Land at 237 Hayes Lane, Kenley, CR8 5HN Transport Statement

Unit A – Schurlock Place – Third Cross Road – Twickenham – TW2 5FP

Land at 237 Hayes Lane, Kenley, CR8 5HN

Transport Statement

January 2021

A report prepared on behalf of Landmark Group

Transport Planning & Highway Solutions Limited has prepared this report in accordance with the instructions of their client for their sole and specific use. Any other persons who use any information contained herein do so at their own risk. The use of this report and the contents by the client is strictly under licence from Transport Planning & Highway Solutions Limited.

1 Introduction 1 1.1 Background 1 1.2 Scope of Report 1

2 Existing Travel Conditions 3 2.1 Background 3 2.2 Existing Pedestrian Environment 3 2.3 Existing Cyclist Environment 5 2.4 Existing Public Transport Environment 6 2.5 Existing Highways Environment 8

3 Description of Development Proposals 13 3.1 Overview 13 3.2 Access Arrangements 13 3.3 Parking Provisions 16 3.4 Refuse & Servicing Strategy 18

4 Development Trips Characteristics & Impacts 21 4.1 Background 21 4.2 Site Residential Trip Generation 21 4.3 Assessment of Impacts 24

5 Conclusions 31

APPENDICES

A: Site Location Plan

B: TfL Bus Spider Map (Kenley)

C: Hayes Lane Traffic Surveys

D: Manual for Streets 2 (Extract – Visibility)

E: Visibility Assessment & AutoTRACK of Access

F: AutoTRACK Assessment of Parking Spaces

G: TRICS Analysis Output (Extant House)

H: TRICS Analysis Output (Proposed Apartments)

I: Committed & Prospective Schemes Summary

J: Godstone Road / Hayes Lane Model Output

1 Introduction

1.1 Background

1.1.1 This report has been prepared by Transport Planning & Highway Solutions (TPHS) on behalf of Landmark Group in support of a planning application for the redevelopment of No. 237 Hayes Lane, Kenley, to provide nine (9) residential apartments supported by nine (9) off-street car parking spaces as well as the provision of secure cycle storage and waste storage facilities.

1.1.2 Demolition of the existing single-storey detached residential unit would be followed by construction of a single detached apartment block of three storeys (including roof space accommodation). Site access for both vehicles and pedestrians would be by a relocated and widened crossover onto the site, located around the centre of the frontage, with pedestrians also provided a separate route running adjacent to the site’s southern boundary.

1.1.3 The site is within an area characterised by the lowest level of PTAL accessibility, being rated as 0, with the site at around 2km to the south of Kenley railway station and similarly of the bus routes running through the main Kenley area (service numbers 407 and 434).

1.1.4 The purpose of this report is to demonstrate that there would not be any material impacts on the local travel networks, highways and other modes of travel, as a result of the proposed residential scheme and that the operational requirements of the proposals would be satisfactorily accommodated without any significant or material impact.

1.2 Scope of Report

1.2.1 The scope of work outlined provides a broad description of the technical areas considered within this Transport Statement, namely:

 appraisal of the existing travel conditions and transport opportunities in the local area and in terms of access to and from the site, review of these for all modes of travel and with an audit of the local area identifying key desire lines for those travelling to and from the site;

 provision of a description and appraisal of the arrangements in terms of accessing the proposed development, including commentary relating to the provision of car parking and cycle parking as well as those facilities to support the proposed servicing strategy;

 provision of a multi-modal trips assessment of the proposed residential development, based initially on research from the TRICS database where appropriate, noting also the tripmaking characteristics which could be associated with the extant residential unit;

 assessment of the likely level of net impacts on all modes of travel associated with the proposed development, with an overview in relation to potential servicing.

1.2.2 Against the background of the scope, the following sections are presented in this report:

 Section 2, which presents commentary relating to the existing travel conditions at and around the current site, considering all modes of travel and including reference to key facilities and services which are practically accessible from the site.

 Section 3, which provides further details of the development proposals for the site including parking and access arrangements, with reference to guiding standards.

 Section 4, which presents the assessment of the likely tripmaking characteristics of the proposed development, with reference to the extant use, to consider the likely impacts of the proposed scheme upon the range of travel networks within the vicinity of the site.

 Section 5, which presents the conclusions of the assessment.

1.2.3 Preparation of this Transport Statement has been cognisant of the ‘Kenley Intensification Zone – Transport Study (February 2020)’ undertaken on behalf of London Borough of Croydon Council, though with the acknowledgement that the site sits outside of the report study area by around 1.2km. The purpose of this study has been ‘to report on the existing transport- related issues’ and ‘to identify what measures can be introduced to address these’.

2 Existing Travel Conditions

2.1 Background

2.1.1 The site is located on the eastern side of Hayes Lane, about 70m to the south of the junction with Lovelock Close and 80m to the north of the junction with Welcomes Road. This stretch of Hayes Lane forms part of the main north-south route running through the local area between the Kenley area to the north and the Caterham area to the south.

2.1.2 The site is bounded to the north by an existing residential property (No. 235 Hayes Lane) and to the south by a vehicular access which runs to a further existing residential property which sits to the rear (No. 243 Hayes Lanes); south of this access sits a further frontage property (No. 245 Hayes Lane). The main carriageway of Hayes Lane runs immediately to the west of the site, with enclosed open space sitting behind this and extending westwards.

2.1.3 The neighbourhood around the site is characterised mainly by large detached residential dwellings with dropped kerb crossover accesses and supporting off-street parking.

2.1.4 A plan illustrating the location of the property in the context of the surrounding area is included at Appendix A.

2.2 Existing Pedestrian Environment

2.2.1 The site fronts onto Hayes Lane. Immediately adjacent to the site there are no footways on either side of the road, but street lighting is installed along the site side of the carriageway.

2.2.2 Along the eastern (site) side of the carriageway, running northwards the footway begins along the frontage to No. 231 Hayes Lane at around 50m from the site and continues for around 150m initially; this footway stretch has a typical width of around 1.8m. Running southwards there is no footway provision, other than a short section of around 25m running along the frontage of No. 245 Hayes Lane; this footway stretch has a typical width of around 1.5m.

2.2.3 North of the site a continuous footway along the eastern side of the carriageway begins at No. 177 Hayes Lane, about 550m of the site and following a stretch of around 350m along which there is no footway present, with a continuous footway along the western side of the carriageway beginning at the junction with Pondfield Road (north), about 800m of the site.

2.2.4 These footways continue northwards along each side of Hayes Lane (Main) and then continue in a north-easterly direction along each side of Park Road, with this being the priority route through the local area. Street lighting is installed along each side of the road. This route provides access of the main Kenley area, including to the railway station and (with a further stretch of Hayes Lane) to the retail outlets and bus stops along the A22 Godstone Road.

2.2.5 These footways are generally well-maintained and in good condition, with widths which can accommodate the low-level pedestrian flows typical of the local area.

2.2.6 With reference to the ‘Kenley Intensification Zone – Transport Study (February 2020)’ and the main Kenley area, along Park Road the footway provision is referenced as being ‘acceptable’ and supporting a ‘good’ performance in terms of pedestrian environment (among a number of parameters). Park Road forms a continuation of the route along Hayes Lane (Main).

2.2.7 Advice issued by The Institution of Highways & Transportation (IHT) within ‘Guidelines for providing for journeys on foot’ suggests (at Table 3.2 of that document) acceptable walking distances for a number of different trip purposes.

2.2.8 For the purpose of either commuting or travelling to and from school, which are key residential travel purposes particularly during peak periods, the acceptable walking distance is defined as 1 kilometre, with a preferred maximum distance of 2 kilometres.

2.2.9 In terms of commuting, there is both a local bus route and the railway station at around 2km of the site and thus the upper threshold, equivalent to a typical walk of 25 minutes and which support access to employment opportunities further afield. In terms of education, primary facilities are available within the initial 1km threshold with The Hayes Primary School to the north, on Hayes Lane, around 850m of the site and a typical walk approaching 11 minutes.

2.2.10 In terms of other local facilities, within the area around the railway station and thus similarly around 2km or so of the site there are The Moorings Medical Practice on Valley Road and the Zina Pharmacy on Godstone Road in terms of healthcare support. Within this same area there is also the Co-Operative local convenience store on Godstone Road, with this retail outlet open from 7am to 10pm and with access to a 24-hour cash point (ATM). There are also cafés, restaurants and a public house immediately to the east of this convenience store.

2.2.11 Additionally, the enclosed open space sitting immediately to the west of Hayes Lane as it runs by the site provides recreational amenity to the area, with a number of public footpaths formally running across this area and with access available into this area from opposite Welcomes Road, thus around 80m south of the site and a typical walk of around a minute.

2.2.12 Observational surveys of traffic movements along Hayes Lane adjacent to the site were undertaken firstly on Wednesday 8th January 2020 and secondly on Monday 28th September 2020. These surveys also included counts of pedestrian movements.

2.2.13 The January 2020 surveys identified only a single pedestrian heading northbound during the typical a.m. peak hour (08:00-09:00) and no pedestrian movements in either direction during the typical p.m. peak hour (17:00-18:00). The September 2020 surveys identified similarly a single pedestrian heading northbound during the typical a.m. peak hour, but also six pedestrian movements heading southbound, with two pedestrian movements heading northbound and three pedestrian movements southbound during the typical p.m. peak hour.

2.2.14 The higher level of pedestrian activity observed during the September 2020 surveys may be reflective of the increased propensity of working from home and corresponding flexible working, as a result of guidance issued to the public with regard to general day-to-day activity during the various phases of restrictions as they relate to the COVID-19 pandemic management, since a number of the movements were attached to jogging / running.

2.3 Existing Cyclist Environment

2.3.1 Cycling can be a key mode of travel, both for commuting and for leisure journeys, and has the scope to be used to undertake shorter-distance journeys otherwise undertaken by the car, though the local terrain may not be conducive for many to undertake regular cycling.

2.3.2 The census population data for the local area, based on the 2011 census, identify that currently around 1% of residents travelling to work outside the home do so by cycle, which itself may be reflective of the local terrain, though cycling may provide an appropriate mode of travel for other local trip purposes whilst not necessarily for the purpose of commuting.

2.3.3 The TfL Local Cycling Guide 12 indicates that Welcomes Road, which is accessible at around 80m to the south of the site is categorised as a road ‘recommended by cyclists, may connect other route sections’, with this route running typically parallel to the main Hayes Lane corridor through to the area around the railway station, again around 2km to the north of the site.

2.3.4 Heading northwards along Hayes Lane and then Park Road, this provides access to a signed route which gives access to Purley town centre (to the north-west) and Whyteleafe (to the south-east) whilst primarily running parallel to but away from the A22 corridor. In the direction of Purley this runs off of Park Road onto Oaks Way, which is around 1.8km to the north of the site, and then continues along Northwood Avenue. This route forms part of the network of ‘routes signed or marked by cyclists on a mixture of quiet or busier roads’.

2.3.5 Again with reference to the ‘Kenley Intensification Zone – Transport Study (February 2020)’, Park Road is referenced as supporting a ‘good’ performance in terms of cycling environment.

2.3.6 Within Purley town centre area there are several link routes shared with pedestrian only sections, advanced cycle stop lines at signalised junctions and a further advisory cycle lane along the A235 / A23 Brighton Road corridor linking Coulsdon to the south with South Croydon and Croydon to the north. Purley town centre is around 3.5 kilometres of the site, thus well within the distance thresholds considered to represent a practical cycle distance.

2.3.7 Additionally, Croydon is a cycle distance of around eight kilometres of the site. This is a distance suggested within literature published by Sustrans as a sound guide for comfortable cycling of up to five miles (about eight kilometres), as this ties in with the recommended minimum amounts of weekly physical activity of five units of thirty minutes.

2.3.8 Croydon is one of the key centres serving this area of south London. Access to this area, in addition to the local centre of Purley, extends the range of key amenities and employment areas accessible from the site by non-car modes. Also, the nearest secondary school, Riddlesdown Collegiate School, is around 4.5km from the site by cycle and away from the A22 corridor (crossing at around St James Road), so within the cycle travel threshold.

2.3.9 Observational surveys of traffic movements along Hayes Lane adjacent to the site were undertaken firstly on Wednesday 8th January 2020 and secondly on Monday 28th September 2020. These surveys also included counts of cycle movements.

2.3.10 The January 2020 surveys identified no cycle movements during either the typical a.m. peak hour (08:00-09:00) or the typical p.m. peak hour (17:00-18:00). The September 2020 surveys identified two cycle movements heading southbound during the typical a.m. peak hour, with two cycle movements heading in each direction during the typical p.m. peak hour.

2.3.11 The limited cycle-based activity is potentially reflective of the undulating local terrain, whilst the slightly higher level of activity observed during the September 2020 surveys maybe being reflective of that time of year being more conducive for cycling than that of the January 2020 surveys and also with cycling being promoted as a result of guidance issued to the public during the various phases of restrictions relating to the COVID-19 pandemic management.

2.4 Existing Public Transport Environment

2.4.1 The measured public transport accessibility level (PTAL) for the site has a score of 0, which is the lowest level of accessibility to public transport.

2.4.2 However, public transport routes by bus to and from the wider Kenley area include access to a pair of defined bus stops on the stretch of Oaks Road between Roke Road and Kenmore Road. This pair of stops is located at around 2km of the site, equivalent to a typical walk of 25 minutes, and provides access to the 434 service between Coulsdon and Whyteleafe. This route operates as a ‘hail and ride’ service through Kenley, further enhancing local access.

2.4.3 The census population data for the local area, based on the 2011 census, identify that around 2% of residents travelling to work outside the home do so by bus, which may be reflective of the distance between the area around the site and the nearest bus route.

2.4.4 Additionally, the ‘Kenley Intensification Zone – Transport Study (February 2020)’ identifies average daytime occupancy along the 434 bus route of 11% (six persons) in the direction of Coulsdon and 7% (four persons) in the direction of Whyteleafe as it runs through the Kenley area. This demonstrates ample spare capacity to accommodate further bus patronage. Also, Park Road is referenced as supporting a ‘good’ performance in terms of bus delay.

2.4.5 Table 2.1 presents a summary of the 434 bus route, identifying the typical hourly daytime frequency and the nearest stops as well as a route summary. TfL’s bus spider map for the Kenley area, which includes the 434 bus route, is provided at Appendix B.

Typical Route Closest Route Summary Hourly No. Bus Stops Freq. Oaks Road / 434 Coulsdon – Purley – Kenley – Whyteleafe 2 Oaks Way CUM. HOURLY 2 FREQ. Table 2.1: Summary of Local Bus Services

2.4.6 Kenley railway station, also at around 2km from the site, can be reached in a typical walk time of 25 minutes. The 2011 census data for the local area indicate that around 29% of all local residents who travel to work outside of the home regularly do so by train, confirming that rail- based travel is considered both practical and convenient.

