Classification: OFFICIAL PORep2735 (REDACTED) Classification: OFFICIAL PART A – YOUR DETAILS

Are you:

An Individual An Organisation Other (please specify)

Whitbread PLC

Personal Details* Agent’s Details (if applicable)

**Title Mr

**First Name Euan

**Last Name Brown

Job Title Consultant (if on behalf of an organisation)

Organisation Whitbread Group PLC Walsingham Planning (if applicable)

**Address

Telephone Number

**Email Address

*if an agent is appointed, you may wish to complete only the title and name boxes and, if applicable, the organisation box but please complete the full contact details for the agent.

**Name and either email or address required if you wish to be added to the consultation database (see below).

Consultation Database (Mailing List) The Councils have a Consultation Database (mailing list) used to keep individuals and organisations informed about Planning Policy Documents across both Council areas. Documents include: the Local Plan, Supplementary Planning Documents and Neighbourhood Plans, (please note some plans may not be applicable to your area).

Chiltern District Council and South Bucks District Council are the Data Controllers for the purposes of the Data Protection Act 1998. Individuals and organisations on the Planning Policy Consultation Database will only be contacted by the Councils in relation to the preparation and production of planning policy documents. The Councils will not publish the names of those individuals on the database but may publish names of statutory bodies and organisations at certain stages of the Local Plan process. Please indicate if you want to be added to the joint consultation database (tick box below). Please note: you do not need to tick this box if you received a letter or email notification from the Councils prior to the start of the consultation, as you are already registered.

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PART B – RESPONSE

Green Belt Options – Please Provide your Comments The Councils have concluded that land within the Green Belt will need to be released in order to contribute to meeting development needs to 2036. This is despite maximising opportunities on ‘brownfield land’ or sites within the built areas and on previously developed land in the Green Belt.

The Councils have identified 15 preferred options for development in the Green Belt after taking account of views expressed in a consultation earlier this year and testing a full range of options. All of these preferred options if suitable for development will be needed to contribute to our development needs. They are ‘preferred’ options at this stage as work is on-going to test their suitability.

Further testing following this consultation will establish what infrastructure (e.g. highway improvements, schools, medical facilities etc.) will be needed to support the options moving forward taking into account current pressures and circumstances.

We are consulting on these 15 preferred options to: a) Seek views to help determine their suitability for development; b) Help understand views on what type of development should be sought if suitable and what type of requirements (other than infrastructure) should be secured as part of development; c) Enable comments on the draft technical work supporting the selection of the preferred options; and d) Provide the opportunity for alternative options to be put forward.

Evidence and background documents are available here: www.chiltern.gov.uk/planning/localplan2014- 2036/evidence and www.southbucks.gov.uk/planning/localplan2014-2036/evidence.

When commenting please clearly indicate which preferred option(s) you are commenting on.

Please do not provide any personal information you do not want to be made publically available as these comments may be published at a later date.

Please see consultation response submitted as an email attachment

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www.simpsoneng.com

SITE APPRAISAL FOR PROPOSED ALLOCATION FOR DEVELOPMENT LAND NORTH OF DENHAM DENHAM

PREPARED FOR:

JOB NO: 14457 DATE: 9 December 2016 Revision: A

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DOCUMENT HISTORY

Revision Description Date - First issue. 06.12.16 A Development description revised. 09.12.16

CONTENTS

EXECUTIVE SUMMARY ...... 3

1. INTRODUCTION ...... 5

2. FLOOD RISK ...... 6

3. GROUND CONDITIONS ...... 7

4. FOUL WATER DRAINAGE ...... 8

5. SURFACE WATER DRAINAGE ...... 9

6. UTILITIES ...... 11

7. CONCLUSIONS ...... 14

APPENDICES

APPENDIX A: SFRA FLOOD MAPS

APPENDIX B: PHASE 1 DESK STUDY

APPENDIX C: BGS INFILTRATION SUDS REPORT

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 2 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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EXECUTIVE SUMMARY

Introduction

This report has been prepared by Simpson Associates on behalf of Whitbread Group PLC in connection with a proposed allocation for development on land north of Denham Roundabout, which is a key site identified in the Chiltern and South Bucks document “Green Belt Preferred Options Consultation: October – December 2016”. This report provides a desk based review of the following key matters:

- Flood Risk - Ground Conditions - Foul Water Drainage - Surface Water Drainage - Utilities

Flood Risk

The site has been identified to be in Flood Zone 1, which is an area not considered to be at risk of tidal or fluvial flooding and deemed suitable for all forms of development in terms of flood risk by the National Planning Policy Framework (NPPF).

The Level 1 Strategic Flood Risk Assessment (SFRA)” available on South District Council’s website identifies the south-eastern corner of the site to be a critical drainage area where surface water could accumulate following a rainfall event. The area is the sites natural low point and flooding would be linked to the accumulation of overland runoff from the wider site. It is recommended that this area is considered for use as a strategic Sustainable Urban Drainage System (SUDS) facility such as a balancing pond or wetland that could be designed to minimise the rate of discharge, volume and environmental impact of surface water runoff.

Ground Conditions

A Phase 1 Desk Study has reviewed the sites setting / history / environmental setting and assessed the implications of any potential environmental risks / liabilities / constraints to future development on the site. The Desk Study showed there to be no significant risks associated with land quality or contamination that would prevent development from taking place and concluded that the site is suitable for the type of development assumed.

Foul Water Drainage

It has been established that a 375mm foul sewer crosses the eastern edge of site. Any development proposed on the site should take into consideration the presence of the 375mm sewer ensuring proposed buildings are set back at least 3.0m from the centreline of the sewer. Alternatively the sewer could be diverted to suit the site layout under a Section 185 Agreement with Thames Water.

Development could be provided with a foul water drainage connection to the existing sewer inside the site without causing any detrimental impact to the existing sewer system as any necessary improvements could be requisitioned under Section 98 of the Water Industry Act 1991.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 3 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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Surface Water Drainage

It has been established that development could be provided with a surface water drainage connection to the land drainage ditches located along the sites western, southern and eastern boundaries. The ditches would require clearance as part of any development taking place as they have been identified to be heavily overgrown and partially blocked.

It would be necessary to to minimise the rate of discharge / volume / environmental impact of surface water runoff from development using Sustainable Urban Drainage Systems (SUDS). Permeable paving and swales are considered to be the most appropriate SUDS for individual development parcels on the site. These SUDS could be used to attenuate and convey runoff to a balancing pond / wetland strategically located in the south-east corner of the site.

Utilities

It has been established that the site is surrounded by existing electricity / gas / water / telecommunication service infrastructure. Given the presence of this nearby infrastructure it is not anticipated that there would be any substantial difficulty with providing the site with service connections.

Conclusions

No substantial issues have been identified that would prevent development from taking place at the site and it is concluded that the site is suitable for the type of development assumed in terms of flood risk / ground conditions / foul water drainage / surface water drainage / utilities.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 4 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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1. INTRODUCTION

1.1 This report has been prepared by Simpson Associates on behalf of Whitbread Group PLC in connection with a proposed allocation for development on land north of Denham Roundabout, which is a key site identified in the Chiltern and South Bucks document “Green Belt Preferred Options Consultation: October – December 2016”.

1.2 The site is identified as “Preferred Option 10” within the document and it is assumed that a business park development could be accommodated comprising a maximum theoretical floor space of approximately 16275m2 with associated infrastructure based on a 35% ratio of the sites overall area of 4.65 Ha on the site.

1.3 Figure 1 below shows the site location with the boundary outlined in red. The site is centred on grid reference TQ 04347 86033 and co-ordinates X:504347 / Y:186033.

Priory Close

Old Mill Road

Site Location

Oxford Road (A40)

Denham Court Drive

Denham Roundabout

Figure 1: Site Location

1.4 This report provides a desk based review of the following key matters:

- Flood Risk - Ground Conditions - Foul Water Drainage - Surface Water Drainage - Utilities

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 5 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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2. FLOOD RISK

2.1 The flood zone map in Figure 2 below has been taken from the Environment Agencies (EA) website and shows the site and surrounding area to be located outside of Flood Zone 2 and 3. Therefore, the site is deemed to be in Flood Zone 1, which the National Planning Policy Framework (NPPF) considers to be suitable for all forms of development in terms of flood risk.

Site Location

Figure 2: EA Flood Zone Map

2.2 The “Level 1 Strategic Flood Risk Assessment (SFRA)” available on South Buckinghamshire District Council’s website provides an assessment of the extent and nature of flood risk in the local area, allowing more detailed examination of the likely appropriateness of developing sites. The site was not identified to be at risk from most forms of flooding identified on flood mapping included in the SFRA apart from surface water. A full set of the flood maps from the SFRA is included in Appendix A. Figure 3 below shows a map extracted from the SFRA, which identifies the south-eastern corner of the site to be a critical drainage area where surface water could accumulate following a rainfall event.

Critical Drainage Area

Figure 3: Level 1 SFRA Critical Drainage Area Map

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 6 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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2.3 The area identified on the map is the sites natural low point and flooding would be linked to the accumulation of runoff from the wider site as illustrated on the below surface water flood map taken from the EA’s website.

Figure 4: Level 1 SFRA Critical Drainage Area Map

2.4 To address surface water flood risk, this part of the site should be considered for a strategic Sustainable Urban Drainage System (SUDS) facility such as a balancing pond or wetland that could be designed to minimise the rate of discharge / volume / environmental impact of surface water runoff.

2.5 In terms of flood risk it is concluded that the site is suitable for the type of development assumed and that through the use of SUDS any development could be occupied / operated safely with no increase in the level of flood risk to the site or neighbouring sites.

3. GROUND CONDITIONS

3.1 A Phase 1 Desk Study is included in Appendix B, which reviews the sites setting / history / environmental setting and assesses the implications of any potential environmental risks / liabilities / constraints to future development at the site. It reports that historic British Geological Survey (BGS) borehole records show the ground conditions at the site to comprise of Taplow Gravels to 2.4m bgl overlying firm to stiff Clays with Groundwater at approximately 1.6m bgl.

3.2 The Desk Study showed there to be no significant risks associated with land quality or contamination that would prevent development from taking place and concluded that the site is suitable for the type of development assummed.

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4. FOUL WATER DRAINAGE

4.1 Record information received from Thames Water is shown in Figure 5 below.

375mm Foul Sewer

225mm Foul Sewer

Figure 5: Thames Water Sewer Records

4.2 A 375mm foul sewer is shown to cross the eastern edge of site, which appears to serve the residential areas to the north. A 225mm foul sewer is also identified in the verge outside the site along the south-western boundary.

4.3 Any development proposed on the site should take into consideration the presence of the 375mm sewer ensuring proposed buildings are set back at least 3.0m from the centreline of the sewer. Alternatively the sewer could be diverted to suit the site layout under a Section 185 Agreement with Thames Water.

4.4 Development would discharge foul water to the existing 375mm foul sewer via a traditional gravity sewer network. It is not known if the public sewer system could accommodate foul water flows from the development but any necessary improvements needed to support the development could be requisitioned through Section 98 of the Water Industry Act 1991.

4.5 In terms of foul water drainage it is concluded that the assumed development could be provided with a connection to the public sewer system without causing any detrimental impact to the existing sewer system as any necessary improvements could be carried out under Section 98 of the Water Industry Act 1991.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 8 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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5. SURFACE WATER DRAINAGE

5.1 The NPPF Planning Practice Guidance advises that Sustainable Urban Drainage Systems (SUDS) should be used to control surface water runoff close to where it falls as well as to mimic natural drainage as closely as possible with surface runoff discharged as high up the following hierarchy of drainage options as reasonably practicable.

- into the ground (infiltration); - to a surface water body; - to a surface water sewer, highway drain, or another drainage system; - to a combined sewer.

5.2 The methods of disposal are summarised in Table 1 below with an assessment of each methods suitability also provided.

Table 1: Surface Water Runoff Destination Assessment

Surface Water Runoff Assessment Destination Into the ground (infiltration) The “BGS infiltration SUDS Report” included in Appendix C indicates that the site could be susceptible to high groundwater levels, which would be a significant constraint to infiltration SUDS. To a surface water body The nearest surface water body is a pond located approximately 250m east of the site. Given the substantial distance to the pond it would not be considered an appropriate destination for the discharge of surface water runoff from the site. To a surface water sewer, The site falls towards land drainage ditches located on highway drain, or another the western, southern and eastern boundaries, which drainage system would drain any overland flows from the site following heavy rainfall. Given this is the natural destination for surface water flows in the existing situation it is considered suitable to utilise the ditches for the disposal of surface water runoff from the development. To a combined sewer It has been established that it would be appropriate to discharge surface water runoff to the ditches located along the sites boundaries, therefore, it is not necessary to consider the discharge of surface water runoff to a combined sewer.

5.3 Based on the assessment in Table 1 development would discharge surface water runoff to the land drainage ditches located along the sites boundaries. The ditches would require clearance as part of any development taking place they were identified to be heavily overgrown and partially blocked.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 9 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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5.4 In line with the requirements of the NPPF it would be necessary to to minimise the rate of discharge / volume / environmental impact of surface water runoff from development using SUDS, which typically include green roofs / rainwater harvesting; soakaways / infiltration systems; infiltration trenches and filter drains; permeable paving; swales and basins; ponds and wetlands. Table 2 below provides an assessment of each methods suitability.

Table 2: SUDS Assessment

System Assessment Parts of proposed building’s roof structure that comprise of a flat roof and do not house M & E plant could be considered for use as green roof, however, green roofs would not be Green Roofs appropriate where pitched roof profiles are proposed, or where building designs comprise of lightweight materials unable to support a green roof. Rainwater harvesting could be considered for proposed Rainwater buildings, however, greywater recycling is likely to be more Harvesting appropriate as there would be a constant and predictable amount of greywater available. The “BGS infiltration SUDS Report” included in Appendix C Soakaway / indicates that the site could be susceptible to high Infiltration Systems groundwater levels, which would be a significant constraint / Infiltration to infiltration SUDS. On this basis infiltration SUDS are not Trenches considered to be appropriate for the site. Although infiltration is unlikely to be possible, permeable Permeable paving lined with an impermeable geomembrane could still Pavements be considered for use in car parks associated with the development. Swales could be used for the conveyance of surface water runoff from development parcels to the sites outfall. Further Swales, basins, to this the south-eastern corner of the site was identified to ponds and be a critical drainage area where surface water could wetlands. accumulate following a rainfall event. This part of the site

should be considered for a strategic SUDS facility such as a balancing pond or wetland.

5.5 Based on the assessment in Table 2, it is considered that permeable paving and swales are considered to be the most appropriate SUDS for individual development parcels. These SUDS could be used to attenuate and convey runoff to a balancing pond / wetland strategically located in the south-east corner of the site. The balancing pond / wetland could in turn be designed to minimise the rate of discharge / volume / environmental impact of surface water runoff in line with the requirements of the NPPF and other relevant SUDS guidance documents including the March 2015 DEFRA Report “Sustainable Drainage Systems: Non-statutory technical standards for sustainable drainage systems” and the CIRIA Report C753 “The SUDS Manual”.

5.6 In terms of surface water drainage it is concluded that the assumed development could be provided with a connection to the existing land drainage ditches located along the sites boundaries with a network of SUDS in the form of permeable paving, swales and a balancing pond / wetland used to minimise the rate of discharge / volume / environmental impact of surface water runoff.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 10 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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6. UTILITIES

Electricity

6.1 Record information received from SSE is shown in Figures 6 and 7 below.

Sub-station

HV Cables

Figure 6: SSE HV Records

Sub-station

LV Cables

Figure 7: SSE LV Records

6.2 Figures 6 and 7 show a sub-station to north of site in Priory Close, while HV cables are shown in verge outside the site along the south-western, southern and eastern boundaries, while LV cables are shown in the verge outside the site along south- western boundary.

6.3 Given the presence of nearby electricity infrastructure it is not anticipated that there would be any substantial difficulty with providing an electricity connection to the site.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 11 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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Gas

6.4 Record information received from National Grid is shown in Figure 8 below.

LP Main

MP Main

Figure 8: National Grid Gas Main Records

6.5 Figure 8 shows a MP main in Denham Court Drive outside the site along the eastern boundary and in the verge along the western edge of Road while a LP main is shown in Priory Close to the north.

6.6 Given the presence of nearby gas infrastructure it is not anticipated that there would be any substantial difficulty with providing a gas connection to the site.

Water

6.7 Record information received from Affinity Water is shown in Figure 9 below.

200mm Main

200mm Main Hydrant

900mm Main

Figure 9: Thames Water Watermain Records JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 12 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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6.8 Figure 9 shows a 900mm main in the verge outside the site along the south-western boundary with a 200mm main shown in the verge outside the site along the western boundary with hydrant. A 200mm main is also identified in Denham Court Drive outside the site along the eastern boundary.

6.9 Given the presence of nearby watermain infrastructure it is not anticipated that there would be any substantial difficulty with providing a water connection to the site.

Telecommunications

6.10 Record information received from BT and Virgin Media is shown in Figures 10 and 11 below.

BT Cables

Figure 10: BT Records

Virgin Media Cables

Figure 11: Virgin Media Records

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6.11 Figure 10 shows below ground BT cables and joint boxes in the verge outside the site along the south-western boundary while Figure 11 shows below ground Virgin Media cables in Priory Close to the north and in verge along western edge of Oxford Road.

6.12 Given the presence of nearby telecommunication infrastructure it is not anticipated that there would be any substantial difficulty with providing a telecommunication connection to the site.

7. CONCLUSIONS

7.1 The site is a key site identified in the Chiltern and South Bucks document “Green Belt Preferred Options Consultation: October – December 2016”. The site is identified as “Preferred Option 10” within the document and it is assumed that a business park development could be accommodated on the site comprising a maximum theoretical floor space of approximately 16275m2 with associated infrastructure based on a 35% ratio of the sites overall area of 4.65 Ha.

7.2 The site has been established to be in Flood Zone 1, which is an area not considered to be at risk of tidal or fluvial flooding and deemed suitable for all forms of development in terms of flood risk by the National Planning Policy Framework (NPPF).

7.3 The Level 1 Strategic Flood Risk Assessment (SFRA)” available on South Buckinghamshire District Council’s website identifies the south-eastern corner of the site to be a critical drainage area where surface water could accumulate following a rainfall event. The area is the sites natural low point and flooding would be linked to the accumulation of overland runoff from the wider site. It is recommended that this area is considered for a strategic Sustainable Urban Drainage System (SUDS) facility such as a balancing pond or wetland that could be designed to minimise the rate of discharge / volume / environmental impact of surface water runoff.

7.4 A Phase 1 Desk Study has reviewed the sites setting / history / environmental setting and assessed the implications of any potential environmental risks / liabilities / constraints to future development at the site. The Desk Study showed there to be no significant risks associated with land quality or contamination that would prevent development from taking place and concluded that the site is suitable for the type of development assumed.

7.5 A 375mm foul sewer crosses the eastern edge of site, which appears to serve the residential areas to the north. Development should take into consideration the presence of the 375mm sewer ensuring proposed buildings are set back at least 3.0m from the centreline of the sewer. Alternatively the sewer could be diverted to suit the site layout under a Section 185 Agreement with Thames Water.

7.6 Development could be provided with a foul water drainage connection to the existing sewer inside the site without causing any detrimental impact to the existing sewer system as any necessary improvements could be requisitioned under Section 98 of the Water Industry Act 1991.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 14 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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7.7 Development could be provided with a surface water drainage connection to the land drainage ditches located along the sites the western, southern and eastern boundaries. The ditches would require clearance as part of any development taking place as they have been identified to be heavily overgrown and partially blocked.

7.8 It would be necessary to to minimise the rate of discharge / volume / environmental impact of surface water runoff from development using Sustainable Urban Drainage Systems (SUDS). Permeable paving and swales are considered to be the most appropriate SUDS for individual development parcels on the site. These SUDS could be used to attenuate and convey runoff to a balancing pond / wetland strategically located in the south-east corner of the site.

7.9 The site is surrounded by existing electricity / gas / water / telecommunication service infrastructure. Given the presence of this nearby infrastructure it is it is not anticipated that there would be any substantial difficulty with providing the site with service connections.

7.10 No substantial issues have been identified that would prevent development from taking place at the site and it is concluded that the site is suitable for the type of development assumed in terms of flood risk / ground conditions / foul water drainage / surface water drainage / utilities.

JOB NO: 14457 ISSUE NO: A ISSUE DATE: 09.12.2016 Page 15 of 18 AUTHOR: G. Crowther OFFICE: HENLEY CHECKED BY: G. Crowther

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APPENDIX A SFRA FLOOD MAPS

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APPENDIX B PHASE 1 DESK STUDY

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This is a print of the view of the title plan obtained from Land Registry showing the state of the title plan on 21 April 2015 at 08:41:16. This title plan shows the general position, not the exact line, of the boundaries. It may be subject to distortions in scale. Measurements scaled from this plan may not match measurements between the same points on the ground.

This title is dealt with by Land Registry, Leicester Office. Page 47 of 353 ©Crown Copyright. Produced by Land Registry. Reproduction in whole or in part is prohibited without the prior written permission of Ordnance Survey. Licence Number 100026316.    !  !               

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    ! "#$%#&'%# 8   ! &#$%#&'%# 5 Page 57 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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    ! "#$%#&'%# 8   ! &#$%#&'%# $ Page 58 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

0     + /,  1     6  8         6  ,  ,  ""   0       2/,         6I , /  J 8   6 1     , 8 2/,      ,  1  ! 1 2  )  ) !          ,   0,                2 4  =       2/,   ,          '2 1  * ) , *                4   -   4      6  -, "         8 = 2/,   ,        '2 1 3 ))  -  4 !          , 1    ,   0,     2/,   ,    "     '2 $1 (  3 0          ,   0,                2/,   ,          '2/,                        1  ,,      "           2 &1  )5                6  06  ,,     2 1 25 )5  25)5           1,, 6  0       6         C @C A   32/,   ,          2 '1 /)                           1      2/,   ,         '2 61      * ))5 !   !       ,        4 @4A**   @**A  -   8 @-8A   -  @-A    = *   @=*A-    :  * B @-:*BA* 0 @*A     -  *     -   *  ? 6 C  7       ,  -  7  2/,   ,     "      2 #1 ) 27         ,9 ,   0,     2/,      "     6      22 1            "  6      2 1 (  /,   ,            6      ,6 6      ,       1,,   2-        / ,    @5%%%'$A    ,      2   + :     ,  1,,   2-        1,,   ,     6 2/, 6    ,   ,      ,      6 12/,    6  ,    0 , 1  "4 !4 !  27,     ,      ,   G,,  6 1 6    ,,             ,   2@ 22/,    1, , 6  ,    K-L,  1 6          -#-- ,  6   A2 7,       ,  6      ,,    ,  6   K*,1L2 -    ,      @A2)       ,     , *!* ,!   *!* ,  ,    ,     6  2

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 59 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

1 2  ) 3 0

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 60 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

1 2  )  ) !  

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1   ) *  : 2  ) ;< =

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 61 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 62 of 353 # Classification: OFFICIAL PORep2735 (REDACTED)

1 ,  ))5  ))  3

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/,  1    4  ;     ,           6   !    >*?     0  #'B +' * <     $'$ #+B ++ * <     $#5 #B  * <     $# #5B  * <     $#5 #$B  * <     $#5 %B  * <     $#'

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 63 of 353 % Classification: OFFICIAL PORep2735 (REDACTED)

1  * ) , *          +

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 64 of 353 ' Classification: OFFICIAL PORep2735 (REDACTED)

1  * ) , *         

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/,  1  =    )   6   4                   ,      4        !

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 65 of 353 + Classification: OFFICIAL PORep2735 (REDACTED)

22'   = )  6  4   1,' ,     !



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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 66 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

1  *    5    ,))    

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2#2   *4       = 1,' ,     !

 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 67 of 353 5 Classification: OFFICIAL PORep2735 (REDACTED)

1 3 ))  -  4 !   +

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 68 of 353 $ Classification: OFFICIAL PORep2735 (REDACTED)

1 3 ))  -  4 !  

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 69 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

#22#   B.)"    1,' ,     !

 

/,  1         , =  :, 7   !

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#22%   =   = -,        1,' ,     !

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 70 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

#22     -    1    1,' ,     !

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 71 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

$1 (  3 0 +

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7 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 72 of 353 # Classification: OFFICIAL PORep2735 (REDACTED)

$1 (  3 0 

$1 (   ) 

           1,' ,     ! +

/,  1        , 8 = < 2

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$1 , )  / ) !  

          1,' ,     ! 

)6   ,     2

$1  )   2  @) 0  )  5 ;*   (=) 

/,      , ,,          6 1   1           6  2  /,            ,         6   1 0 @    1    6    6  1    6     ,        1 0A2  /,    , 6  G     6 ,  6*           1,            2*    1  ,      , 6     G   6    ,       2

   *  ,,            6 1,' ,     !  )6   ,     2

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 73 of 353 % Classification: OFFICIAL PORep2735 (REDACTED)

$1$  )   2  ,   ;*   , + )  

/,      ,,"         1, ,   6 1     1             2/,       , = /      @=/A1, ,     ,  6  2/,   , 6  G     6 ,  6*          1,            2*    1  ,     , 6     G   6    ,       2

   *  ,,        1,' ,     ! 

)6   ,     2

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 74 of 353 ' Classification: OFFICIAL PORep2735 (REDACTED)

&1  )5

&1   )    

)6   ,     2

/,  6 , 6   ,     '6 2

&1 !+  )      )5

/,  6 , 6   ,     '6 2

3 B (    +   < ;5+ -*)-*)-?=P<*=4/4;4) / /-=:7-?=;: -/4:* ):4/8:)4*8 Q 8=-(4=/-*)-*)-?= -=? -==

&1 C  <  !)   )5

/,  6 , 6   ,     '6 2

3 B (    +   < ;5+ = B"8=4- =- B/:< 8=-(4=/-*)-*)

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 75 of 353 + Classification: OFFICIAL PORep2735 (REDACTED)

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 76 of 353  Classification: OFFICIAL PORep2735 (REDACTED)

=1 D   4   C  <  )5  =   3  

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7 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 77 of 353 5 Classification: OFFICIAL PORep2735 (REDACTED)

 1 25 )5 : ! ,   E   ,=) 4  =   3  

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7 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 78 of 353 $ Classification: OFFICIAL PORep2735 (REDACTED)

1 25 )5 : ! ,   E  .      D  

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7 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 79 of 353 # Classification: OFFICIAL PORep2735 (REDACTED)

 1 25)5 :   )     .<    F) 5

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7 

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    ! "#$%#&'%# 8   ! &#$%#&'%# Page 80 of 353 # Classification: OFFICIAL PORep2735 (REDACTED)

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/,  13     ,1, -3 1,    @+A!

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1 D   .   C  <  + 

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/,  13     ,1, -3 1,B  0  @+6A!

