% 0.2 394 10 2 388 11 0 0.3 0.3 2.0 406 399 -7 1.7% 0.3 328 11 1 335 12 0 0.4 0.3 1.4 340 347 7 2.1% 0.4 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Victoria Road Balcombe Road North Victoria Road 60 0 6 59 0 5 0.1 0.0 0.4 66 64 -2 3.0% 0.2 130 3 5 128 3 5 0.2 0.0 0.0 138 136 -2 1.4% 0.2 71 3 5 72 3 3 0.1 0.0 1.0 79 78 -1 1.3% 0.1 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Balcombe Road North Balcombe Road North Balcombe Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Victoria Road Balcombe Road South Victoria Road 260 6 1 251 5 0 0.6 0.4 1.4 267 256 -11 4.1% 0.7 325 6 1 339 6 0 0.8 0.0 1.4 332 345 13 3.9% 0.7 218 13 0 226 13 0 0.5 0.0 0.0 231 239 8 3.5% 0.5 6 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 514 10 2 511 10 0 0.1 0.0 2.0 526 521 -5 1.0% 0.2 387 17 0 398 17 0 0.6 0.0 0.0 404 415 11 2.7% 0.5 301 21 0 317 20 0 0.9 0.2 0.0 322 337 15 4.7% 0.8 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Balcombe Road South Balcombe Road South Balcombe Road South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Balcombe Road / Victoria Road Roundabout Victoria Road to Balcombe Road North Victoria Road Balcombe Road North 29 0 6 26 0 5 0.6 0.0 0.4 35 31 -4 11.4% 0.7 51 0 4 50 0 5 0.1 0.0 0.5 55 55 0 0.0% 0.0 40 6 5 40 4 4 0.0 0.9 0.5 51 48 -3 5.9% 0.4 Balcombe Road / Victoria Road Roundabout Victoria Road to Balcombe Road South Victoria Road Balcombe Road South 205 12 0 191 12 0 1.0 0.0 0.0 217 203 -14 6.5% 1.0 235 7 0 238 8 0 0.2 0.4 0.0 242 246 4 1.7% 0.3 189 6 0 191 7 0 0.1 0.4 0.0 195 198 3 1.5% 0.2 Balcombe Road / Victoria Road Roundabout Victoria Road to Victoria Road Victoria Road Victoria Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Limes Avenue / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 586 28 0 568 28 0 0.7 0.0 0.0 614 596 -18 2.9% 0.7 623 16 2 620 17 0 0.1 0.2 2.0 641 637 -4 0.6% 0.2 515 16 1 525 18 0 0.4 0.5 1.4 532 543 11 2.1% 0.5 Limes Avenue / Balcombe Road Balcombe Road North to Limes Avenue Balcombe Road North Limes Avenue 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 6 1 0 6 1 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 2 1 0 2 1 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 7 Limes Avenue / Balcombe Road Balcombe Road South to Limes Avenue Balcombe Road South Limes Avenue 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 6 0 0 7 0 0 0.4 0.0 0.0 6 7 1 16.7% 0.4 5 0 0 6 0 0 0.4 0.0 0.0 5 6 1 20.0% 0.4 Limes Avenue / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 768 16 3 760 15 0 0.3 0.3 2.4 787 775 -12 1.5% 0.4 710 22 1 732 22 0 0.8 0.0 1.4 733 754 21 2.9% 0.8 511 32 0 535 30 0 1.0 0.4 0.0 543 565 22 4.1% 0.9 Limes Avenue / Balcombe Road Limes Avenue to Balcombe Road North Limes Avenue Balcombe Road North 6 0 0 6 0 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 2 1 0 2 1 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 8 2 0 8 3 0 0.0 0.6 0.0 10 11 1 10.0% 0.3 Limes Avenue / Balcombe Road Limes Avenue to Balcombe Road South Limes Avenue Balcombe Road South 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 9 0 0 9 0 0 0.0 0.0 0.0 9 9 0 0.0% 0.0 5 1 0 5 1 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 B2036 / Balcombe Road B2036 North to Balcombe Road B2036 North Balcombe Road 2 0 0 1 0 0 0.8 0.0 0.0 2 1 -1 50.0% 0.8 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 B2036 / Balcombe Road B2036 North to B2036 South B2036 North B2036 South 579 28 0 562 28 0 0.7 0.0 0.0 607 590 -17 2.8% 0.7 638 16 2 627 17 0 0.4 0.2 2.0 656 644 -12 1.8% 0.5 520 17 1 526 19 0 0.3 0.5 1.4 538 545 7 1.3% 0.3 8 B2036 / Balcombe Road Balcombe Road to B2036 South Balcombe Road B2036 South 3 0 0 2 0 0 0.6 0.0 0.0 3 2 -1 33.3% 0.6 2 0 0 1 0 0 0.8 0.0 0.0 2 1 -1 50.0% 0.8 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 B2036 / Balcombe Road Balcombe Road to B2036 North Balcombe Road B2036 North 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 0 0 0 2 0 0 2.0 0.0 0.0 0 2 2 2.0 B2036 / Balcombe Road B2036 South to B2036 North B2036 South B2036 North 759 15 3 747 15 0 0.4 0.0 2.4 777 762 -15 1.9% 0.5 717 22 1 720 22 0 0.1 0.0 1.4 740 742 2 0.3% 0.1 519 32 0 525 30 0 0.3 0.4 0.0 551 555 4 0.7% 0.2 B2036 / Balcombe Road B2036 South to Balcombe Road B2036 South Balcombe Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 B2036 / Castle Drive B2036 North to Castle Drive B2036 North Castle Drive 13 0 0 12 0 0 0.3 0.0 0.0 13 12 -1 7.7% 0.3 13 0 0 10 0 0 0.9 0.0 0.0 13 10 -3 23.1% 0.9 10 0 0 10 0 0 0.0 0.0 0.0 10 10 0 0.0% 0.0 B2036 / Castle Drive B2036 North to B2036 South B2036 North B2036 South 576 29 0 559 28 0 0.7 0.2 0.0 605 587 -18 3.0% 0.7 629 16 1 618 17 0 0.4 0.2 1.4 646 635 -11 1.7% 0.4 514 18 1 521 19 0 0.3 0.2 1.4 533 540 7 1.3% 0.3 8b B2036 / Castle Drive Castle Drive to B2036 South Castle Drive B2036 South 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 10 0 0 9 0 0 0.3 0.0 0.0 10 9 -1 10.0% 0.3 6 0 0 5 0 0 0.4 0.0 0.0 6 5 -1 16.7% 0.4 B2036 / Castle Drive Castle Drive to B2036 North Castle Drive B2036 North 20 0 0 20 0 0 0.0 0.0 0.0 20 20 0 0.0% 0.0 22 0 0 21 0 0 0.2 0.0 0.0 22 21 -1 4.5% 0.2 14 0 0 14 0 0 0.0 0.0 0.0 14 14 0 0.0% 0.0 B2036 / Castle Drive B2036 South to B2036 North B2036 South B2036 North 748 16 3 746 15 0 0.1 0.3 2.4 767 761 -6 0.8% 0.2 707 22 1 717 22 0 0.4 0.0 1.4 730 739 9 1.2% 0.3 519 29 0 526 30 0 0.3 0.2 0.0 548 556 8 1.5% 0.3 B2036 / Castle Drive B2036 South to Castle Drive B2036 South Castle Drive 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 4 0 0 4 0 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 2 0 0 1 0 0 0.8 0.0 0.0 2 1 -1 50.0% 0.8 Haroldsea Drive / Balcombe Road Balcombe Road North to Haroldslea Drive Balcombe Road North Haroldslea Drive 15 2 0 14 2 0 0.3 0.0 0.0 17 16 -1 5.9% 0.2 27 1 0 25 1 0 0.4 0.0 0.0 28 26 -2 7.1% 0.4 26 0 0 27 0 0 0.2 0.0 0.0 26 27 1 3.8% 0.2 Haroldsea Drive / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 567 26 0 549 26 0 0.8 0.0 0.0 593 575 -18 3.0% 0.7 612 15 2 602 17 0 0.4 0.5 2.0 629 619 -10 1.6% 0.4 494 17 1 499 19 0 0.2 0.5 1.4 512 518 6 1.2% 0.3 9 Haroldsea Drive / Balcombe Road Haroldslea Drive to Balcombe Road South Haroldslea Drive Balcombe Road South 18 1 0 18 1 0 0.0 0.0 0.0 19 19 0 0.0% 0.0 28 1 0 29 1 0 0.2 0.0 0.0 29 30 1 3.4% 0.2 14 0 0 14 0 0 0.0 0.0 0.0 14 14 0 0.0% 0.0 Haroldsea Drive / Balcombe Road Haroldslea Drive to Balcombe Road North Haroldslea Drive Balcombe Road North 45 0 0 46 0 0 0.1 0.0 0.0 45 46 1 2.2% 0.1 50 1 0 52 1 0 0.3 0.0 0.0 51 53 2 3.9% 0.3 29 1 0 29 1 0 0.0 0.0 0.0 30 30 0 0.0% 0.0 Haroldsea Drive / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 714 15 3 702 15 0 0.5 0.0 2.4 732 717 -15 2.0% 0.6 667 21 1 668 21 0 0.0 0.0 1.4 689 689 0 0.0% 0.0 490 31 0 497 29 0 0.3 0.4 0.0 521 526 5 1.0% 0.2 Haroldsea Drive / Balcombe Road Balcombe Road South to Haroldslea Drive Balcombe Road South Haroldslea Drive 5 0 0 6 0 0 0.4 0.0 0.0 5 6 1 20.0% 0.4 11 0 0 10 0 0 0.3 0.0 0.0 11 10 -1 9.1% 0.3 9 0 0 9 0 0 0.0 0.0 0.0 9 9 0 0.0% 0.0 Fernhill Road / Balcombe Road Balcombe Road North to Fernhill Road Balcombe Road North Fernhill Road 15 4 0 13 4 0 0.5 0.0 0.0 19 17 -2 10.5% 0.5 36 3 0 35 4 0 0.2 0.5 0.0 39 39 0 0.0% 0.0 16 1 0 17 1 0 0.2 0.0 0.0 17 18 1 5.9% 0.2 Fernhill Road / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 504 24 1 486 24 0 0.8 0.0 1.4 529 510 -19 3.6% 0.8 515 12 2 515 13 0 0.0 0.3 2.0 529 528 -1 0.2% 0.0 441 9 1 436 10 0 0.2 0.3 1.4 451 446 -5 1.1% 0.2 10 Fernhill Road / Balcombe Road Fernhill Road to Balcombe Road South Fernhill Road Balcombe Road South 4 1 0 4 1 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 7 5 0 7 5 0 0.0 0.0 0.0 12 12 0 0.0% 0.0 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 Fernhill Road / Balcombe Road Fernhill Road to Balcombe Road North Fernhill Road Balcombe Road North 26 2 0 25 2 0 0.2 0.0 0.0 28 27 -1 3.6% 0.2 46 4 0 47 4 0 0.1 0.0 0.0 50 51 1 2.0% 0.1 9 3 0 9 3 0 0.0 0.0 0.0 12 12 0 0.0% 0.0 Fernhill Road / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 651 13 2 643 13 0 0.3 0.0 2.0 666 656 -10 1.5% 0.4 587 16 1 584 16 0 0.1 0.0 1.4 604 600 -4 0.7% 0.2 471 19 0 473 18 0 0.1 0.2 0.0 490 491 1 0.2% 0.0 Fernhill Road / Balcombe Road Balcombe Road South to Fernhill Road Balcombe Road South Fernhill Road 3 1 0 3 1 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 4 3 0 4 2 0 0.0 0.6 0.0 7 6 -1 14.3% 0.4 8 4 0 8 5 0 0.0 0.5 0.0 12 13 1 8.3% 0.3 Antlands Lane / Balcombe Road Balcombe Road North to Antlands Lane Balcombe Road North Antlands Lane 176 12 0 167 11 0 0.7 0.3 0.0 188 178 -10 5.3% 0.7 171 8 1 176 8 0 0.4 0.0 1.4 180 184 4 2.2% 0.3 146 3 1 143 5 0 0.2 1.0 1.4 150 148 -2 1.3% 0.2 Antlands Lane / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 337 14 1 318 14 0 1.0 0.0 1.4 352 332 -20 5.7% 1.1 350 9 1 349 10 0 0.1 0.3 1.4 360 359 -1 0.3% 0.1 304 6 0 300 5 0 0.2 0.4 0.0 310 305 -5 1.6% 0.3 Antlands Lane / Balcombe Road Balcombe Road North to Balcombe Road North Balcombe Road North Balcombe Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Antlands Lane / Balcombe Road Antlands Lane to Balcombe Road South Antlands Lane Balcombe Road South 388 21 0 388 21 0 0.0 0.0 0.0 409 409 0 0.0% 0.0 436 15 2 437 15 0 0.0 0.0 2.0 453 452 -1 0.2% 0.0 326 22 2 329 22 0 0.2 0.0 2.0 350 351 1 0.3% 0.1 11 Antlands Lane / Balcombe Road Antlands Lane to Balcombe Road North Antlands Lane Balcombe Road North 176 3 0 178 3 0 0.2 0.0 0.0 179 181 2 1.1% 0.1 159 9 0 158 9 0 0.1 0.0 0.0 168 167 -1 0.6% 0.1 182 6 0 180 6 0 0.1 0.0 0.0 188 186 -2 1.1% 0.1 Antlands Lane / Balcombe Road Antlands Lane to Antlands Lane Antlands Lane Antlands Lane 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Antlands Lane / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 477 10 2 470 10 0 0.3 0.0 2.0 489 480 -9 1.8% 0.4 429 10 1 429 9 0 0.0 0.3 1.4 440 438 -2 0.5% 0.1 297 18 0 300 17 0 0.2 0.2 0.0 315 317 2 0.6% 0.1 Antlands Lane / Balcombe Road Balcombe Road South to Antlands Lane Balcombe Road South Antlands Lane 271 19 3 267 19 0 0.2 0.0 2.4 293 286 -7 2.4% 0.4 316 21 1 318 22 0 0.1 0.2 1.4 338 340 2 0.6% 0.1 197 13 2 201 13 0 0.3 0.0 2.0 212 214 2 0.9% 0.1 Antlands Lane / Balcombe Road Balcombe Road South to Balcombe Road South Balcombe Road South Balcombe Road South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Radford Road / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 223 11 0 217 12 0 0.4 0.3 0.0 234 229 -5 2.1% 0.3 290 9 0 292 9 0 0.1 0.0 0.0 299 301 2 0.7% 0.1 309 11 0 302 11 0 0.4 0.0 0.0 320 313 -7 2.2% 0.4 Radford Road / Balcombe Road Balcombe Road North to Radford Road Balcombe Road North Radford Road 471 23 0 451 22 0 0.9 0.2 0.0 494 473 -21 4.3% 1.0 592 16 3 594 18 0 0.1 0.5 2.4 611 612 1 0.2% 0.0 368 21 2 378 20 0 0.5 0.2 2.0 391 398 7 1.8% 0.4 12 Radford Road / Balcombe Road Balcombe Road South to Radford Road Balcombe Road South Radford Road 32 5 1 32 5 0 0.0 0.0 1.4 38 37 -1 2.6% 0.2 20 4 1 20 4 0 0.0 0.0 1.4 25 24 -1 4.0% 0.2 17 3 1 17 3 0 0.0 0.0 1.4 21 20 -1 4.8% 0.2 Radford Road / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 613 7 3 609 7 0 0.2 0.0 2.4 623 616 -7 1.1% 0.3 537 13 1 541 13 0 0.2 0.0 1.4 551 554 3 0.5% 0.1 347 17 1 349 17 0 0.1 0.0 1.4 365 366 1 0.3% 0.1 Radford Road / Balcombe Road Radford Road to Balcombe Road North Radford Road Balcombe Road North 161 23 2 158 24 0 0.2 0.2 2.0 186 182 -4 2.2% 0.3 213 18 1 213 18 0 0.0 0.0 1.4 232 231 -1 0.4% 0.1 153 14 1 155 14 0 0.2 0.0 1.4 168 169 1 0.6% 0.1 Radford Road / Balcombe Road Radford Road to Balcombe Road South Radford Road Balcombe Road South 5 1 0 5 1 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 6 1 0 6 1 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 4 0 0 4 0 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 SELECTED RUN >> AVG