2.4.7 Southern Rail services through this station run typically four times each hour between Caterham and London Bridge via Purley and East Croydon, with the longest gap between services being twenty minutes, though as to be referenced subsequently there are some temporary variations to this to reflect travel demand during the COVID-19 pandemic.

2.4.8 The journey time to / from East Croydon is around twelve minutes, with London Bridge having a typical journey time of around forty-two minutes. Faster journey times to / from London termini may be achieved by changing trains at Purley or East Croydon.

2.4.9 With reference to the ‘Kenley Intensification Zone – Transport Study (February 2020)’, whilst this may suggest limited spare capacity along the route between Kenley and London Bridge during the weekday peak periods, this is put forward against the background of a half-hourly service in each direction. With further services typically, including alternatively from London Victoria during the early-evening period, there would be typically additional capacity.

2.4.10 Table 2.2 presents a summary of the typical rail service running through Kenley station, confirming the typical daytime hourly frequency as well as a route summary.

Typical Route Summary Hourly Freq. London Bridge* – Peckham – East Croydon – (South Croydon – Purley Oaks) – 4 Purley – Kenley – Whyteleafe – Whyteleafe South – Caterham CUM. HOURLY FREQ. 4

*Between around 16:30 and 18:30 on a weekday, two of the four hourly services depart from London Victoria instead of London Bridge. Table 2.2: Summary of Local Rail Services (up to 26/02/21)

2.4.11 This typical frequency corresponds with the period between 09:00 and 18:00 for services departing from Kenley in the direction of central London and the period between 08:00 and 17:00 for services arriving into Kenley from the direction of central London.

2.4.12 The timetable published for the period running from Monday 14th December 2020 to Friday 26th February 2021 identifies a reduced half-hourly peak period service in both directions of travel. For services departing towards central London this reduced frequency is applicable 06:00-09:00 and 18:00-20:00, whilst for services arriving from central London this reduced frequency is applicable 06:00-08:00 and 17:00-20:00.

2.4.13 This is considered to represent a temporary change to timetabling only to reflect the current travel patterns during the COVID-19 pandemic as services running through Kenley are flagged with ‘trains usually have space for you to maintain social distance and travel with confidence’.

2.4.14 This rail service via Kenley station provides practical and convenient access to and from a range of key centres and areas, including access to key facilities and amenities across the central London area and other strategic employment (and other) centres such as Croydon, demonstrating the practicalities of this mode of travel for a range of trip purposes as inferred by the local census data in terms of travel to work.

2.4.15 The station has twenty-eight (28) cycle parking spaces, provided by means of a series of covered cycle racks – one close to the station access for the London-bound platform, located along the stretch of Kenley Lane running off of Hayes Lane, and one close to the station access for the Caterham-bound platform, located in the station car park. This provision of cycle parking supports local cycle access of the station and rail-based travel in general.

2.4.16 With regard to travel by public transport, the ‘Croydon Suburban Design Guide Supplementary Planning Document (April 2019)’ references (at Section 3.4.4 therein) that ‘public transport in the area is expected to improve as a result of the South Croydon Bus Review and improvements to the Brighton Main Line in the East Croydon area’.

2.5 Existing Highways Environment

2.5.1 The local highway network in the vicinity of the site is reflective of the predominantly residential nature of the surrounding area, with a high number of detached and semi- detached dwellings with off-street parking, driveways and garages accessed by individual dropped kerb crossovers. The local highway network is subject to a speed limit of 20mph.

2.5.2 Hayes Lane is a local distributor road ‘intended to provide access to local destinations and for movements within local areas’, which runs between Kenley and Caterham. It is a two-way, single carriageway road with supporting street lighting and intermittent footways.

2.5.3 A short distance prior to the main north-south route becoming Park Road, Hayes Lane runs off as a branch to the north-east through a priority-controlled junction, rejoining Park Road a short distance to the south of the junction with Kenley Lane, from where it continues again as Hayes Lane to a priority-controlled junction with the A22 Godstone Road.

2.5.4 Park Road, which is a continuation of Hayes Lane (Main) as the priority route through the local area, runs in a north-easterly direction, providing access to the railway station and (with the further stretch of Hayes Lane) to the retail outlets and bus stops along the A22 Godstone Road. Park Road is a two-way single carriageway, supported by street lighting and footways.

2.5.5 The A22, which is known as Godstone Road as it passes through Kenley, is the main distributor road in the vicinity of the site, and is part of the Transport for London Road Network (TLRN). It diverges from the A23 at the Purley Cross Junction and runs southwards. By forming part of the TLRN, north of the Hayes Lane junction the A22 is a designated ‘Red Route’. There is a right-turn pocket on the A22 mainline for vehicles to queue to turn right into Hayes Lane.

2.5.6 South of the site, at around 80m, Welcomes Road runs as a private residential road running between Hayes Lane and Kenley Lane within the vicinity of the railway station. Welcomes Road is a two-way single carriageway, with no footpaths along either side. As Welcomes Road is a designated public footpath (FP 157) parking is not permitted on the carriageway or verges. This road is subject to a 20mph speed limit also, with speed reducing measures in place.

2.5.7 The stretch of Hayes Lane as it runs by the site, between Welcomes Road to the south and Lovelock Close around 70m to the north, is around 5.4m in width, with street lighting on the eastern (site) side of the carriageway and footway provision in front of Nos. 231 and 245 only.

2.5.8 With regard to the highway network, the ‘Croydon Suburban Design Guide Supplementary Planning Document (April 2019)’ references (at Section 3.4.4 therein) that ‘…the A22 is subject to a current TfL improvement proposal that seeks to address issues resulting from traffic, lack of pedestrian crossing, car parking aside the road and the junction with Hayes Lane’. This is further referenced within the ‘Kenley Intensification Zone – Transport Study (February 2020)’.

Traffic Flows 2.5.9 An observational survey of local conditions to provide an initial benchmark with regard to existing highway conditions was first undertaken on Wednesday 8th January 2020. This survey was undertaken on Hayes Lane by the site during the typical network a.m. peak hour of 08:00-09:00 and the typical network p.m. peak hour of 17:00-18:00.

2.5.10 A summary of the results, by vehicle type and by direction, are presented in Table 2.3, with the full results of this survey included for reference at Appendix C.

Vehicles travelling along Hayes Lane

Cars LGVs HGVs PSVs M/Cs Cycles 08:00-09:00 - Southbound 206 19 1 0 0 0 08:00-09:00 - Northbound 205 15 0 0 3 0 Two-Way – AM Peak 411 34 1 0 3 0 17:00-18:00 - Southbound 211 11 0 0 1 0 17:00-18:00 - Northbound 173 17 0 0 0 0 Two-Way – PM Peak 384 28 0 0 1 0 Table 2.3: Peak Hour Traffic Flows along Hayes Lane – January 2020

2.5.11 A further observational survey was then undertaken on Monday 28th September 2020, again on Hayes Lane by the site and during the typical network a.m. peak hour of 08:00-09:00 and the typical network p.m. peak hour of 17:00-18:00. A summary of the results, by vehicle type and by direction, are presented in Table 2.4, with the full results included also at Appendix C.

Vehicles travelling along Hayes Lane

Cars LGVs HGVs PSVs M/Cs Cycles 08:00-09:00 - Southbound 200 11 2 0 0 2 08:00-09:00 - Northbound 179 22 2 0 0 0 Two-Way – AM Peak 379 33 4 0 0 2 17:00-18:00 - Southbound 198 17 0 0 2 2 17:00-18:00 - Northbound 152 15 0 0 1 2 Two-Way – PM Peak 350 32 0 0 3 4 Table 2.4: Peak Hour Traffic Flows along Hayes Lane – September 2020

2.5.12 The September 2020 observations are typically around 7% less than the January 2020 observations during each of the peak hours. Whilst some day-to-day variation can be expected, these differences may be reflective of the increased propensity of homeworking as a result of guidance issued to the public with regard to general day-to-day activity during the various phases of restrictions as they relate to the COVID-19 pandemic management.

2.5.13 The higher January 2020 traffic volumes indicate typical two-way flow of around 450 vehicles during the a.m. peak hour and around 415 vehicles during the p.m. peak hour, with a fairly equal split between northbound and southbound flow during the a.m. peak hour but with a slight majority heading southbound during the p.m. peak hour. These patterns of travel are similar within the traffic volumes observed during the September 2020 count also.

2.5.14 With no more than around 450 vehicles per hour (two-way) during either peak hour equating to around eight (8) vehicles per minute on average, it is evident that there is ample spare capacity along this highway network local to the site. Additionally, no significant queues were observed during the surveys, suggesting the availability of further capacity.

2.5.15 The ‘Kenley Intensification Zone – Transport Study (February 2020)’ identifies peak hour traffic data upon the local highway network within the main Kenley area to the north of the site, including to / from and through the junction between the A22 Godstone Road and Hayes Lane (North). This study information was based upon survey work undertaken during May and June 2019, with the study area peak hours identified as 07:30-08:30 during the a.m. peak period and as 17:00-18:00 during the late-afternoon / early-evening period.

2.5.16 Whilst acknowledging the A22 Godstone Road / Hayes Lane junction as a key traffic node for the Kenley area, it should be noted that this is located at around 2km to the north of the site and that Hayes Lane running to and from the south of the site provides also a key local route to and from Caterham, as well as an alternative route to and from the A22 (South).

2.5.17 Between the A22 Godstone Road and Hayes Lane, the study reported baseline traffic flows for this junction as summarised in Table 2.5 for each turning movement for each of the identified a.m. peak (07:30-08:30) and p.m. peak (17:00-18:00) hours.

AM Peak Hour PM Peak Hour

(07:30 – 08:30) (17:00 – 18:00) Right-turn to 45 48 Godstone Road Hayes Lane Left-turn to 202 170 Godstone Road Right-turn to 314 319 Hayes Lane Left-turn to A22 Godstone Road 107 82 Hayes Lane North to South 459 485 South to North 507 513 Table 2.4: Summary of Baseline Traffic by Movement – A22 Godstone Road / Hayes Lane

2.5.18 Separate observations of the operation of this key junction were undertaken on a weekday in February 2020, primarily for the hours of 08:00-09:00 and 17:00-18:00.

2.5.19 These observations identified that traffic flowed freely through the junction with no major delays and that whilst the A22 Godstone Road corridor could be considered fairly busy there were sufficient gaps in the mainline traffic flow, as well as those presented by vehicles turning left from Godstone Road (East) into Hayes Lane, to allow regular access for vehicles turning from Hayes Lane onto the A22 Godstone Road, thus preventing significant queues forming.

2.5.20 In terms of queueing at the junction, the maximum observed upon the Hayes Lane approach was a single occurrence of nine vehicles during the p.m. peak hour, with the typical queue during each peak hour ranging from zero vehicles to four vehicles. There was occasional queueing with regard to the right-turn from the A22 Godstone Road into Hayes Lane, but with no more than five vehicles at any one time during these hour-long periods and with any such queueing not impeding the mainline flow from west to east (irrespective of formal capacity).

2.5.21 Such observations would not suggest that the junction is necessarily operating at capacity during the peak periods, with resultant queueing and delay both being typically manageable.

2.5.22 Car ownership data from the 2011 census for the local area surrounding the site (Croydon 042C) suggest that nearly all (97%) households have access to at least one car, with around half of these households having typically two cars which is considered to be reflective of the vast majority of households within this local area being houses (515 of 533 residential units). Amongst the limited number of flatted households (18 residential units only) the data suggest, however, such households typically having access to a single car (around 75% of flat units).

Accidents Review 2.5.23 A review of the information provided in the ‘Crashmap’ database for accidents in the local area, taken along Hayes Lane 500m in each direction from the current site access, up to the end of 2019 (this being the latest complete information on the database) identifies that there were six reported accidents, with one resulting in serious injury and five in slight injury.

2.5.24 Two of these accidents involved pedestrians being hit, one by a passing car along Hayes Lane and one by a car reversing into a side road, both resulting in slight injuries. Whilst it is acknowledged that any accident is not an outcome to be dismissed, this rate of incident and also the differing natures cannot be said to be reflective of a defined and distinct pattern of accidents as a result of regular potential conflict between vehicles and pedestrians.

2.5.25 Of the other reported accidents, one occurred on a 23rd December date at night when a vehicle hit a road sign and seriously injured his passenger, although no other vehicles were involved; this is considered to have involved misjudgement of the road in the dark. A further accident involved a motorcyclist who came off in wet conditions and involved slight injury, whilst another was a front end to front end crash with two vehicles travelling in opposite directions along Hayes Lane and again resulting in slight injury to a passenger.

2.5.26 Of the six accidents recorded only one of these was reported as occurring between a turning vehicle and an ahead vehicle on Hayes Lane, which occurred with a vehicle turning right out of Lovelock Close and in the dark and resulting in slight injury.

2.5.27 The conclusion from the accidents review is that there does not appear to be a pattern of accidents and there are a mix of shunts, pedestrian hits and others, which may be occurring due to daytime / night time or hazardous driving conditions. This cannot be said to be reflective of a pattern of accidents involving turning vehicles onto and off of Hayes Lane and does not suggest that the current infrastructure could be considered inherently unsafe.

3 Description of Development Proposals

3.1 Overview

3.1.1 The development proposals involve the demolition of the existing residential dwelling at No. 237 Hayes Lane, Kenley, followed by the construction of a single apartment block of nine (9) residential units over three floors (including roof space accommodation) and comprising: one (1) x 1-bed flat, two (2) x 2-bed flats, five (5) x 3-bed flats, and one (1) x 4-bed flat.

3.1.2 The proposed development would be supported by a total of nine (9) off-street car parking spaces within a front forecourt area accessed via the relocated and widened crossover. These access arrangements would support pedestrian site access also, as would a separate route running adjacent to the site’s southern boundary and connecting with a route to the rear.

3.1.3 Integrated into the ground floor footprint and directly accessible from the front forecourt area, to the immediate left of the building’s front entrance there would be an internal and secure cycle store with the capacity to accommodate typically eighteen (18) cycles – sixteen (16) standard-sized cycles and two (2) larger-sized cycles.

3.1.4 Similarly integrated into the ground floor footprint and directly accessible from the front forecourt area, to the immediate right of the building’s front entrance there would be an internal and secure communal general refuse storage area with the capacity to accommodate a range of waste storage receptacles. This area would be within practical walk distances of both the building entrance for residents and the street frontage for operatives.

3.2 Access Arrangements

3.2.1 The frontage area would be accessed by means of a relocated and widened crossover, located around the centre of the site’s frontage and which would be brought forward in tandem with a footway stretch running along the full extent of the site’s Hayes Lane frontage. This crossover arrangement would measure 5.5m in width around the back of the footway.

