Route Study Summary Report A20 Corridor – Ashton Way to Coldharbour Roundabout
CO04300409/001 Revision 04 July 2016
Document Control Sheet
Project Name: A20 Corridor – Ashton Way to Coldharbour Roundabout Project Number: CO04300409 Report Title: Route Study and Options Report Report Number: 001
Issue Prepared Reviewed Approved Status/Amendment 00 (Interim Summary Name: Name: Name: Report – Draft for Elizabeth Elphick Charlotte Saunders Jeff Webb Comment) Charlotte Saunders Elizabeth Elphick
Signature: Signature: Signature:
Date: 23/03/16 Date: 24/03/16 Date: 24/03/16 01 (Full Report – Draft Name: Name: Name: for Comment) Elizabeth Elphick Charlotte Saunders Steve Whittaker Charlotte Saunders
Signature: Signature: Signature:
Date: 16/05/16 Date: 17/05/16 Date: 17/05/16 02 (Minor Amendments Name: Name: Name: – Draft for Comment) Elizabeth Elphick Charlotte Saunders Steve Whittaker Charlotte Saunders
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Date: 18/05/16 Date: 18/05/16 Date: 19/05/16 03 (Minor Amendments Name: Name: Name: - Final Issue) Elizabeth Elphick Charlotte Saunders Steve Whittaker Charlotte Saunders
Signature: Signature: Signature:
Date: 31/05/16 Date: 31/05/16 Date: 31/05/16 04 (Parish Councils Mtg Name: Name: Name: Comments Added - Elizabeth Elphick Charlotte Saunders Steve Whittaker Final Issue) Charlotte Saunders
Signature: Signature: Signature:
Date: 20/07/16 Date: 20/07/16 Date: 20/07/16
Project Name A20 Corridor – Ashton Way to Coldharbour Roundabout Document Title Route Study Summary Report
Contents
1 Introduction ...... 1 1.1 Overview ...... 1 1.2 A20 Study Corridor ...... 2 1.3 Perceived Issues...... 3
2 Policy Context ...... 4 2.2 National Policy ...... 4 2.3 Local Policy (at County Level) ...... 6 2.4 Local Policy (at Borough Level) ...... 7
3 Current Traffic Conditions ...... 14 3.1 Overview ...... 14 3.2 ANPR Surveys ...... 14 3.3 Link Flows ...... 24 3.4 Junction Operation ...... 25
4 Highway Safety History ...... 66
5 Existing Transport Infrastructure Audit ...... 75 5.1 Buses ...... 75 5.2 Pedestrian Accessibility ...... 83 5.3 Cycle Facilities ...... 93
6 Stakeholder Consultation ...... 98
7 Summary and Recommendations ...... 101 7.1 Summary ...... 101 7.2 Recommendations ...... 104
Appendix A Crash Data A Appendix B Bus Condition Audit a Appendix C Walk & Cycle Audit a Appendix D Stakeholder Consultation Information 1
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1 Introduction
1.1 Overview
1.1.1 Amey have been commissioned by Kent County Council (KCC) to investigate and assess the existing transport conditions along the A20 from the junction with A228 Ashton Way, Leybourne eastwards to the junction with Coldharbour Lane.
1.1.2 The purpose of the study is to provide a robust evidence base of ‘typical’ traffic conditions along the A20 road corridor; and to identify potential improvements that will enhance conditions for all users and enable future growth to be accommodated. It is intended to form part of the overall evidence base that can support the emerging Tonbridge & Malling Local Plan process.
1.1.3 The existing issues within the corridor have been identified through a range of activities as follows:
Traffic data collection and analysis to establish:
o Origin/destination patterns;
o Link Flows;
o Junction Operation;
Existing transport infrastructure audit:
o Bus services and facilities provision;
o Pedestrian accessibility;
o Cycle Facilities;
Stakeholder Engagement;
1.1.4 Potential next steps and recommendations are then provided based upon the evidence base built up from the above activities and the wider context of Local Plan processes in Tonbridge & Malling and Maidstone Boroughs.
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1.2 A20 Study Corridor
1.2.1 The A20 route runs parallel to the M20 Motorway east to west. Originally the A20 provided a route from London into Kent but this purpose has been largely superseded by the M20. The A20 today has greatest significance to localised travel however it is also of importance as a component of the County road network, not least because it offers some form of contingency when incidents occur on the M20.
1.2.2 The section of the A20 considered within this study is between the junction with the A228, to the west, and the Coldharbour Lane roundabout, to the east. The study route passes into the parish boundaries of Aylesford, Ditton, East Malling and Larkfield and Leybourne. This stretch of the A20 covers approximately 3 miles and the speed limit is 40mph throughout the whole of the route.
1.2.3 Initial observations of the route indicate that movement through the corridor is dominated by vehicular traffic. The A20 is dualled on the eastern extent of the corridor and all of the major junctions are traffic signal controlled with additional lanes and flares provided to accommodate traffic movements.
1.2.4 The nearest railway stations are West Malling, East Malling and Barming stations with services travelling between London Victoria and Canterbury via Ashford International; and New Hythe and Aylesford stations with services travelling between Strood and Tonbridge via Maidstone.
1.2.5 Figure 1 below shows the A20 study area within the Geographic context.
Figure 1 A20 Corridor Study Area
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1.3 Perceived Issues
1.3.1 There is concern from local Parish Councils (including Aylesford, Ditton, Leybourne, East Malling & Larkfield) that the traffic problems are worsening along the A20 and associated link roads, particularly within the study corridor between the traffic signalised junction at Leybourne (often referred to as the Leybourne lights) and the Coldharbour (Lane) roundabout, east of the Royal British Legion site and connecting to M20 J5.
1.3.2 Pressure is being placed on KCC, as the Local Highways Authority, to identify and implement measures to address what is perceived as “worsening traffic problems” resulting from increased residential and business development flanking the A20.
1.3.3 Concern has also been raised relating to new/proposed development in the “Medway Gap”, including traffic arising from a new bridge from Wouldham to Snodland to serve the Peter’s Pit development.
1.3.4 A large proportion of the 3 mile A20 study route is classified as Air Quality Management Area (AQMA), as shown in Figure 2.
Figure 2 Air Quality Management Areas
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2 Policy Context
2.1.1 This section reviews national and local planning and transport policy documents to identify the overarching aims and objectives of the study. The methodology for this study has progressed in accordance with the requirements of the Local Plan.
2.1.2 This review will document policies which satisfy the aims and objectives identified in the Tonbridge and Malling Core Strategy including sustainability, support new development with the transport infrastructure needed to serve that development; and ensure actions result in a high quality environment. The Core Strategy has been summarised as part of the following policy review.
2.2 National Policy
2.2.1 Any proposed scheme should be considered within the context of relevant national policy. In March 2012 The National Planning Policy Framework (NPPF) was published superseding the existing Planning Policy Guidance (PPG). Previously PPG 13 provided transport planning guidelines, NPPF chapter 4, ‘Promoting sustainable transport’ now summarises the government’s stance on sustainable transport issues.
The National Planning Policy Framework March 2012
http://planningguidance.planningportal.gov.uk/blog/policy/achieving-sustainable- development/
“The purpose of the planning system is to contribute to the achievement of sustainable development. The policies…, constitute the Government’s view of what sustainable development in England means in practice for the planning system.”
Sustainability
“Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives… The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel.’”(Paragraph 29)
2.2.2 In order for the A20 to provide for growth and future development, continued opportunities for improvements to pedestrians, cyclists and bus facilities should be sought to encourage modal shift.
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Congestion
2.2.3 The A20 currently experiences congestion and is a key route linking M20 Junction 5 and Maidstone town centre to the east with the A228 and junction 4 to the west. The corridor travels through developments in Aylesford, Ditton, Larkfield, East Malling and Leybourne. The NPPF states:
“Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion.’”(Paragraph 30)
Route significance
2.2.4 The A20 provides an alternative local route to the M20, particularly when there are issues on the motorway; the NPPF states that:
“Local planning authorities should identify and protect where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice.” (Paragraph 41)
Local Growth: Realising every place’s potential 28th October 2010
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/32076/c m7961-local-growth-white-paper.pdf
“This white paper sets out the government’s role in supporting locally driven growth, encouraging business investment and promoting economic development. For local communities this means ensuring that everyone has access to opportunities that growth brings and everyone is able to fulfil their potential.”
Tackling congestion and improving connections
2.2.5 Congestion on this route has the potential to limit development and damage the local economy.
‘There are areas where it makes sense for central Government intervention to tackle market failures. These include:
. investment in infrastructure - working with the market to enable growth and tackle barriers, such as transport congestion, improving connections between and within cities, towns and villages to connect people to job opportunities and maximise agglomeration benefits;’ (paragraph 4.1)
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2.3 Local Policy (at County Level)
2.3.1 At the county level, planning and highway authorities interpret national policy and guidance and implement appropriate area based policies reflecting the overarching national standard. These local policies drive the transport and planning agenda for Kent and the various districts and boroughs comprising it.
Local Transport Plan for Kent 2011-16
http://www.kent.gov.uk/__data/assets/pdf_file/0008/5939/local-transport-plan.pdf
“This document is Kent’s third Local Transport Plan (LTP3). Its purpose is to set out Kent County Council’s (KCC) Strategy and Implementation Plans for local transport investment for the period 2011-16.
2.3.2 The strategy approach for LTP3 has been to develop five Themes, based on the previous Government’s five National Transport Goals as set out in the LTP3 Guidance, but made relevant to Kent:”
Table 1 Kent Local Transport Plan 3 Objectives
Kent LTP objectives Priority Area(s)
Prioritise spending in the Growth Areas and Growth Points (Thames Growth Without Gridlock Gateway Kent, Ashford, Dover and Maidstone) which will be the focus of housing and employment growth during the LTP3 period
Prioritise spending to tackle Countywide problem sites including Air A Safer and Healthier County Quality Management Areas, crash cluster sites, and areas with high levels of health deprivation
Prioritise spending in the East Kent coastal towns (from Herne Bay to the Supporting Independence Romney Marsh) which exhibit high levels of unemployment, low car ownership and ageing populations
Prioritise spending in the County’s urban areas, particularly those with Air Quality Management Areas and congestion hotspots (principally Tackling a Changing Climate Canterbury, Dartford, Dover, Gravesend, Maidstone, Sevenoaks and Tunbridge Wells)
Mitigate the impact of motorised transport across the County in order to reduce the number of people exposed to heavy traffic, to enhance Enjoying Life in Kent wellbeing and community cohesion and to improve access to the countryside and coast
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2.3.3 The A20 route study fits within three of the LTP3 themes:
A Safer and Healthier County;
Tackling a Changing Climate;
Enjoying Life in Kent;
Growth without Gridlock, A transport delivery plan for Kent, December 2010
http://www.kent.gov.uk/__data/assets/pdf_file/0017/6092/growth-without-gridlock.pdf
2.3.4 The following extracts from ‘Growth Without Gridlock’ are relevant to the A20 study:
‘The key transport challenges for Tonbridge and Malling are:
. Dealing with the transport implications of the range of developments in the Borough, particularly the Medway Valley and in central Tonbridge.
. Improving air quality in a number of declared AQMAs arising from traffic related factors, including a long stretch of the A20 and Tonbridge town centre.
Proposals
. Coordinated implementation of transport requirements arising from developments in the Medway Valley, including new bus services supported by bus priority measures – focussed on the A20 corridor.
. Implement Action Plan to deal with AQMAs.’
(Chapter 8. West Kent - page 39)
2.4 Local Policy (at Borough Level)
2.4.1 The local policy documents reflect National and County objectives in the context of local needs and with reference to specific issues and target areas.
2.4.2 The current adopted development plan for Tonbridge and Malling is the Local Development Framework (LDF) adopted between 2007 and 2010. This will be replaced by the new Local Plan when this is adopted in 2019.
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Tonbridge and Malling Core Strategy 2007
https://www.tmbc.gov.uk/services/planning-and-development/planning/local- development-framework/ldf/2856
“The Core Strategy is a key planning document under the new planning regime. It sets out the Council’s vision, aims and objectives which will determine the future pattern of development in the Borough over the period up until 2021 and the way in which social, economic and environmental needs of the area can be delivered in the most sustainable way.” (paragraph 1.1.1)
“The Core Strategy is intended to provide a robust planning framework to guide development and investment over the entire plan period up to 2021.” (paragraph 1.1.4)
The Vision
2.4.3 The Vision sets an overview of what the Local Development Framework will seek to achieve.
“To make Tonbridge and Malling Borough a safe and excellent place to live, work and visit for existing and future generations. To make it a place where its natural beauty, biodiversity, historic environment and public places are valued, protected or enhanced; where the built environment is sustainable, properly served and of high quality; and housing, economic and social needs of all sectors of society are met and reconciled with any environmental conflicts.”
2.4.4 The Core Strategy sets out three key aims and associated objectives. The aims are:
Aim 1 To ensure that new development is achieved in accordance with the principles of sustainability;
Aim 2 To establish a spatial context to guide new development and co-ordinate the transport and community infrastructure needed to serve that development; and
Aim 3 To ensure that new development and other actions result in a high quality environment.
2.4.5 The policies within the Core Strategy then provide how the Vision, Aims and Objectives are to be achieved.
Sustainable Development Policy CP1
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4. In selecting locations for development and determining planning applications the Borough Council will seek to minimise waste generation, reduce the need to travel and minimise water and energy consumption having regard to the need for 10% of energy requirements to be generated on-site from alternative energy sources and the potential for recycling water. Where possible, areas liable to flood will be avoided.
6. Development will be concentrated at the highest density compatible with the local built and natural environment mainly on previously developed land and at those urban and rural settlements where a reasonable range of services is available and where there is the potential to be well served by sustainable modes of transport. Best use will be made of the existing housing stock.
Sustainable Transport
The Core Strategy highlights that transport is an important aspect of sustainability and highlights that the aim is to reduce the overall need to travel, particularly by car, by providing choices of modes of transport, making new developments and services as accessible as possible, and providing high quality links between new developments and existing journey destinations. In regards to new developments, the aim is to reduce trip generation to the greatest degree possible, including use of Travel Plans, and use of Transport Assessments.
Policy CP2
New Development that is likely to generate a significant number of trips should:
a) Be well located relative to public transport, cycle and pedestrian routes and with good access to local service centres;
b) Minimise the need to travel through the implementation of Travel Plans and the provision or retention of local services and facilities;
c) Either provide or make use of, and if necessary enhance, a choice of transport modes, including public transport, cycling and walking;
d) Be compatible with the character and capacity of the highway network in terms of the volume and nature of traffic generated;
e) Provide for any necessary enhancements to the safety of the highway network and capacity of transport infrastructure whilst avoiding road improvements that significantly harm the natural or historic environment or the character of the area; and,
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f) Ensure accessibility for all, including elderly people, people with disabilities and others with restricted mobility.
Community Services and Transport Infrastructure
The Core Strategy states that new transport infrastructure will be needed in order to deliver the strategic development sites identified, accommodate predicted traffic growth, improve road safety, improve air quality and relieve sensitive areas from traffic congestion.
Policy CP26
1. The Council will safeguard land required for the provision of services to meet existing and future community needs, as identified by service providers.
2. Land required for the implementation of transport schemes approved by Government or adopted by Kent County Council as Highway Authority or other schemes that are necessary to support the development strategy will be safeguarded from prejudicial development.
3. Proposals for development that would result in the loss in whole or part of sites and premises currently or last used for the provision of community services or recreation, leisure or cultural facilities will only be proposed in the LDF or otherwise permitted if:
a. An alternative facility of equivalent or better quality and scale to meet identified need is either available, or will be satisfactorily provided at an equally accessible location; or
b. A significant enhancement to the nature and quality of an existing facility will result from the development of part of that facility; or
c. The applicant has proved, to the satisfaction of the Council, that for the foreseeable future there is likely to be an absence of need or adequate support for the facility.
Tonbridge and Malling Borough Council Draft Air Quality Action Plan 2011
http://www.tmbc.gov.uk/__data/assets/pdf_file/0004/12856/TandMBC_Draft_AQAP_Ju ne_2011v1.pdf
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“Part IV of the Environment Act 1995 places a statutory duty on local authorities to periodically review and assess the air quality within their area, as part of a process known as Local Air Quality Management (LAQM).”
2.4.6 The main source of air pollution in the borough is road traffic emissions from major roads, and the A20 is recognised as one of the contributors. There are six Air Quality Management Areas (AQMAs) in the Borough of Tonbridge and Malling in relation to
road traffic emissions of nitrogen oxides (No2) and three of these are located on the A20;
Tonbridge and Malling AQMA 2: Ditton AQMA (NO2)
Tonbridge and Malling AQMA 5: Aylesford AQMA (NO2)
Tonbridge and Malling AQMA 6: Larkfield AQMA (NO2).
AQMA – Specific Transport Measures – A20 AQMAs
2.4.7 This document highlights the importance of the Medway Valley Sustainable Transport Strategy for delivery of improvement measures along the A20. The strategy includes:
10% modal shift through improvements to public transport, cycling and walking facilities.
Bus priority measures along the A20
Cycle lane improvements.
Improve bus stops, passenger information and overall quality and capacity of services.
Quality Bus Partnership (QBP) for the borough
Opportunities for improving the bus fleet emissions through new stock can also be achieved if funding can be secured.
2.4.8 The Plan recognises junction improvements have been undertaken in the Aylesford AQMA to increase capacity however highlights that there are physical constraints at the London Road/Hall Road junction. Also the Plan details a feasibility study is to be undertaken by KCC to investigate the potential opening of Bellingham Way in Aylesford to relieve traffic on the M20/A20 in this area.
Measure 2: Identification and prioritisation of transport measures which may improve traffic emissions in the A20 AQMAs.
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2.4.9 TMBC monitor air quality within all AQMAs. As traffic is identified as the main source of pollution, it is important to assess changes in traffic flows also.
Measure 9: Ensure continuance of adequate air quality and traffic monitoring within the AQMAs to monitor progress of the Action Plan measures.
Borough Wide Transport Measures
2.4.10 The Plan recognises that funding will be provided through the Local Sustainable Transport Fund for sustainable transport initiatives in Kent to encourage greater uptake of alternative modes of transport to the car.
2.4.11 Incentive schemes, such as Kent Freedom Pass, have had great success in making travel easier and more affordable for young people in the borough and encouraging sustainable transport.