16:00-17:00 16:00-17:00 17:00-18:00 17:00-18:00 18:00-19:00 18:00-19:00 Junction No. Junction Description Movement From Arm To Arm Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Observed Modelled GEH TOTAL VEHICLES SUMMARY Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Lights Heavies Buses Lights Heavies Buses Lights Heavies Buses Observed Modelled Difference % GEH Massetts Road / Victoria Road Victoria Road North to Victoria Road South Victoria Road North Victoria Road South 188 3 3 189 3 1 0.1 0.0 1.4 194 193 -1 0.5% 0.1 218 2 2 216 2 0 0.1 0.0 2.0 222 218 -4 1.8% 0.3 153 5 1 155 5 0 0.2 0.0 1.4 159 160 1 0.6% 0.1 Massetts Road / Victoria Road Victoria Road North to Massetts Road Victoria Road North Massetts Road 85 1 4 86 1 3 0.1 0.0 0.5 90 90 0 0.0% 0.0 130 0 5 127 0 4 0.3 0.0 0.5 135 131 -4 3.0% 0.3 91 0 5 94 0 4 0.3 0.0 0.5 96 98 2 2.1% 0.2 Massetts Road / Victoria Road High Street to Victoria Road South High Street Victoria Road South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Massetts Road / Victoria Road High Street to Massetts Road High Street Massetts Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 1 0 0 1 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 1 Massetts Road / Victoria Road High Street to Victoria Road North High Street Victoria Road North 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Massetts Road / Victoria Road Victoria Road South to Massetts Road Victoria Road South Massetts Road 59 0 4 61 0 3 0.3 0.0 0.5 63 64 1 1.6% 0.1 65 1 3 65 1 4 0.0 0.0 0.5 69 70 1 1.4% 0.1 49 2 2 49 2 3 0.0 0.0 0.6 53 54 1 1.9% 0.1 Massetts Road / Victoria Road Victoria Road South to Victoria Road North Victoria Road South Victoria Road North 187 2 2 191 2 2 0.3 0.0 0.0 191 195 4 2.1% 0.3 185 5 1 183 6 1 0.1 0.4 0.0 191 190 -1 0.5% 0.1 151 3 1 157 3 1 0.5 0.0 0.0 155 161 6 3.9% 0.5 Massetts Road / Victoria Road Massetts Road to Victoria Road North Massetts Road Victoria Road North 107 1 4 107 1 4 0.0 0.0 0.0 112 112 0 0.0% 0.0 116 0 3 117 0 4 0.1 0.0 0.5 119 121 2 1.7% 0.2 103 1 5 103 1 5 0.0 0.0 0.0 109 109 0 0.0% 0.0 Massetts Road / Victoria Road Massetts Road to Victoria Road South Massetts Road Victoria Road South 92 0 4 91 0 3 0.1 0.0 0.5 96 94 -2 2.1% 0.2 98 2 4 96 2 4 0.2 0.0 0.0 104 102 -2 1.9% 0.2 67 1 3 68 1 3 0.1 0.0 0.0 71 72 1 1.4% 0.1 Russells Crescent / Victoria Road Victoria Road North to Victoria Road South Victoria Road North Victoria Road South 345 4 7 348 4 4 0.2 0.0 1.3 356 356 0 0.0% 0.0 389 2 6 383 2 4 0.3 0.0 0.9 397 389 -8 2.0% 0.4 291 5 4 294 6 3 0.2 0.4 0.5 300 303 3 1.0% 0.2 Russells Crescent / Victoria Road Victoria Road North to Russells Crescent Victoria Road North Russells Crescent 110 0 0 109 0 0 0.1 0.0 0.0 110 109 -1 0.9% 0.1 89 0 0 90 0 0 0.1 0.0 0.0 89 90 1 1.1% 0.1 64 0 0 66 0 0 0.2 0.0 0.0 64 66 2 3.1% 0.2 2 Russells Crescent / Victoria Road Victoria Road South to Russells Crescent Victoria Road South Russells Crescent 194 6 0 197 8 0 0.2 0.8 0.0 200 205 5 2.5% 0.4 220 3 0 216 2 0 0.3 0.6 0.0 223 218 -5 2.2% 0.3 214 2 0 221 2 0 0.5 0.0 0.0 216 223 7 3.2% 0.5 Russells Crescent / Victoria Road Victoria Road South to Victoria Road North Victoria Road South Victoria Road North 231 2 5 234 2 6 0.2 0.0 0.4 238 242 4 1.7% 0.3 235 4 5 232 4 4 0.2 0.0 0.5 244 240 -4 1.6% 0.3 184 2 2 187 2 4 0.2 0.0 1.2 188 193 5 2.7% 0.4 Russells Crescent / Victoria Road Russells Crescent to Victoria Road North Russells Crescent Victoria Road North 65 3 0 65 3 0 0.0 0.0 0.0 68 68 0 0.0% 0.0 72 2 0 72 2 0 0.0 0.0 0.0 74 74 0 0.0% 0.0 59 1 0 60 1 0 0.1 0.0 0.0 60 61 1 1.7% 0.1 Russells Crescent / Victoria Road Russells Crescent to Victoria Road South Russells Crescent Victoria Road South 253 12 0 253 12 0 0.0 0.0 0.0 265 265 0 0.0% 0.0 282 2 0 280 1 0 0.1 0.8 0.0 284 281 -3 1.1% 0.2 237 6 0 240 6 0 0.2 0.0 0.0 243 246 3 1.2% 0.2 Station Approach / Victoria Road Station Approach to Victoria Road East Station Approach Victoria Road East 16 0 0 14 0 0 0.5 0.0 0.0 16 14 -2 12.5% 0.5 9 0 0 11 0 0 0.6 0.0 0.0 9 11 2 22.2% 0.6 13 1 0 11 1 0 0.6 0.0 0.0 14 12 -2 14.3% 0.6 Station Approach / Victoria Road Station Approach to Victoria Road West Station Approach Victoria Road West 123 2 0 122 2 0 0.1 0.0 0.0 125 124 -1 0.8% 0.1 171 0 0 169 0 0 0.2 0.0 0.0 171 169 -2 1.2% 0.2 150 3 0 152 3 0 0.2 0.0 0.0 153 155 2 1.3% 0.2 3 Station Approach / Victoria Road Victoria Road East to Victoria Road West Victoria Road East Victoria Road West 302 6 5 311 8 6 0.5 0.8 0.4 313 325 12 3.8% 0.7 287 7 5 281 6 5 0.4 0.4 0.0 299 292 -7 2.3% 0.4 248 1 2 252 2 3 0.3 0.8 0.6 251 257 6 2.4% 0.4 Station Approach / Victoria Road Victoria Road East to Station Approach Victoria Road East Station Approach 17 0 0 15 0 0 0.5 0.0 0.0 17 15 -2 11.8% 0.5 19 0 0 16 0 0 0.7 0.0 0.0 19 16 -3 15.8% 0.7 11 0 0 12 0 0 0.3 0.0 0.0 11 12 1 9.1% 0.3 Station Approach / Victoria Road Victoria Road West to Station Approach Victoria Road West Station Approach 262 6 0 265 6 0 0.2 0.0 0.0 268 271 3 1.1% 0.2 284 1 0 283 0 0 0.1 1.4 0.0 285 283 -2 0.7% 0.1 254 4 0 256 4 0 0.1 0.0 0.0 258 260 2 0.8% 0.1 Station Approach / Victoria Road Victoria Road West to Victoria Road East Victoria Road West Victoria Road East 335 10 7 344 9 4 0.5 0.3 1.3 352 357 5 1.4% 0.3 386 3 6 376 3 4 0.5 0.0 0.9 395 383 -12 3.0% 0.6 276 7 4 281 8 3 0.3 0.4 0.5 287 292 5 1.7% 0.3 Limes Avenue / Victoria Road Victoria Road East to Limes Avenue Victoria Road East Limes Avenue 12 0 0 12 0 0 0.0 0.0 0.0 12 12 0 0.0% 0.0 7 0 0 6 0 0 0.4 0.0 0.0 7 6 -1 14.3% 0.4 8 0 0 7 0 0 0.4 0.0 0.0 8 7 -1 12.5% 0.4 Limes Avenue / Victoria Road Victoria Road East to Victoria Road West Victoria Road East Victoria Road West 320 7 5 326 7 6 0.3 0.0 0.4 332 339 7 2.1% 0.4 303 7 4 298 5 5 0.3 0.8 0.5 314 308 -6 1.9% 0.3 242 2 2 246 5 3 0.3 1.6 0.6 246 254 8 3.3% 0.5 4 Limes Avenue / Victoria Road Limes Avenue to Victoria Road West Limes Avenue Victoria Road West 18 0 0 18 0 0 0.0 0.0 0.0 18 18 0 0.0% 0.0 13 0 0 13 0 0 0.0 0.0 0.0 13 13 0 0.0% 0.0 19 0 0 18 0 0 0.2 0.0 0.0 19 18 -1 5.3% 0.2 Limes Avenue / Victoria Road Limes Avenue to Victoria Road East Limes Avenue Victoria Road East 5 0 0 4 0 0 0.5 0.0 0.0 5 4 -1 20.0% 0.5 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 2 0 0 3 0 0 0.6 0.0 0.0 2 3 1 50.0% 0.6 Limes Avenue / Victoria Road Victoria Road West to Victoria Road East Victoria Road West Victoria Road East 339 9 6 347 9 4 0.4 0.0 0.9 354 360 6 1.7% 0.3 391 4 5 384 4 4 0.4 0.0 0.5 400 392 -8 2.0% 0.4 281 7 5 286 8 3 0.3 0.4 1.0 293 297 4 1.4% 0.2 Limes Avenue / Victoria Road Victoria Road West to Limes Avenue Victoria Road West Limes Avenue 21 0 0 20 0 0 0.2 0.0 0.0 21 20 -1 4.8% 0.2 12 0 0 11 0 0 0.3 0.0 0.0 12 11 -1 8.3% 0.3 16 0 0 14 0 0 0.5 0.0 0.0 16 14 -2 12.5% 0.5 Balcombe Gardens / Balcombe Road Balcombe Road North to Balcombe Gardens Balcombe Road North Balcombe Gardens 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 4 0 0 4 0 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 Balcombe Gardens / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 549 10 6 551 10 6 0.1 0.0 0.0 565 567 2 0.4% 0.1 570 1 4 569 2 5 0.0 0.8 0.5 575 576 1 0.2% 0.0 416 8 5 419 8 3 0.1 0.0 1.0 429 430 1 0.2% 0.0 5 Balcombe Gardens / Balcombe Road Balcombe Gardens to Balcombe Road South Balcombe Gardens Balcombe Road South 13 0 0 12 0 0 0.3 0.0 0.0 13 12 -1 7.7% 0.3 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 11 0 0 10 0 0 0.3 0.0 0.0 11 10 -1 9.1% 0.3 Balcombe Gardens / Balcombe Road Balcombe Gardens to Balcombe Road North Balcombe Gardens Balcombe Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 2 0 0 0 0 0 2.0 0.0 0.0 2 0 -2 100.0% 2.0 Balcombe Gardens / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 449 7 5 463 7 5 0.7 0.0 0.0 461 475 14 3.0% 0.6 442 6 3 442 7 4 0.0 0.4 0.5 451 453 2 0.4% 0.1 363 10 5 375 9 3 0.6 0.3 1.0 378 387 9 2.4% 0.5 Balcombe Gardens / Balcombe Road Balcombe Road South to Balcombe Gardens Balcombe Road South Balcombe Gardens 9 0 0 8 0 0 0.3 0.0 0.0 9 8 -1 11.1% 0.3 6 0 0 6 0 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 8 0 0 7 0 0 0.4 0.0 0.0 8 7 -1 12.5% 0.4 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 475 10 1 475 10 0 0.0 0.0 1.4 486 485 -1 0.2% 0.0 502 1 0 500 2 0 0.1 0.8 0.0 503 502 -1 0.2% 0.0 374 8 3 377 8 0 0.2 0.0 2.4 385 385 0 0.0% 0.0 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Victoria Road Balcombe Road North Victoria Road 87 0 5 88 0 6 0.1 0.0 0.4 92 94 2 2.2% 0.2 73 0 4 73 0 5 0.0 0.0 0.5 77 78 1 1.3% 0.1 53 0 2 53 0 3 0.0 0.0 0.6 55 56 1 1.8% 0.1 Balcombe Road / Victoria Road Roundabout Balcombe Road North to Balcombe Road North Balcombe Road North Balcombe Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Victoria Road Balcombe Road South Victoria Road 244 7 0 251 7 0 0.4 0.0 0.0 251 258 7 2.8% 0.4 236 7 0 231 6 0 0.3 0.4 0.0 243 237 -6 2.5% 0.4 196 2 0 200 4 0 0.3 1.2 0.0 198 204 6 3.0% 0.4 6 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 406 7 0 418 7 0 0.6 0.0 0.0 413 425 12 2.9% 0.6 395 6 0 394 7 0 0.1 0.4 0.0 401 401 0 0.0% 0.0 312 7 1 322 5 0 0.6 0.8 1.4 320 327 7 2.2% 0.4 Balcombe Road / Victoria Road Roundabout Balcombe Road South to Balcombe Road South Balcombe Road South Balcombe Road South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Balcombe Road / Victoria Road Roundabout Victoria Road to Balcombe Road North Victoria Road Balcombe Road North 52 0 5 53 0 5 0.1 0.0 0.0 57 58 1 1.8% 0.1 53 0 3 52 0 4 0.1 0.0 0.5 56 56 0 0.0% 0.0 59 3 4 60 3 3 0.1 0.0 0.5 66 66 0 0.0% 0.0 Balcombe Road / Victoria Road Roundabout Victoria Road to Balcombe Road South Victoria Road Balcombe Road South 293 9 1 298 9 0 0.3 0.0 1.4 303 307 4 1.3% 0.2 346 4 3 337 4 0 0.5 0.0 2.4 353 341 -12 3.4% 0.6 223 4 0 230 5 0 0.5 0.5 0.0 227 235 8 3.5% 0.5 Balcombe Road / Victoria Road Roundabout Victoria Road to Victoria Road Victoria Road Victoria Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Limes Avenue / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 761 19 2 767 19 0 0.2 0.0 2.0 782 786 4 0.5% 0.1 843 5 3 831 6 0 0.4 0.4 2.4 851 837 -14 1.6% 0.5 590 12 3 600 13 0 0.4 0.3 2.4 605 613 8 1.3% 0.3 Limes Avenue / Balcombe Road Balcombe Road North to Limes Avenue Balcombe Road North Limes Avenue 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 7 Limes Avenue / Balcombe Road Balcombe Road South to Limes Avenue Balcombe Road South Limes Avenue 11 0 0 11 0 0 0.0 0.0 0.0 11 11 0 0.0% 0.0 10 0 0 10 0 0 0.0 0.0 0.0 10 10 0 0.0% 0.0 10 0 0 11 0 0 0.3 0.0 0.0 10 11 1 10.0% 0.3 Limes Avenue / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 643 14 0 662 14 0 0.7 0.0 0.0 657 676 19 2.9% 0.7 625 13 0 620 13 0 0.2 0.0 0.0 638 633 -5 0.8% 0.2 505 9 1 519 10 0 0.6 0.3 1.4 515 529 14 2.7% 0.6 Limes Avenue / Balcombe Road Limes Avenue to Balcombe Road North Limes Avenue Balcombe Road North 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 6 0 0 6 0 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 Limes Avenue / Balcombe Road Limes Avenue to Balcombe Road South Limes Avenue Balcombe Road South 4 0 0 4 0 0 0.0 0.0 0.0 4 4 0 0.0% 0.0 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 10 0 0 11 0 0 0.3 0.0 0.0 10 11 1 10.0% 0.3 B2036 / Balcombe Road B2036 North to Balcombe Road B2036 North Balcombe Road 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 B2036 / Balcombe Road B2036 North to B2036 South B2036 North B2036 South 760 17 2 756 19 0 0.1 0.5 2.0 779 775 -4 0.5% 0.1 830 7 3 834 6 0 0.1 0.4 2.4 840 840 0 0.0% 0.0 597 12 3 594 13 0 0.1 0.3 2.4 612 607 -5 0.8% 0.2 8 B2036 / Balcombe Road Balcombe Road to B2036 South Balcombe Road B2036 South 2 0 0 1 0 0 0.8 0.0 0.0 2 1 -1 50.0% 0.8 1 0 0 2 0 0 0.8 0.0 0.0 1 2 1 100.0% 0.8 1 0 0 2 0 0 0.8 0.0 0.0 1 2 1 100.0% 0.8 B2036 / Balcombe Road Balcombe Road to B2036 North Balcombe Road B2036 North 1 0 0 2 0 0 0.8 0.0 0.0 1 2 1 100.0% 0.8 1 0 0 1 0 0 0.0 0.0 0.0 1 1 0 0.0% 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 B2036 / Balcombe Road B2036 South to B2036 North B2036 South B2036 North 654 14 0 661 14 0 0.3 0.0 0.0 668 675 7 1.0% 0.3 646 13 0 635 13 0 0.4 0.0 0.0 659 648 -11 1.7% 0.4 519 9 1 528 10 0 0.4 0.3 1.4 529 538 9 1.7% 0.4 B2036 / Balcombe Road B2036 South to Balcombe Road B2036 South Balcombe Road 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 5 0 0 4 0 0 0.5 0.0 0.0 5 4 -1 20.0% 0.5 B2036 / Castle Drive B2036 North to Castle Drive B2036 North Castle Drive 13 0 0 15 0 0 0.5 0.0 0.0 13 15 2 15.4% 0.5 6 0 0 5 0 0 0.4 0.0 0.0 6 5 -1 16.7% 0.4 21 0 0 20 0 0 0.2 0.0 0.0 21 20 -1 4.8% 0.2 B2036 / Castle Drive B2036 North to B2036 South B2036 North B2036 South 760 17 2 756 19 0 0.1 0.5 2.0 779 775 -4 0.5% 0.1 827 7 2 832 6 0 0.2 0.4 2.0 836 838 2 0.2% 0.1 595 11 3 591 13 0 0.2 0.6 2.4 609 604 -5 0.8% 0.2 8b B2036 / Castle Drive Castle Drive to B2036 South Castle Drive B2036 South 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 5 0 0 5 0 0 0.0 0.0 0.0 5 5 0 0.0% 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 B2036 / Castle Drive Castle Drive to B2036 North Castle Drive B2036 North 17 0 0 16 0 0 0.2 0.0 0.0 17 16 -1 5.9% 0.2 8 0 0 7 0 0 0.4 0.0 0.0 8 7 -1 12.5% 0.4 12 0 0 10 0 0 0.6 0.0 0.0 12 10 -2 16.7% 0.6 B2036 / Castle Drive B2036 South to B2036 North B2036 South B2036 North 643 13 0 657 14 0 0.5 0.3 0.0 656 671 15 2.3% 0.6 631 14 1 622 13 0 0.4 0.3 1.4 646 635 -11 1.7% 0.4 511 9 1 519 10 0 0.4 0.3 1.4 521 529 8 1.5% 0.3 B2036 / Castle Drive B2036 South to Castle Drive B2036 South Castle Drive 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 16 0 0 14 0 0 0.5 0.0 0.0 16 14 -2 12.5% 0.5 9 0 0 10 0 0 0.3 0.0 0.0 9 10 1 11.1% 0.3 Haroldsea Drive / Balcombe Road Balcombe Road North to Haroldslea Drive Balcombe Road North Haroldslea Drive 43 1 0 43 1 0 0.0 0.0 0.0 44 44 0 0.0% 0.0 52 1 0 51 1 0 0.1 0.0 0.0 53 52 -1 1.9% 0.1 49 0 0 48 0 0 0.1 0.0 0.0 49 48 -1 2.0% 0.1 Haroldsea Drive / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 718 16 2 714 18 0 0.1 0.5 2.0 736 732 -4 0.5% 0.1 779 6 3 784 5 0 0.2 0.4 2.4 788 789 1 0.1% 0.0 550 12 3 548 13 0 0.1 0.3 2.4 565 561 -4 0.7% 0.2 9 Haroldsea Drive / Balcombe Road Haroldslea Drive to Balcombe Road South Haroldslea Drive Balcombe Road South 8 2 0 9 2 0 0.3 0.0 0.0 10 11 1 10.0% 0.3 16 0 0 16 0 0 0.0 0.0 0.0 16 16 0 0.0% 0.0 17 0 0 17 0 0 0.0 0.0 0.0 17 17 0 0.0% 0.0 Haroldsea Drive / Balcombe Road Haroldslea Drive to Balcombe Road North Haroldslea Drive Balcombe Road North 31 0 0 32 0 0 0.2 0.0 0.0 31 32 1 3.2% 0.2 32 1 0 30 1 0 0.4 0.0 0.0 33 31 -2 6.1% 0.4 33 0 0 32 0 0 0.2 0.0 0.0 33 32 -1 3.0% 0.2 Haroldsea Drive / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 623 14 0 629 14 0 0.2 0.0 0.0 637 643 6 0.9% 0.2 616 12 0 607 12 0 0.4 0.0 0.0 628 619 -9 1.4% 0.4 491 9 1 500 10 0 0.4 0.3 1.4 501 510 9 1.8% 0.4 Haroldsea Drive / Balcombe Road Balcombe Road South to Haroldslea Drive Balcombe Road South Haroldslea Drive 15 0 0 15 0 0 0.0 0.0 0.0 15 15 0 0.0% 0.0 26 1 0 26 1 0 0.0 0.0 0.0 27 27 0 0.0% 0.0 27 0 0 27 0 0 0.0 0.0 0.0 27 27 0 0.0% 0.0 Fernhill Road / Balcombe Road Balcombe Road North to Fernhill Road Balcombe Road North Fernhill Road 17 5 0 16 7 0 0.2 0.8 0.0 22 23 1 4.5% 0.2 20 1 0 17 0 0 0.7 1.4 0.0 21 17 -4 19.0% 0.9 11 0 0 11 0 0 0.0 0.0 0.0 11 11 0 0.0% 0.0 Fernhill Road / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 645 12 2 636 13 0 0.4 0.3 2.0 659 649 -10 1.5% 0.4 759 6 2 760 6 0 0.0 0.0 2.0 767 766 -1 0.1% 0.0 516 13 3 529 14 0 0.6 0.3 2.4 532 543 11 2.1% 0.5 10 Fernhill Road / Balcombe Road Fernhill Road to Balcombe Road South Fernhill Road Balcombe Road South 3 0 0 3 0 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 11 0 0 11 0 0 0.0 0.0 0.0 11 11 0 0.0% 0.0 3 0 0 4 0 0 0.5 0.0 0.0 3 4 1 33.3% 0.5 Fernhill Road / Balcombe Road Fernhill Road to Balcombe Road North Fernhill Road Balcombe Road North 20 1 0 20 1 0 0.0 0.0 0.0 21 21 0 0.0% 0.0 22 3 0 22 3 0 0.0 0.0 0.0 25 25 0 0.0% 0.0 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 Fernhill Road / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 592 12 0 594 12 0 0.1 0.0 0.0 604 606 2 0.3% 0.1 585 14 0 581 14 0 0.2 0.0 0.0 599 595 -4 0.7% 0.2 491 7 1 496 7 0 0.2 0.0 1.4 499 503 4 0.8% 0.2 Fernhill Road / Balcombe Road Balcombe Road South to Fernhill Road Balcombe Road South Fernhill Road 2 1 0 2 1 0 0.0 0.0 0.0 3 3 0 0.0% 0.0 7 0 0 7 0 0 0.0 0.0 0.0 7 7 0 0.0% 0.0 2 0 0 2 0 0 0.0 0.0 0.0 2 2 0 0.0% 0.0 Antlands Lane / Balcombe Road Balcombe Road North to Antlands Lane Balcombe Road North Antlands Lane 223 0 0 217 0 0 0.4 0.0 0.0 223 217 -6 2.7% 0.4 232 3 0 233 2 0 0.1 0.6 0.0 235 235 0 0.0% 0.0 170 5 2 175 6 0 0.4 0.4 2.0 177 181 4 2.3% 0.3 Antlands Lane / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 428 11 2 413 13 0 0.7 0.6 2.0 441 426 -15 3.4% 0.7 541 3 2 541 4 0 0.0 0.5 2.0 546 545 -1 0.2% 0.0 352 8 1 368 8 0 0.8 0.0 1.4 361 376 15 4.2% 0.8 Antlands Lane / Balcombe Road Balcombe Road North to Balcombe Road North Balcombe Road North Balcombe Road North 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Antlands Lane / Balcombe Road Antlands Lane to Balcombe Road South Antlands Lane Balcombe Road South 266 18 2 265 18 0 0.1 0.0 2.0 286 283 -3 1.0% 0.2 273 16 3 273 16 0 0.0 0.0 2.4 292 289 -3 1.0% 0.2 189 8 3 192 8 0 0.2 0.0 2.4 200 200 0 0.0% 0.0 11 Antlands Lane / Balcombe Road Antlands Lane to Balcombe Road North Antlands Lane Balcombe Road North 207 5 0 208 5 0 0.1 0.0 0.0 212 213 1 0.5% 0.1 178 7 0 178 7 0 0.0 0.0 0.0 185 185 0 0.0% 0.0 167 4 1 168 4 0 0.1 0.0 1.4 172 172 0 0.0% 0.0 Antlands Lane / Balcombe Road Antlands Lane to Antlands Lane Antlands Lane Antlands Lane 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Antlands Lane / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 386 9 0 385 9 0 0.1 0.0 0.0 395 394 -1 0.3% 0.1 415 7 0 411 7 0 0.2 0.0 0.0 422 418 -4 0.9% 0.2 325 4 0 329 4 0 0.2 0.0 0.0 329 333 4 1.2% 0.2 Antlands Lane / Balcombe Road Balcombe Road South to Antlands Lane Balcombe Road South Antlands Lane 607 23 1 595 24 0 0.5 0.2 1.4 631 619 -12 1.9% 0.5 709 14 1 714 14 0 0.2 0.0 1.4 724 728 4 0.6% 0.1 351 8 1 363 8 0 0.6 0.0 1.4 360 371 11 3.1% 0.6 Antlands Lane / Balcombe Road Balcombe Road South to Balcombe Road South Balcombe Road South Balcombe Road South 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 0 0 0 0 0 0 0.0 0.0 0.0 0 0 0 0.0 Radford Road / Balcombe Road Balcombe Road North to Balcombe Road South Balcombe Road North Balcombe Road South 503 8 1 485 9 0 0.8 0.3 1.4 512 494 -18 3.5% 0.8 594 7 2 597 8 0 0.1 0.4 2.0 603 605 2 0.3% 0.1 398 5 1 410 5 0 0.6 0.0 1.4 404 415 11 2.7% 0.5 Radford Road / Balcombe Road Balcombe Road North to Radford Road Balcombe Road North Radford Road 213 20 2 210 21 0 0.2 0.2 2.0 235 231 -4 1.7% 0.3 237 14 3 237 14 0 0.0 0.0 2.4 254 251 -3 1.2% 0.2 157 11 3 166 11 0 0.7 0.0 2.4 171 177 6 3.5% 0.5 12 Radford Road / Balcombe Road Balcombe Road South to Radford Road Balcombe Road South Radford Road 6 1 1 6 1 0 0.0 0.0 1.4 8 7 -1 12.5% 0.4 7 0 1 7 0 0 0.0 0.0 1.4 8 7 -1 12.5% 0.4 13 0 0 13 0 0 0.0 0.0 0.0 13 13 0 0.0% 0.0 Radford Road / Balcombe Road Balcombe Road South to Balcombe Road North Balcombe Road South Balcombe Road North 486 21 1 484 21 0 0.1 0.0 1.4 508 505 -3 0.6% 0.1 601 10 0 601 10 0 0.0 0.0 0.0 611 611 0 0.0% 0.0 354 0 1 358 0 0 0.2 0.0 1.4 355 358 3 0.8% 0.2 Radford Road / Balcombe Road Radford Road to Balcombe Road North Radford Road Balcombe Road North 538 8 0 533 8 0 0.2 0.0 0.0 546 541 -5 0.9% 0.2 516 11 0 518 11 0 0.1 0.0 0.0 527 529 2 0.4% 0.1 300 10 0 302 10 0 0.1 0.0 0.0 310 312 2 0.6% 0.1 Radford Road / Balcombe Road Radford Road to Balcombe Road South Radford Road Balcombe Road South 6 0 0 6 0 0 0.0 0.0 0.0 6 6 0 0.0% 0.0 10 0 0 10 0 0 0.0 0.0 0.0 10 10 0 0.0% 0.0 10 0 0 10 0 0 0.0 0.0 0.0 10 10 0 0.0% 0.0 07:00-08:00 08:00-09:00 09:00-10:00 Junction No. Junction Description Link Approach / Exit Direction TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Airport Way / M23 Airport Way Approach Eastbound 1582 1589 7 0.4% 0.2 HIGH 2P 1469 1413 -56 3.8% 1.5 LOW 2P 1382 1385 3 0.2% 0.1 HIGH 2P Airport Way / M23 Airport Way Exit Westbound 2436 2417 -19 0.8% 0.4 LOW 2P 2449 2391 -58 2.4% 1.2 LOW 2P 1653 1704 51 3.1% 1.2 HIGH 2P 1 Airport Way / M23 M23 Approach Westbound 2833 2823 -10 0.4% 0.2 LOW 3P 2928 2836 -92 3.1% 1.7 LOW 3P 1941 1998 57 2.9% 1.3 HIGH 2P Airport Way / M23 M23 Exit Eastbound 1534 1533 -1 0.1% 0.0 LOW 2P 1412 1409 -3 0.2% 0.1 LOW 2P 1454 1446 -8 0.6% 0.2 LOW 2P Airport Way / M23 Ring Road Approach Northbound 839 840 1 0.1% 0.0 HIGH 2P 910 892 -18 2.0% 0.6 LOW 2P 963 967 4 0.4% 0.1 HIGH 2P Airport Way / M23 Ring Road Exit Southbound 1284 1302 18 1.4% 0.5 HIGH 2P 1446 1341 -105 7.3% 2.8 LOW 2P 1179 1200 21 1.8% 0.6 HIGH 2P M23 J9 M23 North Approach Southbound 4691 4693 2 0.0% 0.0 HIGH 3P 4785 4743 -42 0.9% 0.6 LOW 3P 3832 3868 36 0.9% 0.6 HIGH 3P M23 J9 M23 North Exit Northbound 4380 4406 26 0.6% 0.4 HIGH 3P 3577 3605 28 0.8% 0.5 HIGH 3P 3828 3833 5 0.1% 0.1 HIGH 3P M23 J9 M23 South Approach Northbound 4609 4597 -12 0.3% 0.2 LOW 3P 3922 3917 -5 0.1% 0.1 LOW 3P 3566 3585 19 0.5% 0.3 HIGH 3P 2 M23 J9 M23 South Exit Southbound 3598 3587 -11 0.3% 0.2 LOW 3P 3613 3630 17 0.5% 0.3 HIGH 3P 3079 3100 21 0.7% 0.4 HIGH 3P M23 J9 M23 West Approach Eastbound 1553 1535 -18 1.2% 0.5 LOW 2P 1387 1414 27 1.9% 0.7 HIGH 2P 1448 1449 1 0.1% 0.0 HIGH 2P M23 J9 M23 West Exit Westbound 2875 2832 -43 1.5% 0.8 LOW 3P 2904 2839 -65 2.2% 1.2 LOW 3P 1939 1969 30 1.5% 0.7 HIGH 2P