3.2.2 Such a width would accommodate typically a large car entering and exiting concurrently clear of the external carriageway and footway, albeit against the background of such a limited likelihood given the number of parking spaces (nine) to be accessed via this crossover arrangement and the corresponding entry and exit movements on an hour-by-hour basis.

3.2.3 This crossover arrangement would connect directly into the front forecourt area and provide access for both vehicles and pedestrians, with pedestrians also provided a separate route running adjacent to the site’s southern boundary. The proposed footway stretch along the frontage would measure typically 1.2m in width and would provide a connection with the footway stretch in front of No. 245 Hayes Lane, but with no route to the north to tie in with.

3.2.4 Site access would be typically for residents, with servicing undertaken primarily on-street but with scope for such vehicles to manoeuvre onto the site with a single reverse manoeuvre also.

3.2.5 The proposed site access arrangements would support pedestrian visibility measured along and back from the back of the proposed footway stretch along the site frontage, be this in accordance with requirements set out in LB Croydon Drawing HS/1096 ‘Pedestrian Visibility Splays and Parking Areas’ of 1.5m by 1.5m visibility splays either side of the site access or with requirements set out in LB Croydon’s ‘Suburban Design Guide (April 2019)’ Supplementary Planning Document of 3.3m by 2.8m visibility splays either side of the centre of the access.

3.2.6 Detailing of landscaping and planting along the site frontage, with subsequent maintenance, would ensure no encroachment into these splays between a height of 0.6m and 2m.

3.2.7 The location of the proposed crossover would formally provide similar levels of visibility to the north and the south – around 13.5m and 14.5m respectively, reflective of the extent of public highway not necessarily including the frontage stretches. Visibility commensurate with that of the 20mph speed limit (of 25m) may be achievable informally to the south, with this running over the adjacent access (to No. 243) and marginally the footway stretch in front of No. 245.

3.2.8 In the lead direction, that being to and from the north, a tree sitting on the boundary between No. 237 Hayes Lane (the site) and No. 235 Hayes Lane (the neighbouring property) encroaches into the visibility splay which could be afforded informally by running over the verge along the No. 235 Hayes Lane frontage. Subsequent maintenance of landscaping and planting along the frontage would clear the area around this tree to maximise and maintain the level of visibility.

3.2.9 Thus, whilst it is acknowledged that neither formally nor informally the level of vehicle intervisibility to / from the north would achieve the 2.4m by 25m typically commensurate with the 20mph speed limit, a number of existing accesses along this stretch of Hayes Lane have been used without reported incident and without any frontage enhancements as those being proposed, such as changes to the landscaping and planting and the provision of a footway.

3.2.10 With regard to the measurement of the ‘y’ distance along the carriageway, research presented in summary in ‘Manual for Streets 2’ puts forward that there is no evidence of increased collision risk when not providing visibility to the recommended values, with reference (at paragraph 10.5.9 therein) that ‘unless there is local evidence to the contrary, a reduction in visibility below recommended levels will not necessarily lead to a significant problem’.

3.2.11 This reference relates to the additional research undertaken to test the assumption that ‘a failure to provide visibility at priority junctions in accordance with the values recommended…will result in an increased risk of injury collisions’. This support study, a copy of which is attached for reference at Appendix D, concluded that there was ‘no evidence of this’, as put forward at paragraph 10.4.2 therein ‘Manual for Streets 2’.

3.2.12 The research presented in ‘Manual for Streets 2’ was based on a total of ninety (90) sites classed as ‘high risk’ on 30mph roads, with this risk having been defined by records of three or more collisions over a five-year period which may have resulted from poor visibility. This study identified a collision rate of 0.80 incidents per site per year for those sites (4) with visibility to the right (measured to the kerb) of up to 20m and a collision rate of 0.83 incidents per site per year for those sites (14) with visibility to the right of 20-40m.

3.2.13 A similar collision rate of 0.85 incidents per site per year was identified for those sites (15) with visibility to the right (measured to the nearside kerb) of 40-60m, whilst additionally a review of collision types identified no statistical difference between locations with visibility up to 45m and those with visibility of more than 45m.

3.2.14 With no evident material difference in the collision rates between the three visibility ranges up to 60m (0-20m, 20-40m, 40-60m) and no material variation in types of accidents between the further two visibility ranges (up to 45m and more than 45m), the intervisibility which could be achievable in the lead direction is considered to be satisfactory for the level of activity.

3.2.15 Additionally, vehicles travelling along Hayes Lane towards the site access would have typical forward visibility in excess of that commensurate with the 20mph speed limit, thus providing a reasonable and continual distance over which to have sight of any vehicle either manoeuvring onto or off of the site by means of the proposed access crossover arrangement.

3.2.16 As considered in the preceding section of this report, operation of the existing access has been against the background of a limited number of reported road accidents within the local area and none including vehicles at such accesses. Similarly, as to be appraised in the subsequent section of this report, there could be no more than a further five to six vehicles manoeuvring through the site access during each of the peak hours as a result of the proposed scheme.

3.2.17 In addition to the current site and local area context, such magnitudes of additional peak hour vehicle trips cannot be said to be significant hourly increases in terms of the vehicle movements running through the site access and thus it is not considered that these would give rise to a material change in current network operations at and around the site.

3.2.18 In the secondary direction, that being to and from the south, it is acknowledged similarly that the formal level of vehicle intervisibility would continue to sit below the 2.4m by 25m typically commensurate with the 20mph speed limit, but that this level of vehicle intervisibility may be achievable informally running over the adjacent access (to No. 243) and marginally the footway stretch in front of the subsequent property (No. 245) and also when considering the context that in this direction vehicles would typically be running in the offside lane (to the site) and a driver able to move out from the access to maximise visibility.

3.2.19 Also with regard to vehicle intervisibility an offset of 0.35m from the carriageway kerb adjacent to the site has been applied. Whilst ‘Manual for Streets 2’ firstly confirms (at paragraph 7.7.3 therein) that ‘for simplicity it is measured along the nearside kerb line of the main arm, although vehicles will normally be travelling a distance from the kerb line’, subsequently (at paragraph 10.5.3 therein) there is additional reference that ‘a more accurate assessment of visibility splay is made by measuring to the nearside edge of the vehicle track’.

3.2.20 Hayes Lane as it runs by the site has a width of around 5.4m, thus nominally with a lane width of 2.7m in each direction though acknowledging that separate lanes are not demarcated. Based on a typical car width of 2m and the vehicle travelling in the centre of the lane with the same offset to the nearside and the offside of the vehicle, it could be considered that the nearside edge of the vehicle track for the purpose of visibility would be 0.35m off the kerb.

3.2.21 Detailing of landscaping and planting, with subsequent maintenance, would ensure again no encroachment into these splays between a height of 0.6m and 2m along the site frontage.

3.2.22 Drawing TPHS/259/DR/001, attached at Appendix E of this report, confirms the key details relating to the proposed site access arrangements, including the vehicle intervisibility and pedestrian visibility splays as discussed within the preceding commentary and secondly the manoeuvrability of cars through the access; this drawing also presents the swept paths corresponding with a day-to-day servicing vehicle having the scope to reverse onto the site.

3.3 Parking Provisions

Car Parking 3.3.1 The current ‘London Plan (2016)’, to which the current Croydon Local Plan defers, references maximum residential car parking standards of ‘less than 1 per unit’ for units with one bedroom or two bedrooms, of ‘up to 1.5 per unit’ for units with three bedrooms and of ‘up to 2 per unit’ for units with four bedrooms or more.

3.3.2 The guiding standard in the ‘Publication London Plan (December 2020)’ for all residential unit sizes in outer London with a PTAL 0-1 is set at a maximum of ‘up to 1.5 spaces per dwelling’

3.3.3 This would suggest a maximum number of permitted car parking spaces for the proposed nine (9) residential apartment units of thirteen (13) spaces based on current policy and guidance and of fourteen (14) spaces based on emerging policy and guidance. However, as these guiding standards are set as maxima, the level of off-street car parking proposed (at one space for each unit) is considered to be in compliance with both current and emerging policy and guidance at both the local level and London-wide level, as these allow for lesser car parking.

3.3.4 This would be without further consideration of other factors which could influence parking demand downwards. Local car ownership suggests that for flat units such households typically have access to a single car (around 75% of such units), in contrast to house units with which there is a greater prevalence of access to more than a single car. Whilst based on a limited sample in terms of number of flats within the local area, these data provide support for the strategy of coming forward with one car parking space for each of the nine units.

3.3.5 The nine (9) off-street car parking spaces would be located within the proposed frontage forecourt area, with each space being of no less than 2.4m by 4.8m in size and the forecourt between the spaces having a width of 9.3m to assist with vehicle manoeuvrability. Those spaces adjacent to planting around the forecourt area would be either of increased width or with clear area along the opposite side to assist with access of the driver and/or passenger.

3.3.6 No less than one of the proposed spaces would be able to operate independently as an accessible car parking space, with provision of a clear strip running alongside the demarcated space, whilst both this space and a further three spaces would have access to active electric vehicle charging, with scope for provision to be extended to the remainder at a later date.

3.3.7 The proposed site layout would provide sufficient space for turning on-site to access each of the individual car parking spaces, so allowing cars to manoeuvre onto and off the site through the crossover from the external highway to do so in forward gear. Swept paths illustrating the means of access of the proposed car parking spaces are presented on Drawings TPHS/259/TR/001-003 at Appendix F, undertaken against the background of a typical larger- sized car of around 4.8m in length and 1.8m in width.

3.3.8 This is notwithstanding that consistently over the period of the last three years or so the top ten bestselling vehicles in terms of new registration (based on data issued by the ‘Society of Manufacturers & Traders (SMMT)’ and reported by AutoExpress) have a typical vehicle length of no more than around 4.4m and a similar vehicle width of around 1.8m.

Cycle Parking 3.3.9 The current ‘London Plan (2016)’, again to which the current Croydon Local Plan defers, references minimum cycle parking standards of one space per unit for studios or units with one-bedroom and of two spaces per unit for units with two-bedrooms or more; deviating from these, the ‘Publication London Plan (December 2020)’ puts forward a minimum of 1.5 spaces per unit for units of one-bedroom for two persons, with those for other unit sizes unchanged.

3.3.10 This would suggest a minimum number of cycle parking spaces for the proposed nine (9) residential apartment units of seventeen (17) spaces based on current policy and guidance and of eighteen (18) spaces based on emerging policy and guidance. This minimum level of provision would be met by the cycle parking arrangements to be brought forward within the internal and secure cycle store proposed to the immediate left of the building’s front entrance.

3.3.11 This cycle storage area would be designed to accommodate firstly typical two-tier cycle rack arrangements for standard-sized cycles manufactured by ‘Bike Dock Solutions’, with two 8- space racks proposed to sit opposite each other across a shared access aisle – a capacity for sixteen (16) standard-sized cycles. Additionally, the layout of this cycle storage area would bring forward a separate Sheffield stand to accommodate two (2) larger-sized cycles.

3.3.12 With ten of the eighteen spaces within the internal and secure cycle store being at surface level and requiring no lifting, each unit could have access to at least a single surface level space and thus enhancing access for different user groups, itself supported by the provision of different types of cycle parking to accommodate different types of cycle.

3.3.13 Thus, both the level and types of proposed cycle parking would be in accordance with current and emerging policy and guidance at the borough-wide and London-wide levels. Detailing of cycle parking would ensure that these principles of the cycle parking strategy are maintained.

3.4 Refuse & Servicing Strategy

3.4.1 General refuse and recycling storage for the apartment block would be located in an internal and secure communal area integrated into the building footprint at ground floor level, to the immediate right of the building’s front entrance and directly accessible from the front forecourt area. Separate arrangements would be available for bulky waste storage.

3.4.2 This communal refuse storage area has been designed to accommodate the provision of no less than 1 x 1,100l Eurobin for general waste, 1 x 1,280l Eurobin for dry recycling and 1 x 140l two-wheeled bin for food waste, with the scope to provide additionally a further smaller-sized 660l Eurobin for general waste, with sufficient separation between each storage receptacle.

3.4.3 This communal facility would be immediately adjacent to the building’s front entrance and around 20-25m from the furthest individual flat entrance (excluding vertical distance), providing practical and convenient access for residents, and around 15-20m from the Hayes Lane carriageway, providing practical and convenient access for collection operatives.

3.4.4 The upper end of each range corresponds with the travel distance attached to the furthest bin receptacle within the communal waste storage area on-site and for each site user group is within the prescribed maximum travel distance set out by Croydon Council in their ‘Waste and Recycling in Planning Policy Document (August 2015 – Edited October 2018)’ – of no more than 30m for residents and of no more than 20m for collection operatives.

3.4.5 The proposed location of the communal waste storage area comes forward to reflect the objective of Policy DM13 ‘Refuse and recycling’ of the ‘Croydon Local Plan (February 2018)’, which is ‘to ensure that the location and design of refuse and recycling facilities are treated as an integral element of the overall design’, and the requirements to meet this objective, which include to ‘sensitively integrate refuse and recycling facilities within the building envelope’.

3.4.6 A further requirement put forward with the policy is to ‘provide layouts that ensure facilities are safe, conveniently located and easily accessible by occupants, operatives and their vehicles’, with which similarly the proposed waste storage arrangements would accord.

3.4.7 With the prescribed travel distance for collection operatives not being exceeded, this allows the collection of general waste and recyclables to continue to be undertaken on-street as with existing arrangements for other properties along Hayes Lane, with no vehicular access onto the site by the collection vehicle being required and instead the vehicle continuing to undertake the collection of refuse and recyclables as part of the route along Hayes Lane.

3.4.8 The guidance set out in the ‘Waste and Recycling in Planning Policy Document (August 2015 - Edited October 2018)’ sets out (as part of Section 4.8 therein) that ‘the stopping point for the vehicle should be safe, legal and designed to minimise any obstruction to traffic’.

3.4.9 Refuse collection along Hayes Lane for the individual residential properties is currently undertaken on-street by the kerbside. A review of the recent accident history along the stretch of Hayes Lane close to the site, as detailed in the preceding section of this report, identified six reported accidents only over the five-year period up to the end of 2019.

3.4.10 This review concluded that the reported accidents do not suggest that the current local network infrastructure, including that at and around the existing site access, could be considered inherently unsafe in terms of visibility and that the reported accidents do not identify any particular pattern of accidents that suggests that the current infrastructure, including at and around the existing site access, could be considered inherently unsafe.

3.4.11 Further review of these reported incidents in terms of the types of vehicle involved identifies that none involved a refuse vehicle, be this either temporarily waiting on-street adjacent to a property or travelling along the carriageway from property to property, thus demonstrating that retention of a strategy of on-street collection would support a safe arrangement.

