Preliminary Highways Appraisal

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olinbuchanan.

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Kitewood Strategic Land

Sustainable Urban

Extension,Hillborough June 2009Preliminary Appraisal


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Sustainable Urban Extension, HillboroughPreliminary Appraisal

Project No: 16598-01-1

June 2009

10 Eastbourne Terrace,

London,

W2 6LG

Telephone: 020 7053 1300

Fax: 020 7053 1301

Email : [email protected]

Prepared by: Approved by:

____________________________________________ ____________________________________________

Craig Mitchell Damian Tungett

Status: Draft Issue no: 4 Date: 29 July 2009

prelim appraisal_revised_v7.doc

(C) Copyright Colin Buchanan and Partners Limited. All rights reserved.

This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by ColinBuchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report.No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which itwas originally prepared and provided.

Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care anddiligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expresslystated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited hasbeen made


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Contents

1 Introduction 11.1 Summary 11.2 Background 11.3 Scope of the Report 12 Description of Existing Conditions 32.1 The Site 32.2 Highway Network 32.3 Public Transport 32.4 Cycling and Walking 63 Planning Policy 73.1 Introduction 73.1 PPG13 Transport 73.2 The South East Plan 73.3 Local Transport Plan for Kent 2006-2011 83.4 Canterbury District Local Plan (July 2006) 83.5 Canterbury District Transport Action Plan 84 Overall Access Strategy 84.1 Development Proposals 84.2 Highway Access Arrangements 84.3 Pedestrian and Cycle Access 114.4 Bus Services 114.5 Parking 135 Trip Generation and Distribution 145.1 Trip Generation 145.2 Trip Distribution 156 Impact on Highway Network 176.1 Introduction 176.2 Margate Road/ A299 Thanet Way On-Off Slip Roundabout 176.3 Thanet Way/ Sweechbridge Road/ Heart in Hand Road grade separated

junction 6.4 Summary 237 Conclusions 24


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Tables

Table 2.1: Bus Services 6Table 5.1: Residential and Employment Trip Rates (based on TRICS) 14Table 5.2: Proposed Residential Trip Generation (based on TRICS) 14Table 5.3: Proposed Employment Trip Generation (based on TRICS) 15Table 5.4: Trip Distribution 15Table 6.1: ARCADY Results Margate Road Roundabout, Existing Traffic Flows

17Table 6.2: ARCADY Results Margate Road Roundabout, Base Traffic Flows 18Table 6.3: ARCADY Results Margate Road Roundabout, Proposed Traffic

Flows 18Table 6.4: ARCADY Results Improved Margate Road Roundabout, Proposed

Traffic Flows 19Table 6.5: DMRB Requirements for Diverge and Merge Lanes 19


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1 Introduction

1.1 Summary

1.1.1 This Preliminary Appraisal report has been prepared on behalf of Kitewood StrategicLand in relation to a proposal to develop a sustainable urban extension at Hillborough,Herne Bay in the County of Kent.

1.1.2 Canterbury City Council is presently in the process of preparing its Local DevelopmentFramework including its Core Strategy. This preliminary appraisal seeks to inform thatprocess and to demonstrate the transport and access opportunity of the Kitewood land asa location for strategic development for Herne Bay.

1.1.3 The site is currently used for agricultural use. In the longer term, it is proposed that thisland be used for a mixed-use development, primarily providing residential andemployment land use, together with complementary activities such as schools,restaurants, dentists and a community building. However, pre 2026 it is proposed thatbetween 600-800 houses could come forward at the eastern end of the site.

1.2 Background

1.2.1 This site was previously promoted in the Canterbury Local Plan (July 2006) andhistorically has been promoted as far back as 1991, where it was considered at that timeby the District Council as a potential mixed use development allocation. Since this time, anumber of nearby sites have come forward for development either for employment orresidential uses. These developments demonstrate the potential for Hillborough indelivering development at Herne Bay.

1.2.2 The access arrangements to the proposed development have been discussed withhighway officers at the City Council and Kent County Council and surveys and modellingof the access has been carried out in accordance with these discussions to ensure that a

satisfactory access arrangement can be achieved.

1.2.3 In particular, the correspondence from Kent County Council, received on 27th April 2009,has identified the following:

The junction of Sweechbridge Road onto Thanet Way requires full assessment inboth directions;

The junction of Sweechbridge Road/ Reculver Road also needs to be assessed; Sweechbridge Road may need to be widened up to Thanet Way; Access direct onto the Thanet Way would not be acceptable; Access onto Sweechbridge Road should be achievable; Access onto any of the residential roads in Beltinge would not be suitable.