16:00-17:00 17:00-18:00 18:00-19:00 Junction No. Junction Description Movement From Arm To Arm TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Airport Way / M23 Airport Way Approach Eastbound 2018 2127 109 5.4% 2.4 HIGH 2P 2152 2154 2 0.1% 0.0 HIGH 2P 1664 1777 113 6.8% 2.7 HIGH 2P Airport Way / M23 Airport Way Exit Westbound 1242 1267 25 2.0% 0.7 HIGH 2P 1527 1527 0 0.0% 0.0 - 2P 1335 1358 23 1.7% 0.6 HIGH 2P 1 Airport Way / M23 M23 Approach Westbound 1216 1232 16 1.3% 0.5 HIGH 2P 1450 1444 -6 0.4% 0.2 LOW 2P 1238 1246 8 0.6% 0.2 HIGH 2P Airport Way / M23 M23 Exit Eastbound 2342 2421 79 3.4% 1.6 HIGH 2P 2485 2476 -9 0.4% 0.2 LOW 2P 1859 1948 89 4.8% 2.0 HIGH 2P Airport Way / M23 Ring Road Approach Northbound 948 954 6 0.6% 0.2 HIGH 2P 1052 1047 -5 0.5% 0.2 LOW 2P 857 864 7 0.8% 0.2 HIGH 2P Airport Way / M23 Ring Road Exit Southbound 598 625 27 4.5% 1.1 HIGH 1P 642 642 0 0.0% 0.0 - 1P 565 581 16 2.8% 0.7 HIGH 1P M23 J9 M23 North Approach Southbound 4060 4045 -15 0.4% 0.2 LOW 3P 4357 4348 -9 0.2% 0.1 LOW 3P 3997 4042 45 1.1% 0.7 HIGH 3P M23 J9 M23 North Exit Northbound 4376 4438 62 1.4% 0.9 HIGH 3P 3968 3996 28 0.7% 0.4 HIGH 3P 3250 3309 59 1.8% 1.0 HIGH 3P M23 J9 M23 South Approach Northbound 3522 3519 -3 0.1% 0.0 LOW 3P 3292 3304 12 0.4% 0.2 HIGH 3P 2606 2634 28 1.1% 0.5 HIGH 2P 2 M23 J9 M23 South Exit Southbound 4298 4325 28 0.6% 0.4 HIGH 3P 4672 4674 2 0.0% 0.0 HIGH 3P 4005 4094 89 2.2% 1.4 HIGH 3P M23 J9 M23 West Approach Eastbound 2322 2423 101 4.3% 2.1 HIGH 2P 2454 2476 22 0.9% 0.4 HIGH 2P 1879 1972 93 4.9% 2.1 HIGH 2P M23 J9 M23 West Exit Westbound 1230 1224 -6 0.5% 0.2 LOW 2P 1463 1458 -5 0.3% 0.1 LOW 2P 1227 1245 18 1.5% 0.5 HIGH 2P 07:00-08:00 08:00-09:00 09:00-10:00 Junction No. Junction Description Link Approach / Exit Direction TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Massetts Road / Victoria Road Victoria Road North Approach Southbound 212 210 -2 0.9% 0.1 LOW 1P 345 343 -2 0.6% 0.1 LOW 1P 268 268 0 0.0% 0.0 - 1P Massetts Road / Victoria Road Victoria Road North Exit Northbound 183 171 -12 6.6% 0.9 LOW 1P 315 312 -3 1.0% 0.2 LOW 1P 266 267 1 0.4% 0.1 HIGH 1P Massetts Road / Victoria Road High Street Approach Westbound 1 1 0 0.0% 0.0 - 1P 1 1 0 0.0% 0.0 - 1P 3 2 -1 33.3% 0.6 LOW 1P 1 Massetts Road / Victoria Road High Street Exit Eastbound 0 0 0 0.0 - 1P 0 0 0 0.0 - 1P 0 0 0 0.0 - 1P Massetts Road / Victoria Road Victoria Road South Approach Northbound 178 166 -12 6.7% 0.9 LOW 1P 264 255 -9 3.4% 0.6 LOW 1P 201 206 5 2.5% 0.4 HIGH 1P Massetts Road / Victoria Road Victoria Road South Exit Southbound 200 197 -3 1.5% 0.2 LOW 1P 297 294 -3 1.0% 0.2 LOW 1P 235 235 0 0.0% 0.0 - 1P Massetts Road / Victoria Road Massetts Road Approach Eastbound 115 113 -2 1.7% 0.2 LOW 1P 221 219 -2 0.9% 0.1 LOW 1P 201 202 1 0.5% 0.1 HIGH 1P Massetts Road / Victoria Road Massetts Road Exit Westbound 123 122 -1 0.8% 0.1 LOW 1P 219 212 -7 3.2% 0.5 LOW 1P 172 176 4 2.3% 0.3 HIGH 1P Russells Crescent / Victoria Road Victoria Road North Approach Southbound 236 228 -8 3.4% 0.5 LOW 1P 370 365 -5 1.4% 0.3 LOW 1P 291 295 4 1.4% 0.2 HIGH 1P Russells Crescent / Victoria Road Victoria Road North Exit Northbound 274 266 -8 2.9% 0.5 LOW 1P 533 479 -54 10.1% 2.4 LOW 1P 305 354 49 16.1% 2.7 HIGH 1P 2 Russells Crescent / Victoria Road Victoria Road South Approach Northbound 494 477 -17 3.4% 0.8 LOW 1P 728 656 -72 9.9% 2.7 LOW 2P 468 529 61 13.0% 2.7 HIGH 1P Russells Crescent / Victoria Road Victoria Road South Exit Southbound 422 409 -13 3.1% 0.6 LOW 1P 574 576 2 0.3% 0.1 HIGH 1P 375 377 2 0.5% 0.1 HIGH 1P Russells Crescent / Victoria Road Russells Crescent Approach Eastbound 298 293 -5 1.7% 0.3 LOW 1P 380 386 6 1.6% 0.3 HIGH 1P 218 216 -2 0.9% 0.1 LOW 1P Russells Crescent / Victoria Road Russells Crescent Exit Westbound 332 323 -9 2.7% 0.5 LOW 1P 371 352 -19 5.1% 1.0 LOW 1P 297 309 12 4.0% 0.7 HIGH 1P Station Approach / Victoria Road Station Approach Approach Southbound 193 190 -3 1.6% 0.2 LOW 1P 246 196 -50 20.3% 3.4 LOW 1P 163 178 15 9.2% 1.1 HIGH 1P Station Approach / Victoria Road Station Approach Exit Northbound 213 199 -14 6.6% 1.0 LOW 1P 330 334 4 1.2% 0.2 HIGH 1P 150 154 4 2.7% 0.3 HIGH 1P 3 Station Approach / Victoria Road Victoria Road East Approach Westbound 341 328 -13 3.8% 0.7 LOW 1P 531 523 -8 1.5% 0.3 LOW 1P 318 347 29 9.1% 1.6 HIGH 1P Station Approach / Victoria Road Victoria Road East Exit Eastbound 253 237 -16 6.3% 1.0 LOW 1P 298 296 -2 0.7% 0.1 LOW 1P 235 237 2 0.9% 0.1 HIGH 1P Station Approach / Victoria Road Victoria Road West Approach Eastbound 427 401 -26 6.1% 1.3 LOW 1P 575 579 4 0.7% 0.2 HIGH 1P 375 378 3 0.8% 0.2 HIGH 1P Station Approach / Victoria Road Victoria Road West Exit Westbound 495 483 -12 2.4% 0.5 LOW 1P 724 668 -56 7.7% 2.1 LOW 2P 471 512 41 8.7% 1.8 HIGH 1P Limes Avenue / Victoria Road Victoria Road East Approach Westbound 332 319 -13 3.9% 0.7 LOW 1P 470 479 9 1.9% 0.4 HIGH 1P 311 321 10 3.2% 0.6 HIGH 1P Limes Avenue / Victoria Road Victoria Road East Exit Eastbound 255 238 -17 6.7% 1.1 LOW 1P 297 297 0 0.0% 0.0 - 1P 243 245 2 0.8% 0.1 HIGH 1P 4 Limes Avenue / Victoria Road Limes Avenue Approach Northbound 19 17 -2 10.5% 0.5 LOW 1P 27 27 0 0.0% 0.0 - 1P 23 24 1 4.3% 0.2 HIGH 1P Limes Avenue / Victoria Road Limes Avenue Exit Southbound 15 12 -3 20.0% 0.8 LOW 1P 11 11 0 0.0% 0.0 - 1P 14 12 -2 14.3% 0.6 LOW 1P Limes Avenue / Victoria Road Victoria Road West Approach Eastbound 260 241 -19 7.3% 1.2 LOW 1P 298 298 0 0.0% 0.0 - 1P 247 246 -1 0.4% 0.1 LOW 1P Limes Avenue / Victoria Road Victoria Road West Exit Westbound 341 327 -14 4.1% 0.8 LOW 1P 487 496 9 1.8% 0.4 HIGH 1P 324 334 10 3.1% 0.6 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road North Approach Southbound 454 450 -4 0.9% 0.2 LOW 1P 530 522 -8 1.5% 0.3 LOW 1P 407 412 5 1.2% 0.2 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road North Exit Northbound 561 549 -12 2.1% 0.5 LOW 1P 456 468 12 2.6% 0.6 HIGH 1P 366 377 11 3.0% 0.6 HIGH 1P 5 Balcombe Gardens / Balcombe Road Balcombe Gardens Approach Westbound 15 11 -4 26.7% 1.1 LOW 1P 18 18 0 0.0% 0.0 - 1P 14 13 -1 7.1% 0.3 LOW 1P Balcombe Gardens / Balcombe Road Balcombe Gardens Exit Eastbound 5 4 -1 20.0% 0.5 LOW 1P 7 6 -1 14.3% 0.4 LOW 1P 9 8 -1 11.1% 0.3 LOW 1P Balcombe Gardens / Balcombe Road Balcombe Road South Approach Northbound 561 551 -10 1.8% 0.4 LOW 1P 459 470 11 2.4% 0.5 HIGH 1P 373 384 11 2.9% 0.6 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road South Exit Southbound 464 459 -5 1.1% 0.2 LOW 1P 544 536 -8 1.5% 0.3 LOW 1P 419 424 5 1.2% 0.2 HIGH 1P Balcombe Road / Victoria Road Roundabout Balcombe Road North Approach Southbound 464 458 -6 1.3% 0.3 LOW 1P 544 535 -9 1.7% 0.4 LOW 1P 419 425 6 1.4% 0.3 HIGH 1P Balcombe Road / Victoria Road Roundabout Balcombe Road North Exit Northbound 561 552 -9 1.6% 0.4 LOW 1P 459 470 11 2.4% 0.5 HIGH 1P 373 385 12 3.2% 0.6 HIGH 1P 6 Balcombe Road / Victoria Road Roundabout Balcombe Road South Approach Northbound 793 777 -16 2.0% 0.6 LOW 2P 736 760 24 3.3% 0.9 HIGH 2P 553 576 23 4.2% 1.0 HIGH 1P Balcombe Road / Victoria Road Roundabout Balcombe Road South Exit Southbound 615 597 -18 2.9% 0.7 LOW 1P 648 645 -3 0.5% 0.1 LOW 1P 535 545 10 1.9% 0.4 HIGH 1P Balcombe Road / Victoria Road Roundabout Victoria Road Approach Eastbound 252 234 -18 7.1% 1.2 LOW 1P 297 301 4 1.3% 0.2 HIGH 1P 246 246 0 0.0% 0.0 - 1P Balcombe Road / Victoria Road Roundabout Victoria Road Exit Westbound 333 320 -13 3.9% 0.7 LOW 1P 470 481 11 2.3% 0.5 HIGH 1P 310 317 7 2.3% 0.4 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road North Approach Southbound 615 597 -18 2.9% 0.7 LOW 1P 648 644 -4 0.6% 0.2 LOW 1P 535 546 11 2.1% 0.5 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road North Exit Northbound 793 781 -12 1.5% 0.4 LOW 2P 736 757 21 2.9% 0.8 HIGH 2P 553 576 23 4.2% 1.0 HIGH 1P 7 Limes Avenue / Balcombe Road Balcombe Road South Approach Northbound 792 780 -12 1.5% 0.4 LOW 2P 739 761 22 3.0% 0.8 HIGH 2P 548 571 23 4.2% 1.0 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road South Exit Southbound 617 599 -18 2.9% 0.7 LOW 1P 650 646 -4 0.6% 0.2 LOW 1P 538 549 11 2.0% 0.5 HIGH 1P Limes Avenue / Balcombe Road Limes Avenue Approach Eastbound 9 9 0 0.0% 0.0 - 1P 12 12 0 0.0% 0.0 - 1P 16 17 1 6.3% 0.2 HIGH 1P Limes Avenue / Balcombe Road Limes Avenue Exit Westbound 6 6 0 0.0% 0.0 - 1P 13 14 1 7.7% 0.3 HIGH 1P 8 9 1 12.5% 0.3 HIGH 1P B2036 / Balcombe Road B2036 North Approach Southbound 609 591 -18 3.0% 0.7 LOW 1P 657 645 -12 1.8% 0.5 LOW 1P 538 545 7 1.3% 0.3 HIGH 1P B2036 / Balcombe Road B2036 North Exit Northbound 780 765 -15 1.9% 0.5 LOW 2P 741 743 2 0.3% 0.1 HIGH 2P 551 557 6 1.1% 0.3 HIGH 1P 8 B2036 / Balcombe Road Balcombe Road Approach Eastbound 6 5 -1 16.7% 0.4 LOW 1P 3 2 -1 33.3% 0.6 LOW 1P 2 2 0 0.0% 0.0 - 1P B2036 / Balcombe Road Balcombe Road Exit Westbound 2 1 -1 50.0% 0.8 LOW 1P 1 1 0 0.0% 0.0 - 1P 0 0 0 0.0 - 1P B2036 / Balcombe Road B2036 South Approach Northbound 777 762 -15 1.9% 0.5 LOW 2P 740 742 2 0.3% 0.1 HIGH 2P 551 555 4 0.7% 0.2 HIGH 1P B2036 / Balcombe Road B2036 South Exit Southbound 610 592 -18 3.0% 0.7 LOW 1P 658 645 -13 2.0% 0.5 LOW 1P 540 545 5 0.9% 0.2 HIGH 1P B2036 / Castle Drive B2036 North Approach Southbound 618 599 -19 3.1% 0.8 LOW 1P 659 645 -14 2.1% 0.5 LOW 1P 543 550 7 1.3% 0.3 HIGH 1P B2036 / Castle Drive B2036 North Exit Northbound 787 781 -6 0.8% 0.2 LOW 2P 752 760 8 1.1% 0.3 HIGH 2P 562 570 8 1.4% 0.3 HIGH 1P 8b B2036 / Castle Drive Castle Drive Approach Westbound 25 25 0 0.0% 0.0 - 1P 32 30 -2 6.3% 0.4 LOW 1P 20 19 -1 5.0% 0.2 LOW 1P B2036 / Castle Drive Castle Drive Exit Eastbound 16 15 -1 6.3% 0.3 LOW 1P 17 14 -3 17.6% 0.8 LOW 1P 12 11 -1 8.3% 0.3 LOW 1P B2036 / Castle Drive B2036 South Approach Northbound 770 764 -6 0.8% 0.2 LOW 2P 734 743 9 1.2% 0.3 HIGH 2P 550 557 7 1.3% 0.3 HIGH 1P B2036 / Castle Drive B2036 South Exit Southbound 610 592 -18 3.0% 0.7 LOW 1P 656 644 -12 1.8% 0.5 LOW 1P 539 545 6 1.1% 0.3 HIGH 1P Haroldsea Drive / Balcombe Road Balcombe Road North Approach Southbound 610 591 -19 3.1% 0.8 LOW 1P 657 645 -12 1.8% 0.5 LOW 1P 538 545 7 1.3% 0.3 HIGH 1P Haroldsea Drive / Balcombe Road Balcombe Road North Exit Northbound 777 763 -14 1.8% 0.5 LOW 2P 740 742 2 0.3% 0.1 HIGH 2P 551 556 5 0.9% 0.2 