2.4.12 The following measures have been proposed for the Borough:
- A Quality Bus Partnership for Tonbridge and Malling has been proposed to help deliver enhancements to bus services in the Borough (please see ‘Statutory Quality Partnership Scheme’ below).
- Planned improvements are proposed for Tonbridge Station and West Malling Station (improvements have recently been made to West Malling station and are proposed for Tonbridge station).
- TMBC will continue to work in partnership with KCC to implement improvements to the Borough’s local cycle route network through implementation of recommended improvement measures in the draft Tonbridge and Malling Cycling Strategy.
- KCC and TMBC have also been working with Transport Direct on the delivery of electronic route planning for cyclists.
Measure 11: TMBC will continue to work with KCC and other partners to support and promote sustainable transport initiatives and encourage the uptake of alternative modes of travel to the car.
Statutory Quality Partnership Scheme (SQPS)
2.4.13 The SQPS is a legally binding document between Kent County Council and Tonbridge and Malling Borough Council to improve bus travel along the A20 London Road corridor.
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2.4.14 The objective of the Scheme is to provide all passengers with a higher quality bus service, with the hope to encourage more people to travel by bus therefore limit the increasing congestion on this corridor. This will in turn help to limit air pollution and contribute to the four Air Quality Management Areas nearby.
2.4.15 The scheme runs from the junction with Coldharbour Lane (Coldharbour Roundabout) west to the junction with A228 Ashton Way and Castle Way, approximately three miles in length.
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3 Current Traffic Conditions
3.1 Overview
3.1.1 Existing traffic conditions along the A20 corridor have been captured through a range of surveys.
3.1.2 The following traffic surveys collected information at key locations in the study area:
. Automatic Number Plate Recognition (ANPR);
. Manual Classified Junction Counts (MCC); and
. Queue Length Surveys.
3.1.3 The data has been analysed in order to better understand traffic movements and identify where issues exist. The following section presents the analysis for each survey.
3.2 ANPR Surveys
3.2.1 Automatic Number Plate Recognition (ANPR) surveys were carried out on 3rd February 2016 between 07:00 and 19:00 with the aim of capturing vehicle movements through the study area on the key routes to identify existing travel patterns. ANPR cameras were located at fifteen sites on the key routes, forming a cordon around the study area to record inbound and outbound vehicle movements.
3.2.2 For each site, the volume of both inbound and outbound traffic (classified as light vehicles, heavy vehicles and public service vehicles (PSVs)) was recorded in addition to the matched vehicles by time of day. Figure 3 below indicates the location of ANPR cameras across the A20 study area.
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Figure 3 Locations of ANPR Cameras
3.2.3 The ANPR cordon was selected to pick up the vast majority of trips entering the area. Although there is potential for a small number of vehicles to have exited the study area without being recorded, it can be assumed that any unmatched vehicles recorded entering the cordon remained within the study area.
3.2.4 In total 90% of vehicles captured and recorded by the ANPR cameras were matched to a corresponding exit point.
3.2.5 It should be noted that sites 19 and 20 (Winterfield Lane) suffered an incident of vandalism, this occurred at approximately 3.45pm and the capture rate for both directions after this time is reduced. Estimates suggest approximately 250 vehicles were not recorded by ANPR at site 19 (southbound) between 3.45pm and 7pm and 450 vehicles at site 20 (northbound).
ANPR Journey Time Summary
3.2.6 Matched ANPR trips have been used to generate a journey time profile for trips travelling the full 3 miles across the study area.
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3.2.7 Figure 4 below shows a journey time profile for all trips recorded entering the network at site 25 and site 24 (A20 west of Castle Way and Castle Way respectively) and exiting at sites 1 or 3 (Coldharbour roundabout towards Maidstone and towards the M20 respectively). Trips entering from the Ashton Way have not been included, ANPR cameras were placed on the A228 prior to the junction with Ashton Way and so the additional time taken to traverse this junction and the Ashton Way link corrupts the journey time profile.
3.2.8 Trips included within the profile have not been filtered to exclude anomalous journey times and each line on the charts represents an individual journey through the study area. Lines which show journey times far in excess of the journey times of vehicles travelling slightly ahead and slightly behind have most likely stopped within the study area.
3.2.9 Figure 4 shows the journey time profile for all eastbound trips travelling the entire route.
Figure 4 ANPR matches complete route eastbound
3.2.10 Figure 5 shows the journey time profile for all westbound trips travelling the entire route.
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Figure 5 ANPR matches complete route westbound
3.2.11 The graphs above indicate a fairly consistent journey time profile in both directions through the corridor with a slight increase within the AM and PM peak periods.
3.2.12 Table 2 below shows the average journey times based on all trips recorded by ANPR cameras travelling the entire A20 route between Coldharbour and Castle Way junctions and which both enter and leave the study area within the time period. Values have been calculated to include all data which fits these criteria including the potentially anomalous trips where vehicles may be assumed to have stopped within the study area.
Average Journey time (mm:ss) Direction AM (8am-9am) IP (10am-3pm) PM (5pm-6pm)
Eastbound 14:28 11:04 16:12
Westbound 13:39 11:00 16:24
Table 2 Average Journey Times
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3.2.13 The average journey times suggest that the most delay on the corridor is experienced in the PM peak where journeys times are over 5 minutes longer than during inter-peak periods. During the AM peak an increase in journey times is also observed although to a lesser extent than the PM peak.
ANPR Matrices of matched movements
3.2.14 The ANPR camera data was collated and analysed to determine the pattern of through traffic crossing the cordon. The analysis involved matching vehicles recorded at each of the cordon points and establishing a reasonable set of parameters to interpret the data and establish through traffic movements. The analysis is based on the following:
The total arrivals crossing the cordon (AM & PM peak hours only);
Matched vehicles recorded crossing different cordon points within a set time period (30 minutes). The time period used has to be sufficient to allow for potential delays to traffic between the cordon points but limited to minimise the likelihood of vehicles making intermediate stops within the area. It is not possible to identify trip-chaining via an intermediate destination. The decision regarding what set time to use was data led; and
Vehicles entering and leaving at the same cordon crossing point are not included in the summary results. These trips are assumed to be drop off or deliveries etc.
3.2.15 The following tables summarise the ‘through cordon’ movements identified from the ANPR data for the AM and PM peak periods.
3.2.16 Trips not entering the A20 study area which appear in the following trip matrices have been excluded from the commentary below. This includes:
. All traffic travelling between junction 5 (Coldharbour Lane) and the A20 towards Maidstone (movements 2-3 and 4-1),
. Traffic travelling between Castle Way (23 & 24), the A20 west towards Addington (25 & 26) and A228 (27, 28, 29 & 30) without entering the A20 study area except at the junction.
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Table 3 ANPR Matrix of Movements AM Peak (8am-9am)
Larkfield
A20E 5 Junction Lane Hermitage Park Retail Wood Quarry Rd Hall Rd Station Ditton Road, New Lane New Hythe Rd, New Lane Winterfield Lane Lunsford Way Castle A20W A228N A228S
A20E 695 89 97 65 4 16 39 26 7 4 2 9 0 22
Junction 5 845 604 319 49 1 11 14 17 0 1 0 3 0 3
Hermitage Lane 85 400 132 58 2 10 31 5 1 6 2 11 0 10
Quarry Wood Retail Park 38 192 37 66 2 9 18 13 1 7 3 21 1 12
Hall Rd 56 73 88 151 0 2 5 5 1 1 0 8 1 8
Station Rd 2 9 6 8 1 23 75 79 11 11 2 35 1 62
New Road, Ditton 24 27 14 14 3 37 14 11 1 3 1 5 1 6
New Hythe Lane 34 12 36 30 10 44 5 132 20 2 1 24 0 27
New Rd, Larkfield 19 11 5 14 3 42 5 117 1 59 16 32 17 18
Winterfield Lane 5 2 6 3 1 12 0 12 3 82 18 33 14 12
Lunsford Lane 8 2 9 9 1 18 2 3 83 82 5 78 2 77
Castle Way 1 0 1 0 0 5 1 7 21 14 8 125 0 31
A20W 20 3 23 24 3 17 0 11 38 17 41 102 56 50
A228N 2 0 1 1 1 2 0 4 11 3 1 1 63 1822
A228S 7 0 6 17 1 20 3 14 14 4 37 8 33 842
Note: values in grey do not enter the study area and are excluded from the following commentary purple shading denotes movements of over 100 vehicles per hour.
3.2.17 As can be seen in Table 3 above the following movements were observed to account for the highest number of trips in the AM peak period (trips not entering the A20 corridor have been excluded);
. Junction 5 to Hermitage Lane accounts for 11% of total trips through the study area in the AM peak,
. Hermitage Lane to Junction 5 accounts for 8% of total trips through the study area in the AM peak,
. Junction 5 to the Quarry Wood Retail Park accounts for 6% of total trips through the study area in the AM peak,
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. Quarry Wood retail park to junction 5 accounts for 4% of the total trips through the study area in the AM peak,
. Hall Road to the Quarry Wood retail area accounts for 3% of the total trips through the study area in the AM peak,
. Hermitage Lane to the Quarry Wood Retail park accounts for 2% of the total trips through the study area in the AM peak, . New Hythe Lane to New Rd, Larkfield accounts for 2% of the total trips through the study area in the AM peak and . New Rd, Larkfield to New Hythe Lane accounts for 2% of the total trips through the study area in the AM peak.
3.2.18 An analysis was carried out to identify the main sources of traffic on the A20 corridor. This analysis excludes any trips which enter at either Coldharbour roundabout or the Castle Way junction but exit at another arm without entering the corridor. Of the A20 corridor trips in the AM peak period 17% either entered or exited the corridor at junction 5 of the M20, 16% either entered or exited at Hermitage Lane and 12% at the Quarry Wood retail park. This suggests that the eastern end of the corridor, closer to Maidstone, observes significantly higher traffic demand than the western end of the corridor.
It should also be noted that only a very small proportion (1%) of trips travel from one end of the study corridor to the other during the AM peak.
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Table 4 ANPR Matrix of Movements PM Peak (5pm-6pm)
Larkfield
A20E 5 Junction Lane Hermitage Park Retail Wood Quarry Rd Hall Rd Station Ditton Road, New Lane New Hythe Rd, New Lane Winterfield Lane Lunsford Way Castle A20W A228N A228S
A20E 779 46 100 49 4 18 41 27 2 9 3 13 3 10
Junction 5 661 209 197 73 3 24 10 19 0 6 0 2 2 0
Hermitage Lane 58 472 82 69 3 9 35 11 1 16 0 13 1 4
Quarry Wood Retail Park 124 381 79 160 9 12 40 27 3 22 2 19 1 30
Hall Rd 58 52 32 64 6 3 6 3 1 3 1 4 0 1
Station Rd 3 6 1 4 3 36 69 58 4 29 2 17 0 17
New Road, Ditton 13 12 6 7 1 31 6 5 0 1 0 3 0 5
New Hythe Lane 55 17 31 19 11 84 13 107 2 4 0 18 3 17
New Rd, Larkfield 16 16 1 12 2 41 0 78 2 42 7 28 6 3
Winterfield Lane 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Lunsford Lane 3 1 2 6 1 9 2 12 53 29 7 42 1 45
Castle Way 6 3 0 2 1 3 0 3 28 6 22 70 1 21
A20W 27 8 15 15 3 52 5 19 52 8 83 111 35 50
A228N 1 1 1 3 0 1 0 0 18 4 8 1 46 740
A228S 27 3 3 13 7 49 8 17 18 1 103 38 52 1378
Note: values in grey do not enter the study area and are excluded from the following commentary purple shading denotes movements of over 100 vehicles per hour.
3.2.19 Table 4 indicates the matched movements for the PM peak period. As can be seen the following movements were observed to account for the highest number of trips (trips not entering the A20 corridor have been excluded); . Hermitage Lane to Junction 5 accounts for 9% of total trips through the study area in the PM peak period, . Quarry Wood Retail Park to Junction 5 accounts for 7% of total trips through the study area in the PM peak period, . Junction 5 to Hermitage Lane accounts for 4% of total trips through the study area in the PM peak period, . Junction 5 to Quarry Wood Retail Park accounts for 4% of total trips through the study area in the PM peak period.
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. Quarry Wood Retail Park to Hall Rd accounts for 3% of total trips through the study area in the PM peak period,
3.2.20 An analysis was carried out to identify the main sources of traffic on the A20 corridor for the PM peak period. The analysis excluded any trips which were counted entering at either the Castle Way junction or Coldharbour roundabout but which exited at another arm without entering the corridor. Of the A20 corridor trips in the PM peak period 16% either entered or exited the study corridor at junction 5 and 16% at the Quarry Wood retail park, 13% of all PM peak A20 corridor trips either entered or exited the corridor at Hermitage Lane. This suggests that the eastern end of the corridor, closer to Maidstone, observes significantly higher traffic demand than the western end of the corridor during both peaks.
3.2.21 It should also be noted that only a very small proportion (2%) of trips travel from one end of the study corridor to the other during the PM peak.
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Table 5 Matched HGV Movements (12hr 0700-1900)
Larkfield
A20E 5 Junction Lane Hermitage Park Retail Wood Quarry Rd Hall Rd Station Ditton Road, New Lane New Hythe Rd, New Lane Winterfield Lane Lunsford Way Castle A20W A228N A228S
A20E 372 12 19 9 0 2 4 3 0 1 0 3 1 7
Junction 5 390 127 284 73 0 1 2 7 0 2 0 0 4 2
Hermitage Lane 22 157 15 7 0 0 4 0 0 0 0 3 0 16
Quarry Wood Retail Park 13 228 1 15 0 0 4 1 0 1 1 3 5 11
Hall Rd 7 46 3 10 0 0 1 0 0 0 0 0 0 4
Station Rd 0 2 0 2 1 4 6 0 0 0 1 2 1 2
New Road, Ditton 0 0 0 1 0 5 0 1 0 0 0 1 1 1
New Hythe Lane 4 3 1 3 0 9 2 4 0 0 1 0 2 5
New Rd, Larkfield 3 8 0 0 0 0 0 3 0 3 0 4 3 1
Winterfield Lane 0 0 0 0 0 2 0 1 0 1 0 1 2 1
Lunsford Lane 2 0 0 0 0 1 0 0 5 1 1 1 0 3
Castle Way 0 0 0 0 0 0 0 0 1 0 1 2 0 0
A20W 8 2 5 3 1 3 1 1 1 0 4 9 19 11
A228N 1 0 0 0 0 4 0 0 2 2 0 1 13 433
A228S 5 2 4 10 3 0 0 3 0 0 0 0 4 485
Note: values in grey do not enter the study area and are excluded from the following commentary turquoise shading denotes the highest vehicle numbers observed.
3.2.22 HGV movements on the A20 corridor are largely shown to be between Junction 5 and Hermitage Lane, Quarry Wood Retail Park and Hall Road as shown in Table 5. HGV movements elsewhere in the corridor are largely very low.
3.2.23 HGVs account for approximately 4% of the total traffic crossing the cordon points throughout the day.
ANPR Summary
3.2.24 In total 1086 (1%) of vehicles matched by the ANPR cameras during the 12 hour survey period (07:00-19:00) travelled the total length of the A20 corridor between Coldharbour roundabout and the Castle Way junctions. Of these movements only 35 were HGVs.
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3.2.25 Over the 12 hour survey period (7am to 7pm) the movements which were shown to carry the highest proportion of the total A20 corridor traffic were between the following junction pairs;
Junction 5 and Hermitage Lane,
Junction 5 and Quarry Wood Retail Park,
Hermitage Lane and Quarry Wood Retail Park.
3.2.26 These three junctions also carry the highest percentage of all A20 corridor trips within all time periods.
3.3 Link Flows
3.3.1 Link flows along the corridor have been extracted from the traffic surveys in order to highlight the levels of traffic demand within the corridor and where pressures are likely to occur.
3.3.2 The surveyed traffic flows have been converted to PCUs based on factors reported in Table A7 TAG unit 5.4 Marginal External Costs January 2014, these values are reported in Table 6. Table 6 PCU Factors
Vehicle Type PCU Factors
Car 1
Light Goods Vehicle 1
Rigid Goods Vehicle 1.9
Artic Goods Vehicle 2.9
Public Service Vehicle 2.5
3.3.3 Figure 6 overleaf shows PCU values along the A20 corridor for the AM and PM peak periods, values are based on the ‘true peak’ as identified from the survey data and reported in Table 7.
3.3.4 The link flows show a similar pattern between both the AM and PM peak hours in terms of the far eastern end of the corridor (between Coldharbour Lane and Quarry Wood Retail Park) observing significantly higher traffic demand compared with the remainder of the corridor. Furthermore, both peaks show a similar pattern in terms of broadly equal traffic flows in either direction.
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Figure 6 AM and PM PCU traffic flows (actual peak)
3.4 Junction Operation
3.4.1 The current traffic conditions at the key junctions on the study corridor have been captured through the collection of junction turning count and queue length surveys. The junctions were identified during an initial site drive-through undertaken on Friday 23rd October 2015.
3.4.2 The surveyed junctions are:
Junction 1 – A20/Hermitage Lane;
Junction 2 – A20/Hall Road/Mills Road (Quarry Wood Retail Park access);
Junction 3 – A20/Station Road/New Road, Ditton;
Junction 4 – A20/New Hythe Lane, Larkfield;
Junction 5 – A20/New Road, Larkfield;
Junction 6 – A20/Lunsford Lane;
Junction 7 – A20/Castle Way/Ashton Way, Leybourne;
Junction 8 – A228/Ashton Way, Leybourne;
Junction 9 – A20/Coldharbour Lane;
3.4.3 The locations of the junction turning count and queue length surveys are shown in Figure 7 below.
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Figure 7 Location of Junction Turning Counts
3.4.4 The Junction Turning Count (JTC) surveys were carried out on Wednesday 3rd February 2016 between the hours of 07:00 and 19:00. A further JTC was undertaken on Saturday 6th February 2016 between 07:00 and 19:00 at the A20 junction with Mills Road / Hall Road to measure and record the impact of the retail park on weekend traffic movements and patterns.
3.4.5 The JTC data is intended to provide a snapshot of existing traffic conditions, to determine the exact AM and PM peak hours, and to form the basis of the assessment of identified solutions at each junction.