1.2.4 The above points which are relevant to the strategic transport aspects of the proposal areaddressed in the report below. Remaining matters will be addressed at a later stage, in a

full transport assessment.

1.3 Scope of the Report

1.3.1 This report is subdivided into the following chapters:

Chapter 2 provides a description of the existing site and the adjacent transportnetwork;

Chapter 3 provides a review of the current transport policies relevant to theproposed development;


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Chapter 4 sets out details concerning the proposed development; Chapter 5 assesses the level of trips that would be generated by the proposal and

their likely distribution; Chapter 6 analyses the impact of the proposed development on the highway

network and suggests measures of mitigation; Chapter 7 presents the findings and conclusions of the above study.


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2 Description of Existing Conditions

2.1 The Site

2.1.1 The site is located to the south east of Herne Bay, to the south of Beltinge and to thewest of Hillborough.

2.1.2 More specifically, the site is bounded by the A229 Thanet Way to the south,Sweechbridge Road to the east, and residential properties to the west and north. The siteis also split by an existing railway line.

2.2 Highway Network

2.2.1 The strategic highway network connecting Herne Bay with Canterbury and the wider areais shown in Figure 2.1. The site and the local road network is shown in Figure 2.2.

2.2.2 As shown, the strategic highway network at this location is dominated by the A229Thanet Way. The A229 is an inter-urban primary route and a urban primary distributor asdefined by the Canterbury District Local Plan. In the vicinity of the site, the A229 is a dualcarriageway road providing two lanes of traffic in each direction and has an alignmentthat runs generally west to east, following the coastline. This strategic road providesaccess to the wider Kent area and highway network (including via its junction with the M2to the west).

2.2.3 To the west of the site, the A229 forms a junction with the A291 Canterbury Road. Thisroad runs in a generally north to south direction and connects Herne Bay withCanterbury. The A291 is a single carriageway road, with one traffic lane in each direction.

2.2.4 At the eastern edge of the site, the A229 meets Sweechbridge Road and Heart in HandRoad via a grade separated junction. Both Sweechbridge Road and Heart in Hand Roadare single carriageway roads, and the area is primarily rural in nature.

2.2.5 A further key route within Herne Bay is the B2205, which connects the A299 (via theMargate Road roundabout to the west of the site) with the High Street.

2.2.6 In general, the site is well positioned in terms of its proximity to the strategic roadnetwork, and would allow quick and easy access to both Herne Bay, the wider Kent areaand beyond.

2.3 Public Transport

Rail Services

2.3.1 The nearest rail station to the site is the Herne Bay railway station, located approximately2.5km to the west of the site. Services from this station are operated by Southeastern on

the Chatham Main Line, which runs through to London Victoria. The service frequency isapproximately two trains per hour.

2.3.2 From December 2009, Herne Bay rail station will be connected to London St Pancras bya high speed rail service. It is planned that some three high speed trains will run fromHerne Bay through to London during the peak morning period (7 to 10am).


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STRATEGICHIGHWAY NETWORK KITEWOODSTRATEGICLAND

SUSTAINABLEURBANEXTENSION,HILLBOROUGH


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LOCAL HIGHWAY NETWORK KITEWOODSTRATEGICLAND


THESITE


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Bus Services

2.3.3 The Hillborough area is served by a number of existing bus services, operated byStagecoach. These services are summarised in the table below:

Table 2.1: Bus Services

Service Number Route Weekday Frequency

4/ 4A/ 4X Canterbury Whitstable Herne Bay 4 per hour

6/ 6A/ 6X Canterbury Whitstable Herne Bay 4 per hour

7 Canterbury Broad Oak Hoath Hillborough - Herne Bay

7 per day

36 Morgate Hillborough Herne Bay 2 per hour

2.3.4 As shown, Herne Bay is well served by local bus routes.

2.4 Cycling and Walking

2.4.1 No national cycle routes are located in the vicinity of the site or the wider Herne Bay area.


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3 Planning Policy

3.1 Introduction

3.1.1 This chapter summarises the main transport policies applicable to the proposeddevelopment, including national and regional planning guidance.

3.1.2 All national and local policy seek to ensure that the aspirations set out in the TransportWhite Paper 1998 and The Transport Act 2000 are carried forward into developmentplanning policy. The relevant planning documents are discussed in turn below.

3.1 PPG13 Transport

3.1.1 PPG13 places emphasis on the key role that land use planning plays in delivering thegovernments integrated transport strategy. PPG13 states that in shaping the pattern ofdevelopment and influencing, the location, scale, density, design and mix of land uses

planning can help to reduce the need to travel, reduce the length of journeys and make itsafer and easier for people to access jobs, shopping, leisure facilities and services bypublic transport, walking and cycling.