              +  >*?   6   6    1     , , #  :    -                 6  1  2 /,    3          3   6   6    1     , , % %%#     -                 6  1  2 /,    3          3

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 81 of 353 # Classification: OFFICIAL PORep2735 (REDACTED)

1 .  =   3  

- ,   1 -6   =  1, ,     E (

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          ) >*?  !    =  *!5.#$.5.# -? @RA!" )  !) 080 7 , G)? @RA!" @ A"8 .4   .6  : - *!" ''   :  ) !..$++ + '%  5+ )  !/,   1 G ) !" !7 -/, = 7  -   4  *! ) , ?  ) !.+.$$ )/ ! ?  ) ! * !-*::-  44:*=/) -? @RA!$5$  !    G)? @RA!'%2+ =  *!5.#$.5.# : - *!" )  ! 4 ")  * '%' :  ) !'.$.$++ 5  )  !/,   1 ,1 5' G ) !" !, *  ) ,"7 B 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) !  !    -? @RA!$5$ =  *!5.#$.5.# G)? @RA!'%2+ )  ! 4 " 4  : - *!" * '%' ) : :  ) !'.$.$++ 5  ,1 5' )  !/,   1 G ) !" !, *  ) ,"7 B 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) ! -? @RA!$5$  !    G)? @RA!'%2+ =  *!5.#$.5.# : - *!" )  ! 4 ")  * '% :  ) !'.$.$++ 5%  )  !/,   1 ,1 5'' G ) !" !, *  ) ,"7 - 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) !  !    -? @RA!$5$ =  *!5.#$.5.# G)? @RA!'%2+ )  ! 4 " 4  : - *!" * '% ) : :  ) !'.$.$++ 5%  ,1 5'' )  !/,   1 G ) !" !, *  ) ,"7 - 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) ! -? @RA!"  !    G)? @RA!" =  *!5.#$.5.# : - *!" )  ! 4 ")  * '%' :  ) !'.$.$++ 5'  )  !/,   1 ,1 5' G ) !" !7 F6F-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) !

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 82 of 353 ## Classification: OFFICIAL PORep2735 (REDACTED)

          ) >*?  !    -? @RA!" =  *!5.#$.5.# G)? @RA!" )  ! 4 " 4  : - *!" * '%' ) : :  ) !'.$.$++ 5'  ,1 5' )  !/,   1 G ) !" !7 F6F-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) !  !    -? @RA!" =  *!5.#$.5.# G)? @RA!" )  ! 4 " 4  : - *!" * '% ) : :  ) !'.$.$++ 5%'  ,1 5' )  !/,   1 G ) !" !7 FF-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) ! -? @RA!"  !    G)? @RA!" =  *!5.#$.5.# : - *!" )  ! 4 ")  * '% :  ) !'.$.$++ 5%'  )  !/,   1 ,1 5' G ) !" !7 FF-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) !  !    -? @RA!" =  *!5.#$.5.' G)? @RA!" )  ! 4 " 4  : - *!" ) : * '%$ :  ) !#..$+ $ * )  !/,   1 ,1 5+$ G ) !" !7 -) ,8 * ) , 4  *!   G ?  ) !#..$+ )/ ! ?  ) ! * !-=   !    -? @RA!" =  *!5.#$.5.' G)? @RA!" )  ! 4 ")  : - *!" * '%$ )  !/,   1 :  ) !#..$+ $ * ,1 5+$ !7 -) ,8 * ) , G ) !"   G 4  *! )/ ! ?  ) !#..$+ * !-=  ?  ) !  !    -? @RA!$5$ =  *!5.#$.5.# G)? @RA!'%2+ )  ! 4 " 4  : - *!" * '%%+ ) : :  ) !'.$.$++ $$#  ,1 5%$ )  !/,   1 G ) !" !, *  ) ,"7 8 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) ! -? @RA!$5$  !    G)? @RA!'%2+ =  *!5.#$.5.# : - *!" )  ! 4 ")  * '%%+ :  ) !'.$.$++ $$#  )  !/,   1 ,1 5%$ G ) !" !, *  ) ,"7 8 4  *! )/ ! ?  ) !.%.5 * ! 4/*<4=4 4/) ?  ) !  !    -? @RA!" =  *!5.#$.5.# G)? @RA!" )  ! 4 " 4  : - *!" * '%% ) : :  ) !'.$.$++ #  ,1 5%$ )  !/,   1 G ) !" !7 F F-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) !

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 83 of 353 #% Classification: OFFICIAL PORep2735 (REDACTED)

          ) >*? -? @RA!"  !    G)? @RA!" =  *!5.#$.5.# : - *!" )  ! 4 ")  * '%% :  ) !'.$.$++ #  )  !/,   1 ,1 5%$ G ) !" !7 F F-* 1) , 4  *! )/ ! ?  ) !..$$# * !B/ 4/J:* ?  ) ! -? @RA!"  !    G)? @RA!" =  *!5.#$.5.'## : - *!7-.+#'$ )  ! 4 ")  * '#++ :  ) !..$$ + 7 )  !/,   1 ,1 5'+ G ) !#..% !B , -S ; ) , 4  *! )/ ! ?  ) !..$$ * !8=-S ?  ) !  !    -? @RA!' =  *!5.#$.5.'$#. G)? @RA! )  ! 4 ")  : - *!*.7.$$ * '#+'5 )  !/,   1 :  ) !.%.% $ 7 ,1 5'%' !S ; ) ,"6 , G ) !#.#.+ )/ ! 4  *! * ! 4     - ?  ) !+..%   ?  ) !  !    -? @RA!' =  *!5.#$.5.'$# G)? @RA! )  ! 4 ")  : - *!*.7.$%+ * '#+' )  !/,   1 :  ) !%..' # 7 ,1 5'' !S ; ) ,"6 , G ) !#.#.% )/ ! 4  *!# * ! 4     - ?  ) !'..   ?  ) ! -? @RA!%'%+  !    G)? @RA!+# =  *!5.#$.5. : - *!" )  !  7 ,.  7 , * ''#+ :  ) !5..$+' 5  )  !/,   1 ,1 5'' G ) !" !- ) ,B 0 "B , 8 4  *! )/ ! ?  ) !5.$.# * !-=4*/:*B<4*-S=/) ?  ) ! -? @RA!"  !    G)? @RA!" =  *!5.#$.5. : - *!" )  !  7 ,.  7 , * ''#+ :  ) !5..$+' 5  )  !/,   1 ,1 5'' G ) !" !B , 8-- ) ,B 0 2 4  *! )/ ! ?  ) !.. * !-B:<:/4=4 4/) ?  ) ! -? @RA!%'%+  !    G)? @RA!+# =  *!5.#$.5. : - *!" )  !  7 ,.  7 , * ''% :  ) !5..$+' +  )  !/,   1 ,1 5'5 G ) !" !- ) ,B 0 "B , B 4  *! )/ ! ?  ) !5.$.# * !-=4*/:*B<4*-S=/) ?  ) ! -? @RA!"  !    G)? @RA!" =  *!5.#$.5. : - *!" )  !  7 ,.  7 , * ''% :  ) !5..$+' +  )  !/,   1 ,1 5'5 G ) !" !B , B-- ) ,B 0 4  *! )/ ! ?  ) !.. * !-B:<:/4=4 4/) ?  ) !

    ! "#$%#&'%# 8   ! &#$%#&'%# Page 84 of 353 #' Classification: OFFICIAL PORep2735 (REDACTED)

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Page 144 of 353 ÿ

ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 145 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 146 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 147 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 148 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 149 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 150 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 151 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 152 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 153 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 154 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 155 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 156 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿÿÿÿÿ  ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 157 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 158 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ  ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 159 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 160 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 161 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿM ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 162 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ ÿ OFFICIAL ÿ ÿ ÿÿÿ  ÿÿÿ  ÿÿÿ 

!ÿ"#ÿÿÿ ÿÿÿÿ ÿ ÿ  !ÿ ÿÿÿ ÿ   $ÿÿÿ  ÿ % ÿÿÿÿ  ÿ PORep2735 Page (REDACTED) 163 V01BR4EBÿC6ÿÿ ÿ W01R3BDR0EÿX3D789@Dÿ of ÿ 222Y801R3BDR0EY41`ÿ

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ÿ Classification:

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Page 170 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

APPENDIX C BGS INFILTRATION SUDS REPORT

Page 171 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Gareth Crowther Simpson Associates 8 Friday Street Henley-on-Thames RG9 1AH

Infiltration SuDS GeoReport:

This report provides information on the suitability of the subsurface for the installation of infiltration sustainable drainage systems (SuDS). It provides information on the properties of the subsurface with respect to significant constraints, drainage, ground stability and groundwater quality protection.

Report Id: GR_214932/1

Client reference: 14457

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Search location This report describes a site located at National Grid Reference 504348, 186033. Note that for sites of irregular shape, this point may lie outside the site boundary. Where the client has submitted a site plan the assessment will be based on the area given.

Search location indicated in red

This product includes mapping data licensed from Ordnance Survey. © Crown Copyright and/or database right 2016. Licence number 100021290 EUL Scale: 1:5 000 (1cm = 50 m)

Contains Ordnance Survey data © Crown Copyright and database right 2016 OS Street View: Scale: 1:5 000 (1cm = 50 m)

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Assessment for an infiltration sustainable drainage system

Introduction Sustainable drainage systems (SuDS) are drainage solutions that manage the volume and quality of surface water close to where it falls as rain. They aim to reduce flow rates to rivers, increase local water storage capacity and reduce the transport of pollutants to the water environment. There are four main types of SuDS, which are often designed to be used in sequence. They comprise:

o source control: systems that control the rate of runoff o pre-treatment: systems that remove sediments and pollutants o retention: systems that delay the discharge of water by providing surface storage o infiltration: systems that mimic natural recharge to the ground. This report focuses on infiltration SuDS. It provides subsurface information on the properties of the ground with respect to drainage, ground stability and groundwater quality protection. It is intended principally for those involved in the preliminary assessment of the suitability of the ground for infiltration SuDS, and those involved in assessing proposals from others for sustainable drainage, but it may also be useful to help house-holders judge whether or not further professional advice should be sought. If in doubt, users should consult a suitably-qualified professional about the results in this report before making any decisions based upon it. This GeoReport is structured in two parts:

o Part 1. Summary data. Comprises three maps that summarise the data contained within Part 2.

o Part 2. Detailed data. Comprises a further 24 maps in four thematic sections:

o Very significant constraints. Maps highlight areas where infiltration may result in adverse impacts due to factors including: ground instability (soluble rocks, non-coal shallow mining and landslide hazards); persistent shallow groundwater, or the presence of made ground, which may represent a ground stability or contamination hazard.

o Drainage potential. Maps indicate the drainage potential of the ground, by considering subsurface permeability, depth to groundwater and the presence of floodplain deposits.

o Ground stability. Maps indicate the presence of hazards that have the potential to cause ground instability resulting in damage to some buildings and structures, if water is infiltrated to the ground.

o Groundwater protection. Maps provide key indicators to help determine whether the groundwater may be susceptible to deterioration in quality as a result of infiltration.

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This report considers the suitability of the subsurface for the installation of infiltration SuDS, such as soakaways, infiltration basins or permeable pavements. It provides subsurface data to indicate whether, and which type of infiltration system may be appropriate. It does not state that infiltration SuDS are, or are not, appropriate as this is highly dependent on the design of the individual system. This report therefore describes the subsurface conditions at the site, allowing the reader to determine the suitability of the site for infiltration SuDS.

The map and text data in this report is similar to that provided in the ‘Infiltration SuDS Map: Detailed’ national map product. For further information about the data, consult the ‘User Guide for the Infiltration SuDS Map: Detailed’, available from http://nora.nerc.ac.uk/16618/.

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PART 1: SUMMARY DATA This section provides a summary of the data on the following pages. In terms of the drainage potential, is the ground suitable for infiltration SuDS? Highly compatible for infiltration SuDS. The subsurface is likely to be suitable for free-draining infiltration SuDS. Probably compatible for infiltration SuDS. The subsurface is probably suitable although the design may be influenced by the ground conditions. Opportunities for bespoke infiltration SuDS. The subsurface is potentially suitable although the design

© Crown Copyright and/or database will be influenced by the ground conditions. right 2016. All rights reserved. Licence number 100021290 EUL Very significant constraints are indicated. There is a very significant potential for one or more hazards associated with infiltration. Is ground instability likely to be a problem? Increased infiltration is very unlikely to result in ground instability. Ground instability problems may be present or anticipated, but increased infiltration is unlikely to result in ground instability Ground instability problems are probably present. Increased infiltration may result in ground instability. There is a very significant potential for one or more

© Crown Copyright and/or database geohazards associated with infiltration. right 2016. All rights reserved. Licence number 100021290 EUL Is the groundwater susceptible to deterioration in quality? The groundwater is not expected to be especially vulnerable to contamination.

The groundwater may be vulnerable to contamination.

The groundwater is likely to be vulnerable to contaminants.

Made ground is present at the surface. Infiltration may © Crown Copyright and/or database increase the possibility of remobilising pollutants. right 2016. All rights reserved. Licence number 100021290 EUL

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PART 2: DETAILED DATA This section provides further information about the properties of the ground and will help assess the suitability of the ground for infiltration SuDS.

Section 1. Very significant constraints Where maps are overlain by grey polygons, geological or hydrogeological hazards may exist that could be made worse by infiltration. The following hazards are considered: • soluble rocks • landslides • shallow mining • shallow groundwater • made ground

For more information read ‘Explanation of terms’ at the end of this report.

Soluble rock hazard Very significant soluble rock hazard.

Soluble rocks are present with a very significant possibility of localised subsidence that could be initiated or made worse by infiltration. The site investigation should consider whether the potential for or the consequences of subsidence as a result of infiltration are significant. Very significant soluble rock hazards are not present; however this hazard may still need to be considered. © Crown Copyright and/or database See Part 3. right 2016. All rights reserved. Licence number 100021290 EUL Landslide hazard Very significant landslide hazard.

Slope instability problems are almost certainly present and may be active. An increase in moisture content as a result of infiltration may cause the slope to fail. The site investigation should consider whether the potential for or the consequences of landslide as a result of infiltration are significant.

Very significant landslide hazards are not present; © Crown Copyright and/or database however this hazard may still need to be considered. right 2016. All rights reserved. Licence number See Part 3. 100021290 EUL

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Shallow mining hazard Very significant mining hazard.

Shallow mining is likely to be present with a very significant possibility of localised subsidence that could be initiated or made worse by increased infiltration. Also, infiltration may increase the possibility of remobilising pollutants. The site investigation should consider whether the potential for or consequences of subsidence and/or remobilisation of pollutants as a result of infiltration are significant.

© Crown Copyright and/or database Very significant mining hazards are not present; however right 2016. All rights reserved. Licence number this hazard may still need to be considered. See Part 3. 100021290 EUL Persistent shallow groundwater Very high likelihood of persistent or seasonally shallow groundwater.

Persistent or seasonally shallow groundwater is likely to be present. Infiltration may increase the likelihood of soakaway inundation, or groundwater emergence at the surface. The site investigation should consider whether the potential for or the consequences of groundwater level rise as a result of infiltration are significant.

© Crown Copyright and/or database See Part 2 for the likely depth to water table. right 2016. All rights reserved. Licence number 100021290 EUL Made ground Made ground present.

Made ground is present at the surface. Infiltration may affect ground stability or increase the possibility of remobilising pollutants. The site investigation should consider whether the potential for or consequences of ground instability and/or pollutant leaching as a result of infiltration are significant. None recorded

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Section 2. Drainage potential

The following pages contain maps that will help you assess the drainage potential of the ground by considering the: • depth to water table • permeability of the superficial deposits • thickness of the superficial deposits • permeability of the bedrock • presence of floodplains

Superficial deposits are not present everywhere and therefore some areas of the superficial deposit permeability map may not be coloured. Where this is the case, the bedrock permeability map shows the likely permeability of the ground. Superficial deposits in some places are very thin and hence in these places you may wish to consider both the permeability of the superficial deposits and the permeability of the bedrock. The superficial thickness map will tell you whether the superficial deposits are thin (< 3 m thick) or thick (>3 m). Where they are over 3 m thick, the permeability of the bedrock may not be relevant. For more information read ‘Explanation of terms’ at the end of this report.

Depth to groundwater table

Groundwater is likely to be more than 5 m below the ground surface throughout the year.

Groundwater is likely to be between 3 and 5 m below the ground surface for at least part of the year.

Groundwater is likely to be less than 3 m below the ground surface for at least part of the year.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Superficial deposit permeability Superficial deposits are likely to be free-draining.

The superficial deposit permeability is spatially variable, but likely to permit moderate infiltration.

Superficial deposits are likely to be poorly draining.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL Minimum Maximum These maps show the permeability range that is summarised above.

Very Low Low Moderate High Very High

© Crown Copyright and/or database © Crown Copyright and/or database right 2016. All rights reserved. right 2016. All rights reserved. Licence number 100021290 EUL Licence number 100021290 EUL Superficial deposit thickness

The thickness of superficial deposits is < 3 m and hence the permeability of the ground may be dependent on both the superficial deposits (where present) and underlying bedrock (see below). The thickness of superficial deposits is > 3 m and hence the permeability of the superficial deposits is likely to determine the permeability of the ground.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Bedrock permeability

Bedrock deposits are likely to be free-draining.

The bedrock permeability is spatially variable, but likely to permit moderate infiltration.

Bedrock deposits are likely to be poorly draining.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL Minimum Maximum These maps show the permeability range that is summarised above.

Key Very Low Low Moderate High Very High © Crown Copyright and/or database © Crown Copyright and/or database right 2016. All rights reserved. right 2016. All rights reserved. Licence number 100021290 EUL Licence number 100021290 EUL

Geological indicators of flooding Superficial floodplain deposits or low-lying coastal areas have been identified. Groundwater levels may rise in response to high river or tide levels, potentially causing inundation of subsurface infiltration SuDS.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Section 3. Ground stability

The following pages contain maps that will help you assess whether infiltration may impact the stability of the ground. They consider hazards associated with: • soluble rocks • landslides • shallow mining • running sands • swelling clays • compressible ground, and • collapsible ground

In the following maps, geohazards that are identified in green are unlikely to prevent infiltration SuDS from being installed, but they should be considered during design. For more information read ‘Explanation of terms’ at the end of this report.

Soluble rocks Increased infiltration is unlikely to result in subsidence.

Increased infiltration is unlikely to cause localised subsidence, but potential impacts should be considered. Increased infiltration may result in localised subsidence. The potential for or the consequences of subsidence associated with soluble rocks should be considered.

© Crown Copyright and/or database Very significant possibility of localised subsidence that right 2016. All rights reserved. could be initiated or made worse by infiltration. Licence number 100021290 EUL

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Landslides Increased infiltration is unlikely to lead to slope instability. Slope instability problems may be present or anticipated, but increased infiltration is unlikely to cause instability Slope instability problems are probably present or have occurred in the past, and increased infiltration may result in slope instability.

© Crown Copyright and/or database Slope instability problems are almost certainly present right 2016. All rights reserved. and may be active. An increase in moisture content as Licence number 100021290 EUL a result of infiltration may cause the slope to fail. Shallow mining Increased infiltration is unlikely to lead to subsidence. Shallow mining is possibly present. Increased infiltration is unlikely to cause a geohazard, but potential impacts should be considered. Shallow mining could be present with a significant possibility that localised subsidence could be initiated or made worse by increased infiltration. Shallow mining is likely to be present, with a very

© Crown Copyright and/or database significant possibility that localised subsidence may be right 2016. All rights reserved. initiated or made worse by increased infiltration. Licence number 100021290 EUL Running sand Increased infiltration is unlikely to cause ground collapse associated with running sands. Running sand is possibly present. Increased infiltration is unlikely to cause a geohazard, but potential impacts should be considered. Significant possibility for running sand problems. Increased infiltration may result in a geohazard.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Swelling clays Increased infiltration is unlikely to cause shrink-swell ground movement. Ground is susceptible to shrink-swell ground movement. Increased infiltration is unlikely to cause a geohazard, but potential impacts should be considered. Ground is susceptible to shrink-swell ground movement. Increased infiltration may result in a geohazard.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL Compressible ground Increased infiltration is unlikely to lead to ground compression. Compressibility and uneven settlement hazards are probably present. Increased infiltration may result in a geohazard.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL Collapsible ground Increased infiltration is unlikely to result in subsidence.

Deposits with potential to collapse when loaded and saturated are possibly present in places. Increased infiltration is unlikely to cause a geohazard, but potential impacts should be considered. Deposits with potential to collapse when loaded and saturated are probably present in places. Increased infiltration may result in a geohazard. © Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Section 4. Groundwater quality protection

The following pages contain maps showing some of the information required to ensure the protection of groundwater quality. Data presented includes: • groundwater source protection zones (Environment Agency data) • predominant flow mechanism • made ground For more information read ‘Explanation of terms’ at the end of this report.

Groundwater source protection zones Groundwater is not within a source protection zone.

Source protection zone IV

Source protection zone III

Source protection zone II

Source protection zone I.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

Derived in part from Source Protection Zone data provided under licence from the Environment Agency © Environment Agency 2016. Predominant flow mechanism Water is likely to percolate through the unsaturated zone to the groundwater through either the pore space in granular media or through porespace and fractures; these processes have some potential for contaminant removal and breakdown. Water is likely to percolate through the unsaturated zone to the groundwater through fractures, a process which has little potential for contaminant removal and breakdown.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Made ground Made ground is present at the surface. Infiltration may increase the possibility of remobilising pollutants.

© Crown Copyright and/or database right 2016. All rights reserved. Licence number 100021290 EUL

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Section 5. Geological Maps

The following maps show the artificial, superficial and bedrock geology within the area of interest.

Artificial deposits Superficial deposits Bedrock

© Crown Copyright and/or database © Crown Copyright and/or database © Crown Copyright and/or database right 2016. All rights reserved. right 2016. All rights reserved. right 2016. All rights reserved. Licence number 100021290 EUL Licence number 100021290 EUL Licence number 100021290 EUL

Fault

Coal, ironstone or mineral vein

Note: Faults and Coals, ironstone & mineral veins are shown for illustration and to aid interpretation of the map. Not all such features are shown and their absence on the map face does not necessarily mean that none are present

Key to Artificial deposits: Computer Map colour Rock name Rock type Code

WMGR-ARTDP INFILLED GROUND ARTIFICIAL DEPOSIT

MGR-ARTDP MADE GROUND (UNDIVIDED) ARTIFICIAL DEPOSIT

WGR-VOID WORKED GROUND (UNDIVIDED) VOID

Key to Superficial deposits: Computer Map colour Rock name Rock type Code CLAY, SILT, SAND AND GRAVEL ALV-XCZSV ALLUVIUM [UNLITHIFIED DEPOSITS CODING SCHEME] CLAY AND SILT [UNLITHIFIED LASI-XCZ LANGLEY SILT MEMBER DEPOSITS CODING SCHEME]

SAND AND GRAVEL [UNLITHIFIED TPGR-XSV TAPLOW GRAVEL FORMATION DEPOSITS CODING SCHEME]

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CLAY AND SILT [UNLITHIFIED HEAD-XCZ HEAD DEPOSITS CODING SCHEME]

Key to Bedrock geology: Computer Map colour Rock name Rock type Code

LMBE-CLSISA LAMBETH GROUP CLAY, SILT AND SAND SEAFORD CHALK FORMATION AND SNCK-CHLK NEWHAVEN CHALK FORMATION CHALK (UNDIFFERENTIATED)

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Limitations of this report: • This report is concerned with the potential for infiltration-to-the-ground to be used as a SuDS technique at the site described. It only considers the subsurface beneath the search area and does NOT consider potential surface or subsurface impacts outside of that area. • This report is NOT an alternative for an on-site investigation or soakaway test, which might reach a different conclusion. • This report must NOT be used to justify disposal of foul waste or grey water. • This report is based on and limited to an interpretation of the records held by the British Geological Survey (BGS) at the time the search is performed. The datasets used (with the exception of that showing depth to water table) are based on 1:50 000 digital geological maps and not site-specific data. • Other more specific and detailed ground instability information for the site may be held by BGS, and an assessment of this could result in a modified assessment. • To interpret the maps correctly, the report must be viewed and printed in colour. • The search does NOT consider the suitability of sites with regard to: o previous land use, o potential for, or presence of contaminated land o presence of perched water tables o shallow mining hazards relating to coal mining. Searches of coal mining should be carried out via The Coal Authority Mine Reports Service: www.coalminingreports.co.uk. o made ground, where not recorded o proximity to landfill sites (searches for landfill sites or contaminated land should be carried out through consultation with local authorities/Environment Agency) o zones around private water supply boreholes that are susceptible to groundwater contamination. • This report is supplied in accordance with the GeoReports Terms & Conditions available separately, and the copyright restrictions described at the end of this report

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Explanation of terms

Depth to groundwater In the shallow subsurface, the ground is commonly unsaturated with respect to water. Air fills the spaces within the soil and the underlying superficial deposits and bedrock. At some depth below the ground surface, there is a level below which these spaces are full of water. This level is known as the groundwater level, and the water below it is termed the groundwater. When water is infiltrated, the groundwater level may rise temporarily. To ensure that there is space in the unsaturated zone to accommodate this, there should be a minimum thickness of 1 m between the base of the infiltration system and the water table. An estimate of the depth to groundwater is therefore useful in determining whether the ground is suitable for infiltration.

Groundwater flooding Groundwater flooding occurs when a rise in groundwater level results in very shallow groundwater or the emergence of groundwater at the surface. If infiltration systems are installed in areas that are susceptible to groundwater flooding, it is possible that the system could become inundated. The susceptibility map seeks to identify areas where the geological conditions and water tables indicate that groundwater level rise could occur under certain circumstances. A high susceptibility to groundwater flooding classification does not mean that groundwater flooding has ever occurred in the past, or will do so in the future as the susceptibility maps do not contain information on how often flooding may occur. The susceptibility maps are designed for planning; identifying areas where groundwater flooding might be an issue that needs to be taken into account.

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Geological indicators of flooding In floodplain deposits, groundwater level can be influenced by the water level in the adjacent river. Groundwater level may increase during periods of fluvial flood and therefore this should be taken into account when designing infiltration systems on such deposits. The geological indicators of flooding dataset shows where there is geological evidence (floodplain deposits) that flooding has occurred in the past.

For further information on flood-risk, the likely frequency of its recurrence in relation to any proposed development of the site, and the status of any flood prevention measures in place, you are advised to contact the local office of the Environment Agency (England and Wales) at www.environment-agency.gov.uk/ or the Scottish Environment Protection Agency (Scotland) at www.sepa.org.uk.

Artificial ground Artificial ground comprises deposits and excavations that have been created or modified by human activity. It includes ground that is worked (quarries and road cuttings), infilled (back-filled quarries), landscaped (surface re-shaping), disturbed (near surface mineral workings) or classified as made ground (embankments and spoil heaps). The composition and properties of artificial ground are often unknown. In particular, the permeability and chemical composition of the artificial ground should be determined to ensure that the ground will drain and that any contaminants present will not be remobilised.

Superficial permeability Superficial deposits are those geological deposits that were formed during the most recent period of geological time (as old as 2.6 million years before present). They generally comprise relatively thin deposits of gravel, sand, silt and clay and are present beneath the pedological soil in patches or larger spreads over much of Britain. The ease with which water can percolate through these deposits is controlled by their permeability and varies widely depending on their composition. Those deposits comprising clays and silts are less permeable and thus infiltration is likely to be slow, such that water may pool on the surface. In comparison, deposits comprising sands and gravels are more permeable allowing water to percolate freely.

Bedrock permeability Bedrock forms the main mass of rock forming the Earth. It is present everywhere, commonly beneath superficial deposits. Where the superficial deposits are thin or absent, the ease with which water will percolate into the ground depends on the permeability of the bedrock.

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Natural ground instability Natural ground instability refers to the propensity for upward, lateral or downward movement of the ground that can be caused by a number of natural geological hazards (e.g. ground dissolution/compressible ground). Some movements associated with particular hazards may be gradual and of millimetre or centimetre scale, whilst others may be sudden and of metre or tens of metres scale. Significant natural ground instability has the potential to cause damage to buildings and structures, especially when the drainage characteristics of a site are altered. It should be noted, however, that many buildings, particularly more modern ones, are built to such a standard that they can remain unaffected in areas of significant ground movement.