HIGH 1P 9 Haroldsea Drive / Balcombe Road Haroldslea Drive Approach Westbound 64 65 1 1.6% 0.1 HIGH 1P 80 83 3 3.8% 0.3 HIGH 1P 44 44 0 0.0% 0.0 - 1P Haroldsea Drive / Balcombe Road Haroldslea Drive Exit Eastbound 22 22 0 0.0% 0.0 - 1P 39 36 -3 7.7% 0.5 LOW 1P 35 36 1 2.9% 0.2 HIGH 1P Haroldsea Drive / Balcombe Road Balcombe Road South Approach Northbound 737 723 -14 1.9% 0.5 LOW 2P 700 699 -1 0.1% 0.0 LOW 2P 530 535 5 0.9% 0.2 HIGH 1P Haroldsea Drive / Balcombe Road Balcombe Road South Exit Southbound 612 594 -18 2.9% 0.7 LOW 1P 658 649 -9 1.4% 0.4 LOW 1P 526 532 6 1.1% 0.3 HIGH 1P Fernhill Road / Balcombe Road Balcombe Road North Approach Southbound 548 527 -21 3.8% 0.9 LOW 1P 568 567 -1 0.2% 0.0 LOW 1P 468 464 -4 0.9% 0.2 LOW 1P Fernhill Road / Balcombe Road Balcombe Road North Exit Northbound 694 683 -11 1.6% 0.4 LOW 1P 654 651 -3 0.5% 0.1 LOW 1P 502 503 1 0.2% 0.0 HIGH 1P 10 Fernhill Road / Balcombe Road Fernhill Road Approach Westbound 33 32 -1 3.0% 0.2 LOW 1P 62 63 1 1.6% 0.1 HIGH 1P 17 17 0 0.0% 0.0 - 1P Fernhill Road / Balcombe Road Fernhill Road Exit Eastbound 23 21 -2 8.7% 0.4 LOW 1P 46 45 -1 2.2% 0.1 LOW 1P 29 31 2 6.9% 0.4 HIGH 1P Fernhill Road / Balcombe Road Balcombe Road South Approach Northbound 670 660 -10 1.5% 0.4 LOW 1P 611 606 -5 0.8% 0.2 LOW 1P 502 504 2 0.4% 0.1 HIGH 1P Fernhill Road / Balcombe Road Balcombe Road South Exit Southbound 534 515 -19 3.6% 0.8 LOW 1P 541 540 -1 0.2% 0.0 LOW 1P 456 451 -5 1.1% 0.2 LOW 1P Antlands Lane / Balcombe Road Balcombe Road North Approach Southbound 540 510 -30 5.6% 1.3 LOW 1P 540 543 3 0.6% 0.1 HIGH 1P 460 453 -7 1.5% 0.3 LOW 1P Antlands Lane / Balcombe Road Balcombe Road North Exit Northbound 668 661 -7 1.0% 0.3 LOW 1P 608 605 -3 0.5% 0.1 LOW 1P 503 503 0 0.0% 0.0 - 1P 11 Antlands Lane / Balcombe Road Antlands Lane Approach Westbound 588 590 2 0.3% 0.1 HIGH 1P 621 619 -2 0.3% 0.1 LOW 1P 538 537 -1 0.2% 0.0 LOW 1P Antlands Lane / Balcombe Road Antlands Lane Exit Eastbound 481 464 -17 3.5% 0.8 LOW 1P 518 524 6 1.2% 0.3 HIGH 1P 362 362 0 0.0% 0.0 - 1P Antlands Lane / Balcombe Road Balcombe Road South Approach Northbound 782 766 -16 2.0% 0.6 LOW 2P 778 778 0 0.0% 0.0 - 2P 527 531 4 0.8% 0.2 HIGH 1P Antlands Lane / Balcombe Road Balcombe Road South Exit Southbound 761 741 -20 2.6% 0.7 LOW 2P 813 811 -2 0.2% 0.1 LOW 2P 660 656 -4 0.6% 0.2 LOW 1P Radford Road / Balcombe Road Balcombe Road North Approach Southbound 728 702 -26 3.6% 1.0 LOW 2P 910 913 3 0.3% 0.1 HIGH 2P 711 711 0 0.0% 0.0 - 2P Radford Road / Balcombe Road Balcombe Road North Exit Northbound 809 798 -11 1.4% 0.4 LOW 2P 783 785 2 0.3% 0.1 HIGH 2P 533 535 2 0.4% 0.1 HIGH 1P Radford Road / Balcombe Road Balcombe Road South Approach Northbound 661 653 -8 1.2% 0.3 LOW 1P 576 578 2 0.3% 0.1 HIGH 1P 386 386 0 0.0% 0.0 - 1P 12 Radford Road / Balcombe Road Balcombe Road South Exit Southbound 240 235 -5 2.1% 0.3 LOW 1P 306 308 2 0.7% 0.1 HIGH 1P 324 317 -7 2.2% 0.4 LOW 1P Radford Road / Balcombe Road Radford Road Approach Eastbound 192 188 -4 2.1% 0.3 LOW 1P 239 238 -1 0.4% 0.1 LOW 1P 172 173 1 0.6% 0.1 HIGH 1P Radford Road / Balcombe Road Radford Road Exit Westbound 532 510 -22 4.1% 1.0 LOW 1P 636 636 0 0.0% 0.0 - 1P 412 418 6 1.5% 0.3 HIGH 1P 16:00-17:00 17:00-18:00 18:00-19:00 Junction No. Junction Description Link Approach / Exit Direction TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY TOTAL VEHICLES SUMMARY Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Massetts Road / Victoria Road Victoria Road North Approach Southbound 284 283 -1 0.4% 0.1 LOW 1P 357 349 -8 2.2% 0.4 LOW 1P 255 258 3 1.2% 0.2 HIGH 1P Massetts Road / Victoria Road Victoria Road North Exit Northbound 305 309 4 1.3% 0.2 HIGH 1P 311 312 1 0.3% 0.1 HIGH 1P 264 270 6 2.3% 0.4 HIGH 1P Massetts Road / Victoria Road High Street Approach Westbound 2 2 0 0.0% 0.0 - 1P 2 2 0 0.0% 0.0 - 1P 1 1 0 0.0% 0.0 - 1P 1 Massetts Road / Victoria Road High Street Exit Eastbound 0 0 0 0.0 - 1P 0 0 0 0.0 - 1P 0 0 0 0.0 - 1P Massetts Road / Victoria Road Victoria Road South Approach Northbound 254 259 5 2.0% 0.3 HIGH 1P 260 260 0 0.0% 0.0 - 1P 208 215 7 3.4% 0.5 HIGH 1P Massetts Road / Victoria Road Victoria Road South Exit Southbound 290 287 -3 1.0% 0.2 LOW 1P 326 320 -6 1.8% 0.3 LOW 1P 230 232 2 0.9% 0.1 HIGH 1P Massetts Road / Victoria Road Massetts Road Approach Eastbound 208 206 -2 1.0% 0.1 LOW 1P 223 223 0 0.0% 0.0 - 1P 180 181 1 0.6% 0.1 HIGH 1P Massetts Road / Victoria Road Massetts Road Exit Westbound 153 154 1 0.7% 0.1 HIGH 1P 205 202 -3 1.5% 0.2 LOW 1P 150 153 3 2.0% 0.2 HIGH 1P Russells Crescent / Victoria Road Victoria Road North Approach Southbound 466 465 -1 0.2% 0.0 LOW 1P 486 479 -7 1.4% 0.3 LOW 1P 364 369 5 1.4% 0.3 HIGH 1P Russells Crescent / Victoria Road Victoria Road North Exit Northbound 306 310 4 1.3% 0.2 HIGH 1P 318 314 -4 1.3% 0.2 LOW 1P 248 254 6 2.4% 0.4 HIGH 1P 2 Russells Crescent / Victoria Road Victoria Road South Approach Northbound 438 447 9 2.1% 0.4 HIGH 1P 467 458 -9 1.9% 0.4 LOW 1P 404 416 12 3.0% 0.6 HIGH 1P Russells Crescent / Victoria Road Victoria Road South Exit Southbound 621 621 0 0.0% 0.0 - 1P 681 670 -11 1.6% 0.4 LOW 1P 543 549 6 1.1% 0.3 HIGH 1P Russells Crescent / Victoria Road Russells Crescent Approach Eastbound 333 333 0 0.0% 0.0 - 1P 358 355 -3 0.8% 0.2 LOW 1P 303 307 4 1.3% 0.2 HIGH 1P Russells Crescent / Victoria Road Russells Crescent Exit Westbound 310 314 4 1.3% 0.2 HIGH 1P 312 308 -4 1.3% 0.2 LOW 1P 280 289 9 3.2% 0.5 HIGH 1P Station Approach / Victoria Road Station Approach Approach Southbound 141 138 -3 2.1% 0.3 LOW 1P 180 180 0 0.0% 0.0 - 1P 167 167 0 0.0% 0.0 - 1P Station Approach / Victoria Road Station Approach Exit Northbound 285 286 1 0.4% 0.1 HIGH 1P 304 299 -5 1.6% 0.3 LOW 1P 269 272 3 1.1% 0.2 HIGH 1P 3 Station Approach / Victoria Road Victoria Road East Approach Westbound 330 340 10 3.0% 0.5 HIGH 1P 318 308 -10 3.1% 0.6 LOW 1P 262 269 7 2.7% 0.4 HIGH 1P Station Approach / Victoria Road Victoria Road East Exit Eastbound 368 371 3 0.8% 0.2 HIGH 1P 404 394 -10 2.5% 0.5 LOW 1P 301 304 3 1.0% 0.2 HIGH 1P Station Approach / Victoria Road Victoria Road West Approach Eastbound 620 628 8 1.3% 0.3 HIGH 1P 680 666 -14 2.1% 0.5 LOW 1P 545 552 7 1.3% 0.3 HIGH 1P Station Approach / Victoria Road Victoria Road West Exit Westbound 438 449 11 2.5% 0.5 HIGH 1P 470 461 -9 1.9% 0.4 LOW 1P 404 412 8 2.0% 0.4 HIGH 1P Limes Avenue / Victoria Road Victoria Road East Approach Westbound 344 351 7 2.0% 0.4 HIGH 1P 321 314 -7 2.2% 0.4 LOW 1P 254 261 7 2.8% 0.4 HIGH 1P Limes Avenue / Victoria Road Victoria Road East Exit Eastbound 359 364 5 1.4% 0.3 HIGH 1P 407 399 -8 2.0% 0.4 LOW 1P 295 300 5 1.7% 0.3 HIGH 1P 4 Limes Avenue / Victoria Road Limes Avenue Approach Northbound 23 22 -1 4.3% 0.2 LOW 1P 20 20 0 0.0% 0.0 - 1P 21 21 0 0.0% 0.0 - 1P Limes Avenue / Victoria Road Limes Avenue Exit Southbound 33 32 -1 3.0% 0.2 LOW 1P 19 17 -2 10.5% 0.5 LOW 1P 24 21 -3 12.5% 0.6 LOW 1P Limes Avenue / Victoria Road Victoria Road West Approach Eastbound 375 380 5 1.3% 0.3 HIGH 1P 412 403 -9 2.2% 0.4 LOW 1P 309 311 2 0.6% 0.1 HIGH 1P Limes Avenue / Victoria Road Victoria Road West Exit Westbound 350 357 7 2.0% 0.4 HIGH 1P 327 321 -6 1.8% 0.3 LOW 1P 265 272 7 2.6% 0.4 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road North Approach Southbound 568 570 2 0.4% 0.1 HIGH 1P 579 580 1 0.2% 0.0 HIGH 1P 430 431 1 0.2% 0.0 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road North Exit Northbound 461 475 14 3.0% 0.6 HIGH 1P 451 453 2 0.4% 0.1 HIGH 1P 380 387 7 1.8% 0.4 HIGH 1P 5 Balcombe Gardens / Balcombe Road Balcombe Gardens Approach Westbound 13 12 -1 7.7% 0.3 LOW 1P 5 5 0 0.0% 0.0 - 1P 13 10 -3 23.1% 0.9 LOW 1P Balcombe Gardens / Balcombe Road Balcombe Gardens Exit Eastbound 12 11 -1 8.3% 0.3 LOW 1P 10 10 0 0.0% 0.0 - 1P 9 8 -1 11.1% 0.3 LOW 1P Balcombe Gardens / Balcombe Road Balcombe Road South Approach Northbound 470 483 13 2.8% 0.6 HIGH 1P 457 459 2 0.4% 0.1 HIGH 1P 386 394 8 2.1% 0.4 HIGH 1P Balcombe Gardens / Balcombe Road Balcombe Road South Exit Southbound 578 579 1 0.2% 0.0 HIGH 1P 580 581 1 0.2% 0.0 HIGH 1P 440 440 0 0.0% 0.0 - 1P Balcombe Road / Victoria Road Roundabout Balcombe Road North Approach Southbound 578 579 1 0.2% 0.0 HIGH 1P 580 580 0 0.0% 0.0 - 1P 440 441 1 0.2% 0.0 HIGH 1P Balcombe Road / Victoria Road Roundabout Balcombe Road North Exit Northbound 470 483 13 2.8% 0.6 HIGH 1P 457 457 0 0.0% 0.0 - 1P 386 393 7 1.8% 0.4 HIGH 1P 6 Balcombe Road / Victoria Road Roundabout Balcombe Road South Approach Northbound 664 683 19 2.9% 0.7 HIGH 1P 644 638 -6 0.9% 0.2 LOW 1P 518 531 13 2.5% 0.6 HIGH 1P Balcombe Road / Victoria Road Roundabout Balcombe Road South Exit Southbound 789 792 3 0.4% 0.1 HIGH 2P 856 843 -13 1.5% 0.4 LOW 2P 612 620 8 1.3% 0.3 HIGH 1P Balcombe Road / Victoria Road Roundabout Victoria Road Approach Eastbound 360 365 5 1.4% 0.3 HIGH 1P 409 397 -12 2.9% 0.6 LOW 1P 293 301 8 2.7% 0.5 HIGH 1P Balcombe Road / Victoria Road Roundabout Victoria Road Exit Westbound 343 352 9 2.6% 0.5 HIGH 1P 320 315 -5 1.6% 0.3 LOW 1P 253 260 7 2.8% 0.4 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road North Approach Southbound 789 793 4 0.5% 0.1 HIGH 2P 856 842 -14 1.6% 0.5 LOW 2P 612 620 8 1.3% 0.3 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road North Exit Northbound 664 683 19 2.9% 0.7 HIGH 1P 644 639 -5 0.8% 0.2 LOW 1P 518 532 14 2.7% 0.6 HIGH 1P 7 Limes Avenue / Balcombe Road Balcombe Road South Approach Northbound 668 687 19 2.8% 0.7 HIGH 1P 648 643 -5 0.8% 0.2 LOW 1P 525 540 15 2.9% 0.7 HIGH 1P Limes Avenue / Balcombe Road Balcombe Road South Exit Southbound 786 790 4 0.5% 0.1 HIGH 2P 858 844 -14 1.6% 0.5 LOW 2P 615 624 9 1.5% 0.4 HIGH 1P Limes Avenue / Balcombe Road Limes Avenue Approach Eastbound 11 11 0 0.0% 0.0 - 1P 13 13 0 0.0% 0.0 - 1P 13 14 1 7.7% 0.3 HIGH 1P Limes Avenue / Balcombe Road Limes Avenue Exit Westbound 18 18 0 0.0% 0.0 - 1P 15 15 0 0.0% 0.0 - 1P 17 18 1 5.9% 0.2 HIGH 1P B2036 / Balcombe Road B2036 North Approach Southbound 782 778 -4 0.5% 0.1 LOW 2P 842 842 0 0.0% 0.0 - 2P 612 607 -5 0.8% 0.2 LOW 1P B2036 / Balcombe Road B2036 North Exit Northbound 669 677 8 1.2% 0.3 HIGH 1P 660 649 -11 1.7% 0.4 LOW 1P 531 540 9 1.7% 0.4 HIGH 1P 8 B2036 / Balcombe Road Balcombe Road Approach Eastbound 3 3 0 0.0% 0.0 - 1P 2 3 1 50.0% 0.6 HIGH 1P 3 4 1 33.3% 0.5 HIGH 1P B2036 / Balcombe Road Balcombe Road Exit Westbound 3 3 0 0.0% 0.0 - 1P 4 4 0 0.0% 0.0 - 1P 5 4 -1 20.0% 0.5 LOW 1P B2036 / Balcombe Road B2036 South Approach Northbound 668 675 7 1.0% 0.3 HIGH 1P 661 650 -11 1.7% 0.4 LOW 1P 534 542 8 1.5% 0.3 HIGH 1P B2036 / Balcombe Road B2036 South Exit Southbound 781 776 -5 0.6% 0.2 LOW 2P 841 842 1 0.1% 0.0 HIGH 2P 613 609 -4 0.7% 0.2 LOW 1P B2036 / Castle Drive B2036 North Approach Southbound 792 790 -2 0.3% 0.1 LOW 2P 842 843 1 0.1% 0.0 HIGH 2P 630 624 -6 1.0% 0.2 LOW 1P B2036 / Castle Drive B2036 North Exit Northbound 