3.1.2 This policy is part of the governments overall approach to addressing the needs ofmotorists and other road, public transport users and businesses by reducing congestionand pollution and achieving better access to development and facilities. Planning policiescan increase the effectiveness of other transport policies and help maximise thecontribution transport can play in improving quality of life.

3.1.3 PPG13 places particular emphasis on the promotion of public transport and thediscouragement of car trips.

3.2 The South East Plan

3.2.1 The South East Plan (SEP) was published in May 2009. The SEP makes it clear that theKent and Medway Structure Plan 2006 (KMSP) will crease to have development planstatus when its 3 year saved period expires on 6 July 2009. Therefore the KMSP is notreviewed in this document.

3.2.2 Policy T1 (Manage and Invest) of the draft South East Plan is particularly relevant to bothtransport and the proposed development. This Policy indicates that relevant regional andlocal planning documents must ensure their policies achieve the following criteria:

Are consistent with, and supported by appropriate mobility management measures;

Achieve a rebalancing of the transport system in favour of non-car modes as ameans of access to services and facilities;

Foster and promote an improved and integrated network of public transportservices in and between both urban and rural areas;

Encourage development that is located and designed to reduce average journeylengths;

Improve the maintenance of the existing transport system;

Include measures that reduce the overall number of road casualties;


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Include measures to minimise negative environmental impacts of transport and,where possible, to enhance the environment and communities through suchinterventions.

3.3 Local Transport Plan for Kent 2006-2011

3.3.1 Kents second LTP seeks to provide choice in the transport network and reducedependency on the private car, thereby improving accessibility for the whole communityand protecting the environment. It tackles the demand for travel with a proactiveapproach and seeks to manage and maintain Kents road network more efficiently,thereby tackling problems of congestion and pollution. The Plan also sets out ways ofensuring the progress made on making Kents roads safer is continued, and it seeks todeliver improvements to meet the transport needs of the Countys growth and economicregeneration areas in a sustainable way.

3.3.2 Accessibility is particularly important in Kent as the Countys economy is not asprosperous as most of the South East. Traffic levels continue to rise, in no small part dueto Kents role as the UKs gateway to Europe, and this is having a profound impact upon

the unique environment which is the Garden of England. The challenge of two majorgrowth areas (Ashford and the Kent Thames Gateway) demands that a sustainableapproach be adopted to transport in the future.

3.3.3 A strategy has been devised to reduce congestion and pollution and tackle problems ofaccessibility and road safety and also deal with Kents key objectives for the LocalTransport Plan.

3.4 Canterbury District Local Plan (July 2006)

3.4.1 The Canterbury District Local Plan first review sets out a spatial strategy and vision forthe District for the period to 2011, and in the longer term.

3.4.2 Within the policies of the Canterbury District Local Plan it is stated that where considering

the location or control of new development, the Council will always take account of thefollowing principles:

Controlling the level and environmental impact of vehicular traffic;

Providing alternative modes of transport to the car by extending provision forpedestrians, cyclists and the use of public transport;

Reducing cross-town traffic movements in the historic centre of Canterbury;

Providing public car parks and controlling parking in response to the PARC (Parkand Ride in Canterbury) Plan;

Assessing development proposals in the light of transport demands and thescope for choice between transport modes; and

Seeking the construction of new roads and/or junction improvements which are in

line with the foregoing and which will improve environmental conditions and/orcontribute towards the economic well-being of the District.

3.5 Canterbury District Transport Action Plan

3.5.1 The Canterbury District Transport Action Plan, entitled Unlocking the gridlock waspublished in 2004. This document aims to tackle the problems of traffic congestion, byimproving accessibility, choice and road safety, whilst maintaining the economic vitalityfor business and safeguarding the environment for the residents in the district.


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3.5.2 The Transport Action Plan provides five key transport aims for Canterbury, as follows:

Improve travel choices;

Reduce traffic congestion;

Improve road safety;

Reduce travel demand;

Improve public awareness.

3.5.3 In addition, a number of specific transport objectives are identified by the TransportAction Plan specific to Herne Bay. These objectives are as follows:

To improve access and car parking provision in the town centres.

To improve road safety, particularly for pedestrians and cyclists.

To trial Park and Ride facilities, particularly for peak weekend and visitor use.

3.5.4 The Area Action Plan also indicates the A291 through Herne is thought to be one of twolocations in the district where the impact of traffic on village life is thought to be sosignificant that work could be carried out to justify and identify a bypass scheme within

the action plan period. However the Plan also indicates that no specific work has beendone to provide a suitable justification to date.