3.4.6 Queue length surveys were also undertaken on the approaches to the junctions during the same time period. The maximum queue length on each of the approaches to the junction were recorded in car length equivalents (i.e. HGVs and buses are 2 car lengths) at 5 minute intervals during the survey period to provide an indication of the existing delay and queueing situation at each junction.
3.4.7 A summary of the peak hour traffic flows and queues are provided junction by junction in the sections below.
3.4.8 Analysis of the traffic survey data determined the weekday AM and PM peak hours for individual junctions on the local highway network. These are shown in Table 7 below:
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Table 7 Peak Hour by Junction
Weekday Weekday Saturday Location AM Peak PM Peak Peak
A20 junction with Hermitage Lane / Preston 1 0745-0845 1645-1745 - Hall
2 A20 junction with Mills Road / Hall Road 0730-0830 1645-1745 1200-1300
A20 junction with Station Road / New Road, 3 0815-0915 1700-1800 - Ditton
4 A20 junction with New Hythe Lane 0815-0915 1700-1800 -
5 A20 junction with New Road (Larkfield) 0800-0900 1700-1800 -
A20 junction with Winterfield Lane / 6 0800-0900 1700-1800 - Lunsford Lane A20 junction with Castle Way / Oxley Shaw 7 0800-0900 1700-1800 - / Ashton Way
8 A228 junction with Ashton Way 0800-0900 1645-1745 -
9 A20 junction with Coldharbour Lane 0745-0845 1700-1800 -
Junction 1 – A20/Hermitage Lane
3.4.9 The A20/Hermitage Lane junction is located towards the eastern end of study corridor. Hermitage Lane provides a key link between the A20 and A26 and also provides access to Maidstone hospital. It is also understood that there is significant housing development proposed on Hermitage Lane as part of the emerging Maidstone Borough Local Plan.
Junction Turning Counts
3.4.10 The peak hour junction turning counts are shown in Figure 8 overleaf.
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AM Peak (0745-0845) PM Peak (1645-1745) Preston Hall Preston Hall
20 33 7 64
11 10 946 1099 355 A20 London Road 268 A20 London Road 1 1
50 18 940 914 847 358
304 18 596 346 13 686
Hermitage Lane Hermitage Lane
Figure 8 A20/Hermitage Lane - Turning Movements (PCU)
3.4.11 Figure 8 indicates that the PM peak is the busiest period but both the AM and PM peak periods observe a similar level of traffic through the junction. In both peaks the dominant traffic flow is along the A20; however the Hermitage Lane arm also observes high demand. Traffic movements to and from Hermitage Lane account for 26% of the total traffic through the junction in the AM and 22% in the PM.
3.4.12 The proportions of HGV traffic through the junction are shown in Table 8 below.
Table 8 A20/Hermitage Lane - HGV percentage
AM Peak Junction Arm Preston Hall A20 (e) Hermitage Lane A20 (w) Total Preston Hall - 6.3% 5.3% 0.0% A20 (e) 4.3% - 4.7% 5.2% 5.9% Hermitage Lane 5.9% 5.1% - 1.0% A20 (w) 0.0% 12.0% 2.3% - PM Peak Junction Arm Preston Hall A20 (e) Hermitage Lane A20 (w) Total Preston Hall - 0.0% 0.0% 0.0% A20 (e) 0.0% - 1.4% 6.6% 3.5% Hermitage Lane 0.0% 2.7% - 2.9% A20 (w) 0.0% 3.0% 2.2% -
3.4.13 It should be noted that the Preston Hall site is currently under development and so HGV numbers here currently would be expected to be higher than post construction. Percentages are also based on low flows on this arm of the junction.
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3.4.14 Ignoring the high HGV percentages because of the low traffic volumes turning into and out of the Preston Hall arm of this junction, the highest HGV percentages are shown to be for movements east to west on the A20 and into and out of Hermitage Lane to A20 east. HGV percentages into and out of Hermitage Lane west are low in both peaks.
Observed Queue Lengths
3.4.15 The peak hour queue lengths at the junction are shown in Table 9 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
3.4.16 The left turn lane of the A20 London Road (E) experienced the largest maximum queues in the AM peak, whilst in the PM peak it was the left most straight ahead lane. The left turn lane of Hermitage Lane observed the maximum queue in both AM and PM peak periods with 18 vehicles and 38 vehicles respectively. The left most straight ahead lane of the A20 London Road (W) observed the maximum queues in both AM and PM peak hours. Overall, the queueing at this junction is sustained in each of lane on each arm.
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Table 9 A20/Hermitage Lane – Weekday Peak Hour Queue Lengths (Veh)
A20 London Rd A20 London Rd (East A20 London Rd (Eastbound opp Hermitage Lane of Hermitage Lane) (W) Time Preston Hall)
1 2 3 1 2 3 1 2 3 1 2 3
0745-0750 0 0 3 7 13 10 6 11 8 6 4 13
0750-0755 0 0 5 4 14 8 3 7 4 3 3 6
0755-0800 0 0 3 14 10 9 3 11 10 3 4 13
0800-0805 0 0 1 3 14 7 6 10 4 6 6 8
0805-0810 3 1 3 8 22 5 5 10 6 5 5 8
0810-0815 5 2 4 5 14 14 18 11 6 18 10 10
0815-0820 1 2 2 10 14 9 7 13 5 7 3 17
0820-0825 0 0 3 16 10 7 18 10 5 18 9 10
0825-0830 2 0 2 12 18 5 3 9 3 3 2 13
0830-0835 5 1 3 23 7 7 13 9 10 13 6 10
0835-0840 3 0 2 24 15 6 11 9 4 11 5 17
0840-0845 3 0 3 15 11 9 14 9 3 14 14 17
Total 23 5 33 140 163 95 107 119 69 107 71 143
1645-1650 1 0 1 1 9 10 10 16 14 10 5 6
1650-1655 3 3 2 6 15 7 11 10 12 11 10 10
1655-1700 4 2 2 3 8 5 6 14 10 6 7 5
1700-1705 1 3 1 3 12 5 8 9 11 8 13 10
1705-1710 1 1 1 3 18 6 10 17 10 10 10 7
1710-1715 3 3 3 1 16 10 30 14 10 30 26 6
1715-1720 1 0 2 3 21 10 38 11 9 38 27 11
1720-1725 2 1 2 1 13 5 30 13 12 30 26 4
1725-1730 4 2 1 3 17 8 28 13 12 28 26 7
1730-1735 0 0 1 4 14 7 27 7 8 27 24 11
1735-1740 0 0 0 6 16 10 15 18 10 15 17 12
1740-1745 3 1 1 3 13 4 13 18 14 13 21 6
Total 24 14 15 38 171 87 228 160 132 228 212 96
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Current Junction Operation Rating
3.4.17 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria, which have been derived from professional judgement, to provide an indication of current junction performance. The RAG rating criteria are set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.18 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.19 The A20/Hermitage Lane junction has been rated as follows:
Traffic Flow Queue Length Max = 3875 vehicles per hour R Max queue = 38 vehicles R
Junction 2 - A20/Hall Road/Mills Road (Quarry Wood Retail Park Access)
3.4.20 The A20 junction with Hall Road and Mills Road is a key junction within the study area. Situated towards the eastern end of the corridor the junction is the singular access point to the Quarry Wood Retail Park via Mills Road and is also a key entry point for traffic heading to Aylesford industrial areas via Hall Road.
3.4.21 The junction itself is signal controlled with multiple lanes of traffic entering the junction from all junction arms.
Junction Turning Counts
3.4.22 The peak hour junction turning counts are shown in Figure 9 below.
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AM Peak (0730-0830) PM Peak (1645-1745) Hall Road Hall Road
64 202 324 66 105 212
28 49 645 462 165 A20 London Road 142 A20 London Road 2 2
177 234 461 544 652 485
134 76 315 280 176 680
Mills Road Mills Road
Figure 9 A20/Hall Road/Mills Road – Weekday Turning Movements (PCU)
3.4.23 The weekday recorded counts show that approximately 300 PCUs AM and 200 PM were observed turning from Hall Road and turning east onto the A20. In comparison only 60 PCUs (approx.) AM and 70 (approx.) PM were observed to turn from Hall Road and turn west onto the A20. It is assumed that vehicles travelling from Aylesford Village direction and wishing to travel eastbound on the A20 would on the whole use Hall Road; vehicles wishing to travel westbound would use Station Road.
3.4.24 The weekday turning counts demonstrate the high level of attraction of Quarry Wood employment and commercial areas. In the AM peak, traffic flows turning into Mills Road from the A20 east of the junction are higher than traffic flows continuing on the A20. In the PM this value is slightly lower than the A20 onward traffic flow but still remains high.
3.4.25 Table 10 identifies there is a clear divide between traffic accessing Mills Road from the A20 west and from the A20 east, with 64% of the total traffic turning into Mills Road in the AM and 66% in the PM arriving from the A20 (east) arm. Table 10 Origin of Traffic to Mills Road (weekday)
Turning A20 (w) Hall Road A20 (e) from
AM 16% 20% 64%
PM 19% 14% 66%
3.4.26 Of the traffic turning from Mills Road to the A20 east in the AM peak, a significant percentage, 19.8%, were HGVs. 12.2% of all vehicles turning from Mills Road to the A20 west were HGV.
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3.4.27 Figure 10 overleaf shows HGV vehicle turning movements at the Mills Road Hall Road junction in the AM and PM peaks. Turns between Mills Road and the A20 east have the highest number of HGV movements. In the AM peak 38 HGV movements were also recorded exiting from Hall Road turning east onto the A20.
AM Peak (0730-0830) PM Peak (1645-1745) Hall Road Hall Road
7 4 38 2 1 5
3 1 15 8 3 A20 London Road 10 A20 London Road 2 2
12 13 9 3 28 53
20 3 52 2 2 30
Mills Road Mills Road
Figure 10 A20/Hall Road/Mills Road - HGV movements (vehs) weekday
3.4.28 The proportion of HGV traffic of the total traffic by movement is shown in Table 11 below. Table 11 A20/Hall Road/Mills Road - Percentage HGV
AM Peak (weekday) Junction Arm Hall Road A20 (e) Mills Road A20 (w) Total Hall Road - 13.0% 2.0% 13.0% A20 (e) 7.3% - 4.5% 2.0% 6.5% Mills Road 7.0% 19.8% - 17.1% A20 (w) 11.1% 2.5% 1.8% - PM Peak (weekday) Junction Arm Hall Road A20 (e) Mills Road A20 (w) Total Hall Road - 2.4% 1.0% 3.1% A20 (e) 5.8% - 12.2% 0.6% 3.9% Mills Road 1.1% 4.6% - 0.7% A20 (w) 2.0% 1.8% 7.4% -
3.4.29 A further count was carried out at this junction on Saturday 6th February to identify the Saturday peak flow due to the areas importance as a retail site. In total 3808 vehicles were counted through the junction in the Saturday peak. For consistency with other junctions the RAG rating has been reported based on the lower weekday peak value.
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3.4.30 Figure 11 shows the turns (in PCU) and the HGV numbers for the Hall Road / Mills Road junction during the Saturday peak 1200-1300. As with the weekday counts there is an imbalance of traffic flow exiting Hall Road with a much higher proportion of turning traffic entering and exiting Hall Road from the A20 East.
Saturday Peak (1200-1300) PCU Saturday Peak (1200-1300) HGV Hall Road Hall Road
46 155 143 0 4 2
53 1 525 2 274 A20 London Road 8 A20 London Road 2 2
154 2 454 5 797 42
312 178 809 6 2 38
Mills Road Mills Road
Figure 11 A20/Hall Road/Mills Road - Saturday peak PCU and HGV
3.4.31 Turns into and out of Mills Road represent the highest turns in total, 41% of all traffic through the junction in the Saturday peak turn in or out of Mills Road compared with 25% of traffic travelling straight ahead on the A20.
3.4.32 HGV flows through the junction are low in the Saturday peak with the exception of turns into and out of Mills Road.
Observed Queue Lengths
3.4.33 The peak hour queue lengths at the junction are shown in Table 12 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 12 A20/Hall Road/Mills Road – Weekday Peak Hour Queue Lengths (Veh)
A20 London Rd Hall Rd A20 London Rd (E) Mills Rd Time (W) 1 2 1 2 3 4 1 2 3 1 2 3
0730-0735 6 5 13 10 6 9 7 5 7 8 13 4
0735-0740 7 6 2 10 3 3 4 13 6 6 12 4
0740-0745 10 15 4 8 6 4 4 5 3 8 20 7
0745-0750 9 21 9 10 8 5 6 3 6 7 7 2
0750-0755 10 24 10 21 7 8 4 12 10 6 15 5
0755-0800 9 29 10 7 2 5 3 7 4 12 12 3
0800-0805 10 13 4 8 5 8 3 10 5 9 9 5
0805-0810 10 31 4 23 4 9 3 6 10 7 12 4
0810-0815 10 19 11 10 7 4 3 13 4 7 12 11
0815-0820 10 29 13 11 6 14 4 10 5 14 12 6
0820-0825 10 37+ 12 9 8 6 7 12 5 15 17 5
0825-0830 10 31+ 13 5 4 6 9 10 8 11 12 15
Total 111 193+ 107 132 67 82 58 106 73 109 153 71
1645-1650 6 9 10 7 4 8 10 13 13 5 17 10
1650-1655 4 22 7 8 4 7 3 12 10 6 12 7
1655-1700 7 14 4 23 8 10 4 13 8 5 10 7
1700-1705 8 4 13 22 10 7 7 13 13 8 10 9
1705-1710 9 12 3 10 9 3 10 13 13 4 16 6
1710-1715 9 14 3 13 8 4 12 13 13 7 33 3
1715-1720 6 5 2 26 5 11 10 13 10 10 16 3
1720-1725 10 5 5 23 7 11 8 13 13 6 11 10
1725-1730 9 4 10 13 7 8 13 13 13 2 9 5
1730-1735 8 4 6 24 8 12 9 13 13 7 12 10
1735-1740 9 14 5 10 6 10 13 13 13 7 6 4
1740-1745 7 7 2 9 6 11 8 13 13 3 13 5
Total 91 115 71 189 83 103 107 156 145 71 166 78
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3.4.34 Queueing at this junction is fairly consistent and sustained throughout the peak period, with no obvious spikes in the number of queueing vehicles.
3.4.35 The straight ahead and right turn lane on the Hall Road arm sees significant queueing with a maximum of over 37 vehicles queueing in the AM and up to 22 vehicles in the PM peak. On the A20 London Road (E), the left hand straight on lane was observed to have the maximum queues during the surveyed period. On Mills Road, the straight on and right turn lane saw the largest queues of 13 vehicles whilst in the PM the largest queues were observed on all lanes of this arm. The A20 London Road (W) saw similar queue lengths to the eastern arm of this junction. Table 13 Saturday Peak Period Queue Lengths (Veh)
A20 London Hall Rd A20 London Rd (E) Mills Rd Time Rd (W) 1 2 1 2 3 4 1 2 3 1 2 3
1200-1205 6 10 14 13 13 3 10 10 13 8 10 17
1205-1210 3 8 10 10 6 8 7 13 14 10 10 15
1210-1215 8 10 14 15 12 8 8 12 14 6 13 13
1215-1220 7 6 14 13 5 7 10 10 13 12 13 13
1220-1225 5 8 9 10 6 7 13 13 13 0 14 10
1225-1230 4 29 13 10 9 7 6 13 9 12 13 11
1230-1235 6 18 14 11 5 11 5 12 14 10 14 4
1235-1240 3 10 14 10 6 8 10 13 13 8 12 22
1240-1245 4 8 14 7 6 9 7 9 13 12 13 18
1245-1250 4 17 14 11 3 2 5 12 13 7 12 10
1250-1255 3 10 11 10 11 9 12 10 14 12 13 17
1255-1300 6 7 12 10 5 8 5 9 13 14 17 13
Total 62 141 152 130 88 86 99 137 156 110 154 162
3.4.36 As in the AM and PM peak period, the queues on Saturday were fairly consistent throughout the peak period and the lengths were similar to the weekday peak periods.
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3.4.37 This junction has been highlighted as having severe congestion issues during peak times with queueing backing up into Quarry Road Retail Park. Both weekday and Saturday surveys have highlighted queue lengths of around 13/14 vehicles which reaches back to approximately the internal Retail Park roundabout. It should be noted that any further queuing internally within the Retail Park would not have been recorded as part of this survey.
Current Junction Operation Rating
3.4.38 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria, which have been derived from professional judgement, to provide an indication of current junction performance. The RAG rating criteria are set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.39 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.40 The A20/ Hall Road / Mills Road junction has been rated as follows:
Traffic Flow Queue Length Max = 3330 vehicles per hour R Max queue = 37+ vehicles R
Junction 3 - A20/Station Road/New Road, Ditton
3.4.41 The A20 London Road junction with Station Road and New Road is a signal controlled junction located towards the centre of the A20 study area. New Road leads to residential areas to the south of the A20 corridor, whilst Station Road leads towards Aylesford station and onwards towards the Aylesford village and industrial areas.
3.4.42 Anecdotal evidence suggests that Station Road is also used as access to the M20 junction 6, particularly for eastbound trips, and as access to the A229 via Forstal Road and the Running Horse Roundabout. The alternative route is perceived to take a similar time and to be very similar in terms of distance to the equivalent A20 route.
3.4.43 The peak hour junction turning counts are shown in Figure 12 overleaf.
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AM Peak (0815-0915) PM Peak (1700-1800)
Station Road Station Road
348 52 38 267 54 37
266 358 578 559 48 A20 London Road 42 A20 London Road 3 3
21 44 531 681 67 77 85 59 135 40 60 74
New Road New Road Figure 12 A20/Station Road/New Road – Turning Movements (PCU)
3.4.44 Approximately 800 PCUs are shown to turn into or out of Station Road in the AM and PM peak periods; this represents 18% of the total flow through the junction. Station Road provides access to Aylesford village and industrial areas and is a potential alternative route providing access to the M20 and A229.
3.4.45 Approximately 600 PCUs AM and PM were observed turning between Station Road and the western A20 arm of the junction. In comparison only 60 PCUs AM and 80 PM were observed to move between Station Road and the A20 eastern arm. It is assumed that the majority of trips travelling eastbound from the Aylesford village direction would access the A20 at Hall Road.