3.4.12 In addition, a strategy of on-street collection would be supported by a legal arrangement given that there are no existing traffic regulations along the stretch of Hayes Lane as it runs by the site which preclude the temporary stopping of a vehicle for the purpose of loading and/or unloading such as the refuse collection vehicle.

3.4.13 With regard to the third requirement as it relates to an appropriate stopping point, that of being ‘designed to minimise any obstruction to traffic’, whilst it is acknowledged that each time a refuse vehicle stops on-street to facilitate collection it could result in temporary obstruction to traffic, given that doing so by the site would be the continuation of existing pattern along Hayes Lane it is not considered that this would materially increase obstruction.

3.4.14 Such a likelihood could also be considered against the background of the number of waste storage receptacles which may need to be collected from the site, as this may not materially change from that for the extant residential dwelling for which the ‘Waste and Recycling in Planning Policy Document (August 2015 – Edited October 2018)’ recommends 2 x 240l bins, 1 x 180l bin and a food caddy, as well as potentially a further bin for garden waste.

3.4.15 This suggested provision for the extant unit of no less than 3 x 2-wheeled bins, and potentially four such units if including for garden waste, could compare with the 2-3 x 4-wheeled bins and 1 x 2-wheeled bin for the proposed residential apartment block – 3-4 waste storage units. Thus, this suggests that any change in the level of obstruction may be limited and minimised.

3.4.16 With regard to bulky waste, there would be no preclusion for this to be stored temporarily within the clear area between the bottom left car parking space and the front hedge, subject to prior agreement with site management, and this would provide a practical and convenient collection point, though noting that the collection of bulky waste is a chargeable service offered by Croydon Council but it being ‘the responsibility of site managers to organise collection with the Council or a private contractor at cost’.

3.4.17 It is considered that the principles as they relate to the storage and collection of bulky waste could be addressed by condition to provide details of an appropriate refuse storage and collection strategy, to which the scheme promoter would be agreeable.

3.4.18 General servicing of the site, it is envisaged, would be primarily undertaken on-street, where kerbside activity is not at all precluded by the existing traffic regulations. As demonstrated with regard to the refuse collection strategy, servicing on-street would be both safe and legal, as well as not materially impacting upon general traffic flow along Hayes Lane, whilst there would be no preclusion for day-to-day servicing vehicles to instead undertake a short reverse manoeuvre through the access, so as to then facilitate subsequent exit in forward gear.

3.4.19 Such a strategy with regard to day-to-day servicing would be against the background also of limited servicing vehicular activity anticipated for the number of units.

4 Development Trips Characteristics & Impacts

4.1 Background

4.1.1 This section of the report considers the likely trip patterns and impacts of the proposed residential development of the site, acknowledging also the extant residential unit on the site.

4.1.2 To undertake the appraisal of the likely trip patterns for both the extant use of the site as a single detached residential unit and the proposed development scheme comprising nine residential apartments, in the first instance the TRICS database has been interrogated for development sites in areas with similar accessibility and with other similar characteristics.

4.1.3 Additionally, application of local census data in terms of mode of travel has also been used to more accurately assess mode choice for a residential development in the local area.

4.1.4 This approach to the appraisal of the tripmaking potential of both the extant residential unit and the proposed residential development supports a bespoke assessment, which fully takes account of local travel characteristics and opportunities as well as being reflective of the approach adopted for the ‘Kenley Intensification Zone – Transport Study (February 2020)’.

4.2 Site Residential Trip Generation

Extant Site Use Trips 4.2.1 The extant detached residential dwelling is supported by dedicated off-street parking, accessed via a single crossover onto Hayes Lane.

4.2.2 Data from the TRICS 7.7.4 database have been used in order to determine firstly the trip generation associated with this extant residential unit, seeking to consider within this review both the locational and accessibility characteristics of the site and the level of off-street car parking provision to support an objective and bespoke assessment.

4.2.3 The initial search within the ‘Houses Privately Owned’ sub-category of the ‘Residential’ category was of Greater London sites only, with no more than fifty (50) units, no less than one parking space per unit, with a weekday multi-modal survey dating from January 2012 onwards (the current TRICS default). This yielded four sites, but with three discounted for having a PTAL rating (3-5) materially higher than that of the site and thus not considered analogous.

4.2.4 As such, details of the site chosen for further review and analysis with regard to the extant residential unit are shown in Table 4.1, with the TRICS analysis data attached at Appendix G.

Survey No. of Parking Site PTAL Year Units Spaces Sweets Way, Whetstone, N20 2018 21 21* 2 *Considered as the minimum number of spaces, as TRICS details reference that most plots have driveways and garages and so potentially at least two spaces per unit. Table 4.1: Summary of TRICS Residential Sites – Houses Privately Owned

4.2.5 Table 4.2, below, presents firstly the person trip rates determined from the above-referenced TRICS site for the busiest hour during each of the a.m. peak and p.m. peak periods, as well as the daily twelve-hour (07:00-19:00) period, followed by the equivalent person movements associated with the extant residential unit.

AM Peak PM Peak Daily (08:00-09:00) (18:00-19:00) (07:00-19:00) Arr. Dep. Total Arr. Dep Total Arr. Dep. Total Person Trips 0.143 0.905 1.048 1.095 0.571 1.666 3.761 3.664 7.425 (per unit) Person Trips 0 1 1 1 1 2 4 3 7 (One unit) NOTE: 18:00-19:00 put forward as PM Peak, as both trips by direction and as total higher than preceding hour. Also, where appropriate, movements by direction have been rounded to ensure tally with total trips. Table 4.2: Summary of Extant Site Person Trips Trip Generation

4.2.6 A review of the ‘journey to work’ census data for the local area around the development site, currently reflecting the 2011 census results, has been undertaken to identify a mode split applicable for trips associated with the extant residential unit. With the majority of weekday trips being to and from work, the modal split identified through the local ‘journey to work’ census data can provide a sound estimate of the modal split for the extant residential unit.

4.2.7 The following table, Table 4.3, summarises the ‘journey to work’ mode shares for residents of the area surrounding the site (Croydon 042C Super Output Area Lower Layer), having first discounted those classified as ‘not in employment’ and as ‘work mainly at or from home’, and shows the projected number of trips by mode for the extant single residential unit.

Mode Share & Person Trips (Two-Way) Daily Local Area AM Peak Hour PM Peak Hour (07:00-19:00) Car Driver 57% 1 1 4 Passenger 4% 0 0 1 Motorcycle 1% 0 0 0 Bus 2% 0 0 0 Underground 3% 0 0 0 Rail 29% 0 1 2 Bicycle 1% 0 0 0 Foot 3% 0 0 0 TOTAL 100% 1 2 7 NOTE: Where appropriate, movements by mode have been rounded to ensure tally with total trips. Table 4.3: Summary of Extant Site Person Trips by Mode

Proposed Site Development Trips 4.2.8 The proposed development comprises nine residential apartments supported by nine on-site car parking spaces and dedicated cycle parking facilities.

4.2.9 Data from the TRICS 7.7.4 database have been reviewed in the first instance in order to determine the trip generation associated with the proposed residential development, again seeking to consider within this review both locational and accessibility characteristics of the site and the level of off-street car parking of the scheme to support a bespoke assessment.

4.2.10 The initial search within the ‘Flats Privately Owned’ sub-category of the ‘Residential’ category was of sites in the Greater London area only, with no more than fifty (50) units, with a weekday multi-modal survey dating from January 2012 onwards (the current TRICS default). Twelve sites matched these initial search criteria.

4.2.11 However, nine of the twelve sites were discounted for having a PTAL of 3 or higher, one was discounted for having less than one parking space per unit and a further site was discounted as the observed level of trips was considered unfeasibly and erroneously high for the type of development at which the survey had been undertaken, leaving one site considered analogous to the proposed development.

4.2.12 As such, details of the site chosen for further review and analysis with regard to the proposed residential apartments which form the scheme are shown in Table 4.4, with the corresponding TRICS analysis data attached at Appendix H.

Survey No. of Parking Site PTAL Year Units Spaces Portsmouth Road, Surbiton 2016 20 25 2 Table 4.4: Summary of TRICS Residential Sites – Flats Privately Owned

4.2.13 Table 4.5, below, presents firstly the person trip rates determined from the above-referenced TRICS site for the busiest hour during each of the a.m. peak and p.m. peak periods, as well as the daily twelve-hour (07:00-19:00) period, followed by the equivalent person movements associated with the proposed nine residential apartments.

AM Peak PM Peak Daily (08:00-09:00) (18:00-19:00) (07:00-19:00) Arr. Dep. Total Arr. Dep. Total Arr. Dep. Total Person Trip Rate (per unit) 0.100 0.500 0.600 0.300 0.350 0.650 2.250 2.950 5.200 Person Trips (9 units) 1 4 5 3 3 6 20 27 47 NOTE: 18:00-19:00 put forward as PM Peak hour, as trips total (two-way) higher than preceding hour. Also, where appropriate, movements by direction have been rounded to ensure tally with total trips. Table 4.5: Proposed Person Trip Generation Summary – Residential Apartments

4.2.14 The following table, Table 4.6, again summarises the ‘journey to work’ mode shares for residents of the area surrounding the site (Croydon 042C Super Output Area Lower Layer), having first discounted those classified as ‘not in employment’ and as ‘work mainly at or from home’, and shows the projected number of trips by mode for the proposed residential units.

Mode Share & Person Trips (Two-Way) Daily Local Area AM Peak Hour PM Peak Hour (07:00-09:00) Car Driver 57% 3 4 27 Passenger 4% 0 0 2 Motorcycle 1% 0 0 1 Bus 2% 0 0 1 Underground 3% 0 0 1 Rail 29% 2 2 14 Bicycle 1% 0 0 0 Foot 3% 0 0 1 TOTAL 100% 5 6 47 NOTE: Where appropriate, movements by mode have been rounded to ensure tally with total trips. Table 4.6: Summary of Proposed Site Person Trips by Mode

4.3 Assessment of Impacts

4.3.1 Consideration of the impacts of the proposed residential development at the site comprising nine (9) apartments should be undertaken against the background of the extant detached residential unit on the site. As such, Table 4.7 presents a summary of the net change in site- related trips on a mode-by-mode basis which could come forward as a result of the proposed scheme, based on the trips analysis put forward in the preceding section of this report.

NET CHANGE – PERSON TRIPS (TWO-WAY) A.M. Peak Hour P.M. Peak Hour Daily (07:00-19:00) Extant Prop. Change Extant Prop. Change Extant Prop. Change Car Driver 1 3 +2 1 4 +3 4 27 +23 Passenger 0 0 +0 0 0 +0 1 2 +1 Motorcycle 0 0 +0 0 0 +0 0 1 +1 Bus 0 0 +0 0 0 +0 0 1 +1 Underground 0 0 +0 0 0 +0 0 1 +1 Rail 0 2 +2 1 2 +1 2 14 +12 Bicycle 0 0 +0 0 0 +0 0 0 +0 Foot 0 0 +0 0 0 +0 0 1 +1 TOTAL 1 5 +4 2 6 +4 7 47 +40 Table 4.7: Summary of Net Change in Site Trips by Mode

4.3.2 The preceding summary of net change identifies that during each of the peak hours there would be an additional four (4) person trips to and from the site, which as an average equates to one additional person movement every fifteen minutes. Such peak hour increases in person trips associated with the site are not considered to correspond with either a material or significant level of further tripmaking, with the magnitudes considered low.

4.3.3 Additionally, during each of the peak hours the projected additional person trips relate to either car-based travel or travel by rail, which given the distance between the site and Kenley railway station would require a corresponding trip by another mode to connect with rail.

4.3.4 The following commentary considers the impacts of the proposed residential development trips over and above the extant residential development trips, in particular for the a.m. peak hour and p.m. peak hour, in terms of the background travel demands and operational characteristics of the range of travel networks and of the infrastructure and service levels.

Highway Network 4.3.5 The projected volume of additional vehicle trips associated with the proposed residential development could not be considered significant during either of the peak hours, with two (2) additional vehicle movements projected during the a.m. peak hour and three (3) during the p.m. peak hour as a result of the proposed scheme, with this equating to an additional vehicle movement every thirty minutes in the a.m. peak and every twenty minutes in the p.m. peak.

4.3.6 Should it be that the additional trips by rail were to include also corresponding trips to and from Kenley railway station by car, the volume of additional vehicle trips associated with the proposed residential development would be an additional four (4) vehicle movements during each peak hour, with this equating to an additional vehicle movement every fifteen minutes.

4.3.7 It is considered that this level of additional traffic during the peak hours would not be discernible and would not impact upon the operation of the local highway network.

4.3.8 Outside of the peak hours the projected volume of additional vehicles, when distributed evenly across the remaining ten hours of the 12-hour (07:00-19:00) period and again assuming a worse case assessment that trips by public transport could include a car vehicle trip to provide the local connection with the mode, would equate to around three (3) additional movements on an hour-by-hour basis, thus again not considered significant.

4.3.9 Against the background of the observed peak hour two-way flows along the stretch of Hayes Lane within the vicinity of the site, be these first recorded in January 2020 or those subsequently recorded in September 2020, an additional four vehicle movements during each peak hour would equate to an increase in traffic of around 1% only.

4.3.10 Notwithstanding these limited additional vehicle movements, consideration has also been given to the potential impact on the major junction of the A22 Godstone Road with Hayes Lanes, as this has been identified as the main access route for the Kenley residential areas. This excludes those site vehicle trips which may be linked with rail-based travel, as such movements would not typically run through this junction as a result of the station location.

4.3.11 Against the background of the baseline junction flows identified in the ‘Kenley Intensification Zone – Transport Study (February 2020)’ and summarised earlier in this report, in Section 2.5 ‘Existing Highways Environment’, an additional two (2) movements during the a.m. peak hour (assumed as turning out of Hayes Lane) and three (3) further movements during the p.m. peak hour (assumed as turning into Hayes Lane) would continue to have a negligible impact.

4.3.12 Based on the distribution of the observed turning traffic, during the a.m. peak hour the left- turn movement out from Hayes Lane would increase by two vehicles (from 202 to 204), whilst during the p.m. peak hour the reverse right-turn movement into Hayes Lane would increase similarly by two vehicles (from 319 to 321) and the left-turn movement into Hayes Lane would increase by a single movement (from 82 to 83); again, these would not be discernible.

4.3.13 Such net increases in traffic running through the A22 Godstone Road / Hayes Lane junction, both in general and in terms of the key turning movements, are not considered materially significant in terms of junction capacity. Similarly, given the limited impact on the key A22 Godstone Road / Hayes Lane junction, it is not considered that any of the other junctions in the area should be materially affected by the relatively low level of additional traffic.

Public Transport (Bus & Rail) 4.3.14 The volume of additional trips by public transport during the peak hours projected to be associated with the site as a result of the proposed residential development would be two (2) additional movements by rail during the a.m. peak hour and one (1) additional movement by rail during the p.m. peak hour. These could not be considered either material or significant.