Shrink-swell A shrinking and swelling clay changes volume significantly according to how much water it contains. All clay deposits change volume as their water content varies, typically swelling in winter and shrinking in summer, but some do so to a greater extent than others. Contributory circumstances could include drought, leaking service pipes, tree roots drying-out the ground or changes to local drainage patterns, such as the creation of soakaways. Shrinkage may remove support from the foundations of buildings and structures, whereas clay expansion may lead to uplift (heave) or lateral stress on part or all of a structure; any such movements may cause cracking and distortion.

Landslides (slope stability) A landslide is a relatively rapid outward and downward movement of a mass of ground on a slope, due to the force of gravity. A slope is under stress from gravity but will not move if its strength is greater than this stress. If the balance is altered so that the stress exceeds the strength, then movement will occur. The stability of a slope can be reduced by removing ground at the base of the slope, by placing material on the slope, especially at the top, or by increasing the water content of the materials forming the slope. Increase in subsurface water content beneath a soakaway could increase susceptibility to landslide hazards. The assessment of landslide hazard refers to the stability of the present land surface. It does not encompass a consideration of the stability of excavations.

Soluble rocks (dissolution) Some rocks are soluble in water and can be progressively removed by the flow of water through the ground. This process tends to create cavities, potentially leading to the collapse of overlying materials and possibly subsidence at the surface. The release of water into the subsurface from infiltration systems may increase the dissolution of rock or destabilise material above or within a cavity. Dissolution cavities may create a pathway for rapid transport of contaminated water to an aquifer or water course.

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Compressible ground Many ground materials contain water-filled pores (the spaces between solid particles). Ground is compressible if a building (or other load) can cause the water in the pore space to be squeezed out, causing the ground to decrease in thickness. If ground is extremely compressible the building may sink. If the ground is not uniformly compressible, different parts of the building may sink by different amounts, possibly causing tilting, cracking or distortion. The compressibility of the ground may alter as a result of changes in subsurface water content caused by the release of water from soakaways.

Collapsible deposits Collapsible ground comprises certain fine-grained materials with large pore spaces (the spaces between solid particles). It can collapse when it becomes saturated by water and/or a building (or other structure) places too great a load on it. If the material below a building collapses it may cause the building to sink. If the collapsible ground is variable in thickness or distribution, different parts of the building may sink by different amounts, possibly causing tilting, cracking or distortion. The subsurface underlying a soakaway will experience an increase in water content that may affect the stability of the ground. This hazard is most likely to be encountered only in parts of southern England.

Running sand Running sand conditions occur when loosely-packed sand, saturated with water, flows into an excavation, borehole or other type of void. The pressure of the water filling the spaces between the sand grains reduces the contact between the grains and they are carried along by the flow. This can lead to subsidence of the surrounding ground. Running sand is potentially hazardous during the drainage system installation. During installation, excavation of the ground may create a space into which sand can flow, potentially causing subsidence of surrounding ground.

Shallow mining hazards (non coal) Current or past underground mining for coal or for other commodities can give rise to cavities at shallow or intermediate depths, which may cause fracturing, general settlement, or the formation of crown-holes in the ground above. Spoil from mineral workings may also present a pollution hazard. The release of water into the subsurface from soakaways may destabilise material above or within a cavity. Cavities arising as a consequence of mining may also create a pathway for rapid transport of contaminated water to an aquifer or watercourse. The mining hazards map is derived from the geological map and considers the potential for subsidence associated with mining on the basis of geology type. Therefore if mining is known to occur within a certain rock, the map will highlight the potential for a hazard within the area covered by that geology.

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For more information regarding underground and opencast coal mining, the location of mine entries (shafts and adits) and matters relating to subsidence or other ground movement induced by coal mining please contact the Coal Authority, Mining Reports, 200 Lichfield Lane, Mansfield, Nottinghamshire, NG18 4RG; telephone 0845 762 6848 or at www.coal.gov.uk. For more information regarding other types of mining (i.e. non- coal), please contact the British Geological Survey.

Groundwater source protection zones In England and Wales, the Environment Agency has defined areas around wells, boreholes and springs that are used for the abstraction of public drinking water as source protection zones. In conjunction with Groundwater Protection Policy the zones are used to restrict activities that may impact groundwater quality, thereby preventing pollution of underlying aquifers, such that drinking water quality is upheld. The Environment Agency can provide advice on the location and implications of source protection zones in your area (www.environment-agency.gov.uk/)

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Contact Details

Keyworth Office British Geological Survey Environmental Science Centre Nicker Hill Keyworth Nottingham NG12 5GG Tel: 0115 9363143 Fax: 0115 9363276 Email: [email protected]

Wallingford Office British Geological Survey Maclean Building Wallingford Oxford OX10 8BB Tel: 01491 838800 Fax: 01491 692345 Email: [email protected]

Edinburgh Office British Geological Survey Lyell Centre Research Avenue South Edinburgh EH14 4AP Tel: 0131 6671000 Email: [email protected]

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Terms and Conditions

General Terms & Conditions This Report is supplied in accordance with the GeoReports Terms & Conditions available on the BGS website at https://shop.bgs.ac.uk/georeports and also available from the BGS Central Enquiries Desk at the above address.

Important notes about this Report • The data, information and related records supplied in this Report by BGS can only be indicative and should not be taken as a substitute for specialist interpretations, professional advice and/or detailed site investigations. You must seek professional advice before making technical interpretations on the basis of the materials provided. • Geological observations and interpretations are made according to the prevailing understanding of the subject at the time. The quality of such observations and interpretations may be affected by the availability of new data, by subsequent advances in knowledge, improved methods of interpretation, and better access to sampling locations. • Raw data may have been transcribed from analogue to digital format, or may have been acquired by means of automated measuring techniques. Although such processes are subjected to quality control to ensure reliability where possible, some raw data may have been processed without human intervention and may in consequence contain undetected errors. • Detail, which is clearly defined and accurately depicted on large-scale maps, may be lost when small-scale maps are derived from them. • Although samples and records are maintained with all reasonable care, there may be some deterioration in the long term. • The most appropriate techniques for copying original records are used, but there may be some loss of detail and dimensional distortion when such records are copied. • Data may be compiled from the disparate sources of information at BGS's disposal, including material donated to BGS by third parties, and may not originally have been subject to any verification or other quality control process. • Data, information and related records, which have been donated to BGS, have been produced for a specific purpose, and that may affect the type and completeness of the data recorded and any interpretation. The nature and purpose of data collection, and the age of the resultant material may render it unsuitable for certain applications/uses. You must verify the suitability of the material for your intended usage. • If a report or other output is produced for you on the basis of data you have provided to BGS, or your own data input into a BGS system, please do not rely on it as a source of information about other areas or geological features, as the report may omit important details. • The topography shown on any map extracts is based on the latest OS mapping and is not necessarily the same as that used in the original compilation of the BGS geological map, and to which the geological linework available at that time was fitted. • Note that for some sites, the latest available records may be quite historical in nature, and while every effort is made to place the analysis in a modern geological context, it is possible in some cases that the detailed geology at a site may differ from that described.

Copyright: Copyright in materials derived from the British Geological Survey's work, is owned by the Natural Environment Research Council (NERC) and/ or the authority that commissioned the work. You may not copy or adapt this publication, or provide it to a third party, without first obtaining NERC’s permission, but if you are a consultant purchasing this report solely for the purpose of providing advice to your own individual client you may incorporate it unaltered into your report to that client without further permission, provided you give a full acknowledgement of the source. Please contact the BGS Copyright Manager, British Geological Survey, Environmental Science Centre, Nicker Hill, Keyworth, Nottingham NG12 5GG. Telephone: 0115 936 3100. © NERC 2016 All rights reserved. This product includes mapping data licensed from the Ordnance Survey® with the permission of the Controller of Her Majesty’s Stationery Office. © Crown Copyright 2016. All rights reserved. Licence number 100021290 EUL

Report issued by BGS Enquiry Service

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CHILTERN AND SOUTH BUCKS LOCAL PLAN GREEN BELT PREFERRED OPTIONS CONSULTATION RESPONSE

REGARDING

LAND NORTH OF DENHAM ROUNDABOUT

ON BEHALF OF WHITBREAD GROUP PLC

DECEMBER 2016

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Land at Denham

1.0 INTRODUCTION

1.1 This Consultation Response is made on behalf of Whitbread Group PLC which owns the Land North of Denham Roundabout, identified as Preferred Option 10 in the Local Plan Green Belt Preferred Options Consultation document. Whitbread welcomes the fact that the release of this site from the Green Belt is considered one of the preferred options for the emerging Local Plan.

View across the site from the footbridge over Junction 1 of the M40

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2.0 GREEN BELT POLICY

2.1 Paragraphs 79 and 80 of the National Planning Policy Framework (NPPF) indicate that the Green Belt serves five purposes:

• To check the unrestricted sprawl of large built-up areas; • To prevent neighbouring towns from merging into one another; • To assist in safeguarding the countryside from encroachment; • To preserve the setting and special character of historic towns; and • To assist in urban regeneration, by encouraging the recycling of derelict and other urban land.

2.2 None of these purposes would be compromised by the release of the Land North of Denham Roundabout from the Green Belt:

• Denham is not a large or sprawling built up area and any further expansion to the south is prevented by the motorway and motorway junction. • The and the land occupied by Junction 1 create a clear barrier between Denham to the north and New Denham to the south, so there is no danger of towns merging. • The Council have identified that some development of previously undeveloped land is necessary. The countryside value of this site is compromised by its location between the motorway junction and Denham. Further, as this site has clearly defined boundaries on three sides, its development would not justify further encroachment on the countryside. • This site does not contribute to the setting or special character of a historic town. • The Buckinghamshire Housing and Economic Needs Assessment (HEDNA) Update 2016 (DRAFT: 20 October 2016) assumes that 5ha of industrial/employment land within South Buckinghamshire will be reused and so the fifth purpose of the Green Belt (reuse of derelict land) is also expected to be achieved. However, the HEDNA also predicts that further employment land will be required, beyond that which becomes available for reuse.

The release of this land from the Green Belt is therefore fully justified by National Policy.

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3.0 THE SITE

3.1 The 4.65ha Preferred Option 10 site is part of a larger site (extending to the northeast), currently used to host the “Denham Giant Car Boot”, a sale that is held on Saturdays between March and November. While this is a popular and successful use, the owners are strongly in favour of this site being removed from the Green Belt to make a permanent and more beneficial use of the site and its very close proximity to the M40.

Key Questions Would use of the site cause No The site is currently in regular use for a car the loss of agricultural land? boot sale, not for agriculture.

Does the site have significant No No part of the site is covered by any ecological value? ecological designation such as Ramsar or SSSI.*

Does the site contain priority No No part of the site is priority habitat or habitat? covered by any other ecological designation.

Would development of the No While the site falls within the Colne Valley site result in a significant Regional Park, it is located between a built landscape impact. up area and the motorway. It’s contribution to the wider landscape is minimal and the site can accommodate landscape planting to mitigate any impact.

Is the site at risk of Flooding? No Source: Environment Agency’s Flood Map for Planning.

Will development of the site No The nearest listed building is Denham First affect the setting of any listed School, located in a residential setting in buildings? Denham.

Will development of the site No The Denham Village Conservation Area is affect other heritage assets? located on the north side of Denham, separated from the site by the more modern areas of Denham that are located closer to the A40.

Does the site have good road Yes The site enjoys an excellent location relative links? to the M40 and M25 and the junction at the end Denham Court Drive can be upgraded to ensure there are no road capacity issues.

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Does the site have good Yes There are existing bus stops around 300m public transport links away on the A40 (outside Denham Nurseries). These bus stops provide bus links to Denham, Ruislip and Stations. New bus stops and routes could be created as part of any new development’s travel plan. (Please see the accompanying Transportation Technical Note.)

Is the site available for rapid Yes While Master planning of large-scale, mixed- development use sites could take years, this site could be brought forward in the near term.

Is the site flexible/divisible? Yes The site could easily be broken into smaller plots, or it could be occupied by a single large-scale/prestige use.

Can the site be screened Yes Again, the shape of the site means that the from residential areas? nearby residential areas can be screened by landscape planting etc. without the proposed use being compromised.

*The site is however, within the Impact Risk Zone of the Frays Farm Meadows Site of Special Scientific Interest, located around 1km to the east. This Impact Risk Zone indicated that the site would not be suitable for heavier industrial uses that may cause air pollution, but it does not preclude the development of the site for other uses.

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4.0 NEED FOR ADDITIONAL EMPLOYMENT LAND

4.1 Based on the assumptions within the Buckinghamshire Housing and Economic Needs Assessment (HEDNA) Update 2016 (DRAFT: 20 October 2016) South Bucks needs around an additional 10 hectares of employment land. This is derived from an anticipated requirement for 7ha of B1a/b land (primarily expected to be B1a, office based uses) and 8ha of B8 (storage and distribution) land. It is also anticipated that 5ha of B1c/B2 (Industrial) land will fall out of use and become available.

4.2 However, this 10ha figure is based on an assumption in the HEDNA that there will be a reduction in B2 (general industry) land use in South Bucks and that all disused B2 land (5ha) will be retained in employment use as either B1 or B8 use. However, the decline of some of these former industrial sites may well have been exacerbated by their poor location. Under those circumstances those sites may prove equally unsuitable for modern office or storage and distribution uses. In addition, former industrial sites may require remediation of contamination and (given comparative land values) it may be that residential redevelopment is the only viable option to achieve this. Whitbread therefore believes that the assumption all former B2 land will remain in employment use is overly optimistic and that that some of this 5ha will be lost from the overall supply of employment land.

4.3 The HEDNA also contains the assumption that B1 office space will be developed at a plot ratio of 50%. The HEDNA states that this figure is based on information from the Planning: Employment Land Reviews: Guidance Note dated 2004. An examination of this guidance note shows that it splits office space into two categories, “Business Park” and “Town Centre Office”. It indicates that town centre offices can achieve plot ratios of 75% to 200%, while business park office space is developed at a plot ratio of between 25% and 40%. The HEDNA uses a single plot ratio of 50% and fails to respect this distinction.

4.4 It is submitted that any new employment use in the Green Belt will more closely resemble a “Business Park” than a “Town Centre Office”, as any such Green Belt sites would need to accommodate landscaping areas and are unlikely to be developed with high level multi-storey office blocks. Redevelopment of former industrial sites is also likely to be implemented at a lower density than is found in town centres. The 50% plot ratio assumption used in the HEDNA is therefore overly optimistic as to how much employment/office development could be achieved on new sites. It is therefore submitted that a plot ratio of 35% would be a more realistic assumption, resulting in a commensurate increase in the B1 land requirement from 7ha to 10ha. In particular a 35% plot ratio would be a safer assumption for Preferred Option Site no.10.

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4.5 In addition, the HEDNA does not appear to make any allowance for the continuing loss of office space converted to residential use through Permitted Development Rights. Again, comparative land values mean that there will always be pressure for such conversions to residential use to occur.

4.6 Some of the figures used in the HEDNA are very sensitive to change. For example, with regard to use class B8 (storage and distribution) the HEDNA assumes an employment density of 70sqm per FTE and a plot ratio of 50% (as stated in Figure 93). Based on these figures, if around 71 more storage and distribution jobs were created than had been anticipated in the HEDNA, an additional hectare of B8 land would be required.

4.7 It is submitted that the Local Plan should make better contingency provision within its employment land supply. This Local Plan addresses the next 20 years, yet even ten years ago, the idea that converting offices to residential use would be possible as permitted development would have seemed extremely unlikely. Today, around 13,000 dwellings have been created from office space using PD rights. This represents a loss of hundreds of thousands of square meters of office space, predominantly in the south east where residential land values are highest. The supply of employment land should be insulated by very robust assumptions to guard against any such events or policy changes in the future.

4.8 Finally, it must also be acknowledged that Local Plan is only addressing the need for employment land for “B” class uses. However, with regard to South Bucks, the HEDNA (paragraph 6.57) states:

“Employment in non-B use classes is forecast to increase by approximately 2,730 to 15,920 by 2036. Employment in these sectors will grow faster than in B use class sectors, with 21% growth from 2014 to 2036. The share of employment in non-B use class sectors is forecast to increase slightly from 44% in 2014 to 45% in 2036.”

Despite this level of growth the HEDNA gives no further consideration to the potential land requirement that would be associated with this increase in jobs. It is submitted that the Local Plan should make some allowance for land in new employment generating uses that are not traditional “B” class uses.

4.9 Based on the above, it is submitted that the need for additional employment land may have been underestimated and that the release of 10ha from the Green Belt will prove insufficient. As a result, the Local Plan’s current approach may result in an undersupply of land for B1 and B8 uses and employment more generally. It is therefore suggested that, at the least, the figure of 10ha should be treated as minimum, rather than a maximum amount of land for release from the Green Belt for employment purposes.

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5.0 DEVELOPMENT POTENTIAL

5.1 Whitbread PLC welcomes the Preferred Options Proposal that the development of this site could “comprise offices and ancillary uses within a landscape setting”, as stated on page 40 of the Consultation document. Such a use of the site is viewed as desirable by Whitbread. It is noted that, aside from the Denham Nursery, there is no significant employment use in or near Denham. Employment use of this site might therefore help reduce commuting out of South Bucks.

5.2 At 4.65ha, the site identified as Preferred Option 10 could accommodate just under half of the land requirement identified in the HEDNA. Based on the assumptions contained in the HEDNA (i.e. an employment density of 12sqm per FTE and a plot ratio of 50%, as stated in Figure 93), the 4.65ha site could support up to around 1,920 office based (i.e. Use Class B1a/b) jobs. However, if the more appropriate plot ratio of 35% is used, this number would fall to around 1,340 jobs. The site’s well- connected location means that it is likely to prove very attractive to employers and their employees.

5.3 Alternatively, the location means that the site would also be highly valued by those seeking land for storage and distribution (Use Class B8) type uses. Market forces and demand are likely to play a role in what type of development is brought forward, but (again using figures from the HEDNA – an employment density of 70sqm per FTE and a plot ratio of 50%, as stated in Figure 93), this site could support around 330 jobs if fully occupied by B8 (Storage and Distributions) uses.

5.4 Bearing in mind the HEDNA findings regarding none-B class employment generating uses and the comments at 4.8 above, it should be recognised that site no.10 would make a very valuable contribution to the employment needs of the area by accommodating carefully selected non-B class use. Such uses could be as environmentally and visually acceptable as B1 offices and would be likely to generate lower levels of traffic per square meter (i.e. if office use is acceptable in transport terms so too would be these other uses).

5.5 It must also be acknowledged that this site could be very attractive to developers seeking land for residential use. Whitbread would not be adverse to such a use, however, Whitbread would prefer to work with the LPA to bring forward a use supported by all parties.

Site Access

5.6 As noted, the site is well located within the M40 corridor, being immediately north of Junction 1, the Denham Roundabout. The site is also only around 1.5 miles from the M25, so it has good connections to the north, south, east and west. As part of this

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Land at Denham

Consultation Response, Whitbread PLC has commissioned a traffic survey of the Denham Roundabout and this has informed the accompanying Technical Note, which considers the traffic and transport implications of releasing this site from the Green Belt and is submitted herewith. This considers two scenarios using likely trip generation taken from the Trip Rate Information Computer System (TRICS) database. The first scenario is office use at a plot ratio of 35%. The second is a more general/mixed “Industrial Estate” use at a plot ratio of around 50%.

5.7 This demonstrates that, with improvements to the roundabout/junction where Denham Court Drive meets the A40 (part of the wider motorway junction), the development of this site for employment use would not cause road capacity issues or impact on nearby junctions (in either of these scenarios). It should also be noted that the junction improvements suggested in the Technical Note do not require additional land outwith the current highway boundary to deliver.

5.8 Furthermore, as a robustness test, The Technical Note confirms that even a 50% plot ratio for offices would be capable of being accommodated by the proposed highways improvements.

Roundabout at the end of Denham Court Drive

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Site Suitability

5.9 Whitbread have also instructed a basic site investigation and research into the availability of utilities to serve this site. The results of the utilities checks are yet to be received, but these will be made available to the LPA in the near future. The site investigation concludes that no substantial issues have been identified that would prevent development from taking place at this site. It also concludes that the site is suitable for the type of development proposed in terms of flood risk, ground conditions, foul water drainage, surface water drainage and utilities.

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6.0 CONCLUSIONS

6.1 It is concluded that the emerging Chiltern and South Bucks Local Plan may have underestimated the need for B1 land and employment land more generally in South Bucks.

6.2 It is also concluded that the Preferred Option 10, Land at Denham is well suited to be removed from the Green Belt to meet some of the identified requirement for additional employment land.

Euan Brown Walsingham Planning 12 December 2016

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LAND AT DENHAM

The Chiltern and South Bucks Local Plan Review: Preferred Option 10

Transport Technical Note

Prepared on behalf of Whitbread Group PLC

WHIT/16/3436 December 2016

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DOCUMENT CONTROL

Project: Land at Denham The Chiltern and South Bucks Local Plan Review: Preferred Option 10

Document: Transport Technical Note

Client: Whitbread Group PLC

Reference: WHIT/16/3436

Document Checking:

Author: PJB Date 09/12/2016

Checked by: WTT Date 09/12/2016

Approved by: NDR Date 09/12/2016

Status:

Issue Date Status Issued by 1. 07/12/2016 Draft NDR 2. 09/12/2016 Revision A NDR 3. 4. 5. 6. 7.

© Copyright Russell Giles Partnership Limited 2016

No part of this publication may be reproduced by any means without the prior permission of Russell Giles Partnership Limited.

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CONTENTS

1 INTRODUCTION ...... 3 1.1 Background ...... 3 1.2 Report Structure...... 3 2 POLICY REVIEW ...... 5 2.1 National Planning Policy Framework (March 2012)...... 5 2.2 Emerging Chiltern and South Bucks Local Plan (2014-2036) ...... 5 3 BASELINE CONDITIONS AND CONNECTIVITY ...... 7 3.1 Site locality ...... 7 3.2 Review of Pedestrian / Cycle Infrastructure ...... 8 Denham Roundabout ...... 8 Old Mill Road and A40 (Oxford Road) ...... 9 Surrounding Public Rights of Way...... 9 3.3 Public Transport Services ...... 9 Bus Services...... 9 Rail Services ...... 10 3.4 Pedestrian Improvements ...... 10 3.5 Travel Planning Initiatives ...... 11 4 TRIP GENERATION IMPACT ...... 12 4.1 Trip Generation ...... 12 Scenario 1 – Offices ...... 12 Scenario 2 – Industrial Estate ...... 13 4.2 Junction Capacity Assessment ...... 14 Existing Junction Layout ...... 14 Proposed Junction Layout ...... 15 5 ACCESS ARRANGEMENTS ...... 17 6 SUMMARY AND CONCLUSIONS ...... 18

PLANS

Plan 01 Walking Isochrones and Bus Facilities Plan 02 Cycling Isochrones and Rail Facilities

DRAWINGS

2016/3436/001 Site Access Arrangements 2016/3436/002 Junction Improvements

APPENDICES

Appendix A Summary of Local Bus Services Appendix B TRICS Outputs Appendix C Traffic Survey of Roundabout Appendix D Flow Diagrams Appendix E JUNCTIONS Assessment Results Appendix F LINSIG Assessment Results Appendix G Highway Boundary Plan

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1 INTRODUCTION

1.1 Background

1.1.1 RGP is instructed by Whitbread Group PLC to provide transport planning and highway advice relating to a parcel of land adjacent to the M40 at Junction 1 in Denham. The site is located on the northern side of the A40 Denham Roundabout, which encircles Junction 1 of the M40 motorway, as illustrated on Plan 01, attached.

1.1.2 The site is located between Denham Court Drive to the east and Old Mill Road to the west. Along its southern boundary is the A40 Oxford Road / Denham Roundabout.

1.1.3 The site is being considered as a potential future development site by South Bucks District Council (SBDC) within their Local Plan which has been jointly prepared with Chiltern District Council and is currently undergoing consultation.

1.1.4 The proposed concept would utilise the site to provide employment space within the 4.65 hectare site. This Technical Note has been prepared to consider the suitability of the site for this development type from a transport and highways perspective. Particular consideration is given to the site’s connectivity with neighbouring urban areas from where employees would be likely to travel and the resultant impact on the transport network, including the possible improvements and mitigation measures required.

1.1.5 The maximum floor space which could theoretically be accommodated has been derived from the Oxford Economics assumptions which inform Buckinghamshire’s analysis within the Housing and Economic Development Needs Assessment 2015. This assumes that for a B1a/b use class the plot ratio (i.e. floor space) for an out of town business park would be approximately 30% of the total site area. For robustness, however, this report applies a ratio of 35% when assessing the maximum potential traffic generation impact. A B8 use class is assumed to have a plot ratio (i.e. floor space) of approximately 50% of the total site area.

1.1.6 On this basis it is therefore assumed that the site could accommodate up to approximately 16,275sqm of employment floor space if operating as offices in a business park or 23,000sqm of employment floor space if operating as an industrial estate. This assumes the entire site area is utilised for development and hence is considered to be a particularly robust approach in assessing the site’s potential trip generation.

1.2 Report Structure

1.2.1 The remainder of this note comprises the following principal areas:

(i) Policy Review – Consideration of relevant policy documents from a transport perspective;

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(ii) Baseline Conditions and Connectivity – An overview of the site locality and review of public transport facilities and pedestrian infrastructure currently serving the site;

(iii) Access Arrangements – Consideration of how access would be gained to the site for pedestrians and vehicular traffic;

(iv) Trip Generation Impact – An assessment of the potential trip generation impact of the proposed allocation for development, including junction assessment work to determine the impact on capacity of the local network;

(v) Summary and Conclusions;

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2 POLICY REVIEW

2.1 National Planning Policy Framework (March 2012)

2.1.1 The National Planning Policy Framework (NPPF) came into effect in March 2012 and replaces all previous Government planning policy guidance. The NPPF broadly covers all aspects of planning policy and the extracts below detail those relevant to this site and transport.

2.1.2 Paragraph 32 outlines the basic transport requirements for developments to provide, and states that “all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment.

(i) Plans and decisions should take account of whether the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;

(ii) safe and suitable access to the site can be achieved for all people; and

(iii) improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

2.1.3 In order to understand the above policy requirements of development proposals, this note gives detailed consideration to the potential highway impact and infrastructure, both in terms of sustainable travel modes and for private car travel.

2.2 Emerging Chiltern and South Bucks Local Plan (2014-2036)

2.2.1 Between 31st October and 12th December 2016 the Local Plan Preferred Green Belt Options has been subject to public consultation prior to the Councils confirming which of the options will be taken forward in the emerging Local Plan.

2.2.2 The application site is identified within this plan as Option 10, which would comprise “offices and ancillary uses within a landscaped setting”. As referenced within the Preferred Options Document, to be considered acceptable the development proposals would need to provide:

(i) “Necessary infrastructure (either directly provided on-site or secured through funding by the developer) or development delayed until provided by an infrastructure provider or by other means;

(ii) Connectivity with adjoining built areas and transport access points with facilities for walking, cycling and passenger transport access;

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(iii) Structured landscaping;

(iv) The imposition of a planning condition removing permitted development rights to convert the offices to residential at some future point as offices are to be provided as part of the exceptional circumstances for taking land out of the Green Belt, to meet future needs, secure the right balance of uses and best match resident needs to housing based infrastructure locally.”

2.2.3 In light of the above, the remainder of this note gives consideration to the following points, to demonstrate the site is appropriate for allocation. Particular consideration is given to the likely infrastructure required to facilitate the development, including vehicular access arrangements and connectivity to the surrounding areas by alternative travel modes, including access to surrounding areas by public transport, walking and cycling. An assessment of the likely traffic generation impact has been undertaken to give a high level understanding of any highway improvements which may be needed. This assessment has been informed through traffic surveys of the local network and expected growth in vehicular traffic flows.