3.4.46 The proportions of HGV traffic through the junction are shown in Table 14 overleaf.
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Table 14 A20/Station Road/New Road - Percentage HGV
AM Peak Junction Arm Station Road A20 (e) New Road A20 (w) Total Station Road - 12.1% 0.0% 3.2% A20 (e) 5.3% - 3.1% 5.0% 3.3% New Road 0.0% 1.5% - 1.2% A20 (w) 4.2% 1.9% 6.7% - PM Peak Junction Arm Station Road A20 (e) New Road A20 (w) Total Station Road - 0.0% 1.9% 2.3% A20 (e) 0.0% - 0.0% 0.9% 1.9% New Road 5.2% 0.0% - 0.0% A20 (w) 2.6% 3.0% 4.9% -
3.4.47 HGV movements at this junction are low for the junction as a whole. It should be noted that the high percentage values between Station Road and A20 (e) are as a result of the low overall vehicle flows for this movement. It is not clear where these HGVs would be travelling from/to rather than accessing the A20 (e) via Hall Road. This movement does not seem to be reflected in the PM. Similarly flows to and from New Road are also low.
3.4.48 5% of the total flow from the A20 (e) to the A20 (w) are HGV in the AM and 3% of the total traffic A20 (w) to A20 (e) is HGV.
Observed Queue Lengths
3.4.49 The peak hour queue lengths at the junction are shown in Table 15 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 15 A20/Station Road/New Road – Weekday Peak Hour Queue Lengths (Veh)
Station Rd A20 London Rd (E) New Rd A20 London Rd (W) Time 1 2 1 2 1 1 2 0815-0820 0 20+ 17 1 15 27 0
0820-0825 0 20+ 22 0 6 41+ 3
0825-0830 0 20+ 23 0 22 41+ 1
0830-0835 1 20+ 20 1 16 41+ 2
0835-0840 1 20+ 9 0 23 37 2
0840-0845 0 20+ 24 0 17 40 1
0845-0850 1 20+ 29 0 13 41+ 3
0850-0855 0 17 18 0 14 41+ 0
0855-0900 0 14 18 0 8 41+ 1
0900-0905 0 14 22 1 22 31 2
0905-0910 1 14 8 0 19 30 2
0910-0915 2 17 17 0 13 28 1
Total 5 215+ 226 3 186 439+ 17
1700-1705 0 7 21 0 6 22 1
1705-1710 0 20+ 21 1 11 26 0
1710-1715 1 17 32 0 6 41+ 0
1715-1720 1 17 22 1 7 35 0
1720-1725 2 8 24 0 10 26 0
1725-1730 2 17 31 1 6 41+ 2
1730-1735 1 17 34 0 11 41+ 0
1735-1740 1 20+ 36 1 14 30 1
1740-1745 1 20+ 32 1 15 41+ 2
1745-1750 0 20+ 23 0 10 30 0
1750-1755 0 7 23 0 1 41+ 1
1755-1800 0 18 23 0 10 41+ 1
Total 8 187+ 321 4 108 415+ 7
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3.4.50 The straight ahead and right turn lanes on Station Road experienced queueing of over 20 vehicles which was typical across the AM peak and observed for approximately a third of the PM peak. The straight ahead and left turn lane on the A20 London Road (E) had a maximum queue of 29 vehicles in the AM peak and 36 in the PM peak. On A20 London Road (W) queues of over 41 vehicles were observed for half of both the AM and PM peak hours. In between these maximum queues, queueing of at least 22 vehicles was observed.
Current Junction Operation Rating
3.4.51 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.52 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.53 The A20/ Station Road junction has been rated as follows:
Traffic Flow Queue Length Max = 2255 vehicles per hour A Max queue = 41+ vehicles R
Junction 4 - A20/ New Hythe Lane
3.4.54 The A20/ New Hythe Lane is a signal controlled junction located towards the centre of the A20 study corridor. New Hythe Lane provides access to New Hythe and Larkfield. Bus priority is provided through this junction in a westbound direction and also provides priority to buses turning northbound into New Hythe Lane. Multiple lanes are provided on the approach to the junction on all junction arms.
Junction Turning Counts
3.4.55 The peak hour junction turning counts are shown in Figure 13 overleaf.
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AM Peak (0815-0915) PM Peak (1700-1800) New Hythe Lane New Hythe Lane
221 300 208 433
223 212 630 747 A20 London Road A20 London Road 4 4
364 303 730 653
Figure 13 A20 / New Hythe Lane – Turning Movements (PCU)
3.4.56 New Hythe Lane carries 22% of all traffic through this junction in the AM peak and 23% in the PM. Similarly to Lunsford Lane (junction 6), New Hythe Lane provides a crossing of the M20 and access to the Leybourne Lakes residential and retail areas.
3.4.57 The proportions of HGV traffic through the junction are shown in Table 16 overleaf. All HGV percentages are low through this junction. In the AM peak there were a total of 71 HGVs travelling through the junction, of these 54 (75%) remained on the A20. In the PM a total of 55 HGV movements were recorded through the junction with 28 (51%) remaining on the A20.
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Table 16 A20/ New Hythe Lane – Percentage HGV
AM Peak New Hythe Junction Arm A20 (e) A20 (w) Total Lane New Hythe Lane - 2.4% 0.9% A20 (e) 1.7% - 4.6% 2.9% A20 (w) 0.9% 3.4% - PM Peak New Hythe Junction Arm A20 (e) A20 (w) Total Lane New Hythe Lane - 2.6% 1.4% A20 (e) 2.7% - 1.7% 2.2% A20 (w) 2.4% 2.3% -
Observed Queue Lengths
3.4.58 The peak hour queue lengths at the junction are shown in Table 17 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 17 A20/New Hythe Lane – Weekday Peak Hour Queue Lengths (Veh)
New Hythe A20 London A20 London Rd Time Lane Rd (E) (W) 1 2 1 2 1 2 3
0815-0820 20 7 35+ 10 2 13 6
0820-0825 23 6 35+ 35+ 6 8 7
0825-0830 7 6 30 12 8 30 30
0830-0835 5 5 12 35+ 6 30 30
0835-0840 8 6 35+ 7 3 11 9
0840-0845 3 6 12 17 6 7 5
0845-0850 11 6 35+ 7 6 6 3
0850-0855 14 4 30 8 30 8 3
0855-0900 10 4 6 35+ 10 8 3
0900-0905 12 7 10 35+ 4 4 2
0905-0910 6 3 8 11 4 6 4
0910-0915 16 1 14 7 3 10 3
Total 135 62 263+ 218+ 90 142 106
1700-1705 11 5 12 6 4 5 6
1705-1710 14 5 11 8 2 13 16
1710-1715 14 4 11 11 3 17 11
1715-1720 13 7 17 14 5 9 10
1720-1725 18 6 14 35+ 4 9 15
1725-1730 14 7 11 35+ 17 17 8
1730-1735 10 4 35+ 35+ 4 13 7
1735-1740 7 5 14 8 5 8 6
1740-1745 27 2 15 7 3 7 7
1745-1750 12 8 35+ 35+ 3 24 26
1750-1755 23 5 35+ 9 3 30 30
1755-1800 16 3 13 13 5 23 30
Total 180 62 223+ 216+ 60 175 172
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3.4.59 Significant queueing on all arms of this junction was observed during the surveyed periods. Queues of over 35 vehicles were seen a number of times during the AM and PM peak hours on the A20 London Road (E) in both the straight ahead lane and the right turning lane into New Hythe Lane. Queues of 30 vehicles were experienced in all three lanes on the A20 London Road (W) arm but across the AM and PM peak hour these were spikes in the queues rather than the ‘normal’ across the hour.
Current Junction Operation Rating
3.4.60 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.61 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.62 The A20/ New Hythe Lane junction has been rated as follows:
Traffic Flow Queue Length Max = 2512 vehicles per hour A Max queue = 35+ vehicles R
Junction 5 - A20 London Road junction with New Road
3.4.63 The A20 London Road junction with New Road is a signal controlled junction located towards the centre of the A20 study area. New Road provides access to residential areas to the south of the A20 and continues to East Malling and Wateringbury.
Junction Turning Counts
3.4.64 The peak hour junction turning counts are shown in Figure 14 overleaf.
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AM Peak (0800-0900) PM Peak (1700-1800) The Larkfield Priory The Larkfield Priory
3 0 0 1 0 1
0 4 465 693 215 225 A20 London Road 5 5 3 1 615 542 385 340 238 1 344 150 0 262
New Road New Road
Figure 14 A20/ New Road – Turning Movements (PCU)
3.4.65 New Road carries approximately 600 vehicles northbound and 600 vehicles southbound in the AM peak. This equates to 26% of the total traffic through the junction. New Road provides a direct link to East Malling and is the primary access to ‘The Malling School’ and to residential areas on either side of New Road.
3.4.66 The proportions of HGV traffic through the junction are shown in Table 18 overleaf. HGV numbers on the A20 are broadly similar to those observed at Lunsford Lane. In percentage terms HGVs represent a low percentage of the total traffic with a total of 3.1% of all traffic in the AM and 1.7% in the PM being HGV.
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Table 18 A20/New Road – Percentage HGV
AM Peak Junction Arm The Priory A20 (e) New Road A20 (w) Total The Priory - 0.0% 0.0% 0.0% A20 (e) 0.0% - 2.9% 4.5% 3.1% New Road 0.0% 2.1% - 2.6% A20 (w) 0.0% 2.6% 2.8% - PM Peak Junction Arm The Priory A20 (e) New Road A20 (w) Total The Priory - 0.0% 0.0% 0.0% A20 (e) 0.0% - 1.5% 2.0% 1.7% New Road 0.0% 1.9% - 0.0% A20 (w) 0.0% 2.3% 0.4% -
Observed Queue Lengths
3.4.67 The peak hour queue lengths at the junction are shown in Table 19 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 19 A20/ New Road – Weekday Peak Hour Queue Lengths (Veh)
A20 London Rd A20 London Rd (E) New Rd Time (W) 1 2 3 4 1 2 1 2 3
0800-0805 9 12 3 0 3 6 6 2 3
0805-0810 8 2 1 0 4 4 3 2 5
0810-0815 3 12 2 0 6 6 4 6 6
0815-0820 4 12 2 0 5 6 2 3 5
0820-0825 4 9 3 0 3 5 3 2 7
0825-0830 6 11 5 1 5 6 4 5 7
0830-0835 10 13 1 0 6 5 7 4 5
0835-0840 3 17 5 0 3 6 2 1 5
0840-0845 9 18 2 0 4 6 3 4 3
0845-0850 4 10 2 0 3 3 8 0 5
0850-0855 3 12 3 1 4 6 4 8 3
0855-0900 3 8 3 0 5 6 4 4 3
Total 66 137 30 2 53 67 50 41 60
1700-1705 7 10 1 0 1 6 4 5 3
1705-1710 6 5 2 0 3 6 9 5 4
1710-1715 3 10 3 0 2 5 5 3 3
1715-1720 5 10 2 0 4 6 7 6 4
1720-1725 3 7 2 1 1 7 3 3 5
1725-1730 8 4 3 0 2 6 6 3 5
1730-1735 4 6 1 0 3 5 5 4 7
1735-1740 8 14 2 0 3 6 5 4 6
1740-1745 4 13 3 0 2 6 8 2 7
1745-1750 6 12 2 0 1 7 8 3 3
1750-1755 4 10 3 0 3 6 6 3 6
1755-1800 5 6 3 0 2 7 8 8 5
Total 64 110 23 1 27 74 73 50 60
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3.4.68 The longest queues at this junction were observed on the A20 London Road (E) arm in the left hand straight on movement lane. Slightly less queueing was observed on the A20 London Road (W) arm and maximum queues of 6 and 7 vehicles in the AM and PM peaks respectively on New Road.
Current Junction Operation Rating
3.4.69 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.70 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.71 The A20/ New Road junction has been rated as follows:
Traffic Flow Queue Length Max = 2224 vehicles per hour A Max queue = 18 vehicles A
Junction 6 - A20/ Lunsford Lane
3.4.72 The A20 junction with Lunsford Lane is located to the east of the study area, the junction is signal controlled. Lunsford Lane provides a crossing point of the M20 to Leybourne as well as access to residential areas to the north of the A20. Winterfield Lane provides access to residential areas to the south of the A20 it also forms a part of a potential route into West Malling.
Junction Turning Counts
3.4.73 The peak hour junction turning counts are shown in Figure 15 overleaf.
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AM Peak (0800-0900) PM Peak (1700-1800) Lunsford Lane Lunsford Lane
188 89 190 125 68 160
110 278 436 681 57 60
6 A20 London Road 6 A20 London Road 147 213 638 442 68 33 88 96 63 41 90 69
Winterfield Lane Winterfield Lane Figure 15 A20/ Lunsford Lane – Turning Movements (PCU)
3.4.74 Figure 15 shows the movements of traffic at the A20 London Road junction with Lunsford Lane. Approximately 22% of the total traffic through this junction in the AM is traffic exiting Lunsford Lane, in the PM 26% of the total traffic through this junction turns into Lunsford Lane.
3.4.75 In the PM peak approximately 600 vehicles turn into Lunsford Lane compared with approximately 700 travelling westbound on the A20 in the same time period. Lunsford Lane provides a crossing of the M20 and an alternative route into the Leybourne Lakes area. A similar traffic pattern is evident at New Hythe Lane which also provides an M20 crossing.
3.4.76 The proportions of HGV traffic through the junction are shown in Table 20 overleaf.
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Table 20 A20/ Lunsford Lane – Percentage HGV
AM Peak Junction Arm Lunsford Ln A20 (e) Winterfield Ln A20 (w) Total Lunsford Ln - 1.6% 0.0% 0.5% A20 (e) 1.4% - 3.0% 4.2% 2.6% Winterfield Ln 0.0% 0.0% - 0.0% A20 (w) 1.8% 4.3% 3.8% - PM Peak Junction Arm Lunsford Ln A20 London Rd Winterfield Ln A20 London Rd Total Lunsford Ln - 1.9% 0.0% 1.6% A20 (e) 1.4% - 0.0% 1.6% 1.5% Winterfield Ln 1.1% 0.0% - 2.7% A20 (w) 1.1% 2.1% 0.0% -
Observed Queue Lengths
3.4.77 The peak hour queue lengths at the junction are shown in Table 21 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 21 A20/ Lunsford Lane – Weekday Peak Hour Queue Lengths (Veh)
A20 London Rd A20 London Rd A20 London Rd A20 London Rd Lunsford (E) (east of (W) (opp (E) (opp (W) (west of Lane Winterfield Winterfield Time Lunsford Lane) Lunsford Lane) Lane) Lane)
1 1 2 1 2 1 2 3 1 2 3
0800-0805 21+ 3 6 28+ 4 3 1 3 3 10 2
0805-0810 21+ 3 5 28+ 4 4 3 3 3 4 2
0810-0815 21+ 3 7 22 3 4 3 3 4 7 2
0815-0820 21+ 3 6 21 3 4 2 3 1 7 1
0820-0825 21+ 3 8 16 6 4 1 3 2 10 6
0825-0830 21+ 3 6 17 5 4 2 3 2 9 3
0830-0835 21+ 4 6 21 4 4 1 6 6 10 4
0835-0840 21+ 4 6 28+ 3 3 1 6 3 13 3
0840-0845 21+ 6 6 28+ 4 3 2 6 3 9 3
0845-0850 21+ 4 6 28+ 4 3 2 3 2 6 2
0850-0855 17 2 7 28+ 6 4 1 5 3 9 4
0855-0900 7 4 6 28+ 3 3 1 6 3 10 3
Total 214+ 42 76 292+ 53 45 17 52 37 103 34
1700-1705 21+ 1 7 7 6 4 1 6 3 9 4
1705-1710 15 3 7 10 7 4 3 4 5 16 4
1710-1715 17 2 6 4 9 3 1 3 8 12 4
1715-1720 10 1 8 13 14 4 2 4 7 11 3
1720-1725 21+ 1 8 8 14 4 2 3 8 10 5
1725-1730 21+ 3 8 7 10 3 2 3 7 9 3
1730-1735 21+ 1 7 8 5 4 3 6 4 9 6
1735-1740 13 2 6 11 7 3 1 4 3 13 9
1740-1745 10 2 7 13 9 3 2 5 7 16 5
1745-1750 8 3 6 10 5 4 1 3 6 11 9
1750-1755 6 2 6 4 2 3 1 5 4 10 5
1755-1800 8 1 7 17 4 4 2 2 8 17 3
Total 171+ 20 83 113 91 47 18 50 71 142 61
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3.4.78 Lunsford Lane experiences significant queueing in both the AM and PM peak periods. Throughout most of the AM peak, and around a third of the PM peak, the queue was over 21 vehicles on this arm of the junction. The A20 London Road (E) straight on movement also experiences significant queueing, which is again higher in the AM peak of over 28 vehicles. The queuing on the A20 in the right turn lane to Lunsford Lane consistently has at least 6 vehicles (8 maximum) during both peak periods. The A20 London Road (W) straight on movement also has queueing during both peak periods.
Current Junction Operation Rating
3.4.79 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below: Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.80 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.81 The A20/ Lunsford Lane junction has been rated as follows:
Traffic Flow Queue Length Max = 2234 vehicles per hour A Max queue = 28+ vehicles R
Junction 7 - A20/ Ashton Way/ Castle Way/ Oxley Shaw
3.4.82 The A20 London Road junction with Ashton Way, Castle Way and Oxley Shaw is a signal controlled junction located at the extreme west of the study corridor. This junction provides access to and from the A228 which provides a link to junction 4 of the M20. Castle Way also carries some traffic exiting the M20 although primarily designed as a residential access, in addition Oxley Shaw Lane carries traffic to and from residential areas located to the north of the A20 corridor. Traffic movements at this junction are complex with three arms of the five carrying multiple lanes of traffic.
Junction Turning Counts
3.4.83 The peak hour junction turning counts are shown in Figure 16 overleaf.
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AM Peak (0800-0900) PM Peak (1700-1800) Castle Way Castle Way
131 36 1 81 84 21 0 109
0 65 44 77 1 21 19 59 109 127 27 59 256 Oxley Shaw Lane 447 Oxley Shaw Lane 143 123
7 A20 London Road 7 49 73 83 64 382 223 111 12 14 203 422 127 46 46 408 249
A228 Ashton Way A228 Ashton Way
Figure 16 A20/ Ashton Way/ Castle Way/ Oxley Shaw – Turning Movements (PCU)
3.4.84 The predominant movements through the junction are between the A20 (w), A20 (e) and Ashton Way (to the A228).
3.4.85 Although Ashton Way to Castle Way carries the highest proportion of HGV traffic through the junction in both peak periods it should be noted that the number of vehicles making this turn is very low with only 12 in the AM and 46 in the PM. 5.5% of AM traffic from the A20 (e) travelling to Ashton Way is shown to be made up of HGVs. In total 0.8% of traffic through the junction in both the AM and PM peak periods is HGV traffic.