4.3.15 Outside of the peak hours there would be a further ten (10) movements by rail, thus averaging at one each hour, and a single additional movement by bus, thus similarly these additional movements by public transport would continue to be neither material nor significant.

4.3.16 With four services per hour typically under the standard timetable each either departing to or arriving from the direction of Croydon or central London during the morning and evening peak hours, which it is assumed would represent the key direction of travel, it is considered that these additional rail-based movements would be satisfactorily accommodated by services running through the local station, with no more than an additional person every other service.

4.3.17 Outside of the peak hours the further additional person trips by rail would equate, on average, to a further movement every fourth service (one person per hour), whilst the single additional movement by bus would be against the background of a half-hourly service along the 434 route (increasing to four services each hour given the through route nature). Similarly to the peak hour considerations there would continue to be negligible impact on public transport.

4.3.18 These impacts would be irrespective of the likelihood of there being additional rail-based capacity available over and above that which was considered in the ‘Kenley Intensification Zone – Transport Study (February 2020)’, which reflected a half-hourly rail service only, and of the ample spare capacity available on the local bus routes as identified in the study.

‘Active Modes’ (Pedestrians & Cyclists) 4.3.19 The trips analysis for both the extant residential unit and the proposed residential units identify no cycle-based trips during either peak hour or indeed across the typical daytime period, with only a single additional foot-based trip projected across the typical daytime period but with this additional movement being outside of the peak hours typically.

4.3.20 Acknowledging that the projected additional trips by public transport could typically include a walk to and from the bus stops or the railway station in the Kenley area to the north, though these could be undertaken alternatively by car which has also been appraised, it could be considered that during the a.m. peak hour there could be an additional two (2) person movements on foot and that during the p.m. peak hour there could be an additional single movement. At a rate of an additional movement no more than every 30 minutes on average, the corresponding impact of foot-based activity could not be considered to be material.

4.3.21 Outside of the peak hours, when again including trips projected to be undertaken by public transport, it could be considered that there could be a further twelve (12) movements on foot, thus at a rate of around an additional movement each hour and again not material.

4.3.22 The lack of cycle-based activity may be reflective of the local terrain not being conducive for many to cycle to and from a key destination, such as to and from work or to and from the railway station, but even if the cycle demand were to be significantly higher than that projected as a result of the trends identified through the local census data, such cycle travel demands could be accommodated easily by the highway network infrastructure provided and without material impact upon operational efficiency.

Cumulative Schemes 4.3.23 It is acknowledged that there are a number of schemes permitted within the local area since the start of 2017 which, upon full completion, will result in a net increase in residential units.

4.3.24 A review of the LB Croydon planning database has identified thirty (30) such schemes within the Kenley area south-west of the railway line. Further details of these committed schemes are provided at Appendix I, but in summary cumulatively these correspond with an extant 20 houses being replaced by 35 houses and 133 flats.

4.3.25 Similarly, a review of the database has identified a further twenty (20) prospective schemes within the same Kenley area which, if permitted, would result in a further net increase in residential units. Details are presented at Appendix I also, but cumulatively these correspond with an extant 17 houses potentially being replaced by 31 houses and 126 flats.

4.3.26 Whilst these development schemes will (as committed) or would (as prospective) contribute to additional trips by all modes, in terms of potential cumulative impact this is considered specifically with regard to vehicular traffic upon the local highway network and particularly running through the junction between the A22 Godstone Road and Hayes Lane.

4.3.27 As such, Table 4.9 presents a summary of the potential vehicle trips which could be associated with the net additional units for each of the set of committed development schemes and the set of prospective development schemes during each peak hour, by direction of travel, having applied the trip rates and mode share identified for the tripmaking assessment.

4.3.28 This supports a robust assessment of the cumulative schemes given that the trip rates and mode share have been determined to reflect the locational characteristics of the site, whereas these may differ (particularly vehicle driver mode share) for sites closer to public transport.

A.M. PEAK HOUR P.M. PEAK HOUR

Arr. Dep. Total Arr. Dep. Total Houses +15 1 8 9 9 5 14 Committed Flats +133 8 38 46 23 26 49 TOTAL +148 9 46 55 32 31 63 Houses +14 1 8 9 8 5 13 Prospective Flats +126 7 36 43 22 25 47 TOTAL +140 8 44 52 30 30 60 CUMULATIVE VEHICLE TRIPS 17 90 107 62 61 123 Table 4.9: Summary of Additional Vehicle Trips – Committed & Prospective Schemes

4.3.29 There are a number of routes to and from the Kenley area along which these additional vehicle trips could be assigned, though there is a likelihood that for a majority of peak hour trips the preferred route may be to and from the strategic A22 corridor via the Godstone Road / Hayes Lane junction. Parallel alternative local routes run to and from Purley and Whyteleafe, whilst a separate route runs to and from the south along Hayes Lane for the Caterham area.

4.3.30 Separate peak hour survey work undertaken in support of a development scheme in Welcomes Road (LB Croydon application reference 19/05394/FUL) can provide a high-level indication of the local assignment in terms of a split between those running through the A22 Godstone Road / Hayes Lane junction and those running along alternative routes.

4.3.31 A review of this survey work suggests for the a.m. peak hour 87% of local residential arrivals and 78% of local residential departures could run through the A22 Godstone Road / Hayes Lane, whilst for the p.m. peak hour it suggests 89% of local residential arrivals and 83% of local residential departures could run through this junction. These splits are considered robust in that the survey data do not allow separate identification of trips heading to / from the south.

4.3.32 Against this background, Table 4.10 presents a summary of those additional peak hour vehicle trips associated with both the committed and prospective development schemes, by direction, which could run through the A22 Godstone Road / Hayes Lane junction.

A.M. PEAK HOUR P.M. PEAK HOUR

Arr. Dep. Total Arr. Dep. Total Right-Turn 11 - 11 44 - 44 Godstone Road Left-Turn 4 - 4 11 - 11 Right-Turn - 13 13 - 11 11 Hayes Lane Left-Turn - 57 57 - 40 40 CUMULATIVE VEHICLE TRIPS 15 70 85 55 51 106 Table 4.10: Summary of Additional Cumulative Vehicle Trips – A22 Godstone Road j/w Hayes Lane

4.3.33 Table 4.11 shows the resultant turning movements through the A22 Godstone Road / Hayes Lane junction compared with the baseline traffic movements, as identified from the ‘Kenley Intensification Zone – Transport Study (February 2020)’, firstly with the cumulative (committed and prospective) development schemes and secondly with the proposed development scheme at the application site.

A.M. PEAK HOUR P.M. PEAK HOUR (07:30 – 08:30) (17:00 – 18:00) Base Cum. W. Dev. Base Cum. W. Dev. Right-Turn 314 325 325 319 363 365 A22 Godstone Rd Left-Turn 107 111 111 82 93 94 Right-Turn 45 58 58 48 59 59 Hayes Lane Left-Turn 202 259 261 170 210 210 Table 4.11: Summary of Updated Turning Traffic – A22 Godstone Road / Hayes Lane

4.3.34 With regard to the heaviest of the turning movements, this being the right-turn from the A22 Godstone Road into Hayes Lane, the typical flow rate could increase from 5.23 vehicles / minute to 5.42 vehicles / minute during the a.m. peak hour and from 5.32 vehicles / minute to 6.08 vehicles / minute during the p.m. peak hour, when comparing the baseline movement to those which could result from both the cumulative and proposed development.

4.3.35 Considering the turning traffic streams out of Hayes Lane, which share a single lane, the typical flow rate could increase from 4.12 vehicles / minute to 5.32 vehicles / minute during the a.m. peak hour and from 3.63 vehicles / minute to 4.48 vehicles / minute during the p.m. peak hour, again when comparing the baseline movement to those which could result from both the cumulative and proposed development.

4.3.36 Such net increases in the flow rates of the turning traffic running through the A22 Godstone Road / Hayes Lane junction are not considered materially significant in terms of junction capacity. It is acknowledged, however, that the level of efficiency of how the capacity is utilised is determined by the junction geometry and the interaction of the traffic streams, thus a simple stand-alone capacity model has been developed using the PICADY program.

4.3.37 Table 4.12 presents a summary of the junction model results for each of the peak hours in terms of RFC (reference flow to capacity), queues (vehicles) and delay (seconds per vehicles) against the background of the cumulative and proposed developments coming forward, with the model capping the right-turn queue capacity along the main road (A22 Godstone Road) and not assuming any flaring (albeit limited in any event) upon the minor arm (Hayes Lane).

4.3.38 Additionally, this stand-alone capacity model has been based on a ‘normal’ distribution and thus running with a further peak within each of the peak hours; this should also contribute to the robustness of the simple model as traffic flows in practice may be more consistent. A copy of this simple stand-alone capacity model is attached for reference at Appendix J.

A.M. PEAK HOUR P.M. PEAK HOUR Queue Delay Queue Delay RFC RFC (Veh.) (Secs.) (Veh.) (Secs.) A22 Godstone Road (East) ------Hayes Lane 0.98 11.1 117.99 0.88 5.3 69.97 A22 Godstone Road (West) 0.81 5.4 29.12 0.86 8.0 35.00 Table 4.12: Summary of Junction Capacity Analysis – A22 Godstone Road j/w Hayes Lane

4.3.39 As the summary results illustrate, the existing configuration of the A22 Godstone Road / Hayes Lane junction (based upon Ordnance Survey mapping) could continue to have sufficient capacity to accommodate additional traffic as a result of current cumulative development within the local Kenley area, including that proposed at the application site and to which this report relates, acknowledging there would be some delay in terms of the turning streams.

Servicing & Deliveries 4.3.40 As referenced earlier within this report (Section 3 ‘Description of Development Proposals’), collection of both refuse and recycling would be undertaken from along the Hayes Lane frontage of the site. This strategy would allow for collection to be undertaken as part of the existing arrangements along this road.

4.3.41 As such, with the inclusion of collection of both general waste and recyclables as part of an existing collection pattern, there would be no material difference to the current arrangements on this stretch of road and thus no material impact in terms of this servicing type.

4.3.42 It is acknowledged that there are a number of servicing trips associated with residential developments as a result of the increase of online shopping, including both for food and non- food items. Such deliveries can be undertaken by a range of vehicle types, but with the majority of these being smaller-sized servicing van vehicles and not larger-sized HGVs, and are typically undertaken across the daytime period and not primarily during peak network times.

4.3.43 To gauge the typical day-to-day activity associated with such a flatted residential development, a further review of the twelve TRICS sites identified initially as part of the exercise to determine the proposed residential development trips has been undertaken but solely with regard to servicing activity. Of the twelve sites, seven of these have data identifying servicing trips by vehicle type – typically split between OGVs, LGVs and cars.

4.3.44 The servicing survey data corresponding with these seven sites identified no more than three LGV-based servicing events and two car-based servicing events across the typical daytime period, but an average of 0.114 LGV-based servicing events per unit and 0.014 car-based servicing events per unit. Applying these rates to the proposed residential scheme of nine (9) units would suggest a single LGV-based servicing event across the course of a typical day.

4.3.45 Thus, the projected level of day-to-day servicing activity during the daytime period is likely to be neither discernible nor material, be this accommodated on-site or on-street.

5 Conclusions

5.1.1 This report has been prepared on behalf of Landmark Group in support of a planning application for the redevelopment of No. 237 Hayes Lane, Kenley, to provide nine (9) residential apartments supported by nine (9) off-street car parking spaces as well as the provision of secure cycle storage and waste storage facilities integral to the ground floor.

5.1.2 Frontage site access for both vehicles and pedestrians would be by a relocated and widened crossover onto the site, located around the centre of the frontage, with pedestrians also provided a separate route running adjacent to the site’s southern boundary. Enhancements would be undertaken along the frontage to support improved pedestrian and vehicle visibility.

5.1.3 The proposed level of off-street car parking equates to one space per unit, which better matches the typical requirements as suggested by local flatted car ownership data, whilst the proposed level of cycle parking within the dedicated cycle store would meet the minimum required in accordance with the current and emerging policy requirements and guidance.

5.1.4 Refuse and recycling storage would be located within the building footprint adjacent to the unit entrance, providing convenient access for both site residents and collection operatives, with scope for temporary bulky storage available on-site also. This strategy would allow the collection vehicle to remain on-street and for operatives to manoeuvre the receptacles.

5.1.5 Public transport opportunities are typically around 2km from the site to the north, with these comprising the half-hourly 434 bus route running between Coulsdon and Whyteleafe via Purley and the rail services of typically four each hour running in each direction through Kenley station. There are a number of local facilities around the station area, including convenience store, cashpoint, health centre and pharmacy, with a primary school closer to the site.

5.1.6 An assessment of the net trip generation of the proposed nine-unit residential scheme over and above the extant residential unit has been undertaken. This demonstrates that the additional trips associated with the site as a result of the scheme would not have any material impact upon any of the travel networks, with the majority of these being by car and with these equating to no more than four additional vehicle movements in each peak hour (when robustly allowing for trips by public transport to include a local car-based trip for access).

5.1.7 Therefore, against this background, it is considered that there would be no highways and transport reasons to refuse the application for the redevelopment of this site.