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3 BASELINE CONDITIONS AND CONNECTIVITY

3.1 Site locality

3.1.1 The site is located on land north of the A40 Denham Roundabout, which encircles Junction 1 of the M40 motorway. The site is bound by Denham Court Drive to the east, the A40 Oxford Road/Denham Roundabout to the south, Old Mill Road to the west and a residential development, which is part of Denham Village, to the north.

3.1.2 The A40 Denham Roundabout provides access to Junction 1 of the M40 motorway which operates in an east-west alignment. Both eastbound and westbound on and off slips are operated by traffic signals filtering traffic onto/off the M40 motorway, whilst traffic for the A40 (Oxford Road), Denham Court Drive, A4020 (Oxford Road) and A412 (Denham Road) are filtered by mini-roundabout junctions.

3.1.3 The site is one of a number of areas of open land which are utilised by Giant Car Boot (www.giantcarboot.co.uk). This company also operate another car boot in Taplow, Maidenhead. The site is operated by Giant Car Boot between 7am-3pm on Saturdays from March to Winter and also on Good Fridays.

3.1.4 The site is served by two vehicular accesses, with the main entrance on its eastern side at Denham Court Drive (Photograph 1) and a secondary access on the western side of the site providing access from Old Mill Road (Photograph 2).

Photographs 1 & 2. Existing Points of Access

3.1.5 Denham Court Drive is a circa 5.5m wide carriageway used to access Denham Country Park and Buckinghamshire Golf Club to its north.

3.1.6 The second vehicular access serving the site is located on Old Mill Road, along the western boundary of the site. Old Mill Road provides a left in, left out access arrangement to the eastbound lane of the A40, towards the M40 junction. Access at this location is also served by way of a dedicated right turn lane from the westbound running lane of the A40. Old Mill Road itself operates in a north-south alignment connecting users to the A40 to the south and Denham village at its northern extent.

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3.2 Review of Pedestrian / Cycle Infrastructure

3.2.1 The site is well served by a number of footways in the immediate vicinity of the site which provide direct links to a number of local services and facilities. The following sub-sections consider the existing infrastructure. Plans 01 and 02, attached hereto, illustrate the site’s location relative to access by alternative modes of travel.

Denham Roundabout

3.2.2 To the south of the site, footways are located adjacent to the carriageway of the A40 (Denham Roundabout) on both sides of the road, which are circa 2 metres in width.

3.2.3 Tactile paving, dropped kerbs and a number of designated crossing points can be found in the locality. Two pedestrian crossing facilities are located south-west of the site at traffic signals in proximity to the M40 on-slip and off-slip, both of which facilitate access south towards Uxbridge town centre. Photograph 3 below demonstrates one of the signalised crossing points in proximity to the M40 on-slip (southbound) at the Denham Roundabout.

3.2.4 Three footbridges are situated to the south of the site at the Denham Roundabout. The over-crossing facilities are stepped walkways suitable for pedestrians only. Photograph 4 below shows the pedestrian over-crossing located immediately to the south of the site boundary which links with the footway on the opposite side of the carriageway.

Photographs 3 & 4. Existing Crossing Facilities

3.2.5 Two further over-crossings are located on the southern side of the Denham Roundabout which help facilitate access to Willets Lane, the A4020 and the A412. All the pedestrian over-crossings at the roundabout facilitate access to Uxbridge town centre from the site, although it is anticipated that pedestrians would be more inclined to utilise the pedestrian crossing points located to the south-west of the site which provide more favourable and well-maintained routes.

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3.2.6 Footways to the south of the site link well with the wider pedestrian network and facilitate access to Uxbridge town centre located approximately 2.3 kilometres to the south-east of the site where a number of services and facilities can be reached, including Uxbridge Underground Station.

Old Mill Road and A40 (Oxford Road)

3.2.7 The access on the western side of the site is well served by footways located on both sides of the carriageway on Old Mill Road. The footway on the western side of the carriageway operates approximately 20 metres to the north of the site while the footway on its eastern side (adjacent to the site) is located along the entirety of its length and links well with Denham village to the north where several conveniences and facilities can be reached. The footways on Old Mill Road link directly with the A40 (Oxford Road) to the north-west of the site.

3.2.8 Footways are located on the A40 (Oxford Road) on both sides of the dual carriageway along its length. The footways have a generous width and provide a shared-use footway / cycle way. The footway on the eastern side of the carriageway is set back from the edge of the carriageway by grass verging and provides a shared cycle and pedestrian footway. The footway on the western side of the A40 (Oxford Road) operates adjacent to the carriageway and measures approximately 5m in width.

Surrounding Public Rights of Way

3.2.9 A number of public footpaths are located to the north of the site, within the Colne Valley Regional Park. Photograph 8 below shows footpath 49/1 situated between Denham Court Drive and Old Mill Road, aligning the northern boundary to the site.

3.2.10 Denham Rail Station is also well served by the existing public footpaths, including The Pyghtle. The Pyghtle is a public footpath (17/5) which connects pedestrians and cyclists between Denham village to the south and the rail station to its north. The footpath operates parallel to Buckinghamshire Golf Course in a north-south alignment.

3.3 Public Transport Services

Bus Services

3.3.1 The nearest bus stops to the site are located on the A40 (Oxford Road), north-west of the site. The bus stops, known as Springbridge Nurseries bus stops, are present northbound and southbound serving bus routes 331, 580, 724, 730, 740 and A40 which provide regular (every 15 minutes) services to destinations such as Denham, Uxbridge, Heathrow Airport, and Harlow.

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3.3.2 The Springbridge Nurseries bus stops are located approximately 300 metres from the site and are well served by the existing footway provision. Approximately 20 metres to the south of the bus stops is a pedestrian crossing facility, providing safe and convenient crossing for pedestrians. A full summary of the existing bus services is attached at Appendix A.

3.3.3 Plan 01 attached provides a summary of the services from these bus stops, whilst full details including route maps, fares and timetables can be found at: www.travelinesoutheast.org.uk/se.

Rail Services

3.3.4 The site benefits from being within cycle and potential walking distance of both Denham Railway Station (circa 1.9 kilometres from the site) and Uxbridge Underground Station (circa 2.3 kilometres from the site).

3.3.5 Operated by , Denham Rail Station is located on the line between Gerrard’s Cross and London Marylebone. Typically, one service per hour operates to Gerrard’s Cross and London Marylebone respectively, both of which call via a number of likely destinations such as Denham Golf Club, West Ruislip, Northolt Park, Sudbury Hill Harrow, and Wembley Stadium.

3.3.6 Uxbridge Underground station is located approximately 2.3 kilometres to the south of the site, within Uxbridge town centre.

3.3.7 Operated by , Uxbridge provides the terminating stop on the Uxbridge branch of both the Metropolitan and Piccadilly lines. A number of likely destinations can be reached from Uxbridge including Wembley Park, Finchley Road, Kings Cross St Pancras, Heathrow Airport, Hammersmith and Piccadilly Circus.

3.3.8 A summary of the services from Uxbridge and rail services from Denham can be found on Plan 01 attached, full details of which can be found online at: https://tfl.gov.uk/modes/tube/ and www.nationalrail.co.uk.

3.4 Pedestrian Improvements

3.4.1 As part of the proposals, improvements would be made to pedestrian and cycle infrastructure in the immediate vicinity of the site to encourage and promote travel to the site by sustainable modes. Drawing 2016/3436/001, attached, provides a high- level illustration of pedestrian routes and vehicular access into the site.

3.4.2 It is anticipated that a new high quality pedestrian/cycle link would be provided from the southern boundary of the site linking with the existing footway on the northern side of the A40, in proximity to the over-crossing. The new footway would provide an attractive route for pedestrians and cyclists accessing the site from Uxbridge town centre and from local bus stops on the A40 (Oxford Road).

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3.4.3 The primary access to the site from Denham Court Drive currently offers no footways along its length. As part of the proposals, a new footway is proposed on the western side of Denham Court Drive between the site and the mini-roundabout with the A40 to its south. The footway would link well with existing provision provided from the A40. As shown in Photograph 5 below, dropped kerbs are currently provided at the roundabout to enable safe crossing for pedestrians and cyclists.

Photograph 5. Uncontrolled Crossing on Denham Court Drive

3.4.4 It is proposed that as part of any forthcoming development improvements would be made to this crossing facility.

3.5 Travel Planning Initiatives

3.5.1 It is proposed that a comprehensive Travel Plan would be prepared for the development to promote sustainable travel to / from the site by staff and deter private occupancy car trips. This would include comprehensive details on the public transport facilities available for staff to complete journeys using these modes.

3.5.2 Car sharing is when two or more people travel together and would also be promoted within the Travel Plan. It represents a relatively convenient alternative form of travel if a suitable match can be found. A major reason why individuals do not share is that they are unaware of potential sharers and do not have the inclination to approach others.

3.5.3 https://liftshare.com/uk, the largest car share network in the UK with over half a million members will be promoted. Liftshare is free to sign up to and aims to facilitate car sharing on a regular or ad hoc basis. Car sharing provides the convenience of car travel whilst offering financial savings and reduced carbon emissions.

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4 TRIP GENERATION IMPACT

4.1 Trip Generation

4.1.1 In order to determine the likely trip generation of the proposals, a trip generation assessment has been undertaken using the TRICS database.

4.1.2 The TRICS database is an industry standard tool containing traffic survey data from a comprehensive range of site and use classes throughout the UK. An interrogation of this database provides a robust assessment of the traffic which could be generated by the development, based on comparable survey data.

4.1.3 Two scenarios have been considered for assessment purposes, as follows:

(i) Scenario 1 – Office use (16,275sqm);

(ii) Scenario 2 – Industrial estate (23,000sqm);

4.1.4 A TRICS assessment has been undertaken for each scenario, applying the following selection criteria:

(i) Selected regions – England (excluding London);

(ii) Survey days – weekdays only;

(iii) Selected locations – suburban area, edge of town;

4.1.5 The full TRICS outputs are attached at Appendix B.

Scenario 1 – Offices

4.1.6 As detailed within Section 1 of this report, the site area is 4.65 hectares and so could theoretically accommodate a total floor area (GFA) of up to 16,275sqm of office space (applying a robust 35% plot ratio). Figure 5.1 below, provides a summary of the trip rates and corresponding trip generation of an office development based on this floor area.

4.1.7 For robustness, consideration is given to the conventional AM (08:00-09:00) and PM (17:00-18:00) peak hours as well as the total daily (weekday 05:00-21:30) traffic which could be generated.

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Scenario 1 – 16,275sqm Office

Trip Rates (per 100sqm) Trip Generation (16,275sqm) Arr Dep Two-way Arr Dep Two-way AM Peak 1.377 0.274 1.651 222 44 266 PM Peak 0.204 1.152 1.356 33 186 218 Daily 6.612 6.105 12.717 1,076 994 2,070 Figure 5.1. Potential Trip Generation – Offices

4.1.8 As summarised above, assuming the site was utilised to accommodate an office development of up to 16,275sqm, a total of 2,070 two-way vehicle movements could be generated over the course of a typical weekday. This would comprise up to 266 two-way vehicle movements during the AM peak hour and 218 two-way vehicle movements during the PM peak hour.

4.1.9 This would include a nominal proportion of HGV movements, equating to 0.7% of the total development traffic (i.e. 16 daily two-way movements).

Scenario 2 – Industrial Estate

4.1.10 Figure 5.2, below, provides a summary of the TRICS outputs when considering the site operating as an industrial estate. Consideration is given to the conventional AM (08:00-09:00) and PM (17:00-18:00) peak hours as well as the total daily (weekday 06:00-20:00) traffic which could be generated.

Scenario 2 – 23,000sqm Industrial Estate

Trip Rates (per 100sqm) Trip Generation (23,000sqm) Arr Dep Two-way Arr Dep Two-way AM Peak 0.534 0.100 0.634 123 23 146 PM Peak 0.047 0.431 0.478 11 99 110 Daily 2.422 2.267 4.689 557 521 1,078 Figure 5.2. Potential Trip Generation – Industrial Estate

4.1.11 As summarised above assuming the site was utilised to accommodate an industrial estate with a total GFA of 23,000sqm, up to 1,078 two-way vehicle movements could be generated over the course of a typical weekday. This would comprise up to 146 two-way vehicle movements during the AM peak hour and 110 two-way vehicle movements during the PM peak hour.

4.1.12 Operating under this scenario it is anticipated that approximately 8.3% of vehicle trips would be made by HGV (i.e. 90 daily two-way movements).

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4.2 Junction Capacity Assessment

Existing Junction Layout

4.2.1 In order to determine how this level of vehicular traffic would impact on the local highway network, an assessment of the Denham Court Drive roundabout junction has been undertaken.

4.2.2 Baseline traffic flows at this junction have been captured through a detailed survey carried out over the AM and PM peak periods (07:00-10:00 and 16:00-19:00) on Tuesday 22nd November 2016. The surveys recorded full turning counts, vehicle classifications and queue lengths on each arm. The traffic survey data is attached hereto at Appendix C, whilst Appendix D provides an illustration of the existing and proposed traffic flow diagrams.

4.2.3 The results of the junction assessment are summarised within Figure 5.3, below, and fully detailed within Appendix E, attached.

Max Queue Max Level of Max RFC (PCU) Delay (s) Service AM Peak 4.69 36.14 0.82 E Baseline PM Peak 1.24 17.70 0.56 C

Proposed Office AM Peak 13.07 47.49 0.94 E (2016 Baseline) PM Peak 10.70 155.87 1.00 F Proposed Office AM Peak 86.93 159.29 1.08 F (2026 Growth) PM Peak 69.15 886.38 1.86 F

Proposed Industrial AM Peak 2.45 42.17 0.71 E Estate (2016 Baseline) PM Peak 1.65 39.95 0.62 E Proposed Industrial AM Peak 39.87 268.20 1.02 F Estate (2026 Baseline) PM Peak 16.94 321.22 1.16 F Figure 5.3. JUNCTIONS Outputs

4.2.4 The results of the junction assessment confirm that the roundabout in its existing form does not operate well and that this would be exacerbated in the event of further development off Denham Court Drive.

4.2.5 This has been modelled using both development scenarios, over each of the AM and PM peak hours and has been factored to reflect anticipated traffic growth between 2016 and 2026 (using TEMPRO software for the South Bucks area). As indicated, when considering the anticipated increase in traffic over this period, the operation of the junction would deteriorate significantly, with a maximum RFC of 1.86 in the year 2026 under the office use scenario.

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4.2.6 The TEMPRO growth factor for the AM period over this 10 year period is 1.1411 and the PM growth factor is 1.1429.

Proposed Junction Layout

4.2.7 Consideration has therefore been given to improvements which could be made to this junction to improve its operation and enable the development proposals to come forward.

4.2.8 Drawing 2016/3436/001, attached, illustrates how the junction could be altered to provide a signalised junction, which is considered further within Section 5, below. The signalised junction has been modelled using LINSIG software, the results of which are attached hereto at Appendix F.

4.2.9 The flows are detailed within Appendix D, attached hereto, which also includes the relevant TEMPRO growth factors for each of the AM and PM peak periods. A summary of the subsequent LINSIG outputs is provided within Figure 5.4, below.

Max Queue Max Deg. Sat (PCU) Delay (s) (%) Scenario 1 - office AM Peak 7.3 51.2 58.3% (2016 Baseline Traffic) PM Peak 10.6 56.4 60.9% Scenario 1 - office AM Peak 9.3 51.9 66.1% (2026 Growth) PM Peak 14.1 61.9 69.6%

Scenario 2 - industrial AM Peak 7.2 50.2 56.0% (2016 Baseline Traffic) PM Peak 9.3 60.5 55.6% Scenario 2 - industrial AM Peak 9.1 50.3 63.8% (2026 Growth) PM Peak 11.9 64.5 63.6% Figure 5.4. LINSIG Outputs

4.2.10 As summarised above, the degree of saturation under each scenario would be well within capacity.

4.2.11 Under Scenario 1, with traffic flows factored to reflect anticipated growth up to 2026, the degree of saturation would reach a maximum of 69.6% during the PM peak hour. If the degree of saturation is below 90% it is generally accepted that a junction is operating well. It is therefore evident that the indicative signalised arrangement would be suitable to accommodate the anticipated worst case traffic flows with significant capacity retained.

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4.2.12 Furthermore, it is evident that vehicle queuing would not impact upon surrounding junctions within the wider M40 interchange, with maximum queues typically up to 14 cars and a distance in excess of 120m to adjacent junctions (i.e. capable of accommodating queues of more than 20 vehicles where a single lane is provided or 40 vehicles where two lanes are provided). It is therefore evident that this arrangement would not impact on the operation of surrounding junctions.

4.2.13 As a further sensitivity test, this junction has been modelled on the basis of a 50% plot ratio for office use (i.e. Scenario 1) and would continue to operate within capacity even in this scenario. The specific junction arrangement would be given detailed consideration as part of any subsequent development aspirations.

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5 ACCESS ARRANGEMENTS

5.1.1 Drawing 2016/3436/001, attached, provides an overview of the potential access options to the site for pedestrians / cyclists and vehicular traffic.

5.1.2 As indicated, vehicles would gain access the site via a priority junction from Denham Court Drive at the eastern frontage. The site’s existing gated access is located in this position however under the proposals this would be formalised to accommodate the anticipated traffic flows and vehicle mix.

5.1.3 This access located benefits from good levels of visibility in accordance with design guidance and would be positioned a suitable distance from the A40 junction to avoid conflict.

5.1.4 Based on the above traffic generation assessment it is anticipated that improvements would have to be made to the existing Denham Court Drive / A40 roundabout junction. Drawing 2016/3436/002, attached provides an illustration of how this could be upgraded to a signalised junction. This would include two lanes for traffic departing Denham Court Drive and a signalised pedestrian crossing over Denham Court Drive which would link the application site to surrounding pedestrian infrastructure. A dedicated right-turn spur would be provided for vehicles approaching Denham Court Drive from the east and a left-turn spur would be provided for those vehicles approaching from the west.

5.1.5 As indicated within the highway boundary plan attached at Appendix G these improvements would be contained entirely within land controlled by either Buckinghamshire County Council or Highways England, who are responsible for the A40 and M40.

5.1.6 A range of pedestrian routes would be provided in to / out of the site in order to link with the surrounding pedestrian infrastructure. These routes are indicated on the attached drawing (2016/3436/001) and are anticipated to correlate with likely pedestrian desire lines i.e. linking towards bus stops, pedestrian crossings and surrounding urban areas from which employees may arrive.

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6 SUMMARY AND CONCLUSIONS

6.1.1 RGP make the following conclusions with regards to the proposed allocation for development of land at Denham Roundabout:

(i) A range of pedestrian routes and public transport services are available locally which could be well utilised by employees commuting to an employment facility at this location;

(ii) As part of any future development the existing pedestrian links would be complemented through improvements and permeability from the site to surrounding infrastructure;

(iii) A trip generation exercise has been undertaken and indicates that as a robust assessment an employment use could generate a maximum of 2,070 two-way vehicle flows over the course of a typical weekday. This would comprise 266 two-way vehicle movements during the AM peak hour and 218 two-way vehicle movements during the PM peak hour;

(iv) An assessment of the capacity of the roundabout has been undertaken which indicates this would be overcapacity as a result of any potential office development, which would further be exacerbated in future years;

(v) An assessment has been undertaken which confirms that a signalised junction would be sufficient to cater for the anticipated future level of traffic. This would have a maximum degree of saturation of 69.6% which is well within capacity and would not impact on adjacent junctions;

(vi) Suitable access arrangements have been indicated, which include routes for vehicular traffic and pedestrians to reach adjacent footways and for onward walking / cycling journeys to bus stops, rail stations and local urban areas;

6.1.2 As a result of the conclusions of this report it is therefore evident that the site would be suitable to accommodate an employment use and any associated highway impacts could be mitigated against through proportionate off-site improvement works.

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PLANS

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SITE LOCATION

BUS STOPS TO DENHAM BUS SERVICE SUMMARY (Springbridge Nurseries, Oxford Road)

3 222 331 335 353 400m WALK ISOCHRONE 427 580 581 582 583 607 697 698 724 730

740 A10 A40 BB11 BB12 800m WALK ISOCHRONE N207 U1 U2 U3 U4 U5 U7 U9 U10

Combined weekday frequency of 14 buses 1200m WALK ISOCHRONE every 15 minutes

Principal Bus Route

Secondary Bus Route

Priory Close

Transport Planning and Infrastructure Design Consultants Shackleford Suite, Mill Pool House, Mill Lane, Godalming, Surrey, GU7 1EY Tel: 01483 861681 Fax: 01483 861682 www.rgp.co.uk Client: Whitbread Group Plc

Project: Denham TO Title: Site Location and Walk Isochrone Accessibility Plan

Plan No: Job No: Date: Scale: Plan 01 3436 Dec 2016 NTS

Drawn By: Checked By: Approved By: Rev: CEWPage 228PJB of 353NDR - Classification: OFFICIAL PORep2735 (REDACTED)LEGEND

SITE LOCATION

RAIL STATION

UNDERGROUND

2KM WALK ISOCHRONE

5km CYCLE ISOCHRONES

GERRARDS CROSS

DENHAM GOLF CLUB DENHAM

RUISLIP

WEST RUISLIP

ICKENHAM

UXBRIDGE

Transport Planning and Infrastructure Design Consultants Shackleford Suite, Mill Pool House, Mill Lane, Godalming, Surrey, GU7 1EY Tel: 01483 861681 Fax: 01483 861682 www.rgp.co.uk Client: Whitbread Group Plc

TUBE TIMETABLE (Uxbridge Station) Project: Denham Destination Typical Frequency Journey Time RAIL TIMETABLE (Denham Railway Station) Title: Site Location and Cycle Harrow on the Every 10-20 minutes 17 minutes Destination Typical Frequency Journey Time Isochrone Accessibility Plan Hill/Central London Plan No: Job No: Date: Scale: London Marylebone 2 per hour 25-36 minutes Plan 02 3436 Dec 2016 NTS

Acton Town/Central Every 15-20 minutes 35 minutes Drawn By: Checked By: Approved By: Rev: High Wycombe 2 per hour 17-33 minutes London CEWPage 229PJB of 353NDR - Classification: OFFICIAL PORep2735 (REDACTED)

DRAWINGS

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Towards Denham Proposed Pedestrian Access Route

Indicative Vehicle Access

Existing Shared Cycle/Pedestrian Route

Existing Uncontrolled Crossing Existing Controlled Pedestrian Corssing PROPOSED DEVELOPMENT SITE Proposed Controlled Pedestrian Crossing

Denham Court Drive

A 40

A 40

A 40

Existing Footbridge This map is based on or reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of Crossings the controller of Her Majesty's Stationary Office (c) Crown Copyright. Licence Number: AL100037123 This drawing is based upon Ordnance Survey mapping - RGP accept no liability for any inaccuracies with the data.

Transport Planning and Infrastructure Design Consultants Shackleford Suite, Mill Pool House, Mill Lane, Godalming, GU7 1EY Tel: 01483 861681 Fax: 01483 861682 www.rgp.co.uk Client Whitbread Group Plc

Project Land at Denham

Drawing Title Indicative Access Arrangement

Scale Drawn By Checked By Approved By 1:1000 CEW PJB NDR Towards Uxbridge Date Drawing No. Rev. DecemberPage 2016 231 of2016/3436/001 353 - Classification: OFFICIAL PORep2735 (REDACTED) NOTES A3

Highway Boundary

Denham Court Drive

Proposed Left Turn Lane into Denham Court Drive and 2 Left and Right Turn A 40 Ahead Lanes Lane onto A40

This map is based on or reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the controller of Her Majesty's Stationary Office (c) Crown Copyright. Licence Number: AL100037123 This drawing is based upon Ordnance Survey mapping - RGP accept no liability for any inaccuracies with the data.