673 687 14 2.1% 0.5 HIGH 1P 654 642 -12 1.8% 0.5 LOW 1P 533 539 6 1.1% 0.3 HIGH 1P 8b B2036 / Castle Drive Castle Drive Approach Westbound 20 19 -1 5.0% 0.2 LOW 1P 13 12 -1 7.7% 0.3 LOW 1P 14 12 -2 14.3% 0.6 LOW 1P B2036 / Castle Drive Castle Drive Exit Eastbound 20 22 2 10.0% 0.4 HIGH 1P 22 19 -3 13.6% 0.7 LOW 1P 30 30 0 0.0% 0.0 - 1P B2036 / Castle Drive B2036 South Approach Northbound 663 678 15 2.3% 0.6 HIGH 1P 662 649 -13 2.0% 0.5 LOW 1P 530 539 9 1.7% 0.4 HIGH 1P B2036 / Castle Drive B2036 South Exit Southbound 782 778 -4 0.5% 0.1 LOW 2P 841 843 2 0.2% 0.1 HIGH 2P 611 606 -5 0.8% 0.2 LOW 1P Haroldsea Drive / Balcombe Road Balcombe Road North Approach Southbound 780 776 -4 0.5% 0.1 LOW 2P 841 841 0 0.0% 0.0 - 2P 614 609 -5 0.8% 0.2 LOW 1P Haroldsea Drive / Balcombe Road Balcombe Road North Exit Northbound 668 675 7 1.0% 0.3 HIGH 1P 661 650 -11 1.7% 0.4 LOW 1P 534 542 8 1.5% 0.3 HIGH 1P 9 Haroldsea Drive / Balcombe Road Haroldslea Drive Approach Westbound 41 43 2 4.9% 0.3 HIGH 1P 49 47 -2 4.1% 0.3 LOW 1P 50 49 -1 2.0% 0.1 LOW 1P Haroldsea Drive / Balcombe Road Haroldslea Drive Exit Eastbound 59 59 0 0.0% 0.0 - 1P 80 79 -1 1.3% 0.1 LOW 1P 76 75 -1 1.3% 0.1 LOW 1P Haroldsea Drive / Balcombe Road Balcombe Road South Approach Northbound 652 658 6 0.9% 0.2 HIGH 1P 655 646 -9 1.4% 0.4 LOW 1P 528 537 9 1.7% 0.4 HIGH 1P Haroldsea Drive / Balcombe Road Balcombe Road South Exit Southbound 746 743 -3 0.4% 0.1 LOW 2P 804 805 1 0.1% 0.0 HIGH 2P 582 578 -4 0.7% 0.2 LOW 1P Fernhill Road / Balcombe Road Balcombe Road North Approach Southbound 681 672 -9 1.3% 0.3 LOW 1P 788 783 -5 0.6% 0.2 LOW 2P 543 554 11 2.0% 0.5 HIGH 1P Fernhill Road / Balcombe Road Balcombe Road North Exit Northbound 625 627 2 0.3% 0.1 HIGH 1P 624 620 -4 0.6% 0.2 LOW 1P 506 510 4 0.8% 0.2 HIGH 1P 10 Fernhill Road / Balcombe Road Fernhill Road Approach Westbound 24 24 0 0.0% 0.0 - 1P 36 36 0 0.0% 0.0 - 1P 10 11 1 10.0% 0.3 HIGH 1P Fernhill Road / Balcombe Road Fernhill Road Exit Eastbound 25 26 1 4.0% 0.2 HIGH 1P 28 24 -4 14.3% 0.8 LOW 1P 13 13 0 0.0% 0.0 - 1P Fernhill Road / Balcombe Road Balcombe Road South Approach Northbound 607 609 2 0.3% 0.1 HIGH 1P 606 602 -4 0.7% 0.2 LOW 1P 501 505 4 0.8% 0.2 HIGH 1P Fernhill Road / Balcombe Road Balcombe Road South Exit Southbound 662 652 -10 1.5% 0.4 LOW 1P 778 777 -1 0.1% 0.0 LOW 2P 535 547 12 2.2% 0.5 HIGH 1P Antlands Lane / Balcombe Road Balcombe Road North Approach Southbound 664 643 -21 3.2% 0.8 LOW 1P 781 780 -1 0.1% 0.0 LOW 2P 538 557 19 3.5% 0.8 HIGH 1P Antlands Lane / Balcombe Road Balcombe Road North Exit Northbound 607 607 0 0.0% 0.0 - 1P 607 603 -4 0.7% 0.2 LOW 1P 501 505 4 0.8% 0.2 HIGH 1P 11 Antlands Lane / Balcombe Road Antlands Lane Approach Westbound 498 496 -2 0.4% 0.1 LOW 1P 477 474 -3 0.6% 0.1 LOW 1P 372 372 0 0.0% 0.0 - 1P Antlands Lane / Balcombe Road Antlands Lane Exit Eastbound 854 836 -18 2.1% 0.6 LOW 2P 959 963 4 0.4% 0.1 HIGH 2P 537 552 15 2.8% 0.6 HIGH 1P Antlands Lane / Balcombe Road Balcombe Road South Approach Northbound 1026 1013 -13 1.3% 0.4 LOW 2P 1146 1146 0 0.0% 0.0 - 2P 689 704 15 2.2% 0.6 HIGH 1P Antlands Lane / Balcombe Road Balcombe Road South Exit Southbound 727 709 -18 2.5% 0.7 LOW 2P 838 834 -4 0.5% 0.1 LOW 2P 561 576 15 2.7% 0.6 HIGH 1P Radford Road / Balcombe Road Balcombe Road North Approach Southbound 747 725 -22 2.9% 0.8 LOW 2P 857 856 -1 0.1% 0.0 LOW 2P 575 592 17 3.0% 0.7 HIGH 1P Radford Road / Balcombe Road Balcombe Road North Exit Northbound 1054 1046 -8 0.8% 0.2 LOW 2P 1138 1140 2 0.2% 0.1 HIGH 2P 665 670 5 0.8% 0.2 HIGH 1P Radford Road / Balcombe Road Balcombe Road South Approach Northbound 516 512 -4 0.8% 0.2 LOW 1P 619 618 -1 0.2% 0.0 LOW 1P 368 371 3 0.8% 0.2 HIGH 1P 12 Radford Road / Balcombe Road Balcombe Road South Exit Southbound 518 500 -18 3.5% 0.8 LOW 1P 613 615 2 0.3% 0.1 HIGH 1P 414 425 11 2.7% 0.5 HIGH 1P Radford Road / Balcombe Road Radford Road Approach Eastbound 552 547 -5 0.9% 0.2 LOW 1P 537 539 2 0.4% 0.1 HIGH 1P 320 322 2 0.6% 0.1 HIGH 1P Radford Road / Balcombe Road Radford Road Exit Westbound 243 238 -5 2.1% 0.3 LOW 1P 262 258 -4 1.5% 0.2 LOW 1P 184 190 6 3.3% 0.4 HIGH 1P
Appendix B
AM M23 NETWORK QUEUES
Site 2 M23 West Queue Lengths (no. of vehs) 2.5
2
1.5
1
0.5
0
Modelled Observed PM M23 NETWORK QUEUES JUNCTION 1
J1 Victoria Rd North J1 Massetts Rd
9 9 ) 8 8 7 vehs 7 6 6 5 5 4 4 3 3 2 2
1 1
Average Average Maximum Queue(vehs) Average Maximum Queue(
0 0
07:00 07:10 07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 17:25 17:35 17:45 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 16:15 16:25 16:35 16:45 18:05 18:15 18:25 18:35 18:45 18:55 16:15 16:25 16:35 16:45 16:55 17:05 17:15 07:00 07:10 07:20 07:30 16:55 17:05 17:15 17:25 17:35 17:45 17:55 Time Time
Modelled Observed Modelled Observed
J1 Victoria Rd South
14 )
12 vehs 10
8
6
4
2 Average Maximum Queue ( Queue Maximum Average
0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 Time
Modelled Observed
JUNCTION 2
J2 Victoria Rd North J2 Russells Crescent
25 25
) ) vehs vehs 20 20
15 15
10 10
5 5
Average ( Queue Average Maximum ( Queue Average Maximum
0 0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:30 07:40 07:50 08:00 08:10 08:20 08:30 09:00 09:10 09:20 09:30 09:40 09:50 16:25 16:35 16:45 16:55 17:05 17:15 17:25 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 07:10 07:20 08:40 08:50 16:05 16:15 17:35 17:45 Time Time
Modelled Observed Modelled Observed
J2 Victoria Rd South
70 )
60 vehs 50
40
30
20
10 Average Average Maximum Queue(
0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 Time
Modelled Observed
JUNCTION 3
J3 Station Approach J3 Victoria Rd South
25 35
) )
30 vehs vehs 20 25
15 20
10 15 10 5
5
Average Maximum Queue ( Queue Maximum Average ( Queue Maximum Average
0 0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:30 07:40 07:50 08:00 08:10 08:20 08:30 09:00 09:10 09:20 09:30 09:40 09:50 16:25 16:35 16:45 16:55 17:05 17:15 17:25 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 07:10 07:20 08:40 08:50 16:05 16:15 17:35 17:45 Time Time
Modelled Observed Modelled Observed
JUNCTION 4
J4 Victoria Rd South J4 Limes Avenue
2.5 4.5
) )
4 vehs vehs 2 3.5 3 1.5 2.5 2 1 1.5
0.5 1
0.5
Average ( Queue Average Maximum ( Queue Average Maximum
0 0
07:00 07:30 07:40 07:50 08:00 08:10 08:40 08:50 09:00 09:10 09:20 09:40 09:50 16:05 16:15 16:45 16:55 17:05 17:15 17:25 17:45 17:55 18:05 18:15 18:25 18:55 07:00 07:10 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:50 16:05 16:15 16:25 16:55 17:05 17:15 17:25 17:35 17:55 18:05 18:15 18:25 18:35 07:10 07:20 08:20 08:30 09:30 16:25 16:35 17:35 18:35 18:45 07:20 07:30 08:30 08:40 09:40 16:35 16:45 17:45 18:45 18:55 Time Time
Modelled Observed Modelled Observed JUNCTION 5
J5 B2036 South J5 Balcombe Gdns
4.5 2.5
) )
4 vehs vehs 3.5 2 3 1.5 2.5 2 1 1.5
1 0.5
0.5
Average Average Maximum Queue( Average Maximum Queue(
0 0
07:00 07:30 07:40 07:50 08:00 08:10 08:40 08:50 09:00 09:10 09:20 09:40 09:50 16:05 16:15 16:45 16:55 17:05 17:15 17:25 17:45 17:55 18:05 18:15 18:25 18:55 07:00 07:10 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:50 16:05 16:15 16:25 16:55 17:05 17:15 17:25 17:35 17:55 18:05 18:15 18:25 18:35 07:10 07:20 08:20 08:30 09:30 16:25 16:35 17:35 18:35 18:45 07:20 07:30 08:30 08:40 09:40 16:35 16:45 17:45 18:45 18:55 Time Time
Modelled Observed Modelled Observed
JUNCTION 6
J6 B2036 (N) J6 Victoria Rd
18 14
) ) 16
12 vehs vehs 14 10 12 10 8
8 6 6 4 4 2
2
Average Average Maximum Queue ( Average Maximum Queue (
0 0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:30 07:40 07:50 08:00 08:10 08:20 08:30 09:00 09:10 09:20 09:30 09:40 09:50 16:25 16:35 16:45 16:55 17:05 17:15 17:25 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 07:10 07:20 08:40 08:50 16:05 16:15 17:35 17:45 Time Time
Modelled Observed Modelled Observed
J6 B2036 (S)
8 )
7 vehs 6
5
4
3
2
1 Average ( Queue Average Maximum
0
07:00 07:10 07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 17:25 17:35 17:45 17:55 18:05 18:15 18:25 18:35 18:45 18:55 16:15 16:25 16:35 16:45 16:55 17:05 17:15 Time
Modelled Observed
JUNCTION 7
J7 B2036 North J7 Limes Avenue
7 3.5
) )
6 3
vehs vehs 5 2.5
4 2
3 1.5
2 1
1 0.5
Average Average Maximum Queue( Average Maximum Queue(
0 0
07:00 07:10 07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 17:25 17:35 17:45 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:50 16:05 16:15 16:25 16:55 17:05 17:15 17:25 17:35 17:55 18:05 18:15 18:25 18:35 16:15 16:25 16:35 16:45 16:55 17:05 17:15 07:20 07:30 08:30 08:40 09:40 16:35 16:45 17:45 18:45 18:55 Time Time
Modelled Observed Modelled Observed
JUNCTION 8b
J8b Castle Drive J8b B2036 South
3.5 6
) )
3 vehs vehs 5 2.5 4 2 3 1.5 2 1
0.5 1
Average Average Maximum Queue ( Average Maximum Queue (
0 0
07:00 07:30 07:40 07:50 08:00 08:10 08:40 08:50 09:00 09:10 09:20 09:40 09:50 16:05 16:15 16:45 16:55 17:05 17:15 17:25 17:45 17:55 18:05 18:15 18:25 18:55 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 16:15 16:25 16:35 16:45 18:05 18:15 18:25 18:35 18:45 18:55 07:10 07:20 08:20 08:30 09:30 16:25 16:35 17:35 18:35 18:45 07:00 07:10 07:20 07:30 16:55 17:05 17:15 17:25 17:35 17:45 17:55 Time Time
Modelled Observed Modelled Observed
JUNCTION 9
J9 B2036 South J9 Haroldsea Drive
7 4.5
) ) 4
6 vehs vehs 3.5 5 3 4 2.5
3 2 1.5 2 1 1
0.5
Average ( Queue Maximum Average ( Queue Maximum Average
0 0
07:00 07:10 07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 17:25 17:35 17:45 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:50 16:05 16:15 16:25 16:55 17:05 17:15 17:25 17:35 17:55 18:05 18:15 18:25 18:35 16:15 16:25 16:35 16:45 16:55 17:05 17:15 07:20 07:30 08:30 08:40 09:40 16:35 16:45 17:45 18:45 18:55 Time Time
Modelled Observed Modelled Observed JUNCTION 10
J10 B2036 South J10 Fernhill Road
6 3.5
) )
3 vehs vehs 5 2.5 4 2 3 1.5 2 1
1 0.5
Average Average Maximum Queue( Average Maximum Queue(
0 0
07:00 07:10 07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:30 08:40 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:05 17:25 17:35 17:45 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:50 16:05 16:15 16:25 16:55 17:05 17:15 17:25 17:35 17:55 18:05 18:15 18:25 18:35 16:15 16:25 16:35 16:45 16:55 17:05 17:15 07:20 07:30 08:30 08:40 09:40 16:35 16:45 17:45 18:45 18:55 Time Time
Modelled Observed Modelled Observed
JUNCTION 11
J11 B2036 (N) J11 B2036 (S)
30 10 )
) 9 vehs vehs 25 8 7 20 6 15 5 4 10 3 2 5
1
Average Average Maximum Queue ( Average Maximum Queue (
0 0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:30 07:40 07:50 08:00 08:10 08:20 08:30 09:00 09:10 09:20 09:30 09:40 09:50 16:25 16:35 16:45 16:55 17:05 17:15 17:25 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 07:10 07:20 08:40 08:50 16:05 16:15 17:35 17:45 Time Time
Modelled Observed Modelled Observed
J11 B2037 20 ) 18
vehs 16 14 12 10 8 6 4
2 Average ( Queue Maximum Average