3.4.86 Table 22 overleaf provides a summary of the HGV movements at the A20 London Road junction with Castle Way for the AM and PM peak.
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Table 22 A20/ Ashton Way/ Castle Way/ Oxley Shaw – Percentage HGV
AM Peak Junction Arm Castle Way Oxley Shaw Ln A20 (e) Ashton Way A20 (w) Total Castle Way - 0.0% 1.3% 0.0% 0.0% Oxley Shaw Lane 0.0% - 0.0% 0.0% 0.0% A20 (e) 0.0% 0.0% - 0.5% 0.0% 0.8% Ashton Way 10.0% 0.0% 1.0% - 3.9% A20 (w) 0.0% 0.0% 0.0% 5.5% - PM Peak Junction Arm Castle Way Oxley Shaw Ln A20 (e) Ashton Way A20 (w) Total Castle Way - 0.0% 0.0% 0.0% 0.0% Oxley Shaw Lane 0.0% - 1.8% 0.0% 0.0% A20 (e) 0.0% 0.0% - 1.6% 0.4% 0.8% Ashton Way 2.1% 0.0% 1.0% - 0.0% A20 (w) 0.0% 1.7% 1.4% 0.0% -
Observed Queue Lengths
3.4.87 The peak hour queue lengths at the junction are shown in Table 23 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 23 A20/ Ashton Way/ Castle Way/ Oxley Shaw – Weekday Peak Hour Queue Lengths (Veh)
Oxley Shaw Castle Way A20 London Rd (E) Ashton Way A20 London Rd (W) Time Lane 1 2 3 1 2 3 1 2 3 4 5 1 2 3 1 2 3 4
0800-0805 3 1 4 0 1 6 10 1 10 5 3 3 3 6 1 7 3 3
0805-0810 3 2 3 2 3 3 7 1 10 5 3 2 2 4 3 7 4 4
0810-0815 5 2 3 1 7 2 10 2 10 3 3 7 6 7 4 2 3 3
0815-0820 4 1 6 2 1 3 11 3 9 5 4 3 2 3 6 4 3 5
0820-0825 2 2 8 2 5 0 12 3 9 3 5 4 5 6 3 3 1 5
0825-0830 5 2 10 3 3 6 10 2 8 3 3 4 0 6 3 6 4 3
0830-0835 5 1 9 4 3 3 9 2 13 4 7 5 4 3 3 5 3 5
0835-0840 3 2 5 3 1 3 6 2 10 8 7 3 3 9 8 11 4 2
0840-0845 3 0 9 4 1 2 8 1 9 3 5 8 4 7 3 4 2 3
0845-0850 8 3 8 0 11 2 19 1 10 6 3 5 1 8 2 4 2 3
0850-0855 4 0 6 1 6 3 8 2 9 3 7 5 2 8 3 6 6 4
0855-0900 3 1 3 3 1 2 5 3 10 3 8 7 3 6 2 3 5 4
Total 49 15 74 25 43 33 114 21 114 52 57 57 36 74 42 64 41 46
1700-1705 3 0 3 2 0 1 2 1 6 1 7 5 8 14 5 10 10 3
1705-1710 8 0 1 0 2 1 4 0 9 4 7 7 14 16 7 5 7 4
1710-1715 9 3 4 3 1 1 9 1 8 4 8 10 14 8 5 8 4 7
1715-1720 6 1 3 2 3 3 6 1 8 2 3 4 10 15 5 9 8 4
1720-1725 6 2 7 3 1 1 3 0 6 3 5 9 8 12 3 8 3 3
1725-1730 5 1 3 3 2 3 8 1 5 0 4 8 8 12 5 10 9 3
1730-1735 5 2 5 2 2 2 4 1 2 1 3 5 8 13 3 7 9 2
1735-1740 3 2 4 2 2 2 5 2 5 3 8 7 10 19 6 12 10 3
1740-1745 10 1 4 3 1 1 5 2 10 5 3 3 6 12 1 13 7 4
1745-1750 8 1 3 3 1 1 10 0 6 0 8 6 8 17 2 12 16 4
1750-1755 5 1 8 1 1 2 3 1 6 1 10 7 13 12 3 3 6 1
1755-1800 7 2 5 3 3 3 7 4 7 2 3 1 3 7 4 10 13 2
Total 75 14 50 27 17 18 67 13 78 27 69 72 109 156 50 107 101 40
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3.4.88 The previous table summarises the queueing at the A20 London Road/ Ashton Way/ Castle Way junction. Queueing at this junction seemed fairly consistent and sustained throughout the peak period, with no obvious spikes in the number of queueing vehicles. On the A20 London Road (E) arm, queueing in the left turning lane is largest in the AM peak and the left most straight ahead lane in the PM experiences the largest queues. The right turning lane from Ashton Way towards Maidstone on the A20 London Road experiences the longest queues in both peak periods. On the A20 London Road (W) arm the queues are longest in the left most straight on lane in the AM peak and in the PM peak it is queueing in both the right turn lane and right hand straight on/right turn lane that is the largest.
Current Junction Operation Rating
3.4.89 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.90 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.91 The A20/ Ashton Way/ Castle Way/ Oxley Shaw junction has been rated as follows:
Traffic Flow Queue Length Max = 2278 vehicles per hour A Max queue = 19 vehicles A
Junction 8 - A228/ Ashton Way
3.4.92 The A228 Ashton Way Junction with Ashton Way is a signal controlled junction which provides access between the A228 and the A20 corridor at the western end of the route. The A228 links the M20 at junction 4 to Kings Hill.
Junction Turning Counts
3.4.93 The peak hour junction turning counts are shown in Figure 17 overleaf.
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AM Peak (0800-0900) Ashton Way PM Peak (1645-1745) Ashton Way
2027 119 881 122
144 512 77 308
8 8
1060 215 1704 529
A228 Ashton Way A228 Ashton Way
Figure 17 A228/Ashton Way – Turning Movements (PCU)
3.4.94 Traffic travelling north to south and south to north on the A228 has been disregarded in the following commentary.
3.4.95 Figure 17 indicates that the predominant movements are from Ashton Way turning southbound on to the A228 in the AM and the reverse of this in the PM.
3.4.96 The proportions of HGV traffic through the junction are shown in Table 24 below. Table 24 A228/ Ashton Way – Percentage HGV
AM Peak Junction Arm A228 (n) Ashton Way A228 (s) Total A228 (n) - 8.3% 3.6% Ashton Way 6.1% - 4.3% 5.1% A228 (s) 8.3% 3.4% - PM Peak Junction Arm A228 (n) Ashton Way A228 (s) Total A228 (n) - 0.8% 4.2% Ashton Way 2.7% - 1.0% 2.3% A228 (s) 2.0% 1.4% -
3.4.97 Table 24 indicates the percentage HGV for each of the movements at the junction. It can be seen that the highest proportion of HGV’s are turning from the A228 (n) to
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Ashton Way in the AM. The number of HGV using the junction as a percentage of the total traffic using the junction is low with 5.1% in the AM and 2.3% in the PM peak hours.
Observed Queue Lengths
3.4.98 The peak hour queue lengths at the junction are shown in Table 25 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 25 A228/ Ashton Way – Weekday Peak Hour Queue Lengths (Veh)
A228 (N) Ashton Way A228 Ashton Way (S) Time 1 2 3 4 1 2 3 4 1 2 3 4
0800-0805 2 12 10 3 6 5 3 3 7 6 1 3
0805-0810 1 14 10 1 10 5 3 1 2 0 2 5
0810-0815 3 13 20 3 5 3 3 2 7 4 3 4
0815-0820 1 16 15 2 11 9 1 1 8 3 0 3
0820-0825 3 27 26 3 9 11 5 2 8 3 1 6
0825-0830 2 8 15 1 9 8 2 2 0 0 3 3
0830-0835 1 21 20 3 5 4 3 1 3 0 1 3
0835-0840 3 12 17 2 9 3 3 2 2 2 1 8
0840-0845 0 16 13 3 9 5 1 1 5 2 3 5
0845-0850 3 21 17 3 12 10 3 2 3 2 1 6
0850-0855 3 12 9 2 10 5 3 3 7 4 1 8
0855-0900 0 14 10 2 6 3 7 2 6 6 3 7
Total 20 185 181 27 101 72 36 19 57 32 18 62
1645-1650 1 8 6 1 3 3 2 1 9 10 3 6
1650-1655 3 10 6 2 3 3 2 1 3 3 4 10
1655-1700 3 10 6 1 3 1 2 0 6 3 0 7
1700-1705 3 6 5 2 3 3 2 1 5 8 1 3
1705-1710 3 9 10 2 2 1 3 2 9 10 3 12
1710-1715 3 8 8 2 7 4 2 2 10 9 4 9
1715-1720 3 15 10 2 3 3 0 2 11 8 3 13
1720-1725 3 8 5 0 5 3 2 1 7 3 2 10
1725-1730 1 8 8 3 3 1 1 0 7 7 3 7
1730-1735 1 5 3 0 5 4 3 1 9 4 2 14
1735-1740 2 8 8 1 4 3 2 1 5 9 2 7
1740-1745 3 14 10 2 2 2 1 3 1 0 2 5
Total 28 108 85 16 43 31 21 13 80 73 27 103
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3.4.99 The A228 Ashton Way (N) arm experienced the longest queues in the two nearside straight ahead lanes. The queueing in these lanes seemed to spike across the hour with queues up to 27 vehicles in one green phase and down to 8 vehicles in the next green phase. Queueing on the other arms of this junction was fairly consistent across the peak hours.
Current Junction Operation Rating
3.4.100 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.101 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.102 The A228/ Ashton Way junction has been rated as follows:
Traffic Flow Queue Length Max = 3850 vehicles per hour R Max queue = 27 vehicles A
Junction 9 - A20/ Coldharbour Lane 3.4.103 The A20 London Road junction with Coldharbour Lane is a signalised roundabout located at the eastern most end of the A20 corridor route. This junction provides access to the A20 corridor from the M20 junction 5 and from the A20 Maidstone. All junction arms have multiple lanes on both the entry and exit.
Junction Turning Counts
3.4.104 The peak hour junction turning counts are shown in Figure 18 overleaf.
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AM Peak (0745-0845) PM Peak (1700-1800) Coldharbour Lane Coldharbour Lane
1335 1020 788 769
1127 1346 459 531 A20 London Road A20 London Road 9 9
821 875 500 448
Police Training Centre (exit only) Police Training Centre (exit only)
Figure 18 A20/ Coldharbour Lane – Turning Movements (PCU)
3.4.105 71% of traffic approaching the junction from the A20 west in the AM and 72% in the PM was observed turning left towards the M20. Of the traffic approaching from Coldharbour Lane in the AM 57% was observed to turn right to the A20 west, in the PM the split is more balanced with 49% turning towards Maidstone and 51% towards Aylesford.
3.4.106 HGV values for the junction as a whole are relatively low, however in the AM peak period a significant number, 12.5%, of vehicles turning from the A20 west to Coldharbour Lane were shown to be HGV.
3.4.107 Table 26 overleaf provides a summary of the HGV movements at the A20 London Road junction with Coldharbour Lane for the AM and PM peak.
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Table 26 A20/ Coldharbour Lane – Percentage HGV
AM Peak Junction Arm Coldharbour Lane A20 (e) Police Centre A20 (w) Total Coldharbour Lane - 4.6% 0.0% 5.3% A20 (e) 5.7% - 0.0% 3.3% 6.4% Police Centre 0.0% 0.0% - 0.0% A20 (w) 12.5% 3.6% 0.0% - PM Peak Junction Arm Coldharbour Lane A20 (e) Police Centre A20 (w) Total Coldharbour Lane - 3.0% 0.0% 7.1% A20 (e) 1.7% - 0.0% 1.6% 3.5% Police Centre 0.0% 0.0% - 0.0% A20 (w) 4.7% 0.8% 0.0% -
Observed Queue Lengths
3.4.108 The peak hour queue lengths at the junction are shown in Table 27 overleaf. The queues are recorded as the maximum number of vehicles within each 5 minute interval at the point at which the traffic signal for a particular arm turns to green.
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Table 27 A20/ Coldharbour Lane – Weekday Peak Hour Queue Lengths (Veh)
A20 London Coldharbour Lane A20 London Rd (E) Time Rd (W) 1 2 3 1 2 3 1 2
0745-0750 14 35+ 2 26 35+ 6 21 6
0750-0755 11 35+ 3 22 35+ 3 11 10
0755-0800 15 33 3 14 35+ 7 17 8
0800-0805 18 28 3 17 35+ 7 24 3
0805-0810 19 35+ 1 7 35+ 3 18 4
0810-0815 17 35+ 1 10 35+ 5 30+ 7
0815-0820 17 35+ 1 12 35+ 4 25 8
0820-0825 23 35+ 1 15 35+ 9 15 9
0825-0830 35+ 35+ 2 12 35+ 3 17 9
0830-0835 20 35+ 0 7 29 3 22 18
0835-0840 27 35+ 1 11 35+ 7 17 8
0840-0845 12 35+ 1 10 35+ 6 15 6
Total 228+ 411+ 17 163 414+ 64 232+ 96
1700-1705 19 17 3 13 7 4 26+ 26+
1705-1710 11 10 2 7 10 6 25+ 25+
1710-1715 11 7 2 11 16 6 23+ 23+
1715-1720 31 7 1 11 14 5 30+ 30+
1720-1725 26 21 2 13 10 5 26+ 26+
1725-1730 10 12 3 5 11 5 26+ 26+
1730-1735 10 27 2 10 9 6 27+ 27+
1735-1740 9 16 2 10 35+ 7 28+ 28+
1740-1745 14 9 3 8 15 5 26+ 26+
1745-1750 11 23 2 6 21 3 33+ 33+
1750-1755 10 11 1 5 6 2 34+ 34+
1755-1800 10 9 2 7 18 4 34+ 34+
Total 172 170 23 107 172+ 60 338 338
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3.4.109 The maximum queues on all arms of this junction were almost all over 35+ vehicles. On Coldharbour Lane the maximum queues were observed in the left turning lane and on A20 London Road (W) the maximum queues were also in the left turn lane but also the right turn lane in the AM peak and it was this lane that experienced queues of over 200 metres for the majority of the hour. On A20 London Road (E) the middle lane (used for straight ahead movements in the right hand lane and to turn right towards the M20) experienced significant queuing of over 35 vehicles for nearly the whole AM peak period. The queueing was not so severe in the PM peak.
Current Junction Operation Rating
3.4.110 The current operation of the junction has been allocated a Red/Amber/Green (RAG) rating based upon the level of traffic flow and queueing observed at the junction. The rating has been derived using a standard set of criteria as set out below:
Traffic Flow Queue Length Max >3000 vehicles per hour R Max queue >30 vehicles R Max 2000-3000 vehicles per hour A Max queue 10-30 vehicles A Max <2000 vehicles per hour G Max queue <10 vehicles G 3.4.111 RAG ratings have been based on vehicles rather than PCU. Maximum values may be in either the AM or PM peak period.
3.4.112 The A20/ Coldharbour Lane junction has been rated as follows:
Traffic Flow Queue Length Max = 4926 vehicles per hour R Max queue = 35+ vehicles R
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4 Highway Safety History
4.1.1 Personal Injury Crash (PIC) data has been obtained from Kent County Council for a three year period beginning 1st July 2012 to 30 June 2015. A desktop analysis of PICs that occurred within the approximate 3 mile (5km) study area, as shown in Figure 19 below, has been undertaken. A full D-Print report can be found in Appendix A and Figure 20 shows the locations.
Figure 19 Extent of Crash Data Analysis
4.1.2 An initial review of the data for the study area identified that there were a total of 75 PICs within the study area during the 3 year time period. Of these 75 PICs, 5 (6.7%) were classified as being ‘serious’. The remaining 70 (93.3%) PICs were deemed to be ‘slight’ in severity. 19 (25%) of the total number of PICs involved a pedestrian, cyclist or a motorcyclist and at least one other motor vehicle. In these 19 crashes 20 individuals from this more vulnerable group sustained injury.
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Figure 20 All PIC Locations (2012 - 2015)
4.1.3 Table 28 summarises the crash data by year and severity across the study area. In order to identify any increase or decrease in the frequency of PIC occurrence, the data has been analysed in yearly blocks. Table 28 Personal Injury Crashes by Year 2012 – 2013 2013 – 2014 2014 – 2015
Serious 2 3 0
Slight 17 22 31
Total 19 25 31
Note: Time periods run from 1st July to the following 30th June.
4.1.4 The table does show an upward trend in the number of crashes year on year, however crash numbers are comparatively low and no conclusions can be drawn from the values without longer term investigation.
4.1.5 The purpose of this analysis is to assist in the identification of existing issues and problems on the A20 between the Coldharbour roundabout and the A228/Ashton Way.
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Vulnerable Road Users
4.1.6 Analysis of the PIC data will be by road user in order to direct the focus of the study by identifying areas where particular needs should be met. The table below shows the total number of injuries sustained by vulnerable road users regardless of other vehicles involved. In total 23 (31%) PICs involving a vulnerable road user were recorded within the study area in which 281 individuals were injured. Two incidents occurred which involved a pedestrian collision with a motorcyclist hence injuring both parties and the higher grand total in Table 29. Table 29 PICs Involving Vulnerable Road Users Severity 2012 - 2013 2013 - 2014 2014 - 2015 Total
Serious 1 2 0 3 Pedestrians Slight 2 0 2 4 Total 3 2 2 7 Serious 1 1 0 2 Cyclists Slight 2 1 3 6 Total 3 2 3 8 Serious 0 0 0 0 Motorcyclists Slight 5 1 4 10 Total 5 1 4 10 Grand Total 11 5 9 25
Note: Time periods run from 1st July to the following 30th June.