APPENDICES

APPENDIX A

National Rail Station Local Bus Stops SITE Local Schools Local Walking Route

SITE LOCATION

APPENDIX B

Buses from Kenley

WADDON Waddon Wandle Park New Road Church Street West Croydon Bus Station

Wellesley Road Purley Way for Whitgift Centre for Waddon Croydon High Street/Flyover

South Croydon Wallington Green Swan & Sugar Loaf CROYDON Brighton Road Haling Park Road

South Croydon Carshalton Bus Garage High Street Brighton Road Sanderstead Road

Sutton Purley Oaks Post Ofce for Sutton Brighton Road Biddulph Road Sutton The yellow tinted area includes every Brighton Road bus stop up to about one-and-a-half Marshall’s Road SUTTON Purley Downs Road 407 miles from Kenley. Main stops Brighton Road are shown in the white area outside. Montpelier Road

Brighton Road Christchurch Road/Purley Hospital

Brighton Road Downlands Precinct Woodcote Valley Road Smitham Hail & Ride Banstead Road Purley Downs Road section Purley Library Godstone Road Foxley Hill Road

Godstone Road Sunnydene Road

Brighton Road Hail & Ride section G MES’ E O . JA MITCHLEY AVENU Willow Court k D ST S ROAD T O Z N E

R O A [ D Riddlesdown Coulsdon Town i

COULSDON R O IDD A School \ LE KS SD RO OW AD H&R1 N

RO AD Woodmansterne g O ] Chipstead Valley Road AKS GA WA Kenley f RS Y T ON RD D G H&R2 O L A A O D C S R T H H&R1 O ROKE E V N K U R N E R AL ^ A A LE R P L C Y R O H O A Woodlands Grove ES A D Y R

O D

A D Hail & Ride section A

H A e O D R K

S N _ H&R2 B

E L E O

M Y U

O R H

C L H N L E A A

E N R E W E W M K P d Coulsdon A E I H A

B T R 434 N A I K Ridgemount Avenue B R A G S C L O L T E T S S R R E O

O Y

L A A A `

A D D H

E H&R1 c H&R2 Footbridge

Godstone Road Beverley Road Hail & Maple Road sectionRide Whyteleafe and Upper Warlingham

Godstone Road WHYTELEAFE Hillside Road

Whyteleafe South Whyteleafe South Wapses Lodge Roundabout 434 Godstone Road Court Bushes Road

CATERHAM Caterham Caterham Croydon Road Buses from Kenley 407 Buses from Kenley © Transport for London Information correct from July 2018 WADDON Waddon Wandle Park New Road Church Street DestinationWest Croydon finder Route finder Destination Bus Station Bus routes Bus stops Destination Bus routes Bus stops Destination Bus routes Bus stops Bus route Towards Bus stops B Wellesley Road Godstone Road 407 ,a ,b ,c ,d ,e ,f ,g W 407 Caterham ,a ,b ,c ,d ,e ,f ,g for Whitgift Centre Purley Way ,j ,k ,l ,m ,n ,p ,r for Waddon Sutton Croydon Banstead Road Purley Library High434 Street/Flyover H&R2 Court Bushes Road and Maple Road Waddon New Road 407 ,j ,k ,l ,m ,n ,p ,r 434 Coulsdon H&R2 Whyteleafe H&R1 South Croydon CROYDON Wallington Green Swan & Sugar Loaf Wallington Green 407 ,j ,k ,l ,m ,n ,p ,r South Beverley Road 434 H&R1 P Brighton Road Haling Park Road Wandle Park 407 ,j ,k ,l ,m ,n ,p ,r South Croydon Purley R 407 ,j ,k ,l ,m ,n ,p ,r Carshalton C Bus Garage High Street ,j ,k ,l ,m ,n ,p ,r Key Brighton Road Wellesley Road 407 Sanderstead Road 434 H&R2 Carshalton High Street 407 ,j ,k ,l ,m ,n ,p ,r o Connections with London Overground for Whitgift Centre R Sutton Purley Oaks R Connections with National Rail Post Ofce for Sutton Purley Oaks 407 ,j ,k ,l ,m ,n ,p ,r Caterham R and Croydon Road 407 ,a ,b ,c ,d ,e ,f ,g Connections with London Trams Brighton Road o R Biddulph Road West Croydon 407 ,j ,k ,l ,m ,n ,p ,r Daily, except evenings for Waddon R ,j ,k ,l ,m ,n ,p ,r Sutton Purley Way 407 The yellow tinted area includes every Hail & Route 434 operates as Hail & Ride on the sections of Brighton Road bus stop up to about one-and-a-half Marshall’s Road SUTTON Church Street 407 ,j ,k ,l ,m ,n ,p ,r Purley Downs Road Ride roads marked H&R1 and H&R2 on the map. 407 miles from Kenley. Main stops Bus Station Buses stop at any safe point along the road. There S Brighton Road are shown in the white area outside. Montpelier Road are no bus stops at these locations, but please Coulsdon Ridgemount Avenue 434 H&R2 Whyteleafe R 407 ,a ,b ,c ,d ,e ,f ,g Brighton Road indicate clearly to the driver when you wish to board SmithamChristchurch Downs Road/PurleyRoad Hospital434 H&R2 or alight. R Coulsdon Town 434 H&R2 Brighton Road 434 H&R1 Downlands Precinct WoodcoteSouth Croydon Bus Garage 407 ,j ,k ,l ,m ,n ,p ,r Valley Road Whyteleafe South R 407 ,a ,b ,c ,d ,e ,f ,g Croydon High Street/Flyover 407 ,j ,k ,l ,m ,n ,p ,r Smitham Hail & Ride Banstead Road Purley Downs Road section Purley Library ,j ,k ,l ,m ,n ,p ,r South Croydon Godstone407 Road Foxley Hill Road 434 H&R1 G Swan & Sugar Loaf Godstone Road Ways to pay Sunnydene Road Whyteleafe South 434 H&R1

Godstone Road 407 ,jBrighton Road ,k ,l ,m ,n ,p ,r Sutton Marshall’sHail Road & Ride section 407G ,jMES’ ,k ,l ,m ,n ,p ,r E O . JA MITCHLEY AVENU Willow Court k D ST Use your contactless debit or credit card. It’s the same S ROAD Wapses Lodge Roundabout T O Z N fare as Oyster and there is no need to top up. E

R Foxley Hill Road and R O Sutton Post Office for Sutton 407 ,jA [ ,k ,l ,m ,n ,p ,r D Riddlesdown Woodcote Valley Road 434 H&R2 Coulsdon Town i Top up your Oyster pay as you go credit or buy COULSDONSunnydene Road R O IDD Travelcards and bus & tram passes at around U A School \ LE Woodlands Grove 434 H&R2 KS SD RO OW 4,000 shops across London. AD H&R1 N

RO Godstone Road Hillside Road 407 ,a ,b ,c ,d ,e ,f ,g R AD Woodmansterne Upper Warlingham 407 ,a ,b ,c ,dg ,e ,f ,g Woodmansterne R 434 H&R2 O ] Chipstead Valley Road AKS GA WA Kenley f RS Y T Sign up for an online account to top up online and ON RD D G H&R2 O L A A see your travel history and spending. O D 434 H&R1 434 H&R1 C S Chipstead Valley Road R T H H&R1 O ROKE E V N K U R N E R AL ^ A A LE R P L C Y R O H O A Woodlands Grove ES A D Y R

O D

A D Hail & Ride section A

H A e O D R K

S N _ H&R2 B

E L E O

M Y U

O R H

C L H N L E A A

E N R E W E W M K P d Coulsdon A E I H A

B T R 434 N A I K Ridgemount Avenue B R A G S C L O L T E T S S R R E O

O Y

L A A A `

A D D H

E H&R1 c H&R2 Footbridge KENLEY DR (CRO) TFL 499.07.18 (P) Godstone Road Beverley Road Hail & Maple Road sectionRide Whyteleafe and Upper Warlingham

Godstone Road WHYTELEAFE Hillside Road

Whyteleafe South Whyteleafe South Wapses Lodge Roundabout 434 Godstone Road Court Bushes Road

CATERHAM Caterham Caterham Croydon Road 407

Destination finder Route finder

DestinationKenley_DR_Spider.indd 1 Bus routes Bus stops Destination Bus routes Bus stops Destination Bus routes Bus stops Bus route Towards Bus stops TfL 499.07.18 (P) 09/08/2018 09:03 B Godstone Road 407 ,a ,b ,c ,d ,e ,f ,g W 407 Caterham ,a ,b ,c ,d ,e ,f ,g Sutton ,j ,k ,l ,m ,n ,p ,r Banstead Road Purley Library 434 H&R2 Court Bushes Road and Maple Road Waddon New Road 407 ,j ,k ,l ,m ,n ,p ,r 434 Coulsdon H&R2 Whyteleafe H&R1 Wallington Green 407 ,j ,k ,l ,m ,n ,p ,r South Beverley Road 434 H&R1 P

Wandle Park 407 ,j ,k ,l ,m ,n ,p ,r R C Purley 407 ,j ,k ,l ,m ,n ,p ,r Wellesley Road 407 ,j ,k ,l ,m ,n ,p ,r Key 434 H&R2 Carshalton High Street 407 ,j ,k ,l ,m ,n ,p ,r o Connections with London Overground for Whitgift Centre R Connections with National Rail Purley Oaks R 407 ,j ,k ,l ,m ,n ,p ,r Caterham R and Croydon Road 407 ,a ,b ,c ,d ,e ,f ,g Connections with London Trams West Croydon o R 407 ,j ,k ,l ,m ,n ,p ,r Daily, except evenings R ,j ,k ,l ,m ,n ,p ,r Purley Way for Waddon 407 Hail & Route 434 operates as Hail & Ride on the sections of Church Street 407 ,j ,k ,l ,m ,n ,p ,r Bus Station Ride roads marked H&R1 and H&R2 on the map. Buses stop at any safe point along the road. There S are no bus stops at these locations, but please Coulsdon Ridgemount Avenue 434 H&R2 Whyteleafe R 407 ,a ,b ,c ,d ,e ,f ,g indicate clearly to the driver when you wish to board Smitham Downs Road 434 H&R2 or alight. Coulsdon Town R 434 H&R2 434 H&R1 South Croydon Bus Garage 407 ,j ,k ,l ,m ,n ,p ,r Whyteleafe South R 407 ,a ,b ,c ,d ,e ,f ,g Croydon High Street/Flyover 407 ,j ,k ,l ,m ,n ,p ,r South Croydon 407 ,j ,k ,l ,m ,n ,p ,r 434 H&R1 G Swan & Sugar Loaf Ways to pay Whyteleafe South 434 H&R1 Godstone Road 407 ,j ,k ,l ,m ,n ,p ,r Sutton Marshall’s Road 407 ,j ,k ,l ,m ,n ,p ,r Wapses Lodge Roundabout Use your contactless debit or credit card. It’s the same fare as Oyster and there is no need to top up. Foxley Hill Road and Sutton Post Office for Sutton R 407 ,j ,k ,l ,m ,n ,p ,r Woodcote Valley Road 434 H&R2 Top up your Oyster pay as you go credit or buy Sunnydene Road U Woodlands Grove 434 H&R2 Travelcards and bus & tram passes at around 4,000 shops across London.

Godstone Road Hillside Road 407 ,a ,b ,c ,d ,e ,f ,g Upper Warlingham R 407 ,a ,b ,c ,d ,e ,f ,g Woodmansterne R 434 H&R2 Sign up for an online account to top up online and 434 H&R1 434 H&R1 Chipstead Valley Road see your travel history and spending.

KENLEY DR (CRO) TFL 499.07.18 (P)

Kenley_DR_Spider.indd 1 09/08/2018 09:03

APPENDIX C

KENLEY AREA TRAFFIC SURVEYS

LOCATION: Hayes Lane (Welcomes Road - Lovelock Close)

DATE: 8th January 2020

DAY: WEDNESDAY

Hayes Lane Hayes Lane Towards Welcomes Road Towards Abbots Lane MOVEMENT MOVEMENT 1 2

PSV PSV

LGV LGV

CAR CAR

HGV HGV

PED PED

TOTAL TOTAL

PCYCLE PCYCLE

MCYCLE MCYCLE 0800-0815 54 5 0 0 0 0 59 0 46 3 0 0 0 0 49 0 0815-0830 43 5 1 0 0 0 49 0 57 3 0 0 1 0 61 0 0830-0845 41 5 0 0 0 0 46 0 50 7 0 0 0 0 57 0 0845-0900 68 4 0 0 0 0 72 0 52 2 0 0 2 0 56 1 0800-0900 206 19 1 0 0 0 226 0 205 15 0 0 3 0 223 1

Hayes Lane Hayes Lane Towards Welcomes Road Towards Abbots Lane MOVEMENT MOVEMENT 1 2

PSV PSV

LGV LGV

CAR CAR

HGV HGV

PED PED

TOTAL TOTAL

PCYCLE PCYCLE

MCYCLE MCYCLE 1700-1715 57 2 0 0 0 0 59 0 45 3 0 0 0 0 48 0 1715-1730 63 3 0 0 0 0 66 0 50 4 0 0 0 0 54 0 1730-1745 48 2 0 0 0 0 50 0 41 3 0 0 0 0 44 0 1745-1800 43 4 0 0 1 0 48 0 37 7 0 0 0 0 44 0 1700-1800 211 11 0 0 1 0 223 0 173 17 0 0 0 0 190 0 KENLEY AREA TRAFFIC SURVEYS

LOCATION: Hayes Lane (Welcomes Road - Lovelock Close)

DATE: 28th September 2020

DAY: MONDAY

Hayes Lane Hayes Lane Towards Welcomes Road Towards Abbots Lane MOVEMENT MOVEMENT 1 2

PSV PSV

LGV LGV

CAR CAR

HGV HGV

PED PED

TOTAL TOTAL

PCYCLE PCYCLE

MCYCLE MCYCLE 0800-0815 44 2 0 0 0 0 46 3 35 9 1 0 0 0 45 0 0815-0830 50 2 0 0 0 0 52 1 49 1 1 0 0 0 51 0 0830-0845 49 1 0 0 0 1 51 1 40 5 0 0 0 0 45 0 0845-0900 57 6 2 0 0 1 66 1 55 7 0 0 0 0 62 1 0800-0900 200 11 2 0 0 2 215 6 179 22 2 0 0 0 203 1

Hayes Lane Hayes Lane Towards Welcomes Road Towards Abbots Lane MOVEMENT MOVEMENT 1 2

PSV PSV

LGV LGV

CAR CAR

HGV HGV

PED PED

TOTAL TOTAL

PCYCLE PCYCLE

MCYCLE MCYCLE 1700-1715 41 3 0 0 0 1 45 0 30 3 0 0 0 1 34 0 1715-1730 52 4 0 0 0 0 56 0 43 2 0 0 0 0 45 1 1730-1745 47 3 0 0 2 1 53 3 50 7 0 0 0 0 57 0 1745-1800 58 7 0 0 0 0 65 0 29 3 0 0 1 1 34 1 1700-1800 198 17 0 0 2 2 219 3 152 15 0 0 1 2 170 2

APPENDIX D

Manual for Streets 2 M a n u a l f o r S t r e e t s 2

Wider Application of the Principles

www.ciht.org.uk 10.4_ Visibility At Priority Junctions 10.4.1 The visibility splay at a junction ensures there is adequate inter-visibility between vehicles on the major and minor arms. 10.4.2 It has often been assumed that a failure to provide visibility at priority junctions in accordance with the values recommended in MfS1 or DMRB (as appropriate) will result in an increased risk of injury collisions. Research carried out by TMS Consultancy for MfS2 66 has found no evidence of this (see research summary below). Research into cycle safety at T-junctions found that higher cycle collision rates are associated with greater visibility 55 .