0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 Time
Modelled Observed
JUNCTION 12
J12 B2036 (N) J12 Radford Rd
25 25
)
) vehs vehs 20 20
15 15
10 10
5 5
Average Average Maximum Queue ( Average Average Maximum Queue(
0 0
07:20 07:30 07:40 07:50 08:00 08:10 08:20 08:50 09:00 09:10 09:20 09:30 09:40 09:50 16:15 16:25 16:35 16:45 16:55 17:05 17:15 17:45 17:55 18:05 18:15 18:25 18:35 18:45 07:00 07:30 07:40 07:50 08:00 08:10 08:20 08:30 09:00 09:10 09:20 09:30 09:40 09:50 16:25 16:35 16:45 16:55 17:05 17:15 17:25 17:55 18:05 18:15 18:25 18:35 18:45 18:55 07:00 07:10 08:30 08:40 16:05 17:25 17:35 18:55 07:10 07:20 08:40 08:50 16:05 16:15 17:35 17:45 Time Time
Modelled Observed Modelled Observed
Appendix C
SELECTED RUN >> AVG
07:00-08:00 08:00-09:00 09:00-10:00 07:00-10:00 Road Name Direction Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB ATC1 Balcombe Road North Site Inbound 552 549 -3 0.6% 0.1 LOW 1P 470 468 -2 0.4% 0.1 LOW 1P 357 378 21 6.0% 1.1 HIGH 1P 1379 1395 16 1.2% 0.43 HIGH 2P ATC1 Balcombe Road North Site Outbound 424 450 26 6.2% 1.3 HIGH 1P 502 526 24 4.7% 1.0 HIGH 1P 385 407 22 5.8% 1.1 HIGH 1P 1311 1383 72 5.5% 1.97 HIGH 2P ATC2 Victoria Road Inbound 321 319 -2 0.5% 0.1 LOW 1P 483 481 -2 0.5% 0.1 LOW 1P 310 318 8 2.5% 0.4 HIGH 1P 1114 1118 4 0.3% 0.11 HIGH 2P ATC2 Victoria Road Outbound 230 237 7 2.9% 0.4 HIGH 1P 273 298 25 9.2% 1.5 HIGH 1P 229 245 17 7.2% 1.1 HIGH 1P 732 780 48 6.6% 1.75 HIGH 2P ATC3 Balcombe Road Middle Site Inbound 688 682 -6 0.8% 0.2 LOW 1P 661 650 -11 1.7% 0.4 LOW 1P 493 505 12 2.5% 0.5 HIGH 1P 1842 1837 -5 0.2% 0.10 LOW 2P ATC3 Balcombe Road Middle Site Outbound 580 532 -48 8.2% 2.0 LOW 1P 610 562 -48 7.9% 2.0 LOW 1P 482 466 -16 3.3% 0.7 LOW 1P 1672 1560 -112 6.7% 2.78 LOW 2P ATC4 Antlands Lane Inbound 567 589 23 4.0% 0.9 HIGH 1P 610 619 9 1.4% 0.3 HIGH 1P 518 536 18 3.5% 0.8 HIGH 1P 1695 1744 49 2.9% 1.19 HIGH 2P ATC4 Antlands Lane Outbound 466 464 -2 0.4% 0.1 LOW 1P 542 524 -18 3.3% 0.8 LOW 1P 326 362 36 11.2% 2.0 HIGH 1P 1334 1350 16 1.2% 0.45 HIGH 2P ATC5 Radford Road Inbound 163 188 25 15.6% 1.9 HIGH 1P 237 238 1 0.4% 0.1 HIGH 1P 169 172 3 1.8% 0.2 HIGH 1P 569 598 29 5.2% 1.21 HIGH 1P ATC5 Radford Road Outbound 498 510 13 2.5% 0.6 HIGH 1P 664 636 -28 4.3% 1.1 LOW 1P 389 419 30 7.8% 1.5 HIGH 1P 1551 1565 15 0.9% 0.37 HIGH 2P ATC6 Balcombe Road Southern Site Inbound 648 654 6 1.0% 0.2 HIGH 1P 550 576 26 4.8% 1.1 HIGH 1P 356 385 30 8.3% 1.5 HIGH 1P 1553 1615 62 4.0% 1.56 HIGH 2P ATC6 Balcombe Road Southern Site Outbound 251 234 -17 6.9% 1.1 LOW 1P 311 308 -3 0.9% 0.2 LOW 1P 312 317 5 1.7% 0.3 HIGH 1P 874 859 -15 1.7% 0.51 LOW 2P
16:00-17:00 17:00-18:00 18:00-19:00 16:00-19:00 Road Name Direction Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB Observed Modelled Difference % GEH +/- DMRB ATC1 Balcombe Road North Site Inbound 440 475 36 8.1% 1.7 HIGH 1P 468 453 -15 3.1% 0.7 LOW 1P 393 387 -6 1.5% 0.3 LOW 1P 1300 1315 15 1.2% 0.42 HIGH 2P ATC1 Balcombe Road North Site Outbound 566 570 4 0.6% 0.2 HIGH 1P 607 582 -25 4.2% 1.0 LOW 1P 457 429 -28 6.1% 1.3 LOW 1P 1630 1581 -49 3.0% 1.23 LOW 2P ATC2 Victoria Road Inbound 345 352 7 2.1% 0.4 HIGH 1P 359 314 -45 12.6% 2.5 LOW 1P 276 260 -16 5.6% 0.9 LOW 1P 980 926 -54 5.5% 1.74 LOW 2P ATC2 Victoria Road Outbound 369 365 -4 1.2% 0.2 LOW 1P 408 399 -9 2.3% 0.5 LOW 1P 309 299 -10 3.3% 0.6 LOW 1P 1087 1063 -24 2.2% 0.73 LOW 2P ATC3 Balcombe Road Middle Site Inbound 638 630 -8 1.2% 0.3 LOW 1P 679 618 -61 9.0% 2.4 LOW 1P 528 512 -16 3.1% 0.7 LOW 1P 1845 1760 -85 4.6% 2.00 LOW 2P ATC3 Balcombe Road Middle Site Outbound 723 674 -49 6.7% 1.8 LOW 2P 784 786 2 0.3% 0.1 HIGH 2P 575 548 -27 4.6% 1.1 LOW 1P 2081 2008 -73 3.5% 1.62 LOW 2P ATC4 Antlands Lane Inbound 451 497 46 10.1% 2.1 HIGH 1P 482 475 -7 1.3% 0.3 LOW 1P 346 368 22 6.3% 1.1 HIGH 1P 1279 1340 61 4.8% 1.68 HIGH 2P ATC4 Antlands Lane Outbound 824 835 11 1.3% 0.4 HIGH 2P 970 963 -7 0.7% 0.2 LOW 2P 543 552 9 1.7% 0.4 HIGH 1P 2337 2350 13 0.5% 0.26 HIGH 2P ATC5 Radford Road Inbound 517 550 33 6.5% 1.4 HIGH 1P 507 538 31 6.1% 1.3 HIGH 1P 314 321 7 2.2% 0.4 HIGH 1P 1338 1409 71 5.3% 1.92 HIGH 2P ATC5 Radford Road Outbound 216 239 23 10.8% 1.5 HIGH 1P 224 259 35 15.8% 2.3 HIGH 1P 156 190 34 21.5% 2.6 HIGH 1P 596 688 92 15.5% 3.64 HIGH 1P ATC6 Balcombe Road Southern Site Inbound 488 512 24 4.9% 1.1 HIGH 1P 609 618 9 1.4% 0.3 HIGH 1P 368 369 2 0.4% 0.1 HIGH 1P 1465 1499 34 2.3% 0.89 HIGH 2P ATC6 Balcombe Road Southern Site Outbound 503 499 -4 0.8% 0.2 LOW 1P 598 613 16 2.6% 0.6 HIGH 1P 431 426 -5 1.2% 0.3 LOW 1P 1532 1538 6 0.4% 0.16 HIGH 2P
Appendix B – Journey Time Data
07:00-08:00 08:00-09:00 09:00-10:00 M32 Network Journey Times 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% B-C 29 39 39 40 29 39 39 39 29 38 38 42 Eastbound C-D 12 7 7 7 12 7 7 7 12 7 7 7 D-E 68 72 72 73 68 71 71 72 67 70 70 71 E-D 82 100 98 151 85 97 101 169 75 83 90 105 D-C 15 26 26 29 15 27 26 31 15 15 17 23 Westbound C-B 20 29 29 29 20 29 29 30 20 26 26 28 B-A 50 60 59 61 49 60 59 61 48 55 55 58 NB Off-Slip 42 21 21 39 42 22 27 117 37 20 38 126 NB On-Slip 16 16 16 16 16 16 16 16 16 15 15 15 M23 Slip Roads SB Off-Slip 33 34 35 39 34 40 45 61 31 31 32 34 SB On-Slip 19 19 19 19 19 19 19 19 19 17 17 19 NB Between J10 and J9 77 74 74 76 76 75 75 163 75 72 72 160 NB Within J9 31 31 31 31 31 30 30 30 31 30 30 31 M23 Mainline SB Within J9 29 29 29 29 30 29 29 29 29 28 28 29 SB Between J9 and J10 81 77 77 78 81 77 77 78 80 75 76 76
16:00-17:00 17:00-18:00 18:00-19:00 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% B-C 75 56 63 138 45 48 48 144 33 40 41 139 Eastbound C-D 14 21 23 27 14 19 19 28 12 16 16 28 D-E 71 81 81 82 71 82 83 82 70 79 80 82 E-D 69 89 88 89 70 89 89 90 69 88 88 89 D-C 14 7 7 7 14 7 7 7 14 7 7 7 Westbound C-B 20 25 25 25 20 25 25 26 20 25 25 25 B-A 47 52 53 54 48 54 55 55 47 52 53 53 NB Off-Slip 28 18 18 18 29 19 19 19 28 18 18 18 NB On-Slip 16 16 16 16 16 15 15 15 16 15 15 15 M23 Slip Roads SB Off-Slip 34 34 34 36 36 35 36 37 35 33 35 35 SB On-Slip 21 20 22 22 22 25 26 25 20 19 19 22 NB Between J10 and J9 74 72 72 72 73 72 72 72 71 69 69 70 NB Within J9 31 30 30 31 30 30 30 30 30 29 29 30 M23 Mainline SB Within J9 29 29 29 29 29 29 29 29 29 29 29 29 SB Between J9 and J10 81 77 77 78 82 78 78 80 80 77 77 78 07:00-08:00 08:00-09:00 09:00-10:00 AM B2036 Network Journey Times 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% A-F 173 172 174 176 183 184 185 194 180 182 180 192 Route 1 F-C 147 152 152 155 149 154 153 158 144 148 149 151 Southbound C-D 60 61 62 72 61 66 73 117 53 54 54 56 Complete Route 380 385 388 404 392 404 411 469 377 384 383 399 D-C 53 54 54 56 52 54 56 59 51 52 53 54 Route 1 C-F 142 147 147 149 141 147 146 148 138 142 143 147 Northbound F-A 183 184 183 186 221 228 231 288 225 227 227 323 Complete Route 378 384 384 390 414 429 434 495 414 421 422 523 A-F 173 172 174 176 183 184 185 194 180 182 180 192 Route 2 F-C 147 152 152 155 149 154 153 158 144 148 149 151 Southbound C-E 66 67 68 79 67 73 79 125 59 60 60 63 Complete Route 386 391 394 410 399 411 417 477 383 390 389 406 E-C 62 65 67 72 60 66 72 77 56 58 58 60 Route 2 C-F 142 147 147 149 141 147 146 148 138 142 143 147 Northbound F-A 183 184 183 186 221 228 231 288 225 227 227 323 Complete Route 388 395 397 407 421 441 449 513 419 427 428 530 B-F 32 33 33 35 31 31 31 33 29 29 29 31 Route 3 F-C 147 152 152 155 149 154 153 158 144 148 149 151 Southbound C-D 60 61 62 72 61 66 73 117 53 54 54 56 Complete Route 239 245 247 262 240 251 258 308 226 230 231 238 D-C 53 54 54 56 52 54 56 59 51 52 53 54 Route 3 C-F 142 147 147 149 141 147 146 148 138 142 143 147 Northbound F-B 27 27 27 27 28 28 27 28 25 26 25 26 Complete Route 222 227 228 231 221 229 230 235 214 219 221 226 B-F 32 33 33 35 31 31 31 33 29 29 29 31 Route 4 F-C 147 152 152 155 149 154 153 158 144 148 149 151 Southbound C-E 66 67 68 79 67 73 79 125 59 60 60 63 Complete Route 245 251 253 269 246 258 264 316 232 237 238 245 E-C 62 65 67 72 60 66 72 77 56 58 58 60 Route 4 C-F 142 147 147 149 141 147 146 148 138 142 143 147 Northbound F-B 27 27 27 27 28 28 27 28 25 26 25 26 Complete Route 231 238 240 248 228 241 246 253 219 225 227 233 16:00-17:00 17:00-18:00 18:00-19:00 PM B2036 Network Journey Times 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% A-F 210 212 213 241 213 216 212 274 201 201 200 274 Route 1 F-C 156 167 173 202 167 328 382 686 148 222 268 458 Southbound C-D 52 52 53 53 53 54 54 55 52 52 52 53 Complete Route 419 432 439 496 433 599 649 1015 400 474 520 784 D-C 54 54 54 55 54 54 54 57 51 51 51 52 Route 1 C-F 140 144 144 146 141 146 145 165 138 142 142 242 Northbound F-A 232 246 245 354 241 259 258 583 224 243 244 786 Complete Route 426 443 443 555 436 459 457 805 412 436 437 1079 A-F 210 212 213 241 213 216 212 274 201 201 200 274 Route 2 F-C 156 167 173 202 167 328 382 686 148 222 268 458 Southbound C-E 59 59 59 60 60 61 61 62 58 58 58 59 Complete Route 426 438 445 503 440 605 655 1022 407 481 526 790 E-C 63 63 63 68 68 68 68 77 57 57 57 58 Route 2 C-F 140 144 144 146 141 146 145 165 138 142 142 242 Northbound F-A 232 246 245 354 241 259 258 583 224 243 244 786 Complete Route 435 453 453 568 450 473 471 825 418 442 443 1085 B-F 37 36 37 40 37 36 37 60 29 29 29 94 Route 3 F-C 156 167 173 202 167 328 382 686 148 222 268 458 Southbound C-D 52 52 53 53 53 54 54 55 52 52 52 53 Complete Route 246 255 262 295 257 419 473 801 228 303 349 605 D-C 54 54 54 55 54 54 54 57 51 51 51 52 Route 3 C-F 140 144 144 146 141 146 145 165 138 142 142 242 Northbound F-B 28 27 27 27 26 26 26 27 25 25 25 27 Complete Route 221 225 225 228 221 226 225 248 214 218 217 320 B-F 37 36 37 40 37 36 37 60 29 29 29 94 Route 4 F-C 156 167 173 202 167 328 382 686 148 222 268 458 Southbound C-E 59 59 59 60 60 61 61 62 58 58 58 59 Complete Route 252 261 269 301 264 425 480 808 235 309 355 611 E-C 63 63 63 68 68 68 68 77 57 57 57 58 Route 4 C-F 140 144 144 146 141 146 145 165 138 142 142 242 Northbound F-B 28 27 27 27 26 26 26 27 25 25 25 27 Complete Route 231 234 235 241 235 240 239 269 220 224 223 326
Appendix C – Potential Layout of Balcombe Road / Antlands Lane Junction
Appendix D – Queue Length Data