4.1.7 Figure 21 shows the locations of the 23 PICs which involved a vulnerable road user.
4.1.8 The section of the A20 between the Tesco Express just west of New Road, Larkfield and Station Road, Aylesford is the area where the greatest concentration of PICs have occurred involving a vulnerable road user. This corresponds with the greatest concentration of retail frontage with larger retailers, such as Morrisons and B&Q, on the route providing an incentive for users to cross the A20 and creating the potential for conflict.
4.1.9 The section between Orchard Grove and Station Road however does not contain retail frontage, there have been a number of incidents where pedestrians have stepped into the road in this section, improvements to the crossing facilities may need to be considered.
1 Further analysis would be required to determine how many of this number were ‘vulnerable’ modes and how many were injured parties from other modes involved in the same incident.
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4.1.10 There are seven Primary schools within the residential areas adjacent to this stretch of the A20, three to the north of the A20 (Leybourne C of E Primary School, Lunsford Primary School and Brookfield Infant / Brookfield Junior schools which share a campus) and four to the south (Ditton C of E Primary, Ditton Infants, St James the Great Academy and Brookfield Infant / Junior School which share a campus though are accessed from different roads). There are likely to be minimal Primary School Trips across the A20 although some would be expected.
4.1.11 There are two secondary schools (The Malling School and The Aylesford Sports College) within 1 – 2 miles of this stretch of the route, both of these would be expected to generate some cross A20 walking and cycling trips. Secondary Schools further away are likely to generate bus and car journeys with bus passengers potentially crossing the A20 to access the required service.
Figure 21 Vulnerable Road User PICs by user and severity
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Larger Vehicles
4.1.12 Figure 22 shows the locations of all PICs involving a larger vehicle (including PSVs). As can be seen the majority of incidents involving larger vehicles occurred on the section between Coldharbour Lane and Mills Road and close to the New Road, Larkfield / New Hythe Lane junctions. These locations coincide with the location of the retail outlets where a greater number of HGV movements would be expected.
Figure 22 Larger vehicle related PICs
Junctions
4.1.13 45 (60%) of a total of 75 PICs recorded were related to traffic movements at junctions. These PICs have been mapped to identify which junctions demonstrate a higher frequency of personal injury crashes. Figure 23 below shows the distribution of all junction related PICs.
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Figure 23 Locations of junction related PICs
4.1.14 The junctions have been listed below in order of frequency of PIC occurrence and the number of these which involved a vulnerable road user has also been given. Table 30 Table showing number of junction related PICs
Number of PICs Total No of Peak Number of involving Hour vehicle Junction PICs in 3 vulnerable road movements (AM year period users & PM combined)
A20 London Road / Coldharbour Lane 7 2 10,000
A20 London Road / Hermitage Lane 5 2 7,900
A20 London Road / New Road, Larkfield 5 2 4,500
A20 London Road / Mills Road / Hall 4 1 6,700 Road
A228 Ashton Way / Ashton Way 3 0 7,700
A20 London Road / New Hythe Lane 3 0 5,000
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Number of PICs Total No of Peak Number of involving Hour vehicle Junction PICs in 3 vulnerable road movements (AM year period users & PM combined)
A20 London Road / Ashton Way 3 0 4,600
A20 London Road / Woodlands Road / 3 1 not available Teapot Lane A20 London Road / Station Road / New 2 1 4,500 Road, Ditton A20 London Road / Lunsford Lane / 2 0 4,400 Winterfield Lane
A20 London Road / Bell Lane 1 1 not available
Mills Road / Lake Road2 1 1 not available
4.1.15 In addition to those listed above Papas Fish Bar in Ditton has been the location of 2 PICs relating to movements into and out of the restaurant car park. There are four incidents relating to movements into and out of service stations; 3 in Larkfield and 1 in Ditton. One of these PICs involved a vulnerable road user.
National Values
4.1.16 A crash rate has been calculated based on the observed crashes and using Annual Average Daily Flow (AADF) values as taken from the DfT website3. Figure 24 shows the AADF values for the route based on counts in the marked locations.
2 This PIC was classified as serious, all other junction related PICs were recorded as slight. 3 www.gov.uk/government/organisations/department-for-transport/series/road-traffic-statistics
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Figure 24 DfT AADF values for 2014
4.1.17 The crash rate was calculated for the whole route using a weighted average AADF based on section length. Table 31 shows the total route length, the average AADF and the crash rate. Table 31 Crash Rate Based on weighted average AADF value
million Start End Distance AADF Crashes Yearly average Yearly distance km Crashes kms of Rate Junction Junction (m) count per year traffic (No. cars) travelled (km) travel
A20 spur to 1-3 A228 5000 5 16254 72 14.4 5932870.6 29664353 29.7 0.49 M20
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4.1.18 This rate has been compared to the value reported in WebTAG COBALT data tables4. The A20 route includes the following road types; 6 (Modern WS2 Roads), 8 (Older S2 A Roads) and 10 (Modern D2 Roads). As can be seen in Table 32 below this gives an average crash rate of between 0.553 and 0.863 PIC crashes per million vehicle kms travelled. This suggests that the A20 has a lower than average crash rate of 0.49 PIC crashes per vehicle kms travelled. However it should be noted that this is an average across a 5 km route and there will be areas where this value is higher.
Table 32 Combined Link/Junction: Crash Rates and Change Factors Road Type Description Speed Limit Crash Rate 6 Modern WS2 Roads 30/40 0.863 8 Older S2 A Roads 30/40 0.863 10 Modern D2 Roads 30/40 0.553
4 Source : Update of Highway Accident Rates for Use in Scheme Appraisal - TRL 2012 (Table 7-2 for Overall Accident Rates (2008-2010); pg.26 and Table 4/1 for Accident Rate Reduction Factor (β) (personal injury accidents pmvk - 2009 Base); pg.42)
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5 Existing Transport Infrastructure Audit
5.1 Buses
Service Provision
5.1.2 A number of bus services operate within the A20 corridor providing services to the surrounding area. Table 33 provides a summary of all daytime-weekday services which operate within the A20 corridor. Table 33 Bus Service Provision
Daytime- Provider Service Route weekday frequency
Wouldham – Aylesford – Ditton – Larkfield – Holmesdale Farleigh Coaches 01 Schooldays School
Route 4 | Ditton – Ryarsh – East Malling – West Malling – East Peckham Brookline Coaches Schooldays 4A – Bennett Memorial School
Addington – Trottiscliffe – Wrotham Heath – Ryarsh – 1-5 Arriva 58 Leybourne – West Malling – East Malling – Larkfield Maidstone Hospital – Maidstone journeys
Arriva 60 Maidstone to Maidstone Hospital hourly
Borough Green – Platt – Wrotham Heath – Offham – West Arriva 70 schooldays Malling – Maidstone
3-6 Nu Venture 70 Borough Green – Offham – West Malling – Lunsford Park journeys
British Legion Village – Larkfield – Lunsford Park – (Leybourne 10 mins Park) Arriva 71 Maidstone – British Legion Village – Larkfield – Lunsford Park 30 mins – Snodland – Holborough
Maidstone – British Legion Village – Larkfield – East Malling – Arriva 72 30 mins West Malling – Kings Hill
Tunbridge Wells – Southborough - Tonbridge – Hadlow - hourly Kings Hill Arriva 77 Tunbridge Wells – Southborough - Tonbridge – Hadlow - 1-2 Kings Hill – West Malling journeys
Ditton – East Malling – Lunsford Park – Kings Hill – West Arriva 81 schooldays Malling – A20 – Wrotham School
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Daytime- Provider Service Route weekday frequency
Chatham – Rochester – Strood – Cuxton – Upper Halling – Nu Venture 149 Halling – Snodland – Malling School – West Malling – Kings schooldays Hill
Ditton – Larkfield – West Malling – Kings Hill – Paddock Wood Autocar 215 schooldays – Mascalls School
New Enterprise 541 Larkfield – Lunsford Park – Hugh Christie Technical College schooldays
Wrotham Square – Borough Green – Wrotham Heath – Arriva 570 schooldays Offham – West Malling - Maidstone
Somerfield Hospital – British Legion Village – Larkfield - Arriva 571 schooldays Lunsford Park – Snodland – Holborough
Kings Hill – West Malling – West Malling Station – Larkfield – Arriva 572 schooldays Maidstone Boys Grammar School
Kings Hill – West Malling – Allington – Maidstone – Invicta Arriva 573 schooldays Girls Grammar School
Kings Hill – West Malling – Larkfield – Maidstone Hospital – schooldays Barming – Maidstone Arriva 575 Holborough – Snodland – Lunsford Park – Maidstone Hospital schooldays – Barming – Maidstone
West Malling – Oxley Shaw – Larkfield – Maidstone – Invicta Arriva 576 schooldays Girls Grammar School
2-3 Arriva 703 Maidstone – Larkfield – Snodland – Bluewater journeys
Ryarsh – Kings Hill – West Malling – Lunsford Lane – Larkfield Brookline Coaches 734 peak – Docklands – London
Chalkwell Coaches 780 Kings Hill – Leybourne – Docklands – London peak
Chalkwell Coaches 782a | 782b Maidstone to London Commuter service peak
Staplehurst – Coxheath – Barming – Lunsford Park Tesco Free 1 run each Arriva T12 service way Tues
1 run each Arriva T13 Burham – Eccles – Aylesford – Lunsford Park Tesco way Wed
East Peckham – Wateringbury – Barming – Lunsford Park 1 run each Arriva T14 Tesco way Thurs
1 run each Farleigh Coaches C Wouldham – Burham – Eccles – Aylesford School way
Bus routes which operate only evening or weekends have not been included
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Bus Prioritisation
5.1.3 Bus Priority measures exist in the following locations:
On the A20 (westbound) approach to Hermitage Lane - bus lane for approximately 100m and dedicated signals to provide bus priority on the A20 westbound route through the Hermitage Lane junction. It should be noted, however, that the bus lane is generally not used at present. The detection system does not currently work and the location of the dedicated lane on the offside of the carriageway causes difficulties for buses which need to return to the nearside lane to access the bus stop which is located just past the junction.
On the A20 (westbound) approach to New Hythe Lane - bus lane for approximately 70m and dedicated signals giving priority to buses. The system here is vehicle actuated and buses which continue along the A20 or turning into New Hythe Lane can utilise this facility.
Bus Facilities Provision
5.1.4 There are a total of 22 bus stops within the study corridor and these have been audited to determine the presence and condition of a number of key facilities as seen in Table 34. Table 34 Bus Stop Audit Summary
Facility Yes No
Shelter 13 9
Seating facilities 13 9
Flag poles 22 0
Timetable / passenger information 21 1
Electronic Timetable 10 13
Raised Kerb for mobility access 18 4
Lighting 16 6
5.1.5 The condition of each bus stop was determined by applying a judgement score based upon the following criteria:
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Table 35 Bus Condition Criteria Condition
Description
Very Good Facilities are comprehensive and brand new/in exemplary condition
Good Broad range of facilities in good, clean condition
Average Adequate facilities in generally clean condition and without any significant defects
Poor Facilities are old/worn and show signs of disrepair, some basic facilities may be missing
Very Poor Basic facilities are missing, dirty/vandalised or have serious defects
5.1.6 Of the 22 bus stops; 8 were determined to be in GOOD condition, 12 in AVERAGE condition, 1 in POOR condition and 1 in VERY POOR condition.
5.1.7 Twelve bus stops are provided with a bus cage painted on the carriageway. This type of stop is preferred by bus companies the bus holds its position in the traffic stream and there is no delay caused by filtering back into the flow of traffic.
5.1.8 Nine stops were provisioned with bus bays, six of these allowed for a bus to park fully off the carriageway. This form of bus stop removes the bus from the traffic stream allowing for continual movement of the traffic but has the potential to cause delays to bus times whilst drivers wait for a gap in the traffic stream.
5.1.9 Three bus bays provided only partial off carriageway parking, this type of bus stop allows for some movement of vehicles past whilst the bus is waiting at the bus stop and could be considered a compromise between on-road and fully off-road bus stop provision.
5.1.10 One bus stop did not provide any on-carriageway markings.
5.1.11 Full audit details for each bus stop including photographs can be found in Appendix B.
5.1.12 Particular issues identified within the audit are summarised below:
Leybourne Turning West (W-bound) – This bus stop is not directly lit, the stop is within an area where there is a system of street lighting however no direct lighting is provided to assist with the reading of timetable information. The lack of direct lighting may also make the stop less attractive outside of daylight hours.
Leybourne Turning East (E-bound) – This bus stop is located beneath overhanging trees and requires some maintenance and cleaning to clear fallen debris.
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Leybourne Turning East (W-bound) – This stop has been incorrectly labelled which could cause some confusion in reading the timetable information. This issue was reported to Arriva following the site visit and may have since been resolved.
Leybourne Turning East (E-bound and W-bound) – There is no desire line crossing point in this location, passengers are able to use the lights at the Castle Way junction but this involves crossing 7 lanes of traffic and uses 4 separate sets of pedestrian lights. It likely therefore that crossing would occur between the two bus stops for several reasons; convenience, crossing in this location would only involve crossing two lanes of traffic, there is a drop kerb on the south side although designed to facilitate use of the cycle facility this may encourage crossing in this location, there is a traffic island at the centre point although not designed as a pedestrian refuge.
Opposite Wealden Hall (E-bound) – This bus stop was determined to be in poor condition on the day of the survey, a wide range of facilities are provided but these show signs of vandalism and some tidying up is recommended. It was difficult to determine whether cleaning was all that was required. The shelter provided is positioned with the enclosed section on the road side; the path is restricted between the shelter and the wall and could, particularly at busy times, provide an intimidating environment for pedestrians.
Opposite Wealden Hall (E-bound) and adjacent to Wealden Hall (W-bound) - No pedestrian crossing facility exists between these bus stop on the east side of New Hythe Lane. It is assumed that the desire line for bus passengers accessing the Wealden Hall bus stops from the east will be close to the location of the stops. Crossing facilities do exist to the west of the New Hythe Lane junction and also 145m away at the junction with Larkfield Road but it is unlikely that the majority of people would walk out of their way to utilise these facilities. Pedestrian guard railing prevents people crossing close to the junction and a number of pedestrians were observed crossing 3 lanes of general traffic and a bus lane at a point close to the end of this guard railing.
Ditton Corner (E-bound) and Ditton Corner (W-bound) – The nearest pedestrian crossing facility of the A20 is 60m away at the junction with Station Road, it is unlikely that bus passengers would travel this far unless their route already passed a crossing point and it is likely that bus passengers will follow the desire line between the locations of the stops.
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Opposite TA Centre (E-bound) – The bus stop is positioned on narrow section of footway less than 2m wide. The bus stop facilities here are at a bare minimum there is no space for seating and the footway width is below the minimum required for a bus shelter to be installed. Consideration could be given to the relocation of this stop a short distance to allow for the installation of a shelter and seating. It is also noted that the bus stop cage would position the bus in such a way as to block several private driveways. Opposite the TA Centre (E-bound) and adjacent to the TA Centre (W-bound) – The nearest pedestrian crossing facilities of the A20 is 300m away at the junction with Station Road. It is unlikely that bus passengers would travel this far unless their route already passed a crossing point and it is likely that bus passengers will follow the desire line between the locations of the stops.
Coldharbour Roundabout (E-bound) – This bus stop was determined to be in poor condition and lacked even basic timetable information. The bus stop flag was dirty and difficult to read. This bus stop is the closest stop for anyone travelling to the 20/20 Business Park.
Coldharbour Roundabout (W-bound) – This bus stop lacks any on road markings.
Journey Time Analysis
5.1.13 An analysis has been carried out using the ANPR data to establish baseline journey times for buses through the corridor. The data was sorted to establish which entry and exit pairs recorded the highest number of PSV movements.
5.1.14 Due to the relatively low numbers of bus journeys through the network sufficient data was not available for most entry and exit pairs to generate a meaningful average.
5.1.15 The largest number of PSV movements were recorded between the A20 east of the Coldharbour roundabout and New Hythe Lane which had 57 PSV movements westbound and 54 eastbound. Movements between A20 east of Coldharbour Lane and New Road Larkfield also provided sufficient data for analysis with 19 PSV movements westbound and 14 eastbound.
5.1.16 The following should be considered when interpreting the results of the audit:
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I. Buses on both routes pass 7 bus stops eastbound and 8 westbound. Assuming they stop at each one and taking an assumed average dwell time of between 15 and 30 seconds we would expect that buses would travel between 1 minute 45 seconds and 4 minutes slower than the background traffic, if the traffic were to continue to flow. This is not necessarily the case for online bus stops some continued traffic flow is likely but is dependent on the road width and the opposing traffic flow. A smaller discrepancy between bus journey time and background traffic journey time would be expected at these bus stops.
II. Buses are restricted by the timetable from leaving bus stops before the timetabled time.
III. Less delay might be expected in the PM peak where a greater number of passengers would be assumed to be alighting, rather than boarding.
IV. School children who board in the AM peak generally return prior to the PM peak. School trips would be expected both EB and WB for children accessing The Malling School and the Aylesford Sport College, however there are likely to be more school trips EB in the AM peak due to the draw of schools within Maidstone in particular the grammar schools which have wider catchment areas.
V. Buses may experience further delay if filtering back into moving traffic at stops which are provisioned with bus bays. Equally buses may traverse stops in less time than expected if no passengers are present.
VI. In certain circumstances it is possible that buses experience further delays (possibly up to 1 minute) as a result of more complex passenger interactions i.e. assisting elderly or disabled passengers.
VII. Westbound bus trips on the A20 have the opportunity to utilise bus priority measures at New Hythe Lane. Both of the routes identified for analysis pass through this location and would therefore be expected to benefit from this bus prioritisation.
VIII. Google mapping estimates the free flow time between the A20 west arm of the Coldharbour roundabout to New Hythe Lane as approximately 5 minutes in both directions; and to New Road, East Malling as between 5 and 6 minutes.
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A20 east of the Coldharbour roundabout and New Hythe Lane
5.1.17 Two bus routes 71 and 703 would bring PSVs to enter and exit at these locations. On the day of the survey 11 PSVs were recorded by ANPR cameras in the AM period (7am – 10am) travelling EB between these locations and 11 WB. In the PM peak (4pm – 7pm) 12 were recorded EB and 11 WB.