3.5.5 Finally, the Area Action Plan identified that within the Thanet Way corridor, the junctionwith the greater capacity concerns was the junction of the A290 with the A299 andA2990. A number of other junctions along this corridor were identified as having safetyconcerns, although none of these are located in close proximity to the site.


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4 Overall Access Strategy

4.1 Development Proposals

4.1.1 As outlined earlier in this report, the site is currently used for agricultural purposes andhas an area of approximately 77ha. The site was previously promoted for developmentinto a new community during the review process for Canterbury Local Plan (2006).

4.1.2 Whilst the exact form of the proposals has yet to be determined, it has been assumedthat the overall comprehensive development in the longer term, will be as follows:

Up to 1,200 residential units (approx. 600 800 units pre 2026); 80,000sqm of Employment floor space; 10ha of Open Space; New schools and a community building; Complementary retail activities i.e. restaurant, public house, place of worship.

4.1.3 To facilitate a development of this scale a number of enhancements will be required tothe local highway and public transport networks to ensure the integration of the site withthe wider area. The key objectives in the development of these proposals are inaccordance with local and national policy and can be defined as;

Ensuring effective integration and social inclusion between the new development andexisting communities;

Wherever possible, to promote sustainable transport solutions such as walking,cycling and public transport to reduce the reliance on the private car;

Control strategic traffic to reduce the risk of rat running;

Ensure effective accessibility to and from the wider network;

Consider the impact of new development on new roads and developments andexisting junctions to ensure adequate capacity is provided.

4.2 Highway Access Arrangements

4.2.1 To ensure an integrated approach to the development of the site in the longer term, theaccess arrangements for the site have been based upon the full quantum of developmentcoming forward. Precise determination of appropriate access points will require detailedinvestigation, including junction analysis and more extensive consultation with thehighways authority. However, principal access concepts are likely to comprise thefollowing:

Provision of access points onto the existing highway network (most likely alongSweechbridge Road), thereby improving accessibility and the improvement of thecurrently substandard Sweechbridge Road junction with the A299;

A primary access point providing a direct route through to the A299 (most likely viathe Margate Road roundabout through Altira Business Park);

The provision of an access from the north-west or north of the site for buses,linking through to existing residential areas, which would be extremely beneficial interms of promoting use of sustainable travel modes.

4.2.2 The use of the existing May Street/ Sweechbridge Road junction (May Street Cross) bythis development will require a junction upgrade. The extent of this upgrade will depend


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on what other access arrangements are made to the site, however section 6 of this reportdetails how this could be achieved and other potential highways works.

4.2.3 The existing bridges over the railway line at Sweechbridge Road, May Street and

Bogshole Lane are inadequate to serve the development. The scheme would thereforereplace the Bogshole Bridge with a new bridge and utilise May Street and SweechbridgeRoad as part of a new gyratory system that would make May Street Bridge one way.

As identified above access arrangements for the proposal will potentially require anumber of junction and highway improvements. The extent of such improvements (andtheir associated cost) will require detailed analysis of junction and road link capacities,when more detailed investigation into the proposals has been progressed. However toinform this report a high level study of the capacity issues on the highway network havebeen undertaken. This is detailed in Chapter 6.

4.2.4 The potential access arrangements and internal road network are shown in Figure 4.1.


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POTENTIAL SITELINKS ANDCONNECTIONS KITEWOODSTRATEGICLAND

SUSTAINABLEURBANEXTENTION,HILLBOROUGH

MARGATEROAD ACCESS

POSSIBLEBUSACCESS

KEY:


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4.3 Pedestrian and Cycle Access

4.3.1 The movement of pedestrians and cyclists will be a fundamental consideration of theseproposals. At this stage it is envisaged that the provision of footways and cycle ways will

utilise the existing public rights of way and streets which link the site to Beltinge andHillborough. These would be extended and augmented by new footways and cycle wayswithin the scheme, giving particular reference to the Kent Design Guide and Manual forStreets.

4.3.2 The routing of these paths would be designed to minimise walk distances. Thedevelopment could also provide new footpaths over the railway at Bogshole and MayStreet and could link to Blacksole Farm Business Park via a new footbridge at MargateRoad and the new high quality underpass under Thanet Way at Mill Lane.

4.3.3 The provision of direct and attractive footpaths and cycle ways would encourageresidents to walk and cycle rather than use cars for journeys within the local area.

4.3.4 The site is located within walking distance of both the nearest school (350m) and thecentral Herne Bay area (approximately 1.6km). The nearest rail station, at 2.5km from the

site, is within cycling distance. The proximity of the site to these, and other services, willalso encourage use of sustainable means of travel.