SELECT >> Average [m] 07:00-08:00 08:00-09:00 09:00-10:00 AM Queue Length 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% Site 1 M23 East 23 2 4 3 35 9 89 88 8 5 51 96 Site 1 Ring Road 11 0 1 1 11 4 62 59 4 2 140 275 Site 1 Airport Way 2 8 10 20 2 22 24 78 3 82 196 421 Site 1 Development - 1 2 2 - 1 2 2 - 1 2 2 Site 1 East to West Through Hamburger (East Side) - 50 48 211 - 45 46 206 - 18 22 35 Site 1 East to West Through Hamburger (West Side) - 26 26 31 - 28 27 35 - 10 11 20 M23 Junction 9a Site 1 West to East Through Hamburger (West Side) - 20 20 23 - 17 18 20 - 16 16 19 Site 1 West to East Through Hamburger (East Side) - 2 2 2 - 1 2 2 - 1 2 2 Site 1 Circulatory (East Side) - 8 12 14 - 25 70 60 - 15 43 67 Site 1 Circulatory (East Side onto Circulatory) - 20 22 29 - 29 31 41 - 36 51 60 Site 1 Circulatory (East Side onto M23 East) - 20 22 30 - 29 31 41 - 36 52 61 Site 1 Slip Road onto Airport Way Westbound - 5 5 5 - 4 7 9 - 4 7 14 Site 2 M23 North 20 24 28 42 22 48 127 217 11 15 18 65 Site 2 Circulatory Eastbound 10 10 10 12 10 10 10 11 8 8 9 10 M23 Junction 9 Site 2 M23 South 25 0 0 26 25 0 11 320 13 0 17 196 Site 2 Circulatory Westbound 37 0 0 0 47 0 0 0 20 0 0 0 Site 2 M23 West 0 0 0 0 0 0 0 0 0 0 0 0 Victoria Rd (North) 4 4 4 5 7 7 7 8 5 5 6 6 Eastern Arm 0 0 0 0 0 0 0 0 0 0 0 0 Junction 1 Victoria Rd (S) 4 3 4 4 7 7 7 8 5 6 6 7 Massetts Road 3 3 3 4 6 7 7 8 6 6 6 6 Victoria Rd (North) 4 4 4 4 3 4 4 4 4 4 4 4 Junction 2 Victoria Rd (S) 29 30 30 37 130 136 137 244 96 99 98 226 Russells Crescent (Right Turn) 11 11 11 14 22 23 23 32 7 7 7 9 Station Approach 1 1 1 1 14 13 16 64 23 21 24 96 Junction 3 Victoria Rd (Right Turn) 0 0 0 1 21 24 25 87 20 22 20 87 Limes Avenue 0 0 0 0 0 0 0 0 0 0 0 0 Junction 4 Victoria Rd (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 0 Balcombe Gdns 0 0 0 0 0 0 0 0 0 0 0 0 Junction 5 B2036 (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 0 B2036 (North) 4 4 4 6 2 3 2 4 1 1 2 3 Junction 6 B2036 (South) 0 0 0 1 1 1 1 1 0 0 0 2 Victoria Rd 1 1 1 3 1 1 1 2 0 1 0 1 B2036 (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 1 Junction 7 Limes Avenue 0 0 0 0 0 0 0 0 0 0 0 0 Castle Drive 0 0 0 0 0 0 0 0 0 0 0 0 Junction 8 B2036 (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 1 Haroldslea Drive 0 0 0 0 0 0 0 1 0 0 0 0 Junction 9 B2036 (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 0 Fernhill Road 0 0 0 0 0 0 0 0 0 0 0 0 Junction 10 B2036 (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 0 B2036 (North) 2 2 2 4 3 3 3 6 1 1 1 2 Junction 11 B2037 5 5 5 9 6 9 10 51 3 3 4 6 B2036 (South) 1 2 3 5 1 3 7 13 0 1 2 2 B2036 (North) (Right Turn) 10 11 14 34 18 61 110 240 1 3 4 45 Junction 12 Radford Rd 1 2 3 4 1 3 6 9 0 0 0 1 Site Access - 0 0 0 - 0 0 0 - 0 0 0 Junction 13 B2036 (North) - 2 2 3 - 2 3 3 - 2 2 2 B2036 (South) - 4 4 5 - 5 6 7 - 3 3 4 SELECT >> Maximum [m] 07:00-08:00 08:00-09:00 09:00-10:00 AM Queue Length 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% Site 1 M23 East 107 23 37 29 131 56 203 204 53 39 141 209 Site 1 Ring Road 41 7 11 13 41 23 109 105 26 17 185 325 Site 1 Airport Way 29 44 47 67 24 65 71 135 29 133 265 472 Site 1 Development - 7 9 9 - 7 10 10 - 8 10 10 Site 1 East to West Through Hamburger (East Side) - 116 114 305 - 110 116 356 - 64 72 99 Site 1 East to West Through Hamburger (West Side) - 58 57 68 - 61 60 75 - 30 34 51 M23 Junction 9a Site 1 West to East Through Hamburger (West Side) - 73 72 82 - 68 69 73 - 61 62 75 Site 1 West to East Through Hamburger (East Side) - 10 9 10 - 9 10 12 - 9 10 12 Site 1 Circulatory (East Side) - 42 60 66 - 98 157 141 - 66 120 150 Site 1 Circulatory (East Side onto Circulatory) - 90 93 106 - 92 93 104 - 106 118 122 Site 1 Circulatory (East Side onto M23 East) - 90 93 106 - 92 93 104 - 106 119 122 Site 1 Slip Road onto Airport Way Westbound - 25 25 25 - 24 38 44 - 25 43 72 Site 2 M23 North 92 102 110 137 95 145 239 369 65 78 87 152 Site 2 Circulatory Eastbound 39 40 42 45 39 39 39 43 33 34 36 38 M23 Junction 9 Site 2 M23 South 87 2 4 50 87 4 41 435 55 1 33 287 Site 2 Circulatory Westbound 122 0 0 0 140 0 0 4 78 0 0 0 Site 2 M23 West 1 1 1 1 1 1 1 1 1 1 2 1 Victoria Rd (North) 23 24 24 26 29 30 30 33 25 26 25 27 Eastern Arm 2 2 2 2 1 1 1 1 1 2 2 2 Junction 1 Victoria Rd (S) 30 28 29 30 43 43 42 46 36 39 39 42 Massetts Road 18 18 17 19 25 26 26 28 23 23 23 24 Victoria Rd (North) 28 25 25 27 23 27 24 28 25 27 26 29 Junction 2 Victoria Rd (S) 91 92 93 106 220 229 232 331 169 172 167 294 Russells Crescent (Right Turn) 46 46 49 55 74 72 74 90 33 32 33 40 Station Approach 12 12 13 15 36 34 38 89 39 36 40 114 Junction 3 Victoria Rd (Right Turn) 6 7 7 9 61 67 69 150 46 48 45 131 Limes Avenue 0 1 0 1 1 1 1 2 1 1 1 3 Junction 4 Victoria Rd (Right Turn) 1 2 1 1 3 2 1 2 1 1 2 2 Balcombe Gdns 0 0 0 0 0 0 1 1 0 0 0 0 Junction 5 B2036 (Right Turn) 7 3 5 8 6 5 5 6 5 6 6 6 B2036 (North) 29 33 35 44 27 33 31 38 22 24 25 33 Junction 6 B2036 (South) 10 12 11 15 19 16 17 20 8 7 9 15 Victoria Rd 18 18 18 25 19 19 19 23 12 14 12 21 B2036 (Right Turn) 3 3 1 3 5 3 4 6 2 1 3 6 Junction 7 Limes Avenue 1 2 1 2 2 2 2 3 3 2 4 4 Castle Drive 1 1 1 1 1 1 1 2 0 0 0 1 Junction 8 B2036 (Right Turn) 3 2 3 3 3 4 5 6 1 1 0 4 Haroldslea Drive 6 7 6 8 9 10 10 11 5 5 4 5 Junction 9 B2036 (Right Turn) 4 5 5 9 8 8 8 7 4 7 3 7 Fernhill Road 1 1 1 1 3 2 3 4 0 0 0 0 Junction 10 B2036 (Right Turn) 1 0 1 0 1 2 1 1 2 1 1 3 B2036 (North) 31 36 36 44 36 40 39 48 18 21 21 30 Junction 11 B2037 39 40 40 57 45 53 53 121 33 33 39 50 B2036 (South) 23 29 33 47 19 36 60 88 14 20 24 30 B2036 (North) (Right Turn) 58 60 68 105 79 124 170 318 23 32 35 81 Junction 12 Radford Rd 18 22 24 29 16 29 39 47 8 12 13 15 Site Access - 2 3 3 - 2 3 3 - 3 3 3 Junction 13 B2036 (North) - 34 34 38 - 36 35 39 - 27 30 35 B2036 (South) - 50 49 59 - 57 65 69 - 39 44 50 SELECT >> Average [m] 16:00-17:00 17:00-18:00 18:00-19:00 PM Queue Length 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% Site 1 M23 East 1 0 0 0 1 0 0 0 1 0 0 0 Site 1 Ring Road 1 0 0 4 3 0 0 1 1 0 0 0 Site 1 Airport Way 200 11 12 110 61 9 9 18 14 5 6 17 Site 1 Development - 13 22 23 - 109 387 386 - 36 426 428 Site 1 East to West Through Hamburger (East Side) - 18 17 20 - 20 20 23 - 16 16 18 Site 1 East to West Through Hamburger (West Side) - 0 0 0 - 0 0 0 - 0 0 0 M23 Junction 9a Site 1 West to East Through Hamburger (West Side) - 72 89 414 - 51 52 425 - 27 28 408 Site 1 West to East Through Hamburger (East Side) - 24 27 35 - 20 20 35 - 12 13 35 Site 1 Circulatory (East Side) - 17 17 29 - 18 18 24 - 11 11 15 Site 1 Circulatory (East Side onto Circulatory) - 46 47 60 - 50 50 56 - 41 39 56 Site 1 Circulatory (East Side onto M23 East) - 46 47 61 - 50 50 56 - 41 40 56 Site 1 Slip Road onto Airport Way Westbound - 7 7 13 - 9 9 11 - 8 9 10 Site 2 M23 North 12 13 13 15 15 15 15 18 13 13 13 15 Site 2 Circulatory Eastbound 12 16 18 20 14 30 31 34 9 15 21 25 M23 Junction 9 Site 2 M23 South 3 0 0 0 4 0 0 0 3 0 0 0 Site 2 Circulatory Westbound 12 0 0 0 15 0 0 0 13 0 0 0 Site 2 M23 West 0 0 0 0 0 0 0 1 0 0 0 0 Victoria Rd (North) 6 6 6 6 7 7 7 8 5 5 5 6 Eastern Arm 0 0 0 0 0 0 0 0 0 0 0 0 Junction 1 Victoria Rd (S) 7 7 7 8 7 8 7 9 5 5 5 6 Massetts Road 6 6 5 6 6 6 6 7 5 5 5 5 Victoria Rd (North) 15 15 16 26 12 13 13 33 9 9 9 17 Junction 2 Victoria Rd (S) 54 68 68 214 67 91 94 388 37 56 59 458 Russells Crescent (Right Turn) 12 13 13 16 12 12 12 19 9 9 9 14 Station Approach 1 1 1 4 1 1 2 12 0 1 1 14 Junction 3 Victoria Rd (Right Turn) 0 0 0 59 1 4 4 206 0 2 2 299 Limes Avenue 0 0 0 0 0 0 0 0 0 0 0 0 Junction 4 Victoria Rd (Right Turn) 0 0 0 0 0 0 0 0 0 0 0 0 Balcombe Gdns 0 0 0 0 0 0 0 0 0 0 0 0 Junction 5 B2036 (Right Turn) 0 0 0 0 0 0 0 1 0 0 0 1 B2036 (North) 7 6 7 11 7 7 7 54 2 2 2 118 Junction 6 B2036 (South) 0 0 0 0 0 0 0 30 0 0 0 140 Victoria Rd 1 2 2 2 1 2 1 7 0 0 0 8 B2036 (Right Turn) 0 0 0 0 0 0 0 20 0 0 0 22 Junction 7 Limes Avenue 0 0 0 0 0 0 0 3 0 0 0 7 Castle Drive 0 0 0 0 0 0 0 0 0 0 0 1 Junction 8 B2036 (Right Turn) 0 0 1 1 1 1 1 25 1 1 1 117 Haroldslea Drive 0 0 0 0 0 0 0 1 0 0 0 14 Junction 9 B2036 (Right Turn) 0 1 1 1 1 2 1 17 0 1 1 90 Fernhill Road 0 0 0 0 0 0 0 0 0 0 0 0 Junction 10 B2036 (Right Turn) 0 0 0 0 0 0 1 0 0 0 0 1 B2036 (North) 11 20 34 98 26 351 383 455 2 80 126 206 Junction 11 B2037 3 5 6 9 6 14 16 13 2 8 13 27 B2036 (South) 2 2 2 4 2 2 2 7 1 1 1 1 B2036 (North) (Right Turn) 1 1 2 3 2 16 14 25 0 1 1 1 Junction 12 Radford Rd 4 4 4 9 8 8 8 17 0 0 0 1 Site Access - 5 9 9 - 21 122 127 - 8 109 148 Junction 13 B2036 (North) - 3 3 3 - 4 8 249 - 2 3 117 B2036 (South) - 2 2 3 - 2 2 3 - 2 2 2 SELECT >> Maximum [m] 16:00-17:00 17:00-18:00 18:00-19:00 PM Queue Length 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% 2016 Base 2016 66% Ph4 2016 Phase 4 2016 Ph4 + 10% Site 1 M23 East 21 3 4 4 25 1 2 2 16 1 2 1 Site 1 Ring Road 17 5 6 20 26 8 9 12 15 3 5 6 Site 1 Airport Way 301 46 49 169 166 49 48 52 66 34 36 56 Site 1 Development - 37 56 56 - 162 424 422 - 72 447 447 Site 1 East to West Through Hamburger (East Side) - 56 57 61 - 63 65 71 - 53 54 59 Site 1 East to West Through Hamburger (West Side) - 0 0 0 - 0 0 0 - 0 0 0 M23 Junction 9a Site 1 West to East Through Hamburger (West Side) - 173 193 504 - 148 150 506 - 101 102 502 Site 1 West to East Through Hamburger (East Side) - 67 76 97 - 60 60 95 - 35 36 96 Site 1 Circulatory (East Side) - 54 54 65 - 61 62 68 - 43 43 49 Site 1 Circulatory (East Side onto Circulatory) - 117 117 123 - 122 123 124 - 115 114 123 Site 1 Circulatory (East Side onto M23 East) - 118 117 124 - 123 124 124 - 115 114 124 Site 1 Slip Road onto Airport Way Westbound - 31 32 48 - 42 41 52 - 34 35 40 Site 2 M23 North 52 55 55 61 61 62 63 68 53 55 53 61 Site 2 Circulatory Eastbound 54 74 84 88 61 111 115 119 44 74 91 104 M23 Junction 9 Site 2 M23 South 25 0 0 0 29 0 0 0 22 0 0 0 Site 2 Circulatory Westbound 59 0 0 0 64 0 0 0 57 0 0 0 Site 2 M23 West 1 2 5 4 4 10 11 14 2 4 7 6 Victoria Rd (North) 27 26 27 28 31 31 29 33 25 25 25 26 Eastern Arm 1 1 1 1 2 2 2 2 1 1 1 1 Junction 1 Victoria Rd (S) 45 44 45 47 43 48 45 48 32 34 37 41 Massetts Road 23 23 22 23 24 24 25 25 20 21 20 22 Victoria Rd (North) 60 64 64 84 53 57 56 95 43 42 41 60 Junction 2 Victoria Rd (S) 119 132 133 279 133 154 159 429 91 113 116 486 Russells Crescent (Right Turn) 51 52 54 64 51 52 50 64 44 43 44 55 Station Approach 10 12 11 20 13 14 14 36 10 12 12 37 Junction 3 Victoria Rd (Right Turn) 8 9 10 98 11 18 19 254 7 12 11 339 Limes Avenue 0 0 1 1 0 0 0 2 0 0 0 3 Junction 4 Victoria Rd (Right Turn) 2 4 4 5 2 2 2 5 1 2 3 6 Balcombe Gdns 0 0 1 1 0 0 0 0 0 0 0 1 Junction 5 B2036 (Right Turn) 8 7 7 9 5 7 4 8 5 4 4 10 B2036 (North) 54 51 52 69 50 50 52 125 25 24 25 183 Junction 6 B2036 (South) 12 9 11 12 7 10 7 55 4 4 5 191 Victoria Rd 21 23 23 28 22 23 21 43 11 12 10 36 B2036 (Right Turn) 5 5 4 6 3 2 2 43 2 2 2 58 Junction 7 Limes Avenue 2 2 2 2 2 2 2 6 2 2 2 11 Castle Drive 1 1 1 2 0 0 0 0 0 0 0 3 Junction 8 B2036 (Right Turn) 8 6 8 10 15 17 14 62 8 12 10 163 Haroldslea Drive 6 6 6 7 6 6 7 9 5 5 5 24 Junction 9 B2036 (Right Turn) 12 11 13 16 21 26 22 58 9 13 12 139 Fernhill Road 0 0 0 0 1 2 2 5 0 0 0 0 Junction 10 B2036 (Right Turn) 0 0 1 1 1 5 6 7 0 2 2 6 B2036 (North) 66 90 111 182 100 441 460 505 28 140 201 310 Junction 11 B2037 31 38 39 51 38 55 59 54 20 34 45 70 B2036 (South) 33 33 32 41 31 31 33 59 14 14 15 16 B2036 (North) (Right Turn) 26 26 30 35 32 52 51 69 14 17 17 25 Junction 12 Radford Rd 33 37 35 49 45 46 46 67 12 12 12 13 Site Access - 21 30 30 - 52 141 142 - 27 126 154 Junction 13 B2036 (North) - 40 41 43 - 46 54 320 - 31 35 183 B2036 (South) - 35 36 39 - 37 35 39 - 30 30 34