5.1.18 Average journey times for PSVs by direction and time period are shown in Table 36, for comparison purposes the average journey times for all other vehicles excluding PSVs have also been included. Table 36 A20 east to New Hythe Lane average journey times (mm:ss)
Time period Direction PSVs Other vehicles Difference 13:02 08:50 04:12 AM (7am – 10am) EB 10:54 09:12 01:42 PM (4pm – 7pm)
AM (7am – 10am) 10:12 08:12 02:00 WB PM (4pm – 7pm) 11:44 09:14 02:30
5.1.19 Table 36 shows that AM eastbound PSV journey times differ most from background traffic. This is likely to be due to the higher number of passengers travelling towards Maidstone for work or school.
5.1.20 AM westbound bus trips show journey times which closer match background journey times this could be indicative of the successful operation of the bus prioritisation at New Hythe Lane, however the journey times in the PM do not reflect this; further investigation would be required to draw any firm conclusions.
A20 east of the Coldharbour roundabout and New Road Larkfield
5.1.21 Three bus routes 58, 70/570 and 72/571 would bring PSVs to enter and exit at these locations. On the day of the survey 5 PSVs were recorded by ANPR cameras in the AM period (7am – 10am) travelling EB between these locations and 4 WB. In the PM peak (4pm – 7pm) 0 were recorded EB and 6 WB. Average journey times for PSVs by direction and time period are shown in Table 37, for comparison purposes the average journey times for all other vehicles excluding PSVs have also been included.
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Table 37 A20 east to New Road Larkfield average journey times (mm:ss)
Time period Direction PSVs Other vehicles Difference 12:30 10:07 02:23 AM (7am – 10am) EB * 10:21 - PM (4pm – 7pm)
AM (7am – 10am) 09: 57 08:38 01:19 WB PM (4pm – 7pm) 11:48 09:33 02:15
* No PSVs were matched by ANPR camera in the PM peak eastbound.
5.1.22 As for the New Hythe Lane route, although it appears there may be a small benefit to westbound traffic in the AM from the bus prioritisation measures, it is not possible to draw any firm conclusions.
5.2 Pedestrian Accessibility
5.2.1 The full three mile route was walked end to end twice and notes made on the provision and condition of facilities for pedestrians. This included crossings, maintenance including paving, vegetation and encroachment, disability accessibility, obstructions (including illegal parking); and route ambience. The surveys were carried out on the 9th December 2015 and the 13th January 2016.
5.2.2 The route has been divided into sections for ease of commentary; in addition a few comments are given on the walk route from the A20 to West Malling Station.
5.2.3 Issues with crossing facilities are discussed separately from paragraph 5.2.45 onwards, however in some cases issues with crossing impacted directly upon the walk audit and these issues are reported alongside the audit.
Route Audit
5.2.4 The A20 corridor is dominated by motorised transport, carriageway widths are large particularly at junctions where multiple lanes provide for vehicles but create a very real barrier to pedestrians and there is potential for other road users to feel intimidated.
5.2.5 Much of the corridor is classified as an Air Quality Management Area, which impacts greatly upon the quality of the walk environment regardless of the physical provision for pedestrians.
5.2.6 The section below provides a summary of the pedestrian accessibility audit and a full photo matrix of the audit is contained within Appendix C.
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West Malling Station to A20 / Castle Way junction
5.2.7 Although not officially a part of the route, the path to West Malling Station was also walked in order to identify any issues with access to the station. No significant issues were identified for either walking or cycling, in fact the standard of the path alongside the A228 was deemed to be high and a suitable level of segregation from the high speed traffic flow is present.
5.2.8 It was noted, however, that the isolated nature of much of the route would likely deter some people; particularly outside of daylight hours. This includes the path alongside the A228 which is well populated by vehicular traffic but at high speed offering less opportunity for drivers to notice anything amiss. Lighting for the A228 is positioned in the central reservation and no footway specific lighting is present; this makes it likely that pedestrians are outside of the main field of light.
A20 / Castle Way junction to Esso garage, Larkfield.
5.2.9 This section of the route has few active frontages, although providing a route through the residential areas these are, by and large, segregated from the A20 itself.
North side
5.2.10 The facilities in place for pedestrians on this stretch of the route have design features which promote pedestrian comfort. Firstly, much of this section of pathway is segregated from the online traffic flow by a grass verge. Where no physical barrier exists footway widths are generally wide giving a greater feeling of safety. The presence of the on-road cycle lane also provides a barrier between pedestrians and the on-line traffic; this is particularly important where the footway widths are less generous.
Between Castle Way and Rectory Lane north side of A20. The path is segregated from the flow of traffic by a grass verge and by the cycle way.
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5.2.11 The walking audit began in an eastbound direction starting from a location on the A20 west of the junction with Castle Way. It was noted that crossing the entry arm to Oxley Shaw Lane did present some difficulty. The location for pedestrians to cross is marked on the road but there are no pedestrian signals, pedestrians need to remain aware of the movement of traffic through the junction to find the safe time to cross, traffic is potentially arriving from 4 separate locations making this difficult.
5.2.12 Residential areas are largely segregated from the A20 by a screen consisting of trees and in some areas an earth bank with walkways leading into the estates from the A20 at intervals. Although this segregation is a positive for the residential developments the down side is that the footways are not overlooked, street lighting is in place but it is likely that personal safety considerations could deter use particularly outside of daylight hours.
5.2.13 Difficulty was experienced in crossing at Lunsford Lane due to poor visibility of turning traffic turning left into Lunsford Lane.
5.2.14 As can be seen in the photograph below, some sections of the path are in need of maintenance and some are narrower than the recommended 2 m due to encroachment of debris. Access for the mobility impaired is therefore likely to be an issue with the path in the current state of repair. Pedestrian accesses into the residential areas are in the main of a good standard with the possible exception of the access into Heron Road. The path here is steep which in itself would be a barrier to the mobility impaired, the path is also obstructed by a motorcycle barrier making access for wheelchairs and some pushchairs difficult if not impossible.
Between Castle Way and Rectory Lane north side of A20. Surface of the path broken up by movement of older paving materials underneath more recent tarmac surface layer.
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5.2.15 Footway provision is deemed to be good although consideration should be given to resurfacing, to clearing the edges providing better definition of the path and making the full path width available. Provision for disability access in some areas could be better.
South side
5.2.16 Pedestrian facilities on the south side of this stretch of the carriageway are provided for a short distance close to the junction with Ashton Way and the junction with Winterfield Lane. In both cases the footway provides access to the westbound bus stop. East of Winterfield Lane footway provision is continuous to the junction with New Lane and is wide and separated from the on-line traffic by the cycle provision. Residential areas are divided from the A20 by a screen of trees and shrubs.
5.2.17 The footway close to the junction with Ashton Way appears to be of a reasonable standard and width. This section of footway is marked as a shared use pedestrian / cycle facility. There is evidence to indicate that cyclists habitually access the route from the driveway access just prior to the routes official start point rather than using the drop kerb. Overhanging trees means that keeping the area clear of fallen leaves may be an issue.
5.2.18 The footway close to Winterfield Lane appears to be of a reasonable standard although widths are restricted by the positioning of the primary signal head for westbound A20 traffic.
5.2.19 There are two pedestrian access routes from the A20 into Dickens Drive, one of these is a stepped access from the corner of Winterfield Lane the other from further east along the A20 is an unmade track. Neither provide a high quality accessible route into the estate.
5.2.20 Footway provision is provided on this stretch of the A20 only in areas where greatest demand is likely to exist. Where provision does exist it is generally of a good standard. Improvements could be made to access between the A20 and the housing areas to the south of the carriageway.
Esso garage, Larkfield to Larkfield Road.
5.2.21 This section of the route is mainly for access to retail operations, including larger businesses namely an Esso petrol station, B&Q, Morrisons, The Priory Hotel, Wealden Hall and Mini and a variety of smaller businesses.
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North side
5.2.22 The footway for this stretch of the A20 is generally of a lower standard, less space is available meaning that widths are on the whole narrower than elsewhere along the route and narrower than the recommended minimum widths particularly in consideration of mobility access. It was noted that the area has need for some upgrading; pathways are constructed of a variety of paving materials with frequent patching and repairs.
5.2.23 Where a physical barrier does exist between the on-line traffic and the pedestrian route it is in the form of a pedestrian guard railing. Much research has taken place in recent years to establish the benefits and dis-benefits of pedestrian guard railing. The guard railing in this area is used extensively and does contribute to a pedestrian environment which feels cluttered and unattractive.
5.2.24 In some locations the guard railing appears to channel pedestrians inappropriately as is the case to the east of New Hythe Lane where no formal crossing point exists but there is a desire line to access bus stops on both sides of the road. The railing prevents pedestrians from crossing close to the junction but the result is pedestrians crossing at the first available point after the guard railing crossing 3 lanes of traffic and a bus lane.
5.2.25 Consideration could be given to the removal of some if not all of the railing in the vicinity of New Road and New Hythe Lane. The DfT Local Transport Note 2/09, Pedestrian Guardrailing, released in April 2009 sets out guidance on the assessment process. The conclusions are that each location is unique and should undergo a full assessment prior to the removal of such guard railing.
Pedestrian guard railing
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5.2.26 To the east of New Hythe Lane the standard of the footway improves with greater available width and segregation from the on-line traffic. The route here is punctuated by private accesses.
5.2.27 Given that both New Hythe Lane and New Road carry large numbers of traffic movements it is not surprising that this area feels car dominated. The pedestrian environment here is poor. The land use in this section is likely to attract a greater number of pedestrian footfalls than elsewhere on the route; improvements in this area would therefore be likely to have the greatest impact.
South side
5.2.28 Pedestrian guard railing is also a key feature at junctions on the south side. Footway widths are wider than on the opposite side and the railing impacts less on the general attractiveness of the walk environment. Whilst this suggests that a review is not as necessary as on the north side, removal of some of the railing could be considered.
Larkfield Road to Quarry Wood Retail Park
North side
5.2.29 This section of the route is largely residential; in general footways are wide and in many areas segregated from the traffic flow by a grass verge creating a ‘comfort’ zone for pedestrians. Numerous private driveways cross the footway.
5.2.30 The section between Bell Lane and Orchard Grove does appear to be in need of tidying up. Several litter bins are provided on this stretch, these might be more appropriately located in wider areas of footway where they have less visual and physical impact. The guard railing is in places rusted and is visually intrusive, an assessment of the continued need for guard railing in this location should be considered.
5.2.31 To the east of Orchard Grove the on-road cycle facility resumes and this presents a barrier between the traffic flow and the pedestrians allowing for a more attractive pedestrian environment.
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5.2.32 There are some areas where the footway narrows to below the recommended minimum width although grass verges create a ‘comfort’ barrier between the pedestrian and the traffic. Whilst grass verges could be sacrificed to create extra width this would likely reduce the attractiveness of the route for all users and should not be considered lightly.
Footway on the approach to Teapot Lane eastbound
5.2.33 Towards the junction with Mill Road the footway narrows to below the recommended minimum, priority has been given to vehicular traffic in this location.
5.2.34 Minor improvements may be considered in some areas particularly the section between Bell Lane and Orchard Grove; some areas may present issues for mobility. However footway provision in this section of the route is generally good.
South side
5.2.35 The footway on the south side of the A20 in this section is mainly fronted by residential properties. Path widths vary from generous in the sections closest to Larkfield Road to narrow further east. Although the footway is broken in places by private accesses, a large number of the properties have vehicular access from the rear instead of from the A20.
5.2.36 Some sections of the route benefit from grass verge or cycle way which provides a comfort zone between the pedestrians and the traffic.
5.2.37 There are areas where localised obstructions cause the footway to narrow, as in the case of the bus stop opposite Bell Lane where the footway has been reduced to giving room to the bus stop. Similarly the footings of the pedestrian overbridge at Woodlands Road cause a narrowing of the path which may present difficulties for those with mobility issues.
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A20 junction with Teapot Lane / Woodlands Road
5.2.38 This section of the route is in general of a good standard with one or two localised issues which could be considered for improvement.
Quarry Wood Retail Park to the Coldharbour Roundabout
North side
5.2.39 This section of the footway is alongside the widest section of the A20, the pedestrian environment is intimidating and although footway widths are adequate there is no comfort barrier between the pedestrians and the flow of traffic. For much of the route there is a brick wall creating an unyielding barrier whereby pedestrians are confined between this solid barrier and fast moving traffic.
5.2.40 It is assumed that this section of the path has not been well used in previous years although this is likely to change given the current development taking place in this area. Consideration should therefore be given to pedestrian improvements in this location.
South side
5.2.41 As on the north side this path is flanked by several lanes of traffic, however it does have the advantage of a grass verge on the inside and cycle lane providing a barrier between the pedestrians and the flow of traffic.
5.2.42 The section closest to Coldharbour roundabout is confined by a high wooden fence although this is less attractive as a walk environment pedestrian facilities in this area are deemed adequate, no obvious improvements are recommended.
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Summary
5.2.43 Pedestrian facilities in the corridor are generally good with the exception of the north side facilities in the vicinity of New Lane / New Hythe Lane where consideration should be given to creating a more pedestrian focused environment.
5.2.44 In some areas path widths and obstructions could present issues for pedestrians with mobility issues.
Pedestrian Crossings
5.2.45 Crossings are particularly important for a route such as the A20; the area is primarily residential but situated on a car dominated primary route, there is great potential for community severance to be an issue.
5.2.46 Pedestrian movements across the A20 at the junction with Castle Way / Ashton Way / Oxley Shaw Lane are complex often requiring the activation of multiple signal stages. For example pedestrians crossing from the northern footway, east of Oxley Shaw Lane have four sets of signals to activate to cross to the southern footway east of Ashton Way. The design is dictated by the number of vehicle lanes and the size of the junction.
5.2.47 As previously mentioned in paragraph 5.2.11 pedestrian facilities for crossing the entry arm to Oxley Shaw Lane could be improved.
5.2.48 Pedestrian crossings could be improved in the A20 corridor in order to reflect pedestrian desire lines in the area. Although crossing places are essential at the A20 / Castle Way / Ashton Way / Oxley Shaw Lane junction, a desire line exists away from the junction removing the need for pedestrians to cross four different streams of traffic. The current situation results in more pedestrians crossing the carriageway away from dedicated facilities.
5.2.49 One particular weakness that was noted was in the provision of desire line crossings at bus stops. Pedestrians were witnessed in a number of locations along the corridor, crossing in the vicinity of a bus stop in order to access the stop or having alighted from a bus.
5.2.50 One example of this is ‘Opposite Wealden Hall (E-bound)’ no pedestrian crossing facility exists on the east side of New Hythe Lane; it is assumed that the desire line for bus passengers accessing the Wealden Hall bus stops from the east will be close to the location of the stops. Crossing facilities do exist to the west of the New Hythe Lane
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junction and also 145m away at the junction with Larkfield Road but it is unlikely that the majority of people would walk out of their way to utilise these facilities.
5.2.51 Pedestrian guard railings are located to prevent crossing close to the junction, however, a number of pedestrians were observed crossing 3 lanes of traffic and a bus lane at a point close to the end of this guard railing. Further examples of informal crossing by pedestrians were noted in the bus stop audit in Appendix B.
5.2.52 The location of crossing points at bus stops needs to be carefully planned to ensure that there is no conflict between the buses and the pedestrians especially with regard to pedestrian visibility.
5.2.53 The pedestrian crossing facility close to Cobdown Park is designed with a pedestrian refuge, on the southernmost path a gentle slope is provided but the northernmost path is built at a lower level to the roads surface and a short steep ramp is provided. This is likely to be an issue for people with reduced mobility especially when crossing north to south in busier times which may impose a time restriction on crossing.
Crossing point outside Cobdown Park to the east of Orchard Grove
5.2.54 Safe crossing facilities for the junction of Hall Road are located 85 metres north away from the junction within Hall Road itself. However pedestrians were seen to be crossing at the junction itself which is not considered a safe location due to limited visibility of traffic turning left into Hall Road. There are a number of drop kerbs which may confuse pedestrians regarding the safest location to cross:
Firstly, on the western footway on the corner a drop kerb appears to direct pedestrians into the centre of the junction, this is most likely a feature remaining from a previous layout of the road;
Secondly, on the eastern footway a drop kerb is located opposite the exit from the Royal British Legion Village but with no corresponding kerb on the opposite side of Hall Road and too close to the junction for safety; and
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Thirdly, approximately 12 metres into Hall Road on the western footway only.
5.2.55 The footway on the western side of the junction is very narrow and the footway width further reduced by the location of the primary signal head for traffic turning out of Hall Road.
5.2.56 Dedicated turn left facilities into Hermitage Lane and Mills Road complicate crossing arrangements for pedestrians so that crossings can only be achieved in three parts, This does have the potential for long pedestrian wait times and for a greater number of pedestrians not using the indicated crossing locations.
5.2.57 Pedestrian crossing facilities are seen to be an area where improvements could be made in the A20 corridor. Desire lines are not fully incorporated into the design in all locations. In some areas pedestrian guard railing was seen to channel pedestrians leading to informal crossings in inappropriate locations.
5.3 Cycle Facilities
5.3.1 Much of the corridor benefits from cycle specific facilities and where provided the cycle infrastructure is generally of a good standard. It should be noted that observations of these facilities have only been undertaken from the pedestrian perspective and do not represent a comprehensive audit of cyclist accessibility.
5.3.2 It is assumed that, similar to the vehicular traffic, the majority of cycle trips within the corridor are currently short trips with destinations within the corridor rather than end to end trips.
5.3.3 Given that much of the corridor is designated as an AQMA and suffers from periods of congestion the environment is perhaps not currently conducive to cycling, however, it is evident that the needs of cyclist have been considered in work carried out along the corridor in recent years.
Tonbridge and Malling Cycling Strategy 2014-2019
5.3.4 The Strategy was originally drafted by Sustrans, working in partnership with Officers from Kent County Council and Tonbridge and Malling Borough Council, as well as local cyclists. It builds on the previous strategy “Putting the Wheels in Motion”, published in September 1998. (Tonbridge and Malling Cycling Strategy 2014-2019 page 4)
The following extracts from the cycling strategy document relate to the A20 corridor:
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Link existing fragmented cycle facilities on the A20 London Road
There are several missing links in the A20 cycle route between Leybourne and Allington. These include the stretches between Hermitage Lane and Mills Road and between Ditton Place and Bradbourne Lane. The provision of these links would complete a safe and continuous cycle route between Maidstone and West Malling, thereby encouraging students and commuters to cycle to schools and workplaces in the area.