High Risk Collision Sites and Y Distance Visibility Collisions involving vehicles emerging from junctions into the path of vehicles on the main road, together Introduction with nose-to-tail shunts on the minor road were The accepted approach to visibility at priority identified as the type of incident that could have been junctions has been to provide a minimum stopping caused by “poor visibility”. The locations were then sight distance value appropriate to a particular ranked in descending order of these types of design speed. The assumption made by some crashes, and site visits were carried out at the designers and road safety auditors is that this value “worst” sites. provides a minimum road safety requirement, and In addition to the 626 potential “poor visibility” that collision risk will increase if the SSD is not collisions, a record was made of 203 collisions achieved. involving main road shunts, 46 collisions involving The purpose of this research was to examine this main road bus passengers, 22 collisions involving assumption and to identify whether or not a direct main road large goods vehicles, and 216 collisions relationship can be established between variations in involving main road two-wheeled vehicles. There is a Y distance SSD and collision frequency at priority concern that these types of collisions could be over- junctions. represented at locations with poor visibility. Methodology Site Visits Site Selection Two investigators visited each location, and measured visibility to the left and right, from a point A series of “high risk” priority junctions was identified on the side road, 2.4m back from the main road as the basis for research. Uncontrolled crossroads channel line. Visibility was measured from a height of and T- junctions were selected for all classes of road 1.05m, to a point at the kerb edge and a second throughout all 20, 30 and 40mph speed limits in point 1m out from the kerb edge, where observations Nottinghamshire, Sandwell, Lambeth, and Glasgow. showed that visibility increased. For each area a list of all non-pedestrian collisions was ranked in descending order of collision total for a recent five-year period, with over 1500 collisions listed in total. Each location was then analysed in detail to identify specific collision characteristics. Collision Analysis

Manual for Streets 2 10_ Visibility

A series of collision types at high risk locations Summary of Findings • where Y distance was less than 45m were compared • “High risk” sites were defined as locations that had with locations with more than 45m visibility. There were three or more potential poor visibility collisions - in a no statistically significant differences between the two five year period (94 in total). Of these 90 were on sets of data. The data analysed included main road 30mph roads, with 3 on 40mph roads. At 55 of the bus and large goods vehicle collisions, and the 94 locations the worst case visibility (either to the left research did not find high numbers of collisions or right) was restricted to less than 120m. Thus in involving these types of vehicles at low visibility sites. relation to the total number of uncontrolled junctions that exist, the proportion of “high risk” sites where visibility is less than that recommended for 70kph in DMRB is likely to be very low. It is possible that Collision type No & % in No & % in some former high risk priority junctions have been sites <45m vis sites >45m vis converted to other forms of junction control. Potential visi • In two thirds of the cases where visibility was less collisions in dark 40 (31.75%) 90 (30.3%) than 120m, the restriction was due to parked vehicles or street furniture. It is not possible to Main road shunts 24 (8.79%) 50 (9.11%) determine whether the parking was present at the time of the collision. Bus passenger 10 (3.66%) 10 (1.82%) • Linear regression to compare potential poor visibility collisions with Y distance has a very low R 2 value, Main road HGV 1 (0.37%) 5 (0.91%) which shows that the variation in collision frequency was explained by factors other than Y distance Main road visibility, for a large number of different situations. two-wheeled. 38 (13.92%) 85 (15.58%) Therefore Y distance cannot be seen as a single deterministic factor at these high-risk collision locations (see example graph below). Conclusions

• This study has been unable to demonstrate that road safety concerns regarding reduced Y distance are directly associated with increased collision risk at “high-risk” urban sites; • Previous research for MfS1 demonstrated that main road speed is influenced by road width and forward visibility. Many of the locations in this study were straight roads with good forward visibility. The ability of the driver to stop is likely to be affected by more than just what is happening in the side road and an understanding of the factors influencing main road speed is important when assessing visibility requirements.

Visibility measured to right, to nearside kerb.

No. of sites No. collisions Collisions per year Collisions per site per year 0-20m 4 16 3.2 0.80 20-40m 14 58 11.6 0.83 40-60m 15 64 12.8 0.85 60-80m 5 24 4.8 0.96 80-100m 2 11 2.2 1.10 100-120m 16 1.2 1.20 120m+ 48 208 41.6 0.87

077

APPENDIX E

Based on guidance in Manual for Streets and Manual for Streets 2

9.3m Potential scope for full visibility in line with 20mph speed limit informally

5.5m

2.4m 25m .5m 14 CAR ENTRY & EXIT Formal visibility to south SCALE 1:125 0m with kerb offset of 0.35m

4.782

.5m Formal visibility to north 13 0.905 2.826 with kerb offset of 0.35m Audi A4 Overall Length 4.782m Overall Width 1.842m Overall Body Height 1.478m Min Body Ground Clearance 0.264m Max Track Width 1.572m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 5.800m

8.01 VEHICLE VISIBILITY SPLAY CAR ENTRY & EXIT SCALE 1:250 SCALE 1:200

1.21 4.25 Based on guidance in LB Croydon Based on guidance in LB Croydon 7.5t Box Van 'Suburban Design Guide - Supplementary Drawing HS/1096 'Pedestrian Visibility Overall Length 8.010m Overall Width 2.100m Planning Document (April 2019)' Splays and Parking Areas (March 2009)' Overall Body Height 3.556m Min Body Ground Clearance 0.351m Track Width 2.064m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 7.400m

TPHS Limited Unit A Schurlock Place Third Cross Road Twickenham TW2 5FP Tel: 020 3962 7436 @: [email protected] - www.tphs-ltd.co.uk

2 1 . . CLIENT: 8 5 m m LANDMARK GROUP 1

. 5 PROJECT: m 5m 1. HAYES LANE 3.3m TITLE: 3.3m 1.5m PROPOSED ACCESS ARRANGEMENTS - VISIBILITY ENVELOPES &

GENERAL ACCESS SWEPT PATHS

SCALE: PLOT SIZE: DATE: As Shown A3 15/01/21

PEDESTRIAN VISIBILITY SPLAY (SPD2) PEDESTRIAN VISIBILITY SPLAY (HS/1096) BOX VAN ENTRY (REVERSE) & EXIT DRAWING No. REV. SCALE 1:100 SCALE 1:100 SCALE 1:250 TPHS/259/DR/001 -

APPENDIX F

4.782

0.905 2.826 Audi A4 Overall Length 4.782m Overall Width 1.842m Overall Body Height 1.478m Min Body Ground Clearance 0.264m Max Track Width 1.572m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 5.800m

ENTRY ENTRY ENTRY

TPHS Limited Unit A Schurlock Place Third Cross Road Twickenham TW2 5FP Tel: 020 3962 7436 @: [email protected] - www.tphs-ltd.co.uk

CLIENT: LANDMARK GROUP

PROJECT: HAYES LANE, KENLEY

TITLE: PROPOSED FRONTAGE PARKING - ENTRY / EXIT SWEPT PATHS (Sheet 1 of 3)

SCALE: PLOT SIZE: DATE: 1:200 A3 15/01/21

DRAWING No. REV. EXIT EXIT EXIT TPHS/259/TR/001 - 4.782

ENTRY ENTRY ENTRY

TPHS Limited Unit A Schurlock Place Third Cross Road Twickenham TW2 5FP Tel: 020 3962 7436 @: [email protected] - www.tphs-ltd.co.uk

CLIENT: LANDMARK GROUP

PROJECT: HAYES LANE, KENLEY

TITLE: PROPOSED FRONTAGE PARKING - ENTRY / EXIT SWEPT PATHS (Sheet 2 of 3)

SCALE: PLOT SIZE: DATE: 1:200 A3 15/01/21

DRAWING No. REV. EXIT EXIT EXIT TPHS/259/TR/002 - 4.782

ENTRY ENTRY ENTRY

TPHS Limited Unit A Schurlock Place Third Cross Road Twickenham TW2 5FP Tel: 020 3962 7436 @: [email protected] - www.tphs-ltd.co.uk

CLIENT: LANDMARK GROUP

PROJECT: HAYES LANE, KENLEY

TITLE: PROPOSED FRONTAGE PARKING - ENTRY / EXIT SWEPT PATHS (Sheet 3 of 3)

SCALE: PLOT SIZE: DATE: 1:200 A3 15/01/21

DRAWING No. REV. EXIT EXIT EXIT TPHS/259/TR/003 -

APPENDIX G

TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Extant Residential Unit Person Trip Rates Page 1 TPHS Limited London Road Twickenham Licence No: 857401

Calculation Reference: AUDIT-857401-210106-0149 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE

Selected regions and areas: 01 GREATER LONDON BN BARNET 1 days

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

Primary Filtering selection:

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

Parameter: No of Dwellings Actual Range: 21 to 21 (units: ) Range Selected by User: 9 to 50 (units: )

Parking Spaces Range: All Surveys Included

Parking Spaces per Dwelling Range: All Surveys Included

Bedrooms per Dwelling Range: All Surveys Included

Percentage of dwellings privately owned: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/12 to 05/11/19

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

Selected survey days: Tuesday 1 days

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

Selected survey types: Manual count 1 days Directional ATC Count 0 days

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

Selected Locations: Neighbourhood Centre (PPS6 Local Centre) 1

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

Selected Location Sub Categories: Residential Zone 1

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

Secondary Filtering selection:

Use Class: C 3 1 days

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

Population within 500m Range: All Surveys Included TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Extant Residential Unit Person Trip Rates Page 2 TPHS Limited London Road Twickenham Licence No: 857401

Secondary Filtering selection (Cont.):

Population within 1 mile: 20,001 to 25,000 1 days

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

Population within 5 miles: 250,001 to 500,000 1 days

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

Car ownership within 5 miles: 1.1 to 1.5 1 days

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

Travel Plan: Yes 1 days

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

PTAL Rating: 2 Poor 1 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Extant Residential Unit Person Trip Rates Page 3 TPHS Limited London Road Twickenham Licence No: 857401

LIST OF SITES relevant to selection parameters

1 BN-03-A-02 MIXED HOUSES BARNET SWEETS WAY WHETSTONE

Neighbourhood Centre (PPS6 Local Centre) Residential Zone Total No of Dwellings: 2 1 Survey date: TUESDAY 03/07/18 Survey Type: MANUAL

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

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection HG-03-A-01 PTAL rating not considered analogous with development site. HO-03-A-02 PTAL rating not considered analogous with development site. WF-03-A-02 PTAL rating not considered analogous with development site. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Extant Residential Unit Person Trip Rates Page 4 TPHS Limited London Road Twickenham Licence No: 857401

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 1 21 0.095 1 21 0.714 1 21 0.809 08:00 - 09:00 1 21 0.143 1 21 0.905 1 21 1.048 09:00 - 10:00 1 21 0.333 1 21 0.190 1 21 0.523 10:00 - 11:00 1 21 0.095 1 21 0.143 1 21 0.238 11:00 - 12:00 1 21 0.238 1 21 0.143 1 21 0.381 12:00 - 13:00 1 21 0.143 1 21 0.095 1 21 0.238 13:00 - 14:00 1 21 0.143 1 21 0.095 1 21 0.238 14:00 - 15:00 1 21 0.095 1 21 0.190 1 21 0.285 15:00 - 16:00 1 21 0.619 1 21 0.190 1 21 0.809 16:00 - 17:00 1 21 0.143 1 21 0.238 1 21 0.381 17:00 - 18:00 1 21 0.619 1 21 0.190 1 21 0.809 18:00 - 19:00 1 21 1.095 1 21 0.571 1 21 1.666 19:00 - 20:00 1 21 0.429 1 21 0.190 1 21 0.619 20:00 - 21:00 1 21 0.571 1 21 0.476 1 21 1.047 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 4.761 4.330 9.091

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

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

APPENDIX H

TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Proposed Residential Units Person Trip Rates Page 1 TPHS Limited London Road Twickenham Licence No: 857401

Calculation Reference: AUDIT-857401-210106-0123 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : C - FLATS PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE

Selected regions and areas: 01 GREATER LONDON KI KINGSTON 1 days

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

Primary Filtering selection:

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

Parameter: No of Dwellings Actual Range: 20 to 20 (units: ) Range Selected by User: 9 to 50 (units: )

Parking Spaces Range: All Surveys Included

Parking Spaces per Dwelling Range: All Surveys Included

Bedrooms per Dwelling Range: All Surveys Included

Percentage of dwellings privately owned: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/12 to 06/03/20

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

Selected survey days: Monday 1 days

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

Selected survey types: Manual count 1 days Directional ATC Count 0 days

Selected Locations: Edge of Town Centre 1

Selected Location Sub Categories: Residential Zone 1

Secondary Filtering selection:

Use Class: C 3 1 days

Population within 500m Range: All Surveys Included TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Proposed Residential Units Person Trip Rates Page 2 TPHS Limited London Road Twickenham Licence No: 857401

Secondary Filtering selection (Cont.):

Population within 1 mile: 25,001 to 50,000 1 days

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

Population within 5 miles: 500,001 or More 1 days

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

Car ownership within 5 miles: 1.1 to 1.5 1 days

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

Travel Plan: No 1 days

PTAL Rating: 2 Poor 1 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Proposed Residential Units Person Trip Rates Page 3 TPHS Limited London Road Twickenham Licence No: 857401

LIST OF SITES relevant to selection parameters

1 KI-03-C-03 BLOCK OF FLATS KINGSTON PORTSMOUTH ROAD SURBITON

Edge of Town Centre Residential Zone Total No of Dwellings: 2 0 Survey date: MONDAY 11/07/16 Survey Type: MANUAL

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection EN-03-C-03 Observed level of trips considered unfeasibly and erroneously high for type of d HG-03-C-02 PTAL rating not considered analogous with development site. HK-03-C-03 PTAL rating not considered analogous with development site. HM-03-C-01 PTAL rating not considered analogous with development site. HO-03-C-05 Parking ratio not considered analogous with development scheme. IS-03-C-03 PTAL rating not considered analogous with development site. IS-03-C-05 PTAL rating not considered analogous with development site. IS-03-C-06 PTAL rating not considered analogous with development site. NH-03-C-01 PTAL rating not considered analogous with development site. SK-03-C-02 PTAL rating not considered analogous with development site. WH-03-C-01 PTAL rating not considered analogous with development site. TRICS 7.7.4 161220 B20.07 Database right of TRICS Consortium Limited, 2021. All rights reserved Wednesday 06/01/21 Hayes Lane, Kenley - Proposed Residential Units Person Trip Rates Page 4 TPHS Limited London Road Twickenham Licence No: 857401

TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 1 20 0.000 1 20 0.150 1 20 0.150 08:00 - 09:00 1 20 0.100 1 20 0.500 1 20 0.600 09:00 - 10:00 1 20 0.150 1 20 0.450 1 20 0.600 10:00 - 11:00 1 20 0.000 1 20 0.250 1 20 0.250 11:00 - 12:00 1 20 0.150 1 20 0.150 1 20 0.300 12:00 - 13:00 1 20 0.300 1 20 0.200 1 20 0.500 13:00 - 14:00 1 20 0.250 1 20 0.250 1 20 0.500 14:00 - 15:00 1 20 0.300 1 20 0.350 1 20 0.650 15:00 - 16:00 1 20 0.150 1 20 0.100 1 20 0.250 16:00 - 17:00 1 20 0.200 1 20 0.150 1 20 0.350 17:00 - 18:00 1 20 0.350 1 20 0.050 1 20 0.400 18:00 - 19:00 1 20 0.300 1 20 0.350 1 20 0.650 19:00 - 20:00 1 20 0.400 1 20 0.350 1 20 0.750 20:00 - 21:00 1 20 0.450 1 20 0.300 1 20 0.750 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.100 3.600 6.700