A 40 Proposed Right Turn Lane into Denham Court Drive

Transport Planning and Infrastructure Design Consultants Shackleford Suite, Mill Pool House, Mill Lane, Godalming, GU7 1EY Tel: 01483 861681 Fax: 01483 861682 www.rgp.co.uk Client Whitbread Group Plc

Project Land at Denham

Drawing Title Indicative A 40 Junction Improvements

Scale Drawn By Checked By Approved By 1:500 CEW PJB NDR Date Drawing No. Rev. DecemberPage 2016 232 of2016/3436/002 353 - Classification: OFFICIAL PORep2735 (REDACTED)

APPENDIX A

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BUS TIMETABLE (Springbridge Nurseries, Oxford Road) Service Route Summary Typical Frequency Hours of Operation Mon-Fri: 05:56 – 18:51 Mon-Sat: Every 20 mins 3 Slough - Langley - Iver - Iver Heath Sat: 06:40 – 19:34 Sun: Every 60 mins Sun: 07:50 – 19:14 Mon-Sat: Every 8 mins 222 Uxbridge - West Drayton - Hounslow Mon-Sun: 24-hour service Sun: Every 12 mins Mon-Sat: Every 20 mins Mon-Sat: 06:00 – 00:21 331 Uxbridge - Ruislip Sun: Every 30 mins Sun: 07:30 – 00:21 Chalfont Common - Gerrards Cross - Mon-Fri: 06:35 – 17:51 335 Mon-Sat: Every 2 hours Slough Sat: 09:25 – 17:49 Amersham - Chalfonts - Stoke Poges - Mon-Fri: Every 2 hours Mon-Fri: 07:35 – 16:55 353 Slough Sat: 1 service only Sat: 07:29 – 08:14 Mon-Sat: Every 8 mins 427 Uxbridge - Ealing - Acton Mon-Sun: 04:35 – 00:45 Sun: Every 10 mins (High Wycombe -) Beaconsfield - Mon-Fri: 07:20 – 17:10 580 Mon-Sat: Every 2 hours Uxbridge Sat: 07:47 – 17:24 581 Beaconsfield - Denham - Uxbridge Mon-Sat: Every 2 hours Mon-Sat: 09:15 – 13:36 Higher Denham - Iver - Slough - 582 Sat: 1 service only Sat: 10:33 – 11:41 Windsor Mon-Fri: Every 3 hours Mon-Fri: 08:45 – 17:47 583 Hedgerley - Slough Sat: Every 2 hours Sat: 08:20 – 14:22 Mon-Sat: 05:30 – 22:02 607 Uxbridge - Ealing - Acton - White City Mon-Sun: Every 10-12 mins Sun: 09:00 – 22:02 697 Hayes End - Long Lane - Ickenham Mon-Fri: Every 5 mins Mon-Fri: 07:33 – 08:30 698 West Drayton - Hayes - Ickenham Mon-Fri: Every 5 mins Mon-Fri: 07:22 – 08:32 Mon-Sat: Every 60 mins Mon-Sat: 03:15 – 22:09 724 Harlow - Heathrow Airport Sun: Every 2 hours Sun: 05:10 – 20:13 Mon-Fri: 05:37 – 19:35 730 Hemel Hempstead - Uxbridge Mon-Sat: Every 60 mins Sat: 06:55 – 19:46 Mon-Fri: 05:10 – 20:20 High Wycombe - Beaconsfield - Mon-Fri: Every 15-45 mins 740 Sat: 06:40 – 19:15 Gerrards Cross - Uxbridge (- Heathrow) Sat-Sun: Every 60 mins Sun: 08:10 – 17:36 Uxbridge - Stockley Park - Heathrow Mon-Sat: Every 15 mins A10 Mon-Sun: 24-hour service Airport Sun: Every 30 mins Mon-Fri: 05:25 – 18:17 High Wycombe - Beaconsfield - A40 Mon-Sun: Every 60 mins Sat: 05;55 – 17:58 Uxbridge - Heathrow Airport Sun: 07:40 – 17:36 Marlow Hill Schools - Beaconsfield - BB11 Mon-Fri: 1 service only Mon-Fri: 16:00 – 16:47 Gerrards Cross BB12 Marlow Hill Schools - Gerrards Cross Mon-Fri: 1 service only Mon-Fri: 16:00 – 16:50 Mon-Sat: Every 15 mins N207 Uxbridge - Shepherd's Bush - Holborn Mon-Sun: 00:00 – 05:30 Sun: Every 30 mins Mon-Sat: Every 15 mins U1 Ruislip - Uxbridge - West Drayton Mon-Sun: 24-hour service Sun: Every 30 mins Brunel University - Hillingdon Hospital - Mon-Sat: Every 10 mins U2 Mon-Sun: 24-hour service Uxbridge Sun: Every 20 mins Uxbridge - West Drayton - Heathrow Mon-Sat: Every 10-12 mins U3 Mon-Sun: 04:20 – 00:31 Airport Sun: Every 20 mins Mon-Sat: Every 8 mins U4 Hayes - Hillingdon Hospital - Uxbridge Mon-Sun: 24-hour service Sun: Every 15 mins Mon-Fri: Every 12 mins Uxbridge - West Drayton - Hayes & U5 Sat: Every 15 mins Mon-Sun: 24-hour service Harlington Sun: Every 20 mins Uxbridge - Hillingdon Hospital - U7 Mon-Sun: Every 30 mins Mon-Sun: 24-hour service Charville School - Hayes, Sainsbury's Mon-Fri: Every 20 mins Mon-Sat: 05:40 – 21:14 U9 Uxbridge - Hospital Sat: Every 30 mins Sun: 07:40 – 21:14 Sun: Every 60 mins U10 Uxbridge - Ruislip - Heathfield Rise Mon-Sat: Every 60 mins Mon-Sat: 06:50 – 19:28

Page 234 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

APPENDIX B

Page 235 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 1 RGP Mill Pool House Godalming Licence No: 728001

Calculation Reference: AUDIT-728001-161125-1105 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : C - INDUSTRIAL UNIT VEHICLES

Selected regions and areas: 01 GREATER LONDON BT BRENT 1 days 02 SOUTH EAST WS WEST SUSSEX 1 days 03 SOUTH WEST DC DORSET 1 days DV DEVON 1 days 05 EAST MIDLANDS NR NORTHAMPTONSHIRE 1 days 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 1 days 11 SCOTLAND EB CITY OF EDINBURGH 1 days 12 CONNAUGHT RO ROSCOMMON 2 days 17 ULSTER (NORTHERN IRELAND) AN ANTRIM 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 5070 to 20000 (units: sqm) Range Selected by User: 5000 to 43325 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 19/10/15

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 3 days Tuesday 2 days Wednesday 3 days Thursday 2 days Friday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 12 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 3 Edge of Town 8 Page 236 of 353 Free Standing (PPS6 Out of Town) 1 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 2 RGP Mill Pool House Godalming Licence No: 728001

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 8 Out of Town 1 No Sub Category 3

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Filtering Stage 3 selection:

Use Class: B 1 5 days B 2 5 days B 8 1 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 1,000 or Less 1 days 1,001 to 5,000 2 days 5,001 to 10,000 2 days 10,001 to 15,000 4 days 25,001 to 50,000 1 days 50,001 to 100,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 25,001 to 50,000 2 days 50,001 to 75,000 2 days 75,001 to 100,000 1 days 125,001 to 250,000 4 days 250,001 to 500,000 1 days 500,001 or More 2 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 4 days 1.1 to 1.5 7 days 1.6 to 2.0 1 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 1 days No 11 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

Page 237 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 3 RGP Mill Pool House Godalming Licence No: 728001

LIST OF SITES relevant to selection parameters

1 AN-02-C-01 COMPOSITES ANTRIM FERGUSON ROAD

L I S B U R N Suburban Area (PPS6 Out of Centre) No Sub Category Total Gross floor area: 6 5 0 0 sqm Survey date: FRIDAY 19/06/15 Survey Type: MANUAL 2 BT-02-C-02 FOOD PRODUCTION BRENT ABBEYDALE ROAD

ALPERTON Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 6 1 0 0 sqm Survey date: WEDNESDAY 10/09/14 Survey Type: MANUAL 3 CH-02-C-02 INDUSTRIAL MATERIALS CHESHIRE JUPITER DRIVE CHESTER W. EMP. PARK CHESTER Edge of Town Industrial Zone Total Gross floor area: 8 1 0 0 sqm Survey date: WEDNESDAY 19/11/14 Survey Type: MANUAL 4 DC-02-C-07 NEW LOOK DORSET MERCERY ROAD

WEYMOUTH Edge of Town No Sub Category Total Gross floor area: 5 4 6 7 sqm Survey date: MONDAY 07/07/08 Survey Type: MANUAL 5 DV-02-C-01 TUBE MANUFACTURE DEVON PLYMBRIDGE ROAD ESTOVER PLYMOUTH Edge of Town Industrial Zone Total Gross floor area: 2 0 0 0 0 sqm Survey date: TUESDAY 17/07/12 Survey Type: MANUAL 6 EB-02-C-02 FOOD PRODUCTION CITY OF EDINBURGH CALDER ROAD SIGHTHILL EDINBURGH Edge of Town Industrial Zone Total Gross floor area: 1 9 8 0 5 sqm Survey date: MONDAY 25/10/10 Survey Type: MANUAL 7 NR-02-C-01 PAPER COMPANY NORTHAMPTONSHIRE RHOSILI ROAD BRACKMILLS NORTHAMPTON Edge of Town Industrial Zone Total Gross floor area: 1 1 5 0 0 sqm Survey date: THURSDAY 27/11/08 Survey Type: MANUAL

Page 238 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 4 RGP Mill Pool House Godalming Licence No: 728001

LIST OF SITES relevant to selection parameters (Cont.)

8 RO-02-C-01 PHARMACEUTICAL SUPPLIES ROSCOMMON N66

ATHLONE Edge of Town No Sub Category Total Gross floor area: 1 1 2 5 0 sqm Survey date: WEDNESDAY 24/09/14 Survey Type: MANUAL 9 RO-02-C-02 METAL COMPANY ROSCOMMON MOYDRUM ROAD

ATHLONE Edge of Town Industrial Zone Total Gross floor area: 5 6 0 0 sqm Survey date: FRIDAY 26/09/14 Survey Type: MANUAL 10 WM-02-C-03 INDUSTRIAL GLASS WEST MIDLANDS DOWNING STREET

SMETHWICK Edge of Town Industrial Zone Total Gross floor area: 5 0 7 0 sqm Survey date: TUESDAY 06/11/12 Survey Type: MANUAL 11 WS-02-C-02 AVIATION COMPANY WEST SUSSEX MAYDWELL AVENUE SLINFOLD NEAR HORSHAM Free Standing (PPS6 Out of Town) Out of Town Total Gross floor area: 1 1 3 7 5 sqm Survey date: THURSDAY 23/01/14 Survey Type: MANUAL 12 WY-02-C-02 FLUID SYSTEMS WEST YORKSHIRE BROWN LANE WEST HOLBECK LEEDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 3 3 5 0 sqm Survey date: MONDAY 19/10/15 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count.

Page 239 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 5 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT VEHICLES Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 3 10275 0.117 26.861 3 10275 0.000 0.000 3 10275 0.117 26.861 06:30 - 07:00 3 10275 0.224 51.484 3 10275 0.049 11.192 3 10275 0.273 62.676 07:00 - 07:30 12 10343 0.087 20.013 12 10343 0.027 6.115 12 10343 0.114 26.128 07:30 - 08:00 12 10343 0.342 78.756 12 10343 0.039 9.080 12 10343 0.381 87.836 08:00 - 08:30 12 10343 0.342 78.571 12 10343 0.068 15.751 12 10343 0.410 94.322 08:30 - 09:00 12 10343 0.192 44.104 12 10343 0.032 7.412 12 10343 0.224 51.516 09:00 - 09:30 12 10343 0.096 22.052 12 10343 0.041 9.451 12 10343 0.137 31.503 09:30 - 10:00 12 10343 0.057 13.157 12 10343 0.049 11.304 12 10343 0.106 24.461 10:00 - 10:30 12 10343 0.044 10.192 12 10343 0.043 9.821 12 10343 0.087 20.013 10:30 - 11:00 12 10343 0.051 11.674 12 10343 0.035 8.154 12 10343 0.086 19.828 11:00 - 11:30 12 10343 0.043 9.821 12 10343 0.042 9.636 12 10343 0.085 19.457 11:30 - 12:00 12 10343 0.039 8.895 12 10343 0.039 8.895 12 10343 0.078 17.790 12:00 - 12:30 12 10343 0.059 13.528 12 10343 0.074 17.048 12 10343 0.133 30.576 12:30 - 13:00 12 10343 0.060 13.898 12 10343 0.096 22.052 12 10343 0.156 35.950 13:00 - 13:30 12 10343 0.088 20.199 12 10343 0.082 18.902 12 10343 0.170 39.101 13:30 - 14:00 12 10343 0.097 22.237 12 10343 0.063 14.454 12 10343 0.160 36.691 14:00 - 14:30 12 10343 0.073 16.678 12 10343 0.103 23.720 12 10343 0.176 40.398 14:30 - 15:00 12 10343 0.069 15.937 12 10343 0.056 12.786 12 10343 0.125 28.723 15:00 - 15:30 12 10343 0.045 10.377 12 10343 0.101 23.164 12 10343 0.146 33.541 15:30 - 16:00 12 10343 0.086 19.828 12 10343 0.071 16.307 12 10343 0.157 36.135 16:00 - 16:30 12 10343 0.041 9.451 12 10343 0.177 40.768 12 10343 0.218 50.219 16:30 - 17:00 12 10343 0.039 9.080 12 10343 0.209 47.995 12 10343 0.248 57.075 17:00 - 17:30 12 10343 0.032 7.412 12 10343 0.137 31.503 12 10343 0.169 38.915 17:30 - 18:00 12 10343 0.015 3.336 12 10343 0.294 67.638 12 10343 0.309 70.974 18:00 - 18:30 11 10729 0.032 7.406 11 10729 0.132 30.402 11 10729 0.164 37.808 18:30 - 19:00 11 10729 0.008 1.949 11 10729 0.076 17.540 11 10729 0.084 19.489 19:00 - 19:30 1 11375 0.035 8.088 1 11375 0.044 10.110 1 11375 0.079 18.198 19:30 - 20:00 1 11375 0.009 2.022 1 11375 0.088 20.220 1 11375 0.097 22.242 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 2.422 557.006 2.267 521.420 4.689 1078.426

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 240 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 6 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5070 - 20000 (units: sqm) Survey date date range: 01/01/08 - 19/10/15 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

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

Page 241 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 7 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT TAXIS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 06:30 - 07:00 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 07:00 - 07:30 12 10343 0.004 0.927 12 10343 0.004 0.927 12 10343 0.008 1.854 07:30 - 08:00 12 10343 0.002 0.556 12 10343 0.002 0.371 12 10343 0.004 0.927 08:00 - 08:30 12 10343 0.002 0.371 12 10343 0.003 0.741 12 10343 0.005 1.112 08:30 - 09:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 09:00 - 09:30 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 09:30 - 10:00 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 10:00 - 10:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 10:30 - 11:00 12 10343 0.004 0.927 12 10343 0.004 0.927 12 10343 0.008 1.854 11:00 - 11:30 12 10343 0.002 0.371 12 10343 0.001 0.185 12 10343 0.003 0.556 11:30 - 12:00 12 10343 0.002 0.371 12 10343 0.002 0.371 12 10343 0.004 0.742 12:00 - 12:30 12 10343 0.002 0.371 12 10343 0.002 0.556 12 10343 0.004 0.927 12:30 - 13:00 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 13:00 - 13:30 12 10343 0.001 0.185 12 10343 0.000 0.000 12 10343 0.001 0.185 13:30 - 14:00 12 10343 0.001 0.185 12 10343 0.002 0.371 12 10343 0.003 0.556 14:00 - 14:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 14:30 - 15:00 12 10343 0.002 0.371 12 10343 0.002 0.371 12 10343 0.004 0.742 15:00 - 15:30 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 15:30 - 16:00 12 10343 0.000 0.000 12 10343 0.001 0.185 12 10343 0.001 0.185 16:00 - 16:30 12 10343 0.004 0.927 12 10343 0.001 0.185 12 10343 0.005 1.112 16:30 - 17:00 12 10343 0.004 0.927 12 10343 0.005 1.112 12 10343 0.009 2.039 17:00 - 17:30 12 10343 0.003 0.741 12 10343 0.005 1.112 12 10343 0.008 1.853 17:30 - 18:00 12 10343 0.000 0.000 12 10343 0.002 0.371 12 10343 0.002 0.371 18:00 - 18:30 11 10729 0.002 0.390 11 10729 0.003 0.585 11 10729 0.005 0.975 18:30 - 19:00 11 10729 0.001 0.195 11 10729 0.000 0.000 11 10729 0.001 0.195 19:00 - 19:30 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 19:30 - 20:00 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.040 8.555 0.043 9.110 0.083 1 7.665

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 242 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 8 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5070 - 20000 (units: sqm) Survey date date range: 01/01/08 - 19/10/15 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

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

Page 243 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 9 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT OGVS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 3 10275 0.003 0.746 3 10275 0.000 0.000 3 10275 0.003 0.746 06:30 - 07:00 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 07:00 - 07:30 12 10343 0.005 1.112 12 10343 0.006 1.297 12 10343 0.011 2.409 07:30 - 08:00 12 10343 0.008 1.853 12 10343 0.006 1.482 12 10343 0.014 3.335 08:00 - 08:30 12 10343 0.013 2.965 12 10343 0.014 3.150 12 10343 0.027 6.115 08:30 - 09:00 12 10343 0.010 2.409 12 10343 0.012 2.780 12 10343 0.022 5.189 09:00 - 09:30 12 10343 0.016 3.706 12 10343 0.011 2.594 12 10343 0.027 6.300 09:30 - 10:00 12 10343 0.007 1.668 12 10343 0.007 1.668 12 10343 0.014 3.336 10:00 - 10:30 12 10343 0.012 2.780 12 10343 0.016 3.706 12 10343 0.028 6.486 10:30 - 11:00 12 10343 0.015 3.336 12 10343 0.011 2.594 12 10343 0.026 5.930 11:00 - 11:30 12 10343 0.009 2.038 12 10343 0.014 3.150 12 10343 0.023 5.188 11:30 - 12:00 12 10343 0.007 1.668 12 10343 0.010 2.224 12 10343 0.017 3.892 12:00 - 12:30 12 10343 0.008 1.853 12 10343 0.004 0.927 12 10343 0.012 2.780 12:30 - 13:00 12 10343 0.012 2.780 12 10343 0.009 2.038 12 10343 0.021 4.818 13:00 - 13:30 12 10343 0.012 2.780 12 10343 0.010 2.224 12 10343 0.022 5.004 13:30 - 14:00 12 10343 0.013 2.965 12 10343 0.012 2.780 12 10343 0.025 5.745 14:00 - 14:30 12 10343 0.012 2.780 12 10343 0.011 2.594 12 10343 0.023 5.374 14:30 - 15:00 12 10343 0.016 3.706 12 10343 0.013 2.965 12 10343 0.029 6.671 15:00 - 15:30 12 10343 0.006 1.297 12 10343 0.009 2.038 12 10343 0.015 3.335 15:30 - 16:00 12 10343 0.006 1.297 12 10343 0.004 0.927 12 10343 0.010 2.224 16:00 - 16:30 12 10343 0.004 0.927 12 10343 0.006 1.297 12 10343 0.010 2.224 16:30 - 17:00 12 10343 0.001 0.185 12 10343 0.004 0.927 12 10343 0.005 1.112 17:00 - 17:30 12 10343 0.002 0.371 12 10343 0.000 0.000 12 10343 0.002 0.371 17:30 - 18:00 12 10343 0.002 0.371 12 10343 0.002 0.371 12 10343 0.004 0.742 18:00 - 18:30 11 10729 0.000 0.000 11 10729 0.001 0.195 11 10729 0.001 0.195 18:30 - 19:00 11 10729 0.000 0.000 11 10729 0.000 0.000 11 10729 0.000 0.000 19:00 - 19:30 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 19:30 - 20:00 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.199 4 5.593 0.192 4 3.928 0.391 8 9.521

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 244 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 10 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5070 - 20000 (units: sqm) Survey date date range: 01/01/08 - 19/10/15 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

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

Page 245 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 11 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT PSVS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 06:30 - 07:00 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 07:00 - 07:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 07:30 - 08:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 08:00 - 08:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 08:30 - 09:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 09:00 - 09:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 09:30 - 10:00 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 10:00 - 10:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 10:30 - 11:00 12 10343 0.001 0.185 12 10343 0.000 0.000 12 10343 0.001 0.185 11:00 - 11:30 12 10343 0.000 0.000 12 10343 0.001 0.185 12 10343 0.001 0.185 11:30 - 12:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 12:00 - 12:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 12:30 - 13:00 12 10343 0.001 0.185 12 10343 0.001 0.185 12 10343 0.002 0.370 13:00 - 13:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 13:30 - 14:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 14:00 - 14:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 14:30 - 15:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 15:00 - 15:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 15:30 - 16:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 16:00 - 16:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 16:30 - 17:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 17:00 - 17:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 17:30 - 18:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 18:00 - 18:30 11 10729 0.000 0.000 11 10729 0.000 0.000 11 10729 0.000 0.000 18:30 - 19:00 11 10729 0.000 0.000 11 10729 0.000 0.000 11 10729 0.000 0.000 19:00 - 19:30 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 19:30 - 20:00 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.003 0.555 0.003 0.555 0.006 1.110

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 246 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 12 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5070 - 20000 (units: sqm) Survey date date range: 01/01/08 - 19/10/15 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

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

Page 247 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 13 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT CYCLISTS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 3 10275 0.000 0.000 3 10275 0.000 0.000 3 10275 0.000 0.000 06:30 - 07:00 3 10275 0.026 5.969 3 10275 0.000 0.000 3 10275 0.026 5.969 07:00 - 07:30 12 10343 0.002 0.371 12 10343 0.000 0.000 12 10343 0.002 0.371 07:30 - 08:00 12 10343 0.007 1.668 12 10343 0.000 0.000 12 10343 0.007 1.668 08:00 - 08:30 12 10343 0.002 0.556 12 10343 0.000 0.000 12 10343 0.002 0.556 08:30 - 09:00 12 10343 0.001 0.185 12 10343 0.000 0.000 12 10343 0.001 0.185 09:00 - 09:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 09:30 - 10:00 12 10343 0.001 0.185 12 10343 0.000 0.000 12 10343 0.001 0.185 10:00 - 10:30 12 10343 0.000 0.000 12 10343 0.001 0.185 12 10343 0.001 0.185 10:30 - 11:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 11:00 - 11:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 11:30 - 12:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 12:00 - 12:30 12 10343 0.002 0.556 12 10343 0.001 0.185 12 10343 0.003 0.741 12:30 - 13:00 12 10343 0.000 0.000 12 10343 0.006 1.482 12 10343 0.006 1.482 13:00 - 13:30 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 13:30 - 14:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 14:00 - 14:30 12 10343 0.003 0.741 12 10343 0.000 0.000 12 10343 0.003 0.741 14:30 - 15:00 12 10343 0.002 0.556 12 10343 0.002 0.556 12 10343 0.004 1.112 15:00 - 15:30 12 10343 0.001 0.185 12 10343 0.002 0.556 12 10343 0.003 0.741 15:30 - 16:00 12 10343 0.000 0.000 12 10343 0.000 0.000 12 10343 0.000 0.000 16:00 - 16:30 12 10343 0.002 0.371 12 10343 0.006 1.297 12 10343 0.008 1.668 16:30 - 17:00 12 10343 0.000 0.000 12 10343 0.001 0.185 12 10343 0.001 0.185 17:00 - 17:30 12 10343 0.001 0.185 12 10343 0.011 2.594 12 10343 0.012 2.779 17:30 - 18:00 12 10343 0.000 0.000 12 10343 0.002 0.556 12 10343 0.002 0.556 18:00 - 18:30 11 10729 0.000 0.000 11 10729 0.003 0.585 11 10729 0.003 0.585 18:30 - 19:00 11 10729 0.000 0.000 11 10729 0.002 0.390 11 10729 0.002 0.390 19:00 - 19:30 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 19:30 - 20:00 1 11375 0.000 0.000 1 11375 0.000 0.000 1 11375 0.000 0.000 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.050 1 1.528 0.037 8.571 0.087 2 0.099

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 248 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 14 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5070 - 20000 (units: sqm) Survey date date range: 01/01/08 - 19/10/15 Number of weekdays (Monday-Friday): 12 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

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

Page 249 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 1 RGP Mill Pool House Godalming Licence No: 728001

Calculation Reference: AUDIT-728001-161125-1126 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : A - OFFICE VEHICLES

Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 2 days KC KENT 1 days SC SURREY 3 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 1 days SF SUFFOLK 1 days 09 NORTH TW TYNE & WEAR 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 5139 to 70291 (units: sqm) Range Selected by User: 5000 to 175000 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 23/11/15

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 3 days Tuesday 4 days Wednesday 1 days Thursday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 10 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 4 Edge of Town 6

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Industrial Zone 1 Commercial Zone 5 Residential Zone 3 No Sub Category 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-UpPage 250Zone, of Village, 353 Out of Town, High Street and No Sub Category. Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 2 RGP Mill Pool House Godalming Licence No: 728001

Filtering Stage 3 selection:

Use Class: B 1 10 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: Not Known 1 days 5,001 to 10,000 3 days 10,001 to 15,000 3 days 15,001 to 20,000 1 days 25,001 to 50,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: Not Known 1 days 25,001 to 50,000 1 days 75,001 to 100,000 2 days 125,001 to 250,000 1 days 250,001 to 500,000 5 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 3 days 1.1 to 1.5 6 days 1.6 to 2.0 1 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 7 days No 3 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

Page 251 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 3 RGP Mill Pool House Godalming Licence No: 728001

LIST OF SITES relevant to selection parameters

1 CA-02-A-04 OFFICE CAMBRIDGESHIRE BRETTON WAY

PETERBOROUGH Edge of Town Commercial Zone Total Gross floor area: 6 4 8 3 sqm Survey date: THURSDAY 20/10/11 Survey Type: MANUAL 2 HC-02-A-11 DIY CO. HQ HAMPSHIRE CHESTNUT AVENUE

CHANDLER'S FORD Edge of Town Commercial Zone Total Gross floor area: 2 6 1 0 0 sqm Survey date: MONDAY 17/10/11 Survey Type: MANUAL 3 HC-02-A-12 HMRC HAMPSHIRE NORTHERN ROAD COSHAM PORTSMOUTH Suburban Area (PPS6 Out of Centre) No Sub Category Total Gross floor area: 1 0 1 0 0 sqm Survey date: MONDAY 23/11/15 Survey Type: MANUAL 4 KC-02-A-06 LAND REGISTRY KENT FOREST ROAD CAMDEN PARK TUNBRIDGE WELLS Edge of Town Residential Zone Total Gross floor area: 5 6 7 7 sqm Survey date: TUESDAY 01/12/09 Survey Type: MANUAL 5 SC-02-A-14 UNILEVER SURREY SPRINGFIELD DRIVE

LEATHERHEAD Edge of Town Commercial Zone Total Gross floor area: 1 9 9 7 4 sqm Survey date: TUESDAY 10/03/09 Survey Type: MANUAL 6 SC-02-A-16 BANK OF AMERICA SURREY STANHOPE ROAD

CAMBERLEY Edge of Town Commercial Zone Total Gross floor area: 3 9 2 3 0 sqm Survey date: TUESDAY 10/05/11 Survey Type: MANUAL

Page 252 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 4 RGP Mill Pool House Godalming Licence No: 728001

LIST OF SITES relevant to selection parameters (Cont.)

7 SC-02-A-17 PHARMACEUTICALS SURREY ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 0 2 9 3 sqm Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 8 SF-02-A-01 COUNCIL OFFICES SUFFOLK BEETONS WAY

BURY ST. EDMUNDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 8 0 0 0 sqm Survey date: MONDAY 27/09/10 Survey Type: MANUAL 9 TW-02-A-03 DEVELOPMENT AGENCY TYNE & WEAR KINGFISHER BOULEVARD LEMINGTON NEWCASTLE UPON TYNE Edge of Town Commercial Zone Total Gross floor area: 6 4 8 0 sqm Survey date: THURSDAY 11/12/08 Survey Type: MANUAL 10 TW-02-A-06 GOVERNMENT OFFICES TYNE & WEAR BENTON PARK ROAD LONGBENTON NEWCASTLE UPON TYNE Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 7 0 2 9 1 sqm Survey date: WEDNESDAY 25/11/09 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count.