Create a link from the A20 London Road / New Road Junction into the Larkspur Road housing area
This is another important link from the A20 to a residential area – in this case the Larkspur Road area of East Malling. Widening the existing footway on New Road could provide sufficient shared use facilities. The route would then continue along Chapman Way, Blacklands, Mill Street and High Street to East Malling Station. Blacklands may need to be upgraded to a bridleway to allow safe formal access for cyclists and would provide a safe link between the housing area to the north and the schools and railway station in East Malling village.
Maidstone Borough Council Draft Cycling Strategy June 2012
5.3.5 A small section of the A20 route falls within the boundary of Maidstone and is included within the Maidstone Borough Council Draft Cycling Strategy June 2012. Provision for cyclists in this section already exists and no references are made within the document to recommended improvements to this area.
5.3.6 Reference is made within the document of a possible route between Maidstone Hospital and the A20 Hermitage Lane junction.
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Existing Cycle Provision
Eastbound
Westbound
Figure 25 Existing Cycle Provision
5.3.7 Figure 25 outlines the existing cycle provision within the study corridor. It should be noted that an attempt has been made to highlight the provision available to a cyclist travelling in the direction given, in some cases this will be a shared or segregated provision on the opposite carriageway. This does not account for the choices which would be made by individual cyclists. The map helps to illustrate the following:
The type of cycle provision is not consistent and changes rapidly between on- road, off-road segregated and off road shared. This may mean that provision is not appropriate for all types of cyclist and is therefore underutilised;
There are a number of locations where cyclists are required to change sides of the road and it is not always obvious when this is required, e.g. for cyclists travelling westbound at the Holtwood Farm shop in Aylesford;
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There are several gaps in provision for cyclists but most notably between New Road, Larkfield and Orchard Grove.
Much of the provision is on-road which may be less attractive to inexperienced and young riders.
5.3.8 Only one junction across the entire 3 mile route has cycle specific crossing facilities. The A20 junction with Lunsford Lane and Winterfield Lane has toucan crossing facilities across the A20 both east and west of the junction.
Figure 26 Toucan crossing facility across the A20 west of Lunsford Lane
5.3.9 As previously noted it is assumed that cycle journeys along the A20 are unlikely to be through trips. This being the case route consistency is only of real importance within the key areas where usage is likely to be greatest. Figure 25 (on previous page) shows the cycle route available in the vicinity of the Aylesford Sports College. Greater emphasis has been put on the provision of off-road facilities for use by children on route to and from school. The route continues along Teapot Lane to the school itself.
5.3.10 Facilities for cyclists on the A20 eastbound terminate close to the B&Q store in Larkfield. Cyclists are directed to dismount and cross the A20 and are then directed to a shared use facility in New Road, this route continues for a distance of approximately 20m before cyclist are directed to dismount to cross New Road. Cyclists travelling from New Road towards West Malling do benefit from this short section of shared use path to access the on-road facility just to the west of New Road.
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5.3.11 It is noted that there are numerous signs in this vicinity which could cause confusion for cyclists and also that the location marked for cyclists to cross New Road eastbound has poor visibility to the left. On the east side of New Road a sign directs cyclists across New Road to West Malling and Maidstone. Cyclists destined for Maidstone are directed across the A20 but the cycle route does not continue eastbound.
Cycle Parking
5.3.12 Cycle ranks are located in the following areas:
Outside Tesco Express, Larkfield; and Outside Sainsbury’s, Aylesford.
5.3.13 Existing provision for cyclists is generally seen to be of a reasonable standard. However it is accepted that there is an inconsistency in the type of cycle facilities which may in effect mean there are in reality more gaps than at first appear.
5.3.14 Gaps in provision are significant and consideration should be given in any future road schemes to planning for cycle facilities which help to link the existing provision. Any future facilities planned should be designed to meet the needs of the likely user type.
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6 Stakeholder Consultation
6.1.1 In addition to the analyses and exercises summarised above, key stakeholders have been identified in order to consult upon their experiences of and aspirations for the study corridor. In discussion with KCC a contact list was agreed for key stakeholders to be consulted with at this stage.
6.1.2 A letter was sent to all stakeholders by email on Thursday, 3 March 2016. A copy of the letter and the responses are contained within Appendix D of this report. The below Table 38 provides a summary of the responses and the full list of stakeholders consulted and details of their responses are contained in Appendix D.
Table 38 Summary of stakeholder responses
Name Role / Area
New Road NewRoad
Hermitage
(Larkfield)
CastleWay
Winterfield
(StationRd)
Coldharbour
QuarryWood
LunsfordLane /
NewLane Hythe
OtherComments
Ditton Crossroads Ditton Lane/PrestonHall
Tracey MP for Chatham and Flooding, M20 congestion, rat- X X X X Crouch Aylesford running, level crossing
Individual C/o Offham Cycle Route Response
Mike Parry- Councillor Larkfield Development, rat-running, new X Waller North M20 junction, level crossing
Michael G Vice Chair Leybourne Extend corridor, bus routes, X X X X X X X X Mearns Parish Council flooding, road through ANL
Carole Clerk to West Malling X X X X X D’Silva Parish Council
Karen Chief Executive X Sowten Snodland Council
Mrs Val East Malling and Severn Larkfield Parish Council X X X X Flooding, buses Clerk
Mr Neil Aylesford Parish Council X X X X X Harris Clerk
Mary-Anne Tonbridge and Malling AQMAs Norton Borough Council
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6.1.1 There are a number of issues raised by stakeholders which have not necessarily been identified through the data collection or discussed elsewhere in this report, these are summarised and recommendations given in the following Table 39 below. Please see Appendix D for complete stakeholder responses.
6.1.2 It should be noted that the below issues represent the views of stakeholders only and further investigation may be required to substantiate these concerns.
Table 39 Additional Stakeholder Issues Raised
Location Issue Recommendation
A20 outside On-going issue with flooding in this Drainage investigation should be undertaken, Homebase location. and flood mitigation sought.
Possible short term mitigation measure in the form of a review of travel planning in Quarry Quarry Wood Retail Loss of business caused by congestion Wood Retail Park. Investigation of internal Park layout of the retail park. Longer term mitigation to be agreed.
The road layout is not designed for The road layout needs to be reviewed in this Preston Hall traffic to turn right from Preston Hall location. but the right turn is not banned.
Bell Lane, Ditton and Recommend a review of rat running and similar residential Rat running to avoid A20 congestion consider mitigation measures. roads off the A20
Potential to reassign traffic lanes to allow Traffic queueing on approach to Station Road straight ahead traffic to separate from Station Station Road eastbound Road traffic. Recommend investigation.
Interrupted sequence not resumed New Hythe Lane bus after bus passing, sequence returns to Review of light sequencing priority the beginning further delaying traffic already waiting at the lights.
Review of the junction to identify the situation New Hythe Lane Turning traffic impeding A20 traffic and possible mitigations measures.
Investigation should be carried out to establish A20 j/w Ashton Way / Uneven distribution of traffic across the situation and consideration given to safe Castle Way lanes on some arms alternatives.
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Location Issue Recommendation
Size of the junction and number of Investigation should be carried out to establish if A20 j/w Ashton Way / lanes gives the potential for motorist the junction can be simplified or where changes Castle Way confusion. to signage / road markings could help.
It is understood that the traffic signals have been reviewed on a regular basis and that this Co-ordination of traffic signals and All Junctions will continue. No further recommendation can be optimisation of signals. suggested, with the possible exception of the bus priority at New Hythe Lane.
6.1.3 Further to the initial stakeholder engagement, a meeting was held with the local parish councillors on 7th June at T&MBC offices to discuss the headline outputs from the report and identify potential additional improvements which could be investigated.
6.1.4 A copy of the summary meeting minutes prepared by T&MBC are included in Appendix D, however, a summary of the recommendations made by the Parish councillors, which were not identified in Table 39 above, is provided in Table 40 below.
Table 40 Additional Stakeholder Issues Raised at Local Parishes Meeting
Location Issue Recommendation
Provision of ‘Yellow Box’ markings to prevent New Hythe Lane Queuing traffic blocking junction vehicles blocking traffic exiting side road
Parked vehicles provide pinch point and Parking restrictions on New Hythe Lane – New Hythe Lane cause delay single yellow line/peak hour only restrictions.
Presence of electricity sub-station Station Rd, Ditton Investigate relocation of sub-station constrains potential junction improvements
Quarry Wood Retail Significant delays experienced by motorists Provision of three lanes on exit from the Retail Park on exit form Retail Park Park to the A20
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7 Summary and Recommendations
7.1 Summary
Traffic Conditions
7.1.2 Traffic survey data was collected and analysed in order to determine existing traffic conditions within the corridor within a typical scenario. The date/time of the surveys was chosen to represent a typical weekday where there were no major anomalies such as roadworks or incidents on the adjacent M20 motorway.
7.1.3 The ANPR survey indicates that only a small proportion of traffic within the corridor travels the entire length of the route.
7.1.4 The eastern end of the corridor observes significantly higher traffic demand than the rest of the corridor. In particular the movements between M20 J5, Hermitage Lane and the Quarry Wood Retail Park observe the largest proportion of movements.
7.1.5 Stakeholders have all expressed concern at increasing levels of congestion within the A20 corridor. The analysis of traffic data collected does support this view, with all junctions surveyed being given RAG ratings of Red or Amber. In particular the following junctions were seen to be most under pressure:
A20/Coldharbour Lane;
A20/Hermitage Lane; and
A20/Hall Road/Mills Lane.
7.1.6 In addition to these the following junctions were seen to have an issue with the excessive queueing of traffic:
A20/Station Road – particularly traffic queueing on the eastbound approach to Station Road;
A20/New Hythe Lane – particularly westbound traffic; and
A20/Lunsford Lane – particularly westbound traffic and traffic exiting Lunsford Lane.
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Road Safety
7.1.7 The corridor was not identified as demonstrating any trends which would suggest a particular safety issue. An average crash rate established for the corridor was below average for the type of road and there are no obvious hotspots.
7.1.8 A comparison of the volume of recorded PICs with the volume of traffic through the junction demonstrates that the greatest numbers of incidents are recorded at junctions with the highest traffic volumes.
7.1.9 The exception to this being the number of incidents recorded at New Road, Larkfield which has a higher crash rate compared to the volume of traffic than elsewhere in the corridor, given that this is an area where the highest volume of foot traffic is expected.
Bus Facility Provision
7.1.10 An audit of the existing level of provision of bus stops, waiting facilities and service information indicates that; 8 were determined to be in GOOD condition, 12 in AVERAGE condition, 1 in POOR condition and 1 in VERY POOR condition.
7.1.11 Of the 22 bus stops audited, 13 provided a shelter and seating facilities for passengers.
7.1.12 In terms of service information provision, 21 of 22 bus stops have bus timetables provided. None have real time passenger information; however, 10 provided electronic timetable information.
7.1.13 Special kerbing to provide mobility access is provided at 18 of the bus stops along the route.
7.1.14 Overall the current level of provision is considered adequate to cater for existing patronage levels however there is scope for improvement in order to encourage increased bus travel and modal shift away from private car use.
Pedestrian/Cyclist Accessibility
7.1.15 In summary, the A20 corridor caters well for pedestrians although further improvement could be made to further encourage these modes.
7.1.16 There are a number of areas which could present issues for the mobility impaired. It is recognised redesign across the whole study area with regard to mobility access is unlikely to occur, therefore, consideration should be made for mobility access improvements in smaller scale planning decisions as they come forward.
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Stakeholder Engagement
7.1.17 Key stakeholders representing predominantly the local parish councils were consulted with in order to help identify existing issues experienced by regular users of the corridor.
7.1.18 The stakeholders identified a range of issues which have been reported, however, some fall outside the remit of this study.
7.1.19 Where appropriate, recommendations for solutions to these identified issues are presented in section 7.2 of this report.
Corridor Nature
7.1.20 General observations of the study corridor indicate that the A20 is a car dominated environment; particularly at the eastern end of the corridor. The junctions are traffic signal controlled and are large in size with multiple lanes provided to maximise road capacity.
7.1.21 Given the size and nature of the main junctions, together with the fact that the operation of the traffic signals are regularly reviewed and optimised by the KCC Traffic Management Centre (TMC), it is considered that there is very limited scope to significantly improve the operation of the existing major junctions without reducing the level of anticipated traffic demand or increasing the size of the junctions further. The latter of these points is constrained by the availability of physical space in the majority of locations and would only have limited benefit if the capacities of the links in between the junctions are not increased also.
Forecast Development
7.1.22 In addition to existing traffic congestion issues within the corridor the future operation of the corridor should be considered in the context of emerging Local Plans for both Maidstone Borough and Tonbridge & Malling Borough Councils. It is understood that there is potential for sites close to the study corridor to be allocated for residential development among other land uses.
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7.1.23 The traffic impact of this future development needs to be considered as changing travel patterns and volumes will determine the most appropriate forms of mitigation for the corridor in the long term. It is understood that forecast modelling of Local Plan options for TMBC will be carried out in the near future. Until the size and locations of development within this part of the Borough are better understood it is considered premature to recommend wholesale changes to the corridor which may lead to abortive and disruptive highway works in the short term.
7.1.24 As such, this study intends to identify any potential ‘quick win’ solutions within the corridor that would improve conditions for a specific or multiple user groups but are likely not be affected by future changes to traffic demand.
7.2 Recommendations
7.2.1 As stated above the key congestion issues within the corridor will need to be considered alongside the emerging Local Plans for Tonbridge & Malling and Maidstone Boroughs as the levels of planned development will have a significant impact on travel patterns and volumes within the corridor.
7.2.2 The section below therefore identifies potential shorter term measures which could be investigated further to provide benefit to corridor users. In addition, the final section of the report provides some initial consideration of potential longer term aspirations to relieve both existing and forecast traffic congestion within the corridor.
Potential ‘Quick Win’ Recommendations
7.2.3 With regards to bus stop facilities, minor improvements could be made at the following locations:
Opposite Wealden Hall (EB) – this stop was determined to be in poor condition;
Coldharbour Roundabout (EB) – this stop was determined to be in very poor condition;
Coldharbour Roundabout (WB) – no on-road markings provided;
Opposite TA Centre (EB) – potential relocation to provide wider footway;
Wealden Hall - No pedestrian crossing facility exists between these bus stops on the east side of New Hythe Lane.
7.2.4 Review bus priority measures at Hermitage Lane and New Hythe Lane to determine effectiveness and usage.
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7.2.5 With regards to pedestrian accessibility a programme of general maintenance is recommended to maintain route clarity and accessibility for the mobility impaired.
7.2.6 Pedestrian access between the A20 and the residential areas should be reviewed in particular; mobility access to Heron Road, Larkfield and access to Dickens Drive.
7.2.7 The area around New Road and New Hythe Lane, Larkfield represents a relatively poor pedestrian environment, given that this area is likely to be where the largest pedestrian footfall is to be found the greatest benefit to pedestrians could be achieved by improving this area. In particular the use of pedestrian guard railing should be reviewed.
7.2.8 Pedestrian crossing points are a key area for improvement in particular desire line crossings between bus stops. East of New Hythe Lane is in particular need of reconsideration. Also of note are the crossing points for Oxley Shaw Lane, where there are no pedestrian signals; and Lunsford Lane where visibility to the left is deemed to be poor.
7.2.9 In terms of cycle provision there are some very notable gaps in provision. Improvements to cycle signage and crossing locations in the vicinity of New Road Larkfield are recommended. Consideration should be given in the future to creating facilities which help fill the gaps and promote greater consistency of provision.
7.2.10 There are two junctions where potential short term improvement measures should be investigated, namely the A20/New Hythe Lane and A20/Station Road junctions. It is considered that smaller scale schemes which do not significantly draw funding away from the wider aspirations for the area but which do provide mitigation for the current situation would be appropriate at these locations.
7.2.11 Investigate, where appropriate, issues identified by stakeholders:
Review road markings at A20/Station Road to provide left turn lane into Station Road;
Investigate possibility of relocating electricity sub-station on A20 adjacent to Station Rd;
Investigate flooding issue on A20 outside Homebase;
Review right turn movement from A20 into Preston Hall
Investigate potential for implementing parking restrictions on New Hythe Lane; and
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Investigate the provision of three lanes on exit from the Quarry Wood Retail Park.
Potential Longer Term Aspirations
7.2.12 The traffic data analysis has identified that the eastern end of the corridor currently observes the greatest traffic demand on the corridor and, in particular, trips between M20 J5, Hermitage Lane and the Quarry Wood Retail Park represent the largest proportion of existing movements.
7.2.13 In terms of the forecast situation, the new Local Plan will have to identify objectively assessed needs for new housing and employment up to the end of the Plan period in 2031. In doing so, new sites will have to be considered for their potential to deliver development, some of which may be in the vicinity of the A20 corridor. Impact on the local and strategic highway network will be an important consideration, as will the potential for new development to deliver some infrastructure improvements.
7.2.14 Although decisions on which sites may come forward will follow public consultations in the autumn of 2016 into strategy options that best deliver future needs and meet the Plan’s objectives, one possible scheme could be to provide a strategic link between Hermitage Lane and the Quarry Wood Retail Park to remove those movements from the existing A20, where traffic demand and existing congestions issues are greatest. Depending on the locations of development allocations in the emerging TMBC Local Plan this link could potentially extend further to provide an alternative route to the south of the A20 corridor.
7.2.15 It is noted that the above proposal would need to be fully investigated in terms of factors, such as engineering constraints, third party land, cost/benefit analysis; and environmental constraints. However, if achievable, the proposal would, in theory, remove some significant proportions of traffic from the existing A20 corridor, which would in turn relieve congestion issues and provide more opportunity for enhancing more sustainable modes of travel.
7.2.16 A further possible scheme, which has the potential to provide some dispersion of the current A20 traffic, would be to provide access via Station Road to Bellingham Way and thus to the A228 north of the M20 at Leybourne Lakes, through the now closed Aylesford Newsprint site. Full consideration would need to be given to the pattern of dispersal and to the potential for induced traffic to ensure that this option does indeed mitigate rather than exacerbate the existing situation.
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Appendix A Crash Data
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Appendix B Bus Condition Audit
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Appendix C Walk & Cycle Audit
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Appendix D Stakeholder Consultation Information
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