APPENDIX I

Committed Development Schemes Summary

Planning Decision Site No. Extant Site Scheme Planned Site Scheme Reference Date 6 x 2-bed flats 8 19/02486/FUL 16/08/19 1 x 4-bed house 3 x 3-bed houses 7 x 2-bed flats Abbots 12 19/03959/FUL 29/09/20 1 x 4-bed house 1 x 3-bed flat Lane 1 x 3-bed house 44 (l.a.) 19/04071/FUL 29/01/20 N/A 1 x 4-bed house 51 17/03282/FUL 01/09/17 N/A 1 x 3-bed house 51 19/00326/FUL 20/03/19 N/A 1 x 3-bed house Church 6 x 2-bed flats 6 20/00168/OUT 09/10/20 1 x 4-bed house Road 3 x 3-bed flats The 2 x 1-bed flats Firs Road 19/03839/FUL 13/12/19 1 x 4-bed house Grange 7 x 2-bed flats 8 x 2-bed flats 120 18/03774/FUL 13/12/18 1 x 4-bed house 1 x 3-bed flat 2 x 1-bed flats 157 18/06006/FUL 26/03/19 1 x 2-bed house 3 x 2-bed flats Hayes Lane 2 x 3-bed flats 6 x 2-bed flats 170 17/06121/FUL 09/03/18 1 x 3-bed house 1 x 4-bed house 193 17/06373/FUL 06/0718 N/A 1 x 3-bed house 243 20/04260/FUL 09/11/20 1 x 3-bed house 1 x 6-bed house Highwood 7 18/02710/OUT 16/08/18 N/A 3 x 4-bed houses Close 1 x 1-bed flat 13 18/04342/FUL 18/01/19 1 x 4-bed house 7 x 2-bed flats Hermitage 1 x 3-bed flat Road Wrenwood 7 x 2-bed flats 19/05984/FUL 19/08/20 N/A Court 1 x 3-bed flat Kearton 2 20/02159/PIP 27/07/20 N/A 4 x flats Close Oaklands 5-6 (r.o.) 19/01810/FUL 18/05/20 N/A 1 x 3-bed house Gardens 1 x 1-bed flat Park Road 23 17/05189/FUL 29/03/18 1 x 3-bed house 5 x 2-bed flats 1 x 3-bed flat 1 x 2-bed flat 1 18/05752/FUL 23/01/19 1 x 3-bed house Roke Road 1 x 3-bed flat 2 16/06243/FUL 24/02/17 1 x 3-bed house 2 x 4-bed houses Uplands 35 20/00331/FUL 06/02/20 1 x 4-bed house 6 x 4-bed houses Road Valley 124A 18/04110/FUL 01/02/19 N/A 2 x 2-bed flats Road 10 19/04441/OUT 12/06/20 1 x 2-bed house 8 x 4-bed houses 7 x 2-bed flats Welcomes 32 18/05006/FUL 21/06/19 1 x 4-bed house 2 x 3-bed flats Road 2 x 1-bed flats 36 19/00909/FUL 22/05/19 1 x 4-bed house 4 x 2-bed flats

2 x 3-bed flats 6 x 2-bed flats 42 19/00548/FUL 13/05/19 1 x 4-bed house 1 x 3-bed flat 2 x 4-bed houses 3 x 2-bed flats 56 19/00412/FUL 23/01/20 1 x 4-bed house 6 x 3-bed flats 57 17/02467/OUT 18/08/17 1 x 4-bed house 7 x 2-bed flats 6 x 2-bed flats 60 19/05394/FUL 18/12/20 1 x 4-bed house 1 x 3-bed flat 2 x 4-bed houses 82 (adj.) 17/03929/FUL 04/12/17 N/A 1 x 2-bed house NOTE: Scheme details typically taken from information on submitted application forms. Table 1: Summary of Committed Development Schemes (January 2017 – 31st December 2020)

Prospective Development Schemes Summary

Planning Validation Proposed Site Site No. Extant Site Scheme Reference Date Scheme 4 x 1-bed flats Abbots 13 19/05955/FUL 29/12/20 1 x 3-bed house 10 x 2-bed flats Lane 3 x 3-bed flats 1 x 3-bed house Cedar Walk 10 20/02410/OUT 08/06/20 1 x 3-bed house 4 x 4-bed houses 1 x 1-bed flat 29 17/04594/FUL 16/11/18 N/A 19 x 2-bed flats 4 x 3-bed flats 2 x 3-bed houses 2 x 1-bed flat Hayes Lane 72 20/03622/FUL 12/08/20 1 x 4-bed house 4 x 2-bed flats 1 x 3-bed flat 1 x 1-bed flat 233 20/06616/FUL 23/12/20 1 x 2-bed house 3 x 2-bed flats 3 x 3-bed flats 2 x 1-bed flats 8 x 2-bed flats 1 20/05075/FUL 01/10/20 1 x 4-bed house 5 x 3-bed flats 2 x 2-bed houses Kearton 2 x 4-bed houses Close 2 x 1-bed flats 2 (r.o.) 20/05606/FUL 24/11/20 1 x 3-bed house 2 x 2-bed flats 1 x 2-house 8 20/00981/FUL 28/02/20 1 x 2-bed house 1 x 3-bed house 2 x 4-bed houses 3 x 1-bed flats Kenley Sycamores 20/02074/FUL 14/05/20 1 x 4-bed house 3 x 2-bed flats Lane 3 x 3-bed flats 42 (r.o.) 20/01311/FUL 17/03/20 N/A 1 x 3-bed house 2 x 2-bed flats 16-18 19/06039/FUL 24/12/19 2 x 4-bed houses 2 x 3-bed flats Park Road 5 x 4-bed houses 21 20/05714/FUL 04/11/20 1 x 4-bed house 1 x 2-bed house

1 x 3-bed house 1 x 4-bed house 1 x 1-bed flat Roke Road 12 20/05324/FUL 30/10/20 1 x 4-bed house 5 x 2-bed flats 1 x 3-bed flat Uplands 9 20/05895/FUL 13/11/20 1 x 5-bed house 1 x 5-bed house Road 2 x 1-bed flats 37 19/05954/FUL 18/05/20 1 x 4-bed house 5 x 2-bed flats 2 x 3-bed flats 3 x 2-bed flats Welcomes 46 20/06250/OUT 02/12/20 1 x 3-bed house 3 x 3-bed flats Road 2 x 4-bed houses 6 x 2-bed flats 88 20/05414/OUT 19/10/20 1 x 3-bed house 3 x 3-bed flats 90 (r.o.) 20/05181/FUL 07/10/20 N/A 3 x 4-bed houses 102 (r.o.) 20/04032/FUL 07/09/20 N/A 1 x 2-bed house 2 x 1-bed flats Zig Zag 3 20/00325/FUL 09/04/20 1 x 3-bed house 4 x 2-bed flats Road 2 x 3-bed flats NOTE: Scheme details typically taken from information on submitted application forms. Table 2: Summary of Prospective Development Schemes (as of 31st December 2020)

APPENDIX J

Page 1 of 8

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2021 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Godstone Road, Kenley (Cumulative Assessment - January 2021 - HL).j9 Path: C:\Users\TPHS\Desktop\Miscellaneous - Junctions Report generation date: 07/01/2021 19:18:47

»Existing Layout - 2020, AM »Existing Layout - 2020, PM

Summary of junction performance

AM PM Queue Delay Network Residual Queue Delay Network Residual RFC LOS RFC LOS (Veh) (s) Capacity (Veh) (s) Capacity Existing Layout - 2020 Stream B-AC 11.1 117.99 0.98 F -12 % 5.3 69.97 0.88 F -8 %

Stream C-AB 5.4 29.12 0.81 D [Stream B-AC] 8.0 35.00 0.86 D [Stream B-AC]

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Network Residual Capacity indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met.

File summary

File Description Title Hayes Lane, Kenley Location A22 Godstone Road Site number 1 Date 07/01/2021 Version B Status Existing Identifier Client Landmark Group Ltd Jobnumber 259 Enumerator TPHS-PC\TPHS Description Cumulative Impacts Assessment

Units Distance Speed Traffic units Traffic units Flow Average delay Total delay Rate of delay units units input results units units units units m kph Veh Veh perHour s -Min perMin

Analysis Options Calculate Residual Queue Vehicle Calculate Queue Calculate detailed RFC Average Delay residual capacity criteria threshold length (m) Percentiles queueing delay Threshold threshold (s) capacity type (PCU) 5.75 Delay 0.85 36.00 20.00

Demand Set Summary Scenario Time Period Traffic Start time Finish time Time segment Run ID Description name name profile type (HH:mm) (HH:mm) length (min) automatically With Cumulative

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D1 2020 AM Schemes ONE HOUR 07:45 09:15 15 With Cumulative D2 2020 PM ONE HOUR 16:45 18:15 15 Schemes

Analysis Set Details Include in Network flow scaling factor Network capacity scaling factor ID Name Description report (%) (%) Existing Cumulative Impacts A1 100.000 100.000 Layout Assessment

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Existing Layout - 2020, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 A22 Godstone Road / Hayes Lane T-Junction Two-way 27.24 D

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -12 Stream B-AC

Arms

Arms Arm Name Description Arm type A A22 Godstone Road East Major B Hayes Lane Minor C A22 Godstone Road West Major

Major Arm Geometry Width of Has kerbed central Has right Width for right Visibility for right Blocking queue Arm Blocks? carriageway (m) reserve turn bay turn (m) turn (m) (PCU) C 6.50 2.20 100.0 4.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 3.66 23 19

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (Veh/hr) A-B A-C C-A C-B 1 B-A 527 0.094 0.237 0.149 0.339 1 B-C 678 0.102 0.257 - - 1 C-B 632 0.240 0.240 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details Scenario Time Period Traffic Start time Finish time Time segment Run ID Description name name profile type (HH:mm) (HH:mm) length (min) automatically With Cumulative D1 2020 AM ONE HOUR 07:45 09:15 15 Schemes

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Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%) A ONE HOUR 618 100.000 B ONE HOUR 319 100.000 C ONE HOUR 784 100.000

Origin-Destination Data Demand (Veh/hr) To A B C A 0 111 507 From B 58 0 261 C 459 325 0

Vehicle Mix Heavy Vehicle Percentages To A B C A 0 2 12 From B 0 0 0 C 10 2 0

Results

Results Summary for whole modelled period Average Demand Total Junction Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS (Veh/hr) Arrivals (Veh) B-AC 0.98 117.99 11.1 F 293 439 C-AB 0.81 29.12 5.4 D 374 561 C-A 346 518 A-B 102 153 A-C 465 698

Main Results for each time segment

07:45 - 08:00 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 240 60 472 0.509 236 0.0 1.0 15.035 C C-AB 255 64 519 0.491 251 0.0 1.0 13.265 B C-A 335 84 335 A-B 84 21 84 A-C 382 95 382

08:00 - 08:15 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 287 72 430 0.667 283 1.0 1.9 24.006 C C-AB 330 83 535 0.617 327 1.0 1.7 17.077 C

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C-A 375 94 375 A-B 100 25 100 A-C 456 114 456

08:15 - 08:30 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 351 88 361 0.972 327 1.9 8.0 75.412 F C-AB 536 134 659 0.813 524 1.7 4.8 25.264 D C-A 327 82 327 A-B 122 31 122 A-C 558 140 558

08:30 - 08:45 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 351 88 358 0.980 339 8.0 11.1 117.986 F C-AB 536 134 663 0.809 533 4.8 5.4 29.116 D C-A 327 82 327 A-B 122 31 122 A-C 558 140 558

08:45 - 09:00 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 287 72 427 0.672 322 11.1 2.3 43.029 E C-AB 330 83 541 0.610 344 5.4 1.9 20.099 C C-A 375 94 375 A-B 100 25 100 A-C 456 114 456

09:00 - 09:15 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 240 60 471 0.510 245 2.3 1.1 16.264 C C-AB 255 64 521 0.490 259 1.9 1.0 14.019 B C-A 335 84 335 A-B 84 21 84 A-C 382 95 382

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Existing Layout - 2020, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 A22 Godstone Road / Hayes Lane T-Junction Two-way 20.38 C

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -8 Stream B-AC

Traffic Demand

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%) A ONE HOUR 607 100.000 B ONE HOUR 269 100.000 C ONE HOUR 850 100.000

Origin-Destination Data Demand (Veh/hr) To A B C A 0 94 513 From B 59 0 210 C 485 365 0

Vehicle Mix Heavy Vehicle Percentages To A B C A 0 0 4 From B 0 0 1 C 3 0 0

Results

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Results Summary for whole modelled period Average Demand Total Junction Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS (Veh/hr) Arrivals (Veh) B-AC 0.88 69.97 5.3 F 247 370 C-AB 0.86 35.00 8.0 D 442 663 C-A 338 507 A-B 86 129 A-C 471 706

Main Results for each time segment

16:45 - 17:00 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 203 51 459 0.441 199 0.0 0.8 13.704 B C-AB 290 72 548 0.529 285 0.0 1.1 13.520 B C-A 350 87 350 A-B 71 18 71 A-C 386 97 386

17:00 - 17:15 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 242 60 415 0.582 240 0.8 1.3 20.239 C C-AB 383 96 579 0.661 379 1.1 2.1 17.737 C C-A 381 95 381 A-B 85 21 85 A-C 461 115 461

17:15 - 17:30 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 296 74 343 0.863 284 1.3 4.4 52.602 F C-AB 654 163 758 0.863 635 2.1 6.8 27.996 D C-A 282 70 282 A-B 103 26 103 A-C 565 141 565

17:30 - 17:45 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 296 74 338 0.876 292 4.4 5.3 69.975 F C-AB 654 163 760 0.861 649 6.8 7.9 34.997 D C-A 282 70 282 A-B 103 26 103 A-C 565 141 565

17:45 - 18:00 Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 242 60 410 0.590 257 5.3 1.5 25.571 D C-AB 383 96 583 0.656 405 7.9 2.5 23.157 C C-A 381 95 381 A-B 85 21 85 A-C 461 115 461

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Total Junction Capacity Throughput Start queue End queue Stream Demand Arrivals RFC Delay (s) LOS (Veh/hr) (Veh/hr) (Veh) (Veh) (Veh/hr) (Veh) B-AC 203 51 457 0.443 205 1.5 0.8 14.438 B C-AB 290 72 549 0.528 295 2.5 1.2 14.527 B C-A 350 87 350 A-B 71 18 71 A-C 386 97 386

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