Page 253 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 5 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE VEHICLES Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 1 19974 0.000 0.000 1 19974 0.005 1.151 1 19974 0.005 1.151 05:30 - 06:00 1 19974 0.020 4.606 1 19974 0.005 1.151 1 19974 0.025 5.757 06:00 - 06:30 2 15037 0.183 42.063 2 15037 0.013 3.059 2 15037 0.196 45.122 06:30 - 07:00 3 33455 0.679 156.060 3 33455 0.183 42.166 3 33455 0.862 198.226 07:00 - 07:30 10 19512 0.396 91.121 10 19512 0.085 19.568 10 19512 0.481 110.689 07:30 - 08:00 10 19512 0.520 119.647 10 19512 0.138 31.827 10 19512 0.658 151.474 08:00 - 08:30 10 19512 0.658 151.239 10 19512 0.151 34.774 10 19512 0.809 186.013 08:30 - 09:00 10 19512 0.719 165.267 10 19512 0.123 28.291 10 19512 0.842 193.558 09:00 - 09:30 10 19512 0.508 116.818 10 19512 0.138 31.827 10 19512 0.646 148.645 09:30 - 10:00 10 19512 0.283 65.069 10 19512 0.096 22.161 10 19512 0.379 87.230 10:00 - 10:30 10 19512 0.176 40.550 10 19512 0.065 14.853 10 19512 0.241 55.403 10:30 - 11:00 10 19512 0.149 34.303 10 19512 0.054 12.495 10 19512 0.203 46.798 11:00 - 11:30 10 19512 0.140 32.181 10 19512 0.077 17.682 10 19512 0.217 49.863 11:30 - 12:00 10 19512 0.120 27.702 10 19512 0.093 21.336 10 19512 0.213 49.038 12:00 - 12:30 10 19512 0.113 26.051 10 19512 0.133 30.531 10 19512 0.246 56.582 12:30 - 13:00 10 19512 0.110 25.226 10 19512 0.127 29.116 10 19512 0.237 54.342 13:00 - 13:30 10 19512 0.123 28.291 10 19512 0.132 30.413 10 19512 0.255 58.704 13:30 - 14:00 10 19512 0.139 31.945 10 19512 0.111 25.580 10 19512 0.250 57.525 14:00 - 14:30 10 19512 0.136 31.356 10 19512 0.126 28.998 10 19512 0.262 60.354 14:30 - 15:00 10 19512 0.145 33.242 10 19512 0.231 53.046 10 19512 0.376 86.288 15:00 - 15:30 10 19512 0.130 29.941 10 19512 0.318 73.085 10 19512 0.448 103.026 15:30 - 16:00 10 19512 0.137 31.592 10 19512 0.394 90.649 10 19512 0.531 122.241 16:00 - 16:30 10 19512 0.121 27.819 10 19512 0.469 107.977 10 19512 0.590 135.796 16:30 - 17:00 10 19512 0.125 28.645 10 19512 0.566 130.257 10 19512 0.691 158.902 17:00 - 17:30 10 19512 0.109 25.108 10 19512 0.684 157.251 10 19512 0.793 182.359 17:30 - 18:00 10 19512 0.095 21.926 10 19512 0.468 107.742 10 19512 0.563 129.668 18:00 - 18:30 10 19512 0.077 17.682 10 19512 0.320 73.674 10 19512 0.397 91.356 18:30 - 19:00 10 19512 0.056 12.849 10 19512 0.200 45.973 10 19512 0.256 58.822 19:00 - 19:30 1 70291 0.095 21.923 1 70291 0.128 29.449 1 70291 0.223 51.372 19:30 - 20:00 1 70291 0.080 18.324 1 70291 0.090 20.614 1 70291 0.170 38.938 20:00 - 20:30 1 70291 0.088 20.287 1 70291 0.115 26.504 1 70291 0.203 46.791 20:30 - 21:00 1 70291 0.097 22.250 1 70291 0.083 18.978 1 70291 0.180 41.228 21:00 - 21:30 1 70291 0.085 19.633 1 70291 0.184 42.210 1 70291 0.269 61.843 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 6.612 1520.716 6.105 1404.388 1 2.717 2925.104

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 254 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 6 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5139 - 70291 (units: sqm) Survey date date range: 01/01/08 - 23/11/15 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

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

Page 255 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 7 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE TAXIS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 05:30 - 06:00 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 06:00 - 06:30 2 15037 0.003 0.765 2 15037 0.003 0.765 2 15037 0.006 1.530 06:30 - 07:00 3 33455 0.007 1.604 3 33455 0.006 1.375 3 33455 0.013 2.979 07:00 - 07:30 10 19512 0.004 0.943 10 19512 0.003 0.707 10 19512 0.007 1.650 07:30 - 08:00 10 19512 0.006 1.297 10 19512 0.005 1.179 10 19512 0.011 2.476 08:00 - 08:30 10 19512 0.006 1.415 10 19512 0.006 1.297 10 19512 0.012 2.712 08:30 - 09:00 10 19512 0.005 1.179 10 19512 0.007 1.650 10 19512 0.012 2.829 09:00 - 09:30 10 19512 0.011 2.475 10 19512 0.010 2.358 10 19512 0.021 4.833 09:30 - 10:00 10 19512 0.014 3.183 10 19512 0.012 2.829 10 19512 0.026 6.012 10:00 - 10:30 10 19512 0.007 1.532 10 19512 0.009 2.122 10 19512 0.016 3.654 10:30 - 11:00 10 19512 0.004 0.825 10 19512 0.003 0.589 10 19512 0.007 1.414 11:00 - 11:30 10 19512 0.004 0.825 10 19512 0.004 0.825 10 19512 0.008 1.650 11:30 - 12:00 10 19512 0.003 0.707 10 19512 0.004 0.825 10 19512 0.007 1.532 12:00 - 12:30 10 19512 0.004 0.825 10 19512 0.003 0.707 10 19512 0.007 1.532 12:30 - 13:00 10 19512 0.003 0.589 10 19512 0.004 0.825 10 19512 0.007 1.414 13:00 - 13:30 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 13:30 - 14:00 10 19512 0.003 0.707 10 19512 0.003 0.707 10 19512 0.006 1.414 14:00 - 14:30 10 19512 0.003 0.707 10 19512 0.003 0.589 10 19512 0.006 1.296 14:30 - 15:00 10 19512 0.003 0.589 10 19512 0.004 0.825 10 19512 0.007 1.414 15:00 - 15:30 10 19512 0.005 1.179 10 19512 0.003 0.707 10 19512 0.008 1.886 15:30 - 16:00 10 19512 0.002 0.354 10 19512 0.004 0.825 10 19512 0.006 1.179 16:00 - 16:30 10 19512 0.003 0.707 10 19512 0.003 0.707 10 19512 0.006 1.414 16:30 - 17:00 10 19512 0.004 0.825 10 19512 0.003 0.589 10 19512 0.007 1.414 17:00 - 17:30 10 19512 0.004 0.825 10 19512 0.003 0.707 10 19512 0.007 1.532 17:30 - 18:00 10 19512 0.005 1.061 10 19512 0.006 1.297 10 19512 0.011 2.358 18:00 - 18:30 10 19512 0.004 0.825 10 19512 0.004 0.825 10 19512 0.008 1.650 18:30 - 19:00 10 19512 0.004 0.825 10 19512 0.004 0.825 10 19512 0.008 1.650 19:00 - 19:30 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 19:30 - 20:00 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 20:00 - 20:30 1 70291 0.003 0.654 1 70291 0.003 0.654 1 70291 0.006 1.308 20:30 - 21:00 1 70291 0.001 0.327 1 70291 0.001 0.327 1 70291 0.002 0.654 21:00 - 21:30 1 70291 0.001 0.327 1 70291 0.001 0.327 1 70291 0.002 0.654 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.129 2 8.665 0.126 2 8.436 0.255 5 7.101

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 256 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 8 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5139 - 70291 (units: sqm) Survey date date range: 01/01/08 - 23/11/15 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

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

Page 257 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 9 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE OGVS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 05:30 - 06:00 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 06:00 - 06:30 2 15037 0.000 0.000 2 15037 0.000 0.000 2 15037 0.000 0.000 06:30 - 07:00 3 33455 0.006 1.375 3 33455 0.004 0.917 3 33455 0.010 2.292 07:00 - 07:30 10 19512 0.001 0.236 10 19512 0.002 0.354 10 19512 0.003 0.590 07:30 - 08:00 10 19512 0.002 0.472 10 19512 0.002 0.472 10 19512 0.004 0.944 08:00 - 08:30 10 19512 0.003 0.707 10 19512 0.002 0.472 10 19512 0.005 1.179 08:30 - 09:00 10 19512 0.003 0.707 10 19512 0.003 0.589 10 19512 0.006 1.296 09:00 - 09:30 10 19512 0.002 0.354 10 19512 0.002 0.472 10 19512 0.004 0.826 09:30 - 10:00 10 19512 0.004 0.943 10 19512 0.004 0.943 10 19512 0.008 1.886 10:00 - 10:30 10 19512 0.003 0.589 10 19512 0.002 0.354 10 19512 0.005 0.943 10:30 - 11:00 10 19512 0.002 0.354 10 19512 0.003 0.589 10 19512 0.005 0.943 11:00 - 11:30 10 19512 0.001 0.236 10 19512 0.001 0.236 10 19512 0.002 0.472 11:30 - 12:00 10 19512 0.003 0.707 10 19512 0.004 0.825 10 19512 0.007 1.532 12:00 - 12:30 10 19512 0.002 0.472 10 19512 0.001 0.118 10 19512 0.003 0.590 12:30 - 13:00 10 19512 0.002 0.472 10 19512 0.002 0.472 10 19512 0.004 0.944 13:00 - 13:30 10 19512 0.001 0.118 10 19512 0.002 0.472 10 19512 0.003 0.590 13:30 - 14:00 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 14:00 - 14:30 10 19512 0.003 0.589 10 19512 0.002 0.354 10 19512 0.005 0.943 14:30 - 15:00 10 19512 0.002 0.354 10 19512 0.003 0.589 10 19512 0.005 0.943 15:00 - 15:30 10 19512 0.001 0.236 10 19512 0.002 0.354 10 19512 0.003 0.590 15:30 - 16:00 10 19512 0.000 0.000 10 19512 0.001 0.118 10 19512 0.001 0.118 16:00 - 16:30 10 19512 0.000 0.000 10 19512 0.001 0.118 10 19512 0.001 0.118 16:30 - 17:00 10 19512 0.002 0.354 10 19512 0.000 0.000 10 19512 0.002 0.354 17:00 - 17:30 10 19512 0.000 0.000 10 19512 0.001 0.236 10 19512 0.001 0.236 17:30 - 18:00 10 19512 0.000 0.000 10 19512 0.000 0.000 10 19512 0.000 0.000 18:00 - 18:30 10 19512 0.001 0.118 10 19512 0.001 0.118 10 19512 0.002 0.236 18:30 - 19:00 10 19512 0.001 0.118 10 19512 0.000 0.000 10 19512 0.001 0.118 19:00 - 19:30 1 70291 0.001 0.327 1 70291 0.000 0.000 1 70291 0.001 0.327 19:30 - 20:00 1 70291 0.000 0.000 1 70291 0.001 0.327 1 70291 0.001 0.327 20:00 - 20:30 1 70291 0.000 0.000 1 70291 0.001 0.327 1 70291 0.001 0.327 20:30 - 21:00 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 21:00 - 21:30 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.049 1 0.427 0.049 1 0.298 0.098 2 0.725

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 258 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 10 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5139 - 70291 (units: sqm) Survey date date range: 01/01/08 - 23/11/15 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

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

Page 259 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 11 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE PSVS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 05:30 - 06:00 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 06:00 - 06:30 2 15037 0.003 0.765 2 15037 0.000 0.000 2 15037 0.003 0.765 06:30 - 07:00 3 33455 0.001 0.229 3 33455 0.002 0.458 3 33455 0.003 0.687 07:00 - 07:30 10 19512 0.002 0.354 10 19512 0.001 0.236 10 19512 0.003 0.590 07:30 - 08:00 10 19512 0.003 0.707 10 19512 0.002 0.472 10 19512 0.005 1.179 08:00 - 08:30 10 19512 0.003 0.589 10 19512 0.003 0.707 10 19512 0.006 1.296 08:30 - 09:00 10 19512 0.002 0.472 10 19512 0.002 0.472 10 19512 0.004 0.944 09:00 - 09:30 10 19512 0.003 0.589 10 19512 0.003 0.589 10 19512 0.006 1.178 09:30 - 10:00 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 10:00 - 10:30 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 10:30 - 11:00 10 19512 0.002 0.354 10 19512 0.002 0.472 10 19512 0.004 0.826 11:00 - 11:30 10 19512 0.002 0.354 10 19512 0.002 0.472 10 19512 0.004 0.826 11:30 - 12:00 10 19512 0.003 0.589 10 19512 0.002 0.354 10 19512 0.005 0.943 12:00 - 12:30 10 19512 0.002 0.472 10 19512 0.003 0.707 10 19512 0.005 1.179 12:30 - 13:00 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 13:00 - 13:30 10 19512 0.004 0.825 10 19512 0.002 0.472 10 19512 0.006 1.297 13:30 - 14:00 10 19512 0.002 0.472 10 19512 0.003 0.589 10 19512 0.005 1.061 14:00 - 14:30 10 19512 0.003 0.707 10 19512 0.003 0.589 10 19512 0.006 1.296 14:30 - 15:00 10 19512 0.002 0.354 10 19512 0.002 0.472 10 19512 0.004 0.826 15:00 - 15:30 10 19512 0.003 0.707 10 19512 0.003 0.707 10 19512 0.006 1.414 15:30 - 16:00 10 19512 0.004 0.825 10 19512 0.004 0.825 10 19512 0.008 1.650 16:00 - 16:30 10 19512 0.003 0.707 10 19512 0.004 0.943 10 19512 0.007 1.650 16:30 - 17:00 10 19512 0.002 0.472 10 19512 0.003 0.589 10 19512 0.005 1.061 17:00 - 17:30 10 19512 0.002 0.354 10 19512 0.002 0.354 10 19512 0.004 0.708 17:30 - 18:00 10 19512 0.003 0.589 10 19512 0.002 0.472 10 19512 0.005 1.061 18:00 - 18:30 10 19512 0.001 0.118 10 19512 0.002 0.472 10 19512 0.003 0.590 18:30 - 19:00 10 19512 0.002 0.354 10 19512 0.002 0.354 10 19512 0.004 0.708 19:00 - 19:30 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 19:30 - 20:00 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 20:00 - 20:30 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 20:30 - 21:00 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 21:00 - 21:30 1 70291 0.000 0.000 1 70291 0.000 0.000 1 70291 0.000 0.000 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.066 1 3.725 0.060 1 3.193 0.126 2 6.918

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 260 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 12 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5139 - 70291 (units: sqm) Survey date date range: 01/01/08 - 23/11/15 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

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

Page 261 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 13 RGP Mill Pool House Godalming Licence No: 728001

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE CYCLISTS Calculation factor: 100 sqm Estimated TRIP rate value per 23000 SQM shown in shaded columns BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip Estimated No. Ave. Trip Estimated No. Ave. Trip Estimated Time Range Days GFA Rate Trip Rate Days GFA Rate Trip Rate Days GFA Rate Trip Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 05:30 - 06:00 1 19974 0.000 0.000 1 19974 0.000 0.000 1 19974 0.000 0.000 06:00 - 06:30 2 15037 0.007 1.530 2 15037 0.000 0.000 2 15037 0.007 1.530 06:30 - 07:00 3 33455 0.006 1.375 3 33455 0.005 1.146 3 33455 0.011 2.521 07:00 - 07:30 10 19512 0.005 1.061 10 19512 0.001 0.118 10 19512 0.006 1.179 07:30 - 08:00 10 19512 0.010 2.240 10 19512 0.002 0.472 10 19512 0.012 2.712 08:00 - 08:30 10 19512 0.022 5.069 10 19512 0.000 0.000 10 19512 0.022 5.069 08:30 - 09:00 10 19512 0.017 4.008 10 19512 0.002 0.354 10 19512 0.019 4.362 09:00 - 09:30 10 19512 0.008 1.768 10 19512 0.000 0.000 10 19512 0.008 1.768 09:30 - 10:00 10 19512 0.002 0.472 10 19512 0.002 0.354 10 19512 0.004 0.826 10:00 - 10:30 10 19512 0.002 0.354 10 19512 0.001 0.118 10 19512 0.003 0.472 10:30 - 11:00 10 19512 0.004 0.825 10 19512 0.002 0.354 10 19512 0.006 1.179 11:00 - 11:30 10 19512 0.002 0.472 10 19512 0.001 0.118 10 19512 0.003 0.590 11:30 - 12:00 10 19512 0.003 0.589 10 19512 0.001 0.118 10 19512 0.004 0.707 12:00 - 12:30 10 19512 0.001 0.236 10 19512 0.001 0.236 10 19512 0.002 0.472 12:30 - 13:00 10 19512 0.001 0.236 10 19512 0.002 0.354 10 19512 0.003 0.590 13:00 - 13:30 10 19512 0.002 0.472 10 19512 0.002 0.354 10 19512 0.004 0.826 13:30 - 14:00 10 19512 0.001 0.236 10 19512 0.002 0.354 10 19512 0.003 0.590 14:00 - 14:30 10 19512 0.002 0.354 10 19512 0.002 0.472 10 19512 0.004 0.826 14:30 - 15:00 10 19512 0.003 0.707 10 19512 0.002 0.354 10 19512 0.005 1.061 15:00 - 15:30 10 19512 0.003 0.707 10 19512 0.002 0.472 10 19512 0.005 1.179 15:30 - 16:00 10 19512 0.002 0.472 10 19512 0.006 1.415 10 19512 0.008 1.887 16:00 - 16:30 10 19512 0.002 0.354 10 19512 0.009 2.004 10 19512 0.011 2.358 16:30 - 17:00 10 19512 0.001 0.118 10 19512 0.010 2.358 10 19512 0.011 2.476 17:00 - 17:30 10 19512 0.000 0.000 10 19512 0.022 5.069 10 19512 0.022 5.069 17:30 - 18:00 10 19512 0.000 0.000 10 19512 0.014 3.301 10 19512 0.014 3.301 18:00 - 18:30 10 19512 0.000 0.000 10 19512 0.005 1.061 10 19512 0.005 1.061 18:30 - 19:00 10 19512 0.001 0.236 10 19512 0.003 0.589 10 19512 0.004 0.825 19:00 - 19:30 1 70291 0.000 0.000 1 70291 0.003 0.654 1 70291 0.003 0.654 19:30 - 20:00 1 70291 0.003 0.654 1 70291 0.001 0.327 1 70291 0.004 0.981 20:00 - 20:30 1 70291 0.000 0.000 1 70291 0.004 0.982 1 70291 0.004 0.982 20:30 - 21:00 1 70291 0.000 0.000 1 70291 0.004 0.982 1 70291 0.004 0.982 21:00 - 21:30 1 70291 0.000 0.000 1 70291 0.003 0.654 1 70291 0.003 0.654 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.110 2 4.545 0.114 2 5.144 0.224 4 9.689

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Page 262 of 353 Classification: OFFICIAL PORep2735 (REDACTED) TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Friday 25/11/16 Page 14 RGP Mill Pool House Godalming Licence No: 728001

Parameter summary

Trip rate parameter range selected: 5139 - 70291 (units: sqm) Survey date date range: 01/01/08 - 23/11/15 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

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

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APPENDIX C

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DENHAM COURT DRIVE JUNCTION - DENHAM Date: Tuesday 22nd November 2016

B A

C

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DENHAM COURT DRIVE JUNCTION - DENHAM

Tuesday 22nd November 2016 - Peak hours 7am to 10am

LEFT THROUGH U-TURN A-B A-C A-A A LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TOTAL MOVEMENTS TIME TOTAL MOVEMENTS 07:00 - 07:15 3 2 0 0 5 277 45 7 1 330 0 0 0 3 3 07:15 - 07:30 1 0 3 0 4 280 42 6 3 331 1 0 0 5 6 07:30 - 07:45 1 0 0 0 1 318 37 6 4 365 0 0 0 3 3 07:45 - 08:00 0 4 0 0 4 281 31 3 7 322 0 0 0 3 3 08:00 - 08:15 4 2 0 0 6 305 43 6 0 354 0 0 0 2 2 08:15 - 08:30 6 1 1 0 8 300 30 12 2 344 4 1 0 9 14 08:30 - 08:45 4 0 0 0 4 307 26 6 3 342 9 3 0 15 27 08:45 - 09:00 8 0 0 0 8 324 29 15 4 372 4 1 2 12 19 09:00 - 09:15 8 1 0 0 9 302 44 13 1 360 5 1 0 8 14 09:15 - 09:30 2 1 0 0 3 266 38 6 3 313 0 0 0 0 0 09:30 - 09:45 4 1 1 0 6 215 35 7 3 260 2 0 0 2 4 09:45 - 10:00 0 0 1 0 1 196 28 9 1 234 0 0 0 1 1 41 12 6 0 59 3371 428 96 32 3927 25 6 2 63 96

LEFT RIGHT U-TURN B-C B-A B-B B LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TOTAL MOVEMENTS TIME TOTAL MOVEMENTS 07:00 - 07:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15 - 07:30 0 0 0 1 1 1 0 0 0 1 0 0 0 0 0 07:30 - 07:45 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 07:45 - 08:00 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 08:00 - 08:15 0 0 0 0 0 1 1 2 0 4 0 0 0 0 0 08:15 - 08:30 1 1 0 0 2 1 0 0 0 1 0 0 0 0 0 08:30 - 08:45 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 08:45 - 09:00 2 0 0 0 2 1 0 0 0 1 0 0 0 0 0 09:00 - 09:15 1 2 1 2 6 2 0 0 0 2 0 0 0 0 0 09:15 - 09:30 2 1 0 0 3 0 0 0 0 0 0 0 0 0 0 09:30 - 09:45 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 09:45 - 10:00 1 2 0 0 3 2 0 0 0 2 0 0 0 0 0 TOTALS 9 8 1 3 21 9 2 4 0 15 0 0 0 0 0

THROUGH RIGHT U-TURN C-A C-B C-C C LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TOTAL MOVEMENTS TIME TOTAL MOVEMENTS 07:00 - 07:15 128 35 4 0 167 3 1 0 0 4 3 0 0 0 3 07:15 - 07:30 169 44 7 2 222 0 1 0 0 1 4 0 0 0 4 07:30 - 07:45 170 22 4 1 197 4 0 0 0 4 3 0 0 0 3 07:45 - 08:00 173 39 4 1 217 0 0 0 0 0 3 0 0 0 3 08:00 - 08:15 155 21 2 2 180 0 0 0 0 0 2 0 0 0 2 08:15 - 08:30 171 22 4 1 198 0 1 0 0 1 2 2 0 0 4 08:30 - 08:45 166 14 5 1 186 3 0 0 0 3 3 0 0 0 3 08:45 - 09:00 148 30 3 1 182 7 0 0 0 7 4 1 0 0 5 09:00 - 09:15 120 18 9 0 147 4 0 0 0 4 2 0 0 0 2 09:15 - 09:30 82 13 9 0 104 3 3 0 0 6 0 0 0 0 0 09:30 - 09:45 104 20 9 2 135 5 1 0 0 6 0 0 0 0 0 09:45 - 10:00 75 15 3 1 94 2 1 1 0 4 1 0 0 0 1 TOTALS 1661 293 63 12 2029 31 8 1 0 40 27 3 0 0 30

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DENHAM COURT DRIVE JUNCTION - DENHAM

Tuesday 22nd November 2016 - Peak hours 4pm to 7pm

LEFT THROUGH U-TURN A-B A-C A-A A LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TIME TOTAL MOVEMENTS TOTAL MOVEMENTS 16:00 - 16:15 1 0 0 0 1 142 40 3 3 188 0 0 0 0 0 16:15 - 16:30 1 0 0 0 1 184 35 1 4 224 2 0 0 0 2 16:30 - 16:45 0 0 0 0 0 209 43 1 2 255 1 1 0 0 2 16:45 - 17:00 1 0 0 0 1 230 53 0 5 288 1 0 0 0 1 17:00 - 17:15 7 1 0 0 8 240 40 2 0 282 2 0 0 0 2 17:15 - 17:30 0 0 0 0 0 263 36 3 2 304 0 0 0 0 0 17:30 - 17:45 3 1 0 0 4 294 36 1 3 334 0 0 0 0 0 17:45 - 18:00 2 0 0 0 2 246 34 4 2 286 4 1 0 0 5 18:00 - 18:15 0 0 0 0 0 243 28 3 3 277 0 0 0 0 0 18:15 - 18:30 1 0 0 0 1 190 20 2 2 214 0 0 0 0 0 18:30 - 18:45 0 0 0 0 0 196 15 1 1 213 0 0 0 0 0 18:45 - 19:00 0 0 0 0 0 132 12 3 147 0 1 0 0 1 16 2 0 0 18 2569 392 21 30 3012 10 3 0 0 13

LEFT RIGHT U-TURN B-C B-A B-B B LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TIME TOTAL MOVEMENTS TOTAL MOVEMENTS 16:00 - 16:15 9 2 0 0 11 7 1 0 0 8 0 0 0 0 0 16:15 - 16:30 2 0 0 0 2 3 0 0 0 3 0 0 0 0 0 16:30 - 16:45 4 1 0 0 5 1 0 0 0 1 0 0 0 0 0 16:45 - 17:00 0 0 0 0 0 2 1 0 0 3 0 0 0 0 0 17:00 - 17:15 5 1 0 0 6 0 0 0 0 0 0 0 0 0 0 17:15 - 17:30 3 0 0 0 3 10 3 0 0 13 0 0 0 0 0 17:30 - 17:45 4 2 0 0 6 5 0 0 0 5 0 0 0 0 0 17:45 - 18:00 0 0 0 0 0 9 0 0 0 9 0 0 0 0 0 18:00 - 18:15 1 0 0 0 1 3 0 0 0 3 0 0 0 0 0 18:15 - 18:30 3 0 0 0 3 0 0 2 0 2 0 0 0 0 0 18:30 - 18:45 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 18:45 - 19:00 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 TOTALS 34 6 0 0 40 41 5 2 0 48 0 0 0 0 0

THROUGH RIGHT U-TURN C-A C-B C-C C LGV LGV LGV CAR CAR CAR HGV HGV HGV COACHES COACHES COACHES BUSESAND BUSESAND BUSESAND TOTAL MOVEMENTS TIME TOTAL MOVEMENTS TOTAL MOVEMENTS 16:00 - 16:15 191 30 5 1 227 2 0 0 0 2 9 3 0 0 12 16:15 - 16:30 213 33 1 1 248 0 1 0 0 1 1 2 0 0 3 16:30 - 16:45 203 31 1 0 235 0 0 0 0 0 5 1 0 0 6 16:45 - 17:00 206 31 2 0 239 0 0 0 0 0 7 0 0 0 7 17:00 - 17:15 185 28 4 0 217 1 1 0 0 2 6 2 0 0 8 17:15 - 17:30 185 19 1 0 205 2 0 0 0 2 22 5 0 0 27 17:30 - 17:45 212 21 4 0 237 0 0 0 0 0 22 3 0 0 25 17:45 - 18:00 209 18 2 0 229 1 0 0 0 1 21 1 0 0 22 18:00 - 18:15 207 17 3 0 227 0 0 0 0 0 4 0 0 0 4 18:15 - 18:30 215 14 1 0 230 0 0 0 0 0 5 0 0 0 5 18:30 - 18:45 218 23 1 0 242 2 0 0 0 2 5 0 0 0 5 18:45 - 19:00 244 14 4 0 262 1 0 0 0 1 5 0 0 0 5 TOTALS 2488 279 29 2 2798 9 2 0 0 11 112 17 0 0 129

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APPENDIX D

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16/3436 Land at Denham

Figure 1.1 - Baseline 2016 Traffic Flows

AM PEAK PM PEAK

A 3

3% 4% (%HGVs) 1% 0% (%HGVs) 1412 26 1206 14

B 1

8 38% 27 0% 4 0% 15 0%

746 11 888 5 3% 0% 1% 0%

C 2

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16/3436 Land at Denham

Figure 1.2 - Proposed 2016 Traffic Flows (with office development)

AM PEAK PM PEAK

A 3

3% 1% (%HGVs) 1% 0% (%HGVs) 1412 182 1206 38

17

B 1

37 8% 146 0% 19 0% 81 0%

746 77 888 14 3% 0% 1% 0%

C 2

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16/3436 Land at Denham

Figure 1.3 - Proposed 2026 Traffic Flows (with office development)

AM PEAK South Bucks TEMPRO PM PEAK South Bucks TEMPRO 2016-2026 1.1411 2016-2026 1.1429

A 3

3% 0% (%HGVs) 1% 0% (%HGVs) 1611 208 1378 44

B 1

43 7% 167 0% 21 0% 92.9 0%

851 87.8 1015 16 2% 0% 1% 0%

C 2

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16/3436 Land at Denham

Figure 1.4 - Proposed 2016 Traffic Flows (with industrial estate development)

AM PEAK PM PEAK

A

3% 7% (%HGVs) 1% 3% (%HGVs) 1412 112 1206 22

B

23 18% 91 6% 12 5% 50 6%

746 48 888 8 3% 6% 1% 3%

C

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16/3436 Land at Denham

Figure 1.5 - Proposed 2026 Traffic Flows (with industrial estate development)

AM PEAK South Bucks TEMPRO PM PEAK South Bucks TEMPRO 2016-2026 1.1411 2016-2026 1.1429

A

3% 7% (%HGVs) 1% 3% (%HGVs) 1611 128 1378 25

B

26.6 18% 104 6% 13 5% 58 6%

851 54.3 1015 9 2% 6% 1% 3%

C

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APPENDIX E

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Generated on 05/12/2016 14:12:38 using Junctions 8 (8.0.4.487)

Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 05/12/2016 14:12:37

« 1 - Baseline Operation, AM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Queue (PCU) Delay (s) RFC LOS 1 - Baseline Operation Arm 1 0.13 36.14 0.10 E Arm 2 0.54 2.34 0.34 A Arm 3 4.69 10.94 0.82 B

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM " model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 05/12/2016 14:12:36

File summary

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Baseline Operation, AM

Data Errors and Warnings Severity Area Item Description D1 - Baseline Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) Operation, AM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relatio Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Baseline Baseline ONE Operation, AM 07:45 09:15 90 15 Operation HOUR ü ü AM

Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 8.13 A Junction

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Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

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Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 12.00 100.000 2 ONE HOUR ü 757.00 100.000 3 ONE HOUR ü 1438.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 4.000 8.000 From 2 11.000 0.000 746.000 3 26.000 1412.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.33 0.67 From 2 0.01 0.00 0.99 3 0.02 0.98 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.380 From 2 1.000 1.000 1.030 3 1.040 1.030 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 38.0 From 2 0.0 0.0 3.0 3 4.0 3.0 0.0

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Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.10 36.14 0.13 E 12.00 12.00 5.11 25.53 0.06 5.99 21.76 2 0.34 2.34 0.54 A 757.00 757.00 28.20 2.24 0.31 37.70 2.17 3 0.82 10.94 4.69 B 1438.00 1438.00 195.55 8.16 2.17 235.33 7.13

Main Results for each time segment

Main results: (08:00-08:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 10.79 2.70 10.71 33.20 1266.36 0.00 280.67 0.00 0.038 0.03 0.05 16.331 C 2 680.53 170.13 680.19 1269.93 7.14 0.00 2418.66 2424.77 0.281 0.32 0.40 2.132 A 3 1292.73 323.18 1289.67 677.44 9.88 0.00 1921.80 1902.62 0.673 1.31 2.08 5.839 A

Main results: (08:15-08:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 13.21 3.30 12.91 40.55 1544.93 0.00 139.79 0.00 0.095 0.05 0.12 34.676 D 2 833.47 208.37 832.92 1549.24 8.61 0.00 2417.40 2424.77 0.345 0.40 0.54 2.339 A 3 1583.27 395.82 1573.38 829.43 12.10 0.00 1920.12 1902.62 0.825 2.08 4.55 10.407 B

Main results: (08:30-08:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 13.21 3.30 13.19 40.73 1554.10 0.00 135.15 0.00 0.098 0.12 0.13 36.137 E 2 833.47 208.37 833.47 1558.50 8.79 0.00 2417.25 2424.77 0.345 0.54 0.54 2.339 A 3 1583.27 395.82 1582.72 830.15 12.11 0.00 1920.11 1902.62 0.825 4.55 4.69 10.942 B

Main results: (08:45-09:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 10.79 2.70 11.10 33.45 1279.28 0.00 274.13 0.00 0.039 0.13 0.05 16.782 C 2 680.53 170.13 681.07 1282.98 7.40 0.00 2418.44 2424.77 0.281 0.54 0.40 2.133 A 3 1292.73 323.18 1302.84 678.58 9.90 0.00 1921.79 1902.62 0.673 4.69 2.16 6.088 A

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Queueing Delay Results for each time segment

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 0.69 0.05 16.331 C B 2 5.96 0.40 2.132 A A 3 29.88 1.99 5.839 A A

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 1.69 0.11 34.676 D C 2 7.99 0.53 2.339 A A 3 61.94 4.13 10.407 B B

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 1.90 0.13 36.137 E D 2 8.10 0.54 2.339 A A 3 69.47 4.63 10.942 B B

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 0.82 0.05 16.782 C B 2 6.14 0.41 2.133 A A 3 34.27 2.28 6.088 A A

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 05/12/2016 14:24:33

« 1 - Baseline Operation, PM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Queue (PCU) Delay (s) RFC LOS 1 - Baseline Operation Arm 1 0.22 17.70 0.19 C Arm 2 1.06 3.90 0.52 A Arm 3 1.24 3.34 0.56 A

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM " model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 05/12/2016 14:24:32

File summary

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Baseline Operation, PM

Data Errors and Warnings Severity Area Item Description D2 - Baseline Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) Operation, PM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relatio Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Baseline Baseline ONE Operation, PM 16:45 18:15 90 15 Operation HOUR ü ü PM

Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 3.85 A Junction

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Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 3.50 6.50 20.00 999.00 25.00 0.00 3 7.00 7.00 0.00 100.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.757 1929.277 3 (calculated) (calculated) 0.856 2424.770 The slope and intercept shown above include any corrections and adjustments.

Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

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Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 42.00 100.000 2 ONE HOUR ü 893.00 100.000 3 ONE HOUR ü 1220.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 15.000 27.000 From 2 5.000 0.000 888.000 3 14.000 1206.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.36 0.64 From 2 0.01 0.00 0.99 3 0.01 0.99 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.000 From 2 1.010 1.000 1.000 3 1.010 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 0.0 From 2 1.0 0.0 0.0 3 1.0 0.0 0.0

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Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.19 17.70 0.22 C 42.00 42.00 9.90 14.14 0.11 12.10 12.56 2 0.52 3.90 1.06 A 893.00 893.00 53.10 3.57 0.59 69.31 3.38 3 0.56 3.34 1.24 A 1220.00 1220.00 61.63 3.03 0.68 79.94 2.86

Main Results for each time segment

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 37.76 9.44 37.60 17.07 1083.32 0.00 373.23 0.00 0.101 0.07 0.11 10.722 B 2 802.79 200.70 802.06 1096.75 24.17 0.00 1910.99 1929.28 0.420 0.54 0.72 3.245 A 3 1096.75 274.19 1095.89 821.75 4.49 0.00 2420.93 2415.52 0.453 0.61 0.82 2.716 A

Main results: (17:15-17:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 46.24 11.56 45.80 20.89 1326.20 0.00 250.41 0.00 0.185 0.11 0.22 17.561 C 2 983.21 245.80 981.87 1342.55 29.44 0.00 1907.00 1929.28 0.516 0.72 1.06 3.886 A 3 1343.25 335.81 1341.59 1005.82 5.50 0.00 2420.06 2415.52 0.555 0.82 1.24 3.334 A

Main results: (17:30-17:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 46.24 11.56 46.23 20.92 1327.81 0.00 249.59 0.00 0.185 0.22 0.22 17.699 C 2 983.21 245.80 983.19 1344.32 29.72 0.00 1906.79 1929.28 0.516 1.06 1.06 3.897 A 3 1343.25 335.81 1343.22 1007.41 5.51 0.00 2420.06 2415.52 0.555 1.24 1.24 3.342 A

Main results: (17:45-18:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 37.76 9.44 38.20 17.11 1085.79 0.00 371.98 0.00 0.102 0.22 0.11 10.800 B 2 802.79 200.70 804.11 1099.43 24.56 0.00 1910.70 1929.28 0.420 1.06 0.73 3.256 A 3 1096.75 274.19 1098.39 824.17 4.50 0.00 2420.92 2415.52 0.453 1.24 0.83 2.727 A

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Queueing Delay Results for each time segment

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 1.61 0.11 10.722 B B 2 10.61 0.71 3.245 A A 3 12.16 0.81 2.716 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 3.15 0.21 17.561 C B 2 15.45 1.03 3.886 A A 3 18.14 1.21 3.334 A A

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 3.35 0.22 17.699 C B 2 15.87 1.06 3.897 A A 3 18.61 1.24 3.342 A A

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 1.79 0.12 10.800 B B 2 11.16 0.74 3.256 A A 3 12.73 0.85 2.727 A A

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Page 286 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Generated on 09/12/2016 09:35:43 using Junctions 8 (8.0.4.487)

Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev B 35pc.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 09/12/2016 09:35:42

« 1 - Development (office), AM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Queue (PCU) Delay (s) RFC LOS 1 - Development (office) Arm 1 0.77 47.49 0.45 E Arm 2 0.63 2.49 0.38 A Arm 3 13.07 28.59 0.94 D

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM " model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM" model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM" model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM" model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM" model duration: 16:45 - 18:15

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Development (office), AM

Data Errors and Warnings Severity Area Item Description D3 - Development Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) (office), AM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Development Development ONE AM 07:45 09:15 90 15 (office), AM (office) HOUR ü ü

Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 20.33 C Junction

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Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

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Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 56.00 100.000 2 ONE HOUR ü 823.00 100.000 3 ONE HOUR ü 1594.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 19.000 37.000 From 2 77.000 0.000 746.000 3 182.000 1412.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.34 0.66 From 2 0.09 0.00 0.91 3 0.11 0.89 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.060 1.000 From 2 1.000 1.000 1.030 3 1.000 1.030 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 6.0 0.0 From 2 0.0 0.0 3.0 3 0.0 3.0 0.0

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Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.45 47.49 0.77 E 56.00 56.00 27.09 29.03 0.30 30.87 24.03 2 0.38 2.49 0.63 A 823.00 823.00 32.39 2.36 0.36 43.09 2.28 3 0.94 28.59 13.07 D 1594.00 1594.00 428.29 16.12 4.76 482.24 13.19

Main Results for each time segment

Main results: (08:00-08:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 50.34 12.59 49.97 232.15 1264.30 0.00 281.71 131.35 0.179 0.12 0.22 15.813 C 2 739.86 184.97 739.46 1281.26 33.01 0.00 2396.52 2350.49 0.309 0.36 0.46 2.231 A 3 1432.97 358.24 1427.27 703.29 69.18 0.00 1876.94 1762.90 0.763 1.77 3.20 8.113 A

Main results: (08:15-08:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 61.66 15.41 59.87 281.36 1525.58 0.00 149.58 131.35 0.412 0.22 0.67 40.170 E 2 906.14 226.53 905.47 1545.89 39.55 0.00 2390.92 2350.49 0.379 0.46 0.62 2.487 A 3 1755.03 438.76 1722.22 860.31 84.72 0.00 1865.18 1762.90 0.941 3.20 11.40 22.033 C

Main results: (08:30-08:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 61.66 15.41 61.23 284.40 1548.70 0.00 137.88 131.35 0.447 0.67 0.77 47.491 E 2 906.14 226.53 906.13 1569.48 40.46 0.00 2390.15 2350.49 0.379 0.62 0.63 2.491 A 3 1755.03 438.76 1748.32 861.81 84.78 0.00 1865.14 1762.90 0.941 11.40 13.07 28.594 D

Main results: (08:45-09:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 50.34 12.59 52.44 237.29 1303.47 0.00 261.90 131.35 0.192 0.77 0.25 17.688 C 2 739.86 184.97 740.52 1321.26 34.65 0.00 2395.12 2350.49 0.309 0.63 0.46 2.237 A 3 1432.97 358.24 1471.48 705.88 69.28 0.00 1876.86 1762.90 0.763 13.07 3.45 9.922 A

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Queueing Delay Results for each time segment

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 3.11 0.21 15.813 C B 2 6.78 0.45 2.231 A A 3 44.86 2.99 8.113 A A

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 8.86 0.59 40.170 E D 2 9.23 0.62 2.487 A A 3 134.62 8.97 22.033 C C

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 11.06 0.74 47.491 E D 2 9.38 0.63 2.491 A A 3 185.34 12.36 28.594 D C

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 4.06 0.27 17.688 C B 2 7.00 0.47 2.237 A A 3 63.46 4.23 9.922 A A

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Page 292 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev B 35pc.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 09/12/2016 09:52:54

« 1 - Development (office), PM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Queue (PCU) Delay (s) RFC LOS 1 - Development (office) Arm 1 10.70 155.87 1.00 F Arm 2 0.77 2.79 0.43 A Arm 3 2.47 6.57 0.71 A

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM " model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM" model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM" model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM" model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM" model duration: 16:45 - 18:15

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Development (office), PM

Data Errors and Warnings Severity Area Item Description D4 - Development Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) (office), PM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Development Development ONE PM 16:45 18:15 90 15 (office), PM (office) HOUR ü ü

Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 19.41 C Junction

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Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

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Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 227.00 100.000 2 ONE HOUR ü 902.00 100.000 3 ONE HOUR ü 1244.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 81.000 146.000 From 2 14.000 0.000 888.000 3 38.000 1206.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.36 0.64 From 2 0.02 0.00 0.98 3 0.03 0.97 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.000 From 2 1.000 1.000 1.010 3 1.010 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 0.0 From 2 0.0 0.0 1.0 3 1.0 0.0 0.0

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Results

Results Summary for whole modelled period

Total Inclusive Max Average Total Queueing Average Rate Of Inclusive Total Max Max Max Junction Average Arm Queue Demand Delay (PCU- Queueing Queueing Delay Queueing Delay RFC Delay (s) LOS Arrivals Queueing Delay (PCU) (PCU/hr) min) Delay (s) (PCU-min/min) (PCU-min) (PCU) (s) 1 1.00 155.87 10.70 F 227.00 227.00 267.68 70.75 2.97 285.36 54.80 2 0.43 2.79 0.77 A 902.00 902.00 39.23 2.61 0.44 51.67 2.50 3 0.71 6.57 2.47 A 1244.00 1244.00 113.69 5.48 1.26 142.19 4.98

Main Results for each time segment

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 204.07 51.02 201.76 46.69 1082.48 0.00 373.66 0.00 0.546 0.57 1.15 20.670 C 2 810.88 202.72 810.36 1154.47 129.77 0.00 2313.71 2424.77 0.350 0.41 0.54 2.418 A 3 1118.33 279.58 1116.59 927.55 12.58 0.00 1919.76 1900.80 0.583 0.94 1.38 4.473 A

Main results: (17:15-17:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 249.93 62.48 225.05 57.11 1323.72 0.00 251.66 0.00 0.993 1.15 7.37 95.284 F 2 993.12 248.28 992.24 1404.02 144.74 0.00 2300.89 2424.77 0.432 0.54 0.76 2.777 A 3 1369.67 342.42 1365.43 1121.58 15.40 0.00 1917.63 1900.80 0.714 1.38 2.44 6.470 A

Main results: (17:30-17:45)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 249.93 62.48 236.61 57.25 1327.72 0.00 249.64 0.00 1.001 7.37 10.70 155.869 F 2 993.12 248.28 993.10 1412.15 152.18 0.00 2294.53 2424.77 0.433 0.76 0.77 2.792 A 3 1369.67 342.42 1369.55 1129.87 15.41 0.00 1917.62 1900.80 0.714 2.44 2.47 6.566 A

Main results: (17:45-18:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 204.07 51.02 241.65 46.89 1088.27 0.00 370.73 0.00 0.550 10.70 1.30 35.256 E 2 810.88 202.72 811.73 1174.50 155.43 0.00 2291.75 2424.77 0.354 0.77 0.56 2.459 A 3 1118.33 279.58 1122.56 954.56 12.60 0.00 1919.75 1900.80 0.583 2.47 1.41 4.542 A

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Queueing Delay Results for each time segment

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 15.85 1.06 20.670 C C 2 8.04 0.54 2.418 A A 3 20.11 1.34 4.473 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 74.48 4.97 95.284 F F 2 11.25 0.75 2.777 A A 3 34.77 2.32 6.470 A A

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 136.93 9.13 155.869 F F 2 11.49 0.77 2.792 A A 3 36.87 2.46 6.566 A A

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 40.42 2.69 35.256 E D 2 8.45 0.56 2.459 A A 3 21.94 1.46 4.542 A A

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 05/12/2016 14:29:17

« 1 - Development (industrial estate), AM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Queue (PCU) Delay (s) RFC LOS 1 - Development (industrial estate) Arm 1 0.44 42.17 0.29 E Arm 2 0.87 3.58 0.46 A Arm 3 2.45 5.30 0.71 A

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM " model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15

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File summary

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Development (industrial estate), AM

Data Errors and Warnings Severity Area Item Description D5 - Development Warning DemandSets (industrial estate), Time results are shown for central hour only. (Model is run for a 90 minute period.) AM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Development Development ONE (industrial (industrial AM 07:45 09:15 90 15 HOUR ü ü estate), AM estate)

Junction Network

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 5.27 A Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 3.50 6.50 20.00 999.00 25.00 0.00 3 7.00 7.00 0.00 100.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.757 1929.277 3 (calculated) (calculated) 0.856 2424.770 The slope and intercept shown above include any corrections and adjustments.

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 35.00 100.000 2 ONE HOUR ü 794.00 100.000 3 ONE HOUR ü 1524.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 12.000 23.000 From 2 48.000 0.000 746.000 3 112.000 1412.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.34 0.66 From 2 0.06 0.00 0.94 3 0.07 0.93 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.050 1.180 From 2 1.060 1.000 1.030 3 1.070 1.030 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 5.0 18.0 From 2 6.0 0.0 3.0 3 7.0 3.0 0.0

Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.29 42.17 0.44 E 35.00 35.00 16.48 28.25 0.18 18.98 23.64 2 0.46 3.58 0.87 A 794.00 794.00 44.13 3.34 0.49 58.14 3.19 3 0.71 5.30 2.45 A 1524.00 1524.00 113.18 4.46 1.26 141.66 4.05

Main Results for each time segment

Main results: (08:00-08:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 31.46 7.87 31.23 143.67 1267.76 0.00 279.96 0.00 0.112 0.08 0.14 16.368 C 2 713.79 178.45 713.21 1278.46 20.52 0.00 1913.75 1929.28 0.373 0.47 0.61 3.092 A 3 1370.04 342.51 1368.31 690.62 43.12 0.00 2387.87 2324.95 0.574 0.94 1.38 3.640 A

Main results: (08:15-08:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 38.54 9.63 37.43 175.79 1550.77 0.00 136.84 0.00 0.282 0.14 0.42 40.564 E 2 874.21 218.55 873.20 1563.60 24.59 0.00 1910.67 1929.28 0.458 0.61 0.86 3.577 A 3 1677.96 419.49 1673.77 845.00 52.79 0.00 2379.59 2324.95 0.705 1.38 2.42 5.236 A

Main results: (08:30-08:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 38.54 9.63 38.46 176.16 1554.56 0.00 134.92 0.00 0.286 0.42 0.44 42.175 E 2 874.21 218.55 874.20 1567.74 25.27 0.00 1910.16 1929.28 0.458 0.86 0.87 3.584 A 3 1677.96 419.49 1677.86 846.62 52.85 0.00 2379.54 2324.95 0.705 2.42 2.45 5.297 A

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Main results: (08:45-09:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 31.46 7.87 32.62 144.20 1273.22 0.00 277.19 0.00 0.114 0.44 0.15 16.737 C 2 713.79 178.45 714.79 1284.41 21.44 0.00 1913.06 1929.28 0.373 0.87 0.62 3.104 A 3 1370.04 342.51 1374.22 693.01 43.21 0.00 2387.79 2324.95 0.574 2.45 1.40 3.685 A

Queueing Delay Results for each time segment

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 2.01 0.13 16.368 C B 2 9.01 0.60 3.092 A A 3 20.16 1.34 3.640 A A

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 5.63 0.38 40.564 E D 2 12.70 0.85 3.577 A A 3 34.77 2.32 5.236 A A

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 6.44 0.43 42.175 E D 2 12.99 0.87 3.584 A A 3 36.56 2.44 5.297 A A

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 2.39 0.16 16.737 C B 2 9.43 0.63 3.104 A A 3 21.70 1.45 3.685 A A

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 05/12/2016 14:28:48

« 1 - Development (industrial estate), PM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Queue (PCU) Delay (s) RFC LOS 1 - Development (industrial estate) Arm 1 1.65 39.95 0.62 E Arm 2 1.14 4.19 0.53 A Arm 3 1.28 3.41 0.56 A

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM " model duration: 16:45 - 18:15

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File summary

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - Development (industrial estate), PM

Data Errors and Warnings Severity Area Item Description D6 - Development Warning DemandSets (industrial estate), Time results are shown for central hour only. (Model is run for a 90 minute period.) PM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Development Development ONE (industrial (industrial PM 16:45 18:15 90 15 HOUR ü ü estate), PM estate)

Junction Network

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 6.00 A Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 3.50 6.50 20.00 999.00 25.00 0.00 3 7.00 7.00 0.00 100.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.757 1929.277 3 (calculated) (calculated) 0.856 2424.770 The slope and intercept shown above include any corrections and adjustments.

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 141.00 100.000 2 ONE HOUR ü 896.00 100.000 3 ONE HOUR ü 1228.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 50.000 91.000 From 2 8.000 0.000 888.000 3 22.000 1206.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.35 0.65 From 2 0.01 0.00 0.99 3 0.02 0.98 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.060 1.060 From 2 1.030 1.000 1.010 3 1.030 1.010 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 6.0 6.0 From 2 3.0 0.0 1.0 3 3.0 1.0 0.0

Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.62 39.95 1.65 E 141.00 141.00 61.41 26.13 0.68 70.88 21.91 2 0.53 4.19 1.14 A 896.00 896.00 56.76 3.80 0.63 73.72 3.59 3 0.56 3.41 1.28 A 1228.00 1228.00 63.25 3.09 0.70 81.96 2.91

Main Results for each time segment

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 126.76 31.69 125.87 26.95 1083.30 0.00 373.24 0.00 0.340 0.31 0.53 15.371 C 2 805.49 201.37 804.69 1127.93 81.24 0.00 1867.82 1929.28 0.431 0.56 0.76 3.419 A 3 1103.95 275.99 1103.06 878.75 7.18 0.00 2418.62 2410.03 0.456 0.62 0.84 2.763 A

Main results: (17:15-17:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 155.24 38.81 151.12 32.99 1326.15 0.00 250.43 0.00 0.620 0.53 1.56 37.027 E 2 986.51 246.63 985.02 1379.74 97.53 0.00 1855.49 1929.28 0.532 0.76 1.14 4.171 A 3 1352.05 338.01 1350.34 1073.75 8.79 0.00 2417.24 2410.03 0.559 0.84 1.27 3.403 A

Main results: (17:30-17:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 155.24 38.81 154.90 33.03 1327.81 0.00 249.59 0.00 0.622 1.56 1.65 39.946 E 2 986.51 246.63 986.49 1382.74 99.97 0.00 1853.64 1929.28 0.532 1.14 1.14 4.193 A 3 1352.05 338.01 1352.03 1077.65 8.81 0.00 2417.23 2410.03 0.559 1.27 1.28 3.413 A

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Main results: (17:45-18:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 126.76 31.69 131.10 27.01 1085.83 0.00 371.96 0.00 0.341 1.65 0.56 16.110 C 2 805.49 201.37 806.97 1132.32 84.61 0.00 1865.27 1929.28 0.432 1.14 0.77 3.442 A 3 1103.95 275.99 1105.64 884.37 7.21 0.00 2418.60 2410.03 0.456 1.28 0.85 2.773 A

Queueing Delay Results for each time segment

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 7.57 0.50 15.371 C B 2 11.21 0.75 3.419 A A 3 12.45 0.83 2.763 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 20.39 1.36 37.027 E D 2 16.60 1.11 4.171 A A 3 18.63 1.24 3.403 A A

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 24.20 1.61 39.946 E D 2 17.11 1.14 4.193 A A 3 19.12 1.27 3.413 A A

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 9.24 0.62 16.110 C B 2 11.85 0.79 3.442 A A 3 13.05 0.87 2.773 A A

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Page 310 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev B 35pc.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 09/12/2016 09:55:28

« 1 - 2026 Development (office), AM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Queue (PCU) Delay (s) RFC LOS 1 - 2026 Development (office) Arm 1 2.77 159.29 0.77 F Arm 2 0.78 2.73 0.43 A Arm 3 86.93 139.27 1.08 F

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM " model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM" model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM" model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM" model duration: 16:45 - 18:15

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - 2026 Development (office), AM

Data Errors and Warnings Severity Area Item Description D7 - 2026 Warning DemandSets Development Time results are shown for central hour only. (Model is run for a 90 minute period.) (office), AM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only 2026 2026 ONE Development Development AM 07:45 09:15 90 15 HOUR ü ü (office), AM (office)

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 94.29 F Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 64.00 100.000 2 ONE HOUR ü 939.00 100.000 3 ONE HOUR ü 1819.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 21.000 43.000 From 2 88.000 0.000 851.000 3 208.000 1611.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.33 0.67 From 2 0.09 0.00 0.91 3 0.11 0.89 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.380 From 2 1.000 1.000 1.030 3 1.040 1.030 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 38.0 From 2 0.0 0.0 3.0 3 4.0 3.0 0.0

Results

Results Summary for whole modelled period

Total Inclusive Max Average Total Queueing Average Rate Of Inclusive Total Max Max Max Junction Average Arm Queue Demand Delay (PCU- Queueing Queueing Delay Queueing Delay RFC Delay (s) LOS Arrivals Queueing Delay (PCU) (PCU/hr) min) Delay (s) (PCU-min/min) (PCU-min) (PCU) (s) 1 0.77 159.29 2.77 F 64.00 64.00 104.44 97.92 1.16 113.35 77.21 2 0.43 2.73 0.78 A 939.00 939.00 40.07 2.56 0.45 52.95 2.46 3 1.08 139.27 86.93 F 1819.00 1819.00 2447.79 80.74 27.20 2594.11 62.17

Main Results for each time segment

Main results: (08:00-08:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 57.53 14.38 56.46 264.35 1435.07 0.00 195.35 131.59 0.295 0.22 0.49 31.563 D 2 844.14 211.04 843.62 1453.59 37.93 0.00 2392.31 2349.11 0.353 0.43 0.56 2.387 A 3 1635.24 408.81 1620.35 802.49 79.06 0.00 1869.46 1762.72 0.875 2.69 6.41 14.111 B

Main results: (08:15-08:30)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 70.47 17.62 64.30 306.27 1622.34 0.00 100.64 131.59 0.700 0.49 2.03 108.493 F 2 1033.86 258.46 1032.97 1643.44 43.20 0.00 2387.79 2349.11 0.433 0.56 0.78 2.728 A 3 2002.76 500.69 1831.81 979.37 96.81 0.00 1856.04 1762.72 1.079 6.41 49.15 64.062 F

Main results: (08:30-08:45)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 70.47 17.62 67.50 308.62 1639.90 0.00 91.76 131.59 0.768 2.03 2.77 159.289 F 2 1033.86 258.46 1033.85 1662.05 45.35 0.00 2385.95 2349.11 0.433 0.78 0.78 2.734 A 3 2002.76 500.69 1851.63 982.31 96.89 0.00 1855.98 1762.72 1.079 49.15 86.93 139.267 F

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Main results: (08:45-09:00)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 57.53 14.38 59.34 290.45 1636.20 0.00 93.64 131.59 0.614 2.77 2.32 136.113 F 2 844.14 211.04 845.02 1655.67 39.87 0.00 2390.65 2349.11 0.353 0.78 0.56 2.395 A 3 1635.24 408.81 1847.45 805.70 79.19 0.00 1869.36 1762.72 0.875 86.93 33.88 120.441 F

Queueing Delay Results for each time segment

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 6.72 0.45 31.563 D C 2 8.26 0.55 2.387 A A 3 83.99 5.60 14.111 B B

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 23.55 1.57 108.493 F F 2 11.51 0.77 2.728 A A 3 435.81 29.05 64.062 F E

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 36.94 2.46 159.289 F F 2 11.73 0.78 2.734 A A 3 1021.91 68.13 139.267 F F

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 37.23 2.48 136.113 F F 2 8.57 0.57 2.395 A A 3 906.08 60.41 120.441 F F

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Page 316 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev B 35pc.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 09/12/2016 09:56:16

« 1 - 2026 Development (office), PM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Queue (PCU) Delay (s) RFC LOS 1 - 2026 Development (office) Arm 1 69.15 886.38 1.86 F Arm 2 0.97 3.07 0.49 A Arm 3 4.47 10.53 0.82 B

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM" model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM " model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM" model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM" model duration: 16:45 - 18:15

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Page 317 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - 2026 Development (office), PM

Data Errors and Warnings Severity Area Item Description D8 - 2026 Warning DemandSets Development Time results are shown for central hour only. (Model is run for a 90 minute period.) (office), PM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only 2026 2026 ONE Development Development PM 16:45 18:15 90 15 HOUR ü ü (office), PM (office)

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 91.64 F Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 260.00 100.000 2 ONE HOUR ü 1031.00 100.000 3 ONE HOUR ü 1422.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 93.000 167.000 From 2 16.000 0.000 1015.000 3 44.000 1378.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.36 0.64 From 2 0.02 0.00 0.98 3 0.03 0.97 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.380 From 2 1.000 1.000 1.030 3 1.040 1.030 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 38.0 From 2 0.0 0.0 3.0 3 4.0 3.0 0.0

Results

Results Summary for whole modelled period

Total Inclusive Max Average Total Queueing Average Rate Of Inclusive Total Max Max Max Junction Average Arm Queue Demand Delay (PCU- Queueing Queueing Delay Queueing Delay RFC Delay (s) LOS Arrivals Queueing Delay (PCU) (PCU/hr) min) Delay (s) (PCU-min/min) (PCU-min) (PCU) (s) 1 1.86 886.38 69.15 F 260.00 260.00 2072.48 478.26 23.03 2580.76 432.69 2 0.49 3.07 0.97 A 1031.00 1031.00 49.80 2.90 0.55 65.90 2.79 3 0.82 10.53 4.47 B 1422.00 1422.00 188.00 7.93 2.09 226.91 6.96

Main Results for each time segment

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 233.73 58.43 224.09 53.84 1235.94 0.00 296.05 0.00 0.790 1.12 3.53 54.854 F 2 926.85 231.71 926.15 1316.09 143.93 0.00 2301.59 2424.77 0.403 0.52 0.69 2.693 A 3 1278.35 319.59 1275.41 1055.71 14.37 0.00 1918.40 1900.81 0.666 1.28 2.02 5.742 A

Main results: (17:15-17:30)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 286.27 71.57 156.17 65.76 1508.19 0.00 158.37 0.00 1.808 3.53 36.05 502.570 F 2 1135.15 283.79 1134.06 1564.06 100.31 0.00 2338.92 2424.77 0.485 0.69 0.96 3.073 A 3 1565.65 391.41 1556.35 1216.77 17.60 0.00 1915.96 1900.81 0.817 2.02 4.35 10.060 B

Main results: (17:30-17:45)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 286.27 71.57 153.87 66.05 1516.74 0.00 154.05 0.00 1.858 36.05 69.15 886.377 F 2 1135.15 283.79 1135.14 1571.77 98.83 0.00 2340.19 2424.77 0.485 0.96 0.97 3.074 A 3 1565.65 391.41 1565.17 1216.36 17.62 0.00 1915.95 1900.81 0.817 4.35 4.47 10.534 B

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Main results: (17:45-18:00)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 233.73 58.43 284.95 54.25 1247.98 0.00 289.96 0.00 0.806 69.15 56.35 703.957 F 2 926.85 231.71 927.86 1349.91 183.03 0.00 2268.13 2424.77 0.409 0.97 0.72 2.768 A 3 1278.35 319.59 1287.83 1096.48 14.40 0.00 1918.38 1900.81 0.666 4.47 2.10 5.969 A

Queueing Delay Results for each time segment

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 42.91 2.86 54.854 F D 2 10.21 0.68 2.693 A A 3 29.09 1.94 5.742 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 299.19 19.95 502.570 F F 2 14.20 0.95 3.073 A A 3 59.42 3.96 10.060 B B

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 789.12 52.61 886.377 F F 2 14.49 0.97 3.074 A A 3 66.28 4.42 10.534 B B

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 941.26 62.75 703.957 F F 2 10.91 0.73 2.768 A A 3 33.20 2.21 5.969 A A

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Page 322 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Generated on 07/12/2016 17:36:43 using Junctions 8 (8.0.4.487)

Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev A.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 07/12/2016 17:36:42

« 1 - 2026 Development (industrial estate), AM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Queue (PCU) Delay (s) RFC LOS 1 - 2026 Development (industrial estate) Arm 1 3.12 268.20 0.90 F Arm 2 0.73 2.63 0.41 A Arm 3 39.87 72.08 1.02 F

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM" model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM" model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM " model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM" model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 07/12/2016 17:36:41

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - 2026 Development (industrial estate), AM

Data Errors and Warnings Severity Area Item Description D9 - 2026 Development Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) (industrial estate), AM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only 2026 2026 Development Development ONE AM 07:45 09:15 90 15 (industrial (industrial HOUR ü ü estate), AM estate)

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 51.58 F Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 40.00 100.000 2 ONE HOUR ü 905.00 100.000 3 ONE HOUR ü 1739.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 13.000 27.000 From 2 54.000 0.000 851.000 3 128.000 1611.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.33 0.68 From 2 0.06 0.00 0.94 3 0.07 0.93 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.380 From 2 1.000 1.000 1.030 3 1.040 1.030 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 38.0 From 2 0.0 0.0 3.0 3 4.0 3.0 0.0

Results

Results Summary for whole modelled period

Total Inclusive Max Average Total Queueing Average Rate Of Inclusive Total Max Max Max Junction Average Arm Queue Demand Delay (PCU- Queueing Queueing Delay Queueing Delay RFC Delay (s) LOS Arrivals Queueing Delay (PCU) (PCU/hr) min) Delay (s) (PCU-min/min) (PCU-min) (PCU) (s) 1 0.90 268.20 3.12 F 40.00 40.00 72.45 108.67 0.80 76.54 83.41 2 0.41 2.63 0.73 A 905.00 905.00 37.42 2.48 0.42 49.58 2.39 3 1.02 72.08 39.87 F 1739.00 1739.00 1035.88 35.74 11.51 1105.12 27.70

Main Results for each time segment

Main results: (08:00-08:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 35.96 8.99 35.39 162.89 1439.54 0.00 193.08 67.69 0.186 0.13 0.27 27.940 D 2 813.58 203.39 813.10 1451.05 23.89 0.00 2404.33 2385.67 0.338 0.40 0.52 2.326 A 3 1563.33 390.83 1553.92 788.47 48.52 0.00 1892.57 1821.58 0.826 2.24 4.59 10.664 B

Main results: (08:15-08:30)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 44.04 11.01 38.42 193.90 1692.66 0.00 65.08 67.69 0.677 0.27 1.68 146.347 F 2 996.42 249.11 995.62 1705.14 25.93 0.00 2402.57 2385.67 0.415 0.52 0.73 2.629 A 3 1914.67 478.67 1827.15 962.15 59.41 0.00 1884.33 1821.58 1.016 4.59 26.47 40.091 E

Main results: (08:30-08:45)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 44.04 11.01 38.26 196.44 1724.09 0.00 49.19 67.69 0.895 1.68 3.12 268.205 F 2 996.42 249.11 996.42 1736.52 25.82 0.00 2402.67 2385.67 0.415 0.73 0.73 2.631 A 3 1914.67 478.67 1861.07 962.79 59.45 0.00 1884.30 1821.58 1.016 26.47 39.87 72.077 F

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Page 327 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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Main results: (08:45-09:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 35.96 8.99 46.27 173.81 1576.00 0.00 124.08 67.69 0.290 3.12 0.54 62.639 F 2 813.58 203.39 814.36 1591.04 31.23 0.00 2398.04 2385.67 0.339 0.73 0.53 2.337 A 3 1563.33 390.83 1701.22 797.01 48.59 0.00 1892.51 1821.58 0.826 39.87 5.40 29.474 D

Queueing Delay Results for each time segment

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 3.78 0.25 27.940 D C 2 7.76 0.52 2.326 A A 3 62.58 4.17 10.664 B B

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 18.68 1.25 146.347 F F 2 10.71 0.71 2.629 A A 3 261.08 17.41 40.091 E D

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 37.35 2.49 268.205 F F 2 10.89 0.73 2.631 A A 3 501.10 33.41 72.077 F E

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 12.64 0.84 62.639 F E 2 8.06 0.54 2.337 A A 3 211.11 14.07 29.474 D C

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Page 328 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Generated on 07/12/2016 17:37:14 using Junctions 8 (8.0.4.487)

Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: LA Denham ARCADY Assessment rev A.arc8 Path: P:\RGP\2016 Projects (3401-3500)\3436 Land at Denham (2)\Technical Assessments\Junction Modelling Report generation date: 07/12/2016 17:37:13

« 1 - 2026 Development (industrial estate), PM » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Queue (PCU) Delay (s) RFC LOS 1 - 2026 Development (industrial estate) Arm 1 16.94 321.22 1.16 F Arm 2 0.95 3.05 0.48 A Arm 3 4.11 9.80 0.80 A

Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.

"D1 - Baseline Operation, AM" model duration: 07:45 - 09:15 "D2 - Baseline Operation, PM" model duration: 16:45 - 18:15 "D3 - Development (office), AM" model duration: 07:45 - 09:15 "D4 - Development (office), PM" model duration: 16:45 - 18:15 "D5 - Development (industrial estate), AM" model duration: 07:45 - 09:15 "D6 - Development (industrial estate), PM" model duration: 16:45 - 18:15 "D7 - 2026 Development (office), AM" model duration: 07:45 - 09:15 "D8 - 2026 Development (office), PM" model duration: 16:45 - 18:15 "D9 - 2026 Development (industrial estate), AM" model duration: 07:45 - 09:15 "D10 - 2026 Development (industrial estate), PM " model duration: 16:45 - 18:15

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Page 329 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

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File summary

Title (untitled) Location Site Number Date 01/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator remotepc Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

1 - 2026 Development (industrial estate), PM

Data Errors and Warnings Severity Area Item Description D10 - 2026 Development Warning DemandSets Time results are shown for central hour only. (Model is run for a 90 minute period.) (industrial estate), PM

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors 1 ARCADY ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked R Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only 2026 2026 Development Development ONE PM 16:45 18:15 90 15 (industrial (industrial HOUR ü ü estate), PM estate)

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Junction Network

Junctions

Junction Arm Grade Large Do Geometric Junction Delay Junction Junction Name Type Order Separated Roundabout Delay (s) LOS Denham Court Roundabout 1 Roundabout 1,2,3 26.61 D Junction

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Roundabout Geometry

V - Approach road half- E - Entry width l' - Effective flare R - Entry radius D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) (m) length (m) (m) diameter (m) angle (deg) Only 1 3.00 3.00 0.00 7.00 25.00 0.00 2 7.00 7.00 0.00 100.00 25.00 0.00 3 3.50 6.50 20.00 999.00 25.00 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.506 921.077 2 (calculated) (calculated) 0.856 2424.770 3 (calculated) (calculated) 0.757 1929.277 The slope and intercept shown above include any corrections and adjustments.

3

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Traffic Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV 2.00 ü ü Percentages ü ü

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 162.00 100.000 2 ONE HOUR ü 1024.00 100.000 3 ONE HOUR ü 1403.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 58.000 104.000 From 2 9.000 0.000 1015.000 3 25.000 1378.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.36 0.64 From 2 0.01 0.00 0.99 3 0.02 0.98 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.000 1.380 From 2 1.000 1.000 1.030 3 1.040 1.030 1.000

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Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 0.0 38.0 From 2 0.0 0.0 3.0 3 4.0 3.0 0.0

Results

Results Summary for whole modelled period

Total Inclusive Max Average Total Queueing Average Rate Of Inclusive Total Max Max Max Junction Average Arm Queue Demand Delay (PCU- Queueing Queueing Delay Queueing Delay RFC Delay (s) LOS Arrivals Queueing Delay (PCU) (PCU/hr) min) Delay (s) (PCU-min/min) (PCU-min) (PCU) (s) 1 1.16 321.22 16.94 F 162.00 162.00 387.30 143.44 4.30 403.63 108.61 2 0.48 3.05 0.95 A 1024.00 1024.00 48.42 2.84 0.54 63.41 2.70 3 0.80 9.80 4.11 A 1403.00 1403.00 175.68 7.51 1.95 213.26 6.63

Main Results for each time segment

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 145.63 36.41 143.28 30.51 1236.09 0.00 295.97 0.00 0.492 0.52 1.11 28.207 D 2 920.55 230.14 919.90 1287.39 91.98 0.00 2346.05 2424.77 0.392 0.50 0.66 2.597 A 3 1261.27 315.32 1258.51 1003.80 8.09 0.00 1923.16 1913.15 0.656 1.24 1.93 5.556 A

Main results: (17:15-17:30)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 178.37 44.59 143.42 37.28 1509.03 0.00 157.95 0.00 1.129 1.11 9.85 181.035 F 2 1127.45 281.86 1126.31 1560.37 92.07 0.00 2345.97 2424.77 0.481 0.66 0.95 3.036 A 3 1544.73 386.18 1536.40 1208.48 9.90 0.00 1921.79 1913.15 0.804 1.93 4.01 9.422 A

Main results: (17:30-17:45)

Total Junction Entry Circulating Pedestrian Saturation Start End Exit Flow Capacity Arm Demand Arrivals Flow Flow Demand Capacity RFC Queue Queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 178.37 44.59 150.00 37.43 1516.82 0.00 154.01 0.00 1.158 9.85 16.94 321.220 F 2 1127.45 281.86 1127.42 1570.52 96.30 0.00 2342.35 2424.77 0.481 0.95 0.95 3.050 A 3 1544.73 386.18 1544.34 1213.81 9.91 0.00 1921.78 1913.15 0.804 4.01 4.11 9.797 A

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Main results: (17:45-18:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 145.63 36.41 207.98 30.73 1247.09 0.00 290.41 0.00 0.501 16.94 1.35 82.665 F 2 920.55 230.14 921.62 1321.55 133.52 0.00 2310.50 2424.77 0.398 0.95 0.69 2.670 A 3 1261.27 315.32 1269.72 1047.04 8.10 0.00 1923.15 1913.15 0.656 4.11 2.00 5.748 A

Queueing Delay Results for each time segment

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 15.16 1.01 28.207 D C 2 9.79 0.65 2.597 A A 3 27.84 1.86 5.556 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 90.76 6.05 181.035 F F 2 13.93 0.93 3.036 A A 3 55.28 3.69 9.422 A A

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 201.82 13.45 321.220 F F 2 14.25 0.95 3.050 A A 3 61.06 4.07 9.797 A A

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 79.55 5.30 82.665 F F 2 10.45 0.70 2.670 A A 3 31.51 2.10 5.748 A A

6

Page 334 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

APPENDIX F

Page 335 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Basic Results Summary

User and Project Details Project: LA Denham Title: Denham Court Drive / A40 Junction Location:

File name: LA Denham LINSIG.lsg3x

Author:

Company:

Address:

Notes:

Scenario 1: 'AM Peak Office' (FG1: 'Proposed Office AM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 54.3 %

Total Traffic Delay: 6.5 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

21.2% 12.1%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

58.3% 312 1634 1 58.3% 1127 1940 2 0.0% InfInf 1 54.4% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 152 50.7% 1 Inf Inf 0.0% 1 2080 1471 50.7%

Page 336 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------58.3% 0 0 0 6.5 - - Court Drive / A40 Junction

Unnamed ------58.3% 0 0 0 6.5 - - Junction

Denham 1/1 Court Drive U A 1 7 - 19 1764 157 12.1% - - - 0.3 50.9 0.5 Left

Denham 1/2 Court Drive U A 1 7 - 37 1962 174 21.2% - - - 0.5 51.2 1.0 Right

A40 (East) 50.7 : 2/1+2/2 U B C 1 69:7 - 823 2080:1962 1471+152 - - - 2.1 9.1 7.3 Right Ahead 50.7%

A40 (West) 58.3 : 3/2+3/1 U F D 2:1 58:38 - 839 1940:1634 1127+312 - - - 2.2 9.5 4.7 Left Ahead 58.3%

A40 (West) 3/3 U F 2 58 - 755 2080 1387 54.4% - - - 1.4 6.8 5.4 Ahead

C1 PRC for Signalled Lanes (%): 54.3 Total Delay for Signalled Lanes (pcuHr): 6.50 Cycle Time (s): 90 PRC Over All Lanes (%): 54.3 Total Delay Over All Lanes(pcuHr): 6.50

Page 337 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 2: 'PM Peak Office' (FG2: 'Proposed Office PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 47.8 %

Total Traffic Delay: 8.1 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

60.9% 37.6%

240 216

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

48.0% 79 1634 1 48.0% 1179 1940 2 0.0% InfInf 1 48.6% 1317 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 24 58.5% 1 Inf Inf 0.0% 1 2080 1518 58.5%

Page 338 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------60.9% 0 0 0 8.1 - - Court Drive / A40 Junction

Unnamed ------60.9% 0 0 0 8.1 - - Junction

Denham 1/1 Court Drive U A 1 10 - 81 1764 216 37.6% - - - 1.1 49.7 2.1 Left

Denham 1/2 Court Drive U A 1 10 - 146 1962 240 60.9% - - - 2.3 56.4 4.2 Right

A40 (East) 58.5 : 2/1+2/2 U B C 1 66:7 - 902 2080:1962 1518+24 - - - 2.1 8.5 10.6 Right Ahead 58.5%

A40 (West) 48.0 : 3/2+3/1 U F D 2:1 55:35 - 604 1940:1634 1179+79 - - - 1.3 7.8 4.4 Left Ahead 48.0%

A40 (West) 3/3 U F 2 55 - 640 2080 1317 48.6% - - - 1.3 7.1 5.1 Ahead

C1 PRC for Signalled Lanes (%): 47.8 Total Delay for Signalled Lanes (pcuHr): 8.11 Cycle Time (s): 90 PRC Over All Lanes (%): 47.8 Total Delay Over All Lanes(pcuHr): 8.11

Page 339 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 3: 'AM Peak Industrial' (FG3: 'Proposed Industrial AM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 60.7 %

Total Traffic Delay: 5.4 pcuHr Arm -Court Denham4 Drive Exit

1

Inf 7.7%

13.2%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

56.0% 200 1634 1 56.0% 1178 1940 2 0.0% InfInf 1 54.2% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 98 49.1% 1 Inf Inf 0.0% 1 2080 1520 49.1%

Page 340 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------56.0% 0 0 0 5.4 - - Court Drive / A40 Junction

Unnamed ------56.0% 0 0 0 5.4 - - Junction

Denham 1/1 Court Drive U A 1 7 - 12 1764 157 7.7% - - - 0.2 50.2 0.3 Left

Denham 1/2 Court Drive U A 1 7 - 23 1962 174 13.2% - - - 0.3 49.7 0.6 Right

A40 (East) 49.1 : 2/1+2/2 U B C 1 69:7 - 794 2080:1962 1520+98 - - - 1.7 7.8 7.2 Right Ahead 49.1%

A40 (West) 56.0 : 3/2+3/1 U F D 2:1 58:38 - 772 1940:1634 1178+200 - - - 1.8 8.5 4.7 Left Ahead 56.0%

A40 (West) 3/3 U F 2 58 - 752 2080 1387 54.2% - - - 1.4 6.8 5.4 Ahead

C1 PRC for Signalled Lanes (%): 60.7 Total Delay for Signalled Lanes (pcuHr): 5.43 Cycle Time (s): 90 PRC Over All Lanes (%): 60.7 Total Delay Over All Lanes(pcuHr): 5.43

Page 341 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 4: 'PM Peak Industrial' (FG4: 'Proposed Industrial PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 61.8 %

Total Traffic Delay: 6.1 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

52.2% 31.9%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

44.9% 49 1634 1 44.9% 1258 1940 2 0.0% InfInf 1 46.2% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 14 55.6% 1 Inf Inf 0.0% 1 2080 1596 55.6%

Page 342 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------55.6% 0 0 0 6.1 - - Court Drive / A40 Junction

Unnamed ------55.6% 0 0 0 6.1 - - Junction

Denham 1/1 Court Drive U A 1 7 - 50 1764 157 31.9% - - - 0.8 55.3 1.4 Left

Denham 1/2 Court Drive U A 1 7 - 91 1962 174 52.2% - - - 1.5 60.5 2.7 Right

A40 (East) 55.6 : 2/1+2/2 U B C 1 69:7 - 896 2080:1962 1596+14 - - - 1.7 6.8 9.3 Right Ahead 55.6%

A40 (West) 44.9 : 3/2+3/1 U F D 2:1 58:38 - 587 1940:1634 1258+49 - - - 1.1 6.4 3.7 Left Ahead 44.9%

A40 (West) 3/3 U F 2 58 - 641 2080 1387 46.2% - - - 1.1 6.0 4.2 Ahead

C1 PRC for Signalled Lanes (%): 61.8 Total Delay for Signalled Lanes (pcuHr): 6.10 Cycle Time (s): 90 PRC Over All Lanes (%): 61.8 Total Delay Over All Lanes(pcuHr): 6.10

Page 343 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 5: '2026 AM Office' (FG5: '2026 Proposed Office AM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 36.2 %

Total Traffic Delay: 8.1 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

24.7% 13.4%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

66.1% 315 1634 1 66.1% 1126 1940 2 0.0% InfInf 1 62.5% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 152 57.9% 1 Inf Inf 0.0% 1 2080 1470 57.9%

Page 344 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------66.1% 0 0 0 8.1 - - Court Drive / A40 Junction

Unnamed ------66.1% 0 0 0 8.1 - - Junction

Denham 1/1 Court Drive U A 1 7 - 21 1764 157 13.4% - - - 0.3 51.1 0.6 Left

Denham 1/2 Court Drive U A 1 7 - 43 1962 174 24.7% - - - 0.6 51.9 1.2 Right

A40 (East) 57.9 : 2/1+2/2 U B C 1 69:7 - 939 2080:1962 1470+152 - - - 2.6 9.8 9.3 Right Ahead 57.9%

A40 (West) 66.1 : 3/2+3/1 U F D 2:1 58:38 - 952 1940:1634 1126+315 - - - 2.8 10.5 5.9 Left Ahead 66.1%

A40 (West) 3/3 U F 2 58 - 867 2080 1387 62.5% - - - 1.9 7.7 6.9 Ahead

C1 PRC for Signalled Lanes (%): 36.2 Total Delay for Signalled Lanes (pcuHr): 8.10 Cycle Time (s): 90 PRC Over All Lanes (%): 36.2 Total Delay Over All Lanes(pcuHr): 8.10

Page 345 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 6: '2026 PM Office' (FG6: '2026 Proposed Office PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 29.2 %

Total Traffic Delay: 10.2 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

69.6% 43.1%

240 216

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

55.0% 80 1634 1 55.0% 1179 1940 2 0.0% InfInf 1 55.4% 1317 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 24 66.8% 1 Inf Inf 0.0% 1 2080 1518 66.8%

Page 346 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------69.6% 0 0 0 10.2 - - Court Drive / A40 Junction

Unnamed ------69.6% 0 0 0 10.2 - - Junction

Denham 1/1 Court Drive U A 1 10 - 93 1764 216 43.1% - - - 1.3 51.2 2.5 Left

Denham 1/2 Court Drive U A 1 10 - 167 1962 240 69.6% - - - 2.9 61.9 5.1 Right

A40 (East) 66.8 : 2/1+2/2 U B C 1 66:7 - 1031 2080:1962 1518+24 - - - 2.8 9.9 14.1 Right Ahead 66.8%

A40 (West) 55.0 : 3/2+3/1 U F D 2:1 55:35 - 692 1940:1634 1179+80 - - - 1.6 8.5 5.5 Left Ahead 55.0%

A40 (West) 3/3 U F 2 55 - 730 2080 1317 55.4% - - - 1.6 7.8 6.1 Ahead

C1 PRC for Signalled Lanes (%): 29.2 Total Delay for Signalled Lanes (pcuHr): 10.24 Cycle Time (s): 90 PRC Over All Lanes (%): 29.2 Total Delay Over All Lanes(pcuHr): 10.24

Page 347 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 7: '2026 AM Industrial' (FG7: '2026 Proposed Industrial AM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 41.2 %

Total Traffic Delay: 6.8 pcuHr Arm -Court Denham4 Drive Exit

1

Inf 8.3%

15.5%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

63.8% 201 1634 1 63.8% 1178 1940 2 0.0% InfInf 1 62.0% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 97 56.0% 1 Inf Inf 0.0% 1 2080 1521 56.0%

Page 348 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------63.8% 0 0 0 6.8 - - Court Drive / A40 Junction

Unnamed ------63.8% 0 0 0 6.8 - - Junction

Denham 1/1 Court Drive U A 1 7 - 13 1764 157 8.3% - - - 0.2 50.3 0.3 Left

Denham 1/2 Court Drive U A 1 7 - 27 1962 174 15.5% - - - 0.4 50.1 0.7 Right

A40 (East) 56.0 : 2/1+2/2 U B C 1 69:7 - 905 2080:1962 1521+97 - - - 2.1 8.4 9.1 Right Ahead 56.0%

A40 (West) 63.8 : 3/2+3/1 U F D 2:1 58:38 - 879 1940:1634 1178+201 - - - 2.3 9.4 5.9 Left Ahead 63.8%

A40 (West) 3/3 U F 2 58 - 860 2080 1387 62.0% - - - 1.8 7.7 6.8 Ahead

C1 PRC for Signalled Lanes (%): 41.2 Total Delay for Signalled Lanes (pcuHr): 6.80 Cycle Time (s): 90 PRC Over All Lanes (%): 41.2 Total Delay Over All Lanes(pcuHr): 6.80

Page 349 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Scenario 8: '2026 PM Industrial' (FG8: '2026 Proposed Industrial PM Peak', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Unnamed Junction A PRC: 41.6 %

Total Traffic Delay: 7.6 pcuHr Arm -Court Denham4 Drive Exit

1

Inf

59.6% 37.0%

174 157

Inf

0.0%

1962 1764

2 1

Arm 1 Denham Arm - Court Drive

51.5% 49 1634 1 51.5% 1258 1940 2 0.0% InfInf 1 52.6% 1387 2080 3 0.0% InfInf 2

Arm 3 - A40 (West) Arm 5 - A40 (East) Exit B C Arm 2 - A40 (East) Arm 6 - A40 (West) Exit 2 1962 14 63.6% 1 Inf Inf 0.0% 1 2080 1597 63.6%

Page 350 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Denham ------63.6% 0 0 0 7.6 - - Court Drive / A40 Junction

Unnamed ------63.6% 0 0 0 7.6 - - Junction

Denham 1/1 Court Drive U A 1 7 - 58 1764 157 37.0% - - - 0.9 56.8 1.6 Left

Denham 1/2 Court Drive U A 1 7 - 104 1962 174 59.6% - - - 1.9 64.5 3.2 Right

A40 (East) 63.6 : 2/1+2/2 U B C 1 69:7 - 1024 2080:1962 1597+14 - - - 2.2 7.8 11.9 Right Ahead 63.6%

A40 (West) 51.5 : 3/2+3/1 U F D 2:1 58:38 - 673 1940:1634 1258+49 - - - 1.3 7.0 4.5 Left Ahead 51.5%

A40 (West) 3/3 U F 2 58 - 730 2080 1387 52.6% - - - 1.3 6.6 5.2 Ahead

C1 PRC for Signalled Lanes (%): 41.6 Total Delay for Signalled Lanes (pcuHr): 7.64 Cycle Time (s): 90 PRC Over All Lanes (%): 41.6 Total Delay Over All Lanes(pcuHr): 7.64

Page 351 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

APPENDIX G

Page 352 of 353 Classification: OFFICIAL PORep2735 (REDACTED)

KEY

Publicly Maintained Highway PMH_Unmetalled Not Maintained by BCC BOAT Footpath Restricted Byway Bridleway Common_Land Village_Greens

RIGHTS OF WAY COMMON LAND AND VILLAGE GREENS The Rights of Way information on this plan is based on information The Common Land and Village Green information on this plan is based on information from the Common Land and Village from The Definitive Map of Public Rights of Way in Buckinghamshire ("The Definitive Map"). PLAN 1 1:2,500 ± Accuracy of this plan cannot be guaranteed. If in doubt, The Definitive Map should be consulted. Green Register ("The Register") held by Buckinghamshire County Council. Accuracy of this plan cannot be guaranteed. © Crown Copyright. All rights reserved. Buckinghamshire County Council Licence No. 100021529 2008. If in doubt, The Regiser should be consulted. Page 353 of 353