4.3.5 Consideration will also be given to leisure walking and cycling and connections toReculver Country Park and the Saxon Shoreway should be explored.

4.4 Bus Services

4.4.1 The local area is currently served by four bus services. Whilst at this early stage of theproposals no discussions with the bus operators have been undertaken, it is consideredthat the services would benefit from the additional population at the site and this couldhelp to support and enhance these services. Where appropriate, it may be possible toreroute these services through the development site.

4.4.2 As shown on Figure 4.2, it would be advantageous, in terms of through routing of buses,to allow services to run through the site, from Maystreet Cross at its eastern edge throughto Herne Bay (possibly via Highfields Avenue). Such an access would need to be limitedto buses only to avoid a potential rat run, however this could be controlled by a bus gate.

4.4.3 In addition, it is also proposed that the development is served by a new bus servicelinking the sustainable urban extension to the Herne Bay Shopping Centre, Herne BayHospital and Herne Bay Secondary School at Greenhill. It would be proposed that thisservice operate at a higher frequency than other services in the area and would besupported by funding from the development in the early years until it can be commerciallyoperated.


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4.5 Parking

4.5.1 Parking for the proposed development should be provided in accordance with local andcounty policy, which in this instance is the Kent Vehicle Parking Standards (2003)

document. These standards set maximum vehicle parking requirements, with those mostrelevant to the proposed development reproduced below:

Residential 1.5 car spaces per unit across the development

B1 Office (over 2,500m2) 1 car space per 30m2 GFA

B2 Industry (Over 200m2) 1 car space per 50m2 GFA


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5 Trip Generation and Distribution

5.1 Trip Generation

5.1.1 Prior to determining whether the full quantum of development proposed can beaccommodated on the highway network, an analysis of the level of trips that could beexpected to be generated by the proposed mixed-use development has been undertaken.For the purposes of this analysis the TRICS database has been used.

5.1.2 TRICS is a large databases of traffic information relating to land use categories, fromvarious locations across the UK. It provides survey counts relating to car and/or multi-modal trip rates relevant to a wide variety of development types and sizes. Hence, thedatabase can be used to produce trip generation and attraction rates for newdevelopments based upon previous surveyed developments with similar characteristics.

5.1.3 At this stage, site selection criteria has been based on location (edge of town) anddevelopment density only. As the development progresses the selection criteria will berefined to take account of the land use type and enhancements to public transportmodes.

5.1.4 The resulting trip rates derived from the TRICS data are summarised in the table below:

Table 5.1: Residential and Employment Trip Rates (based on TRICS)

AM Peak PM PeakLand Use

In Out Total In Out Total

Residential (vph/unit)

0.089 0.389 0.478 0.368 0.169 0.537

B1 Employment(vph/ 100m2 GFA)

1.319 0.216 1.535 0.160 1.003 1.163

B2 Employment

(vph/ 100m2 GFA) 0.610 0.206 0.816 0.187 0.644 0.831

Where vph = vehicles per hour

5.1.5 It is anticipated that the other proposed activities at the site, such as the school,community building, restaurant etc will be complementary to the primary residential andemployment land uses and will not be significant trip generators in their own right. Theyhave therefore been excluded from further analysis at this stage.

5.1.6 For the purposes of determining the proposed trip generation, a development quantum of1,200 residential units has been used. The resulting trip generation is summarised in thetable below.

Table 5.2: Proposed Residential Trip Generation (based on TRICS)

AM Peak PM PeakLand UseIn Out Total In Out Total

Residential (1,200units)

107 467 574 442 203 645

5.1.7 The proposals also include a portion of employment land use, which will generateadditional trips. It should be noted that there will be a portion of linked trips between theresidential and employment components of the proposed development. However, for the


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purposes of preliminary trip generation assessment this employment land has beenassessed as a stand-alone activity.

5.1.8 The trip generation has been based on 80,000m2 of employment area. It has been

assumed that this area be split equally between B1 and B2 use. The resulting tripgeneration is summarised below:

Table 5.3: Proposed Employment Trip Generation (based on TRICS)

AM Peak PM PeakLand Use

In Out Total In Out Total

B1 Employment(40,000m2 GFA)

528 86 614 64 401 465

B2 Employment(40,000m2 GFA)

244 82 326 75 258 333

TOTAL 772 168 940 139 659 798

5.1.9 It should be noted that the level of site trip generation is particularly sensitive to the type

of employment provided (i.e. the mix and ratio of B1 or B2). In addition, if some of theemployment land was for B8 use (Warehousing) this would lead to a reduction in tripgeneration from that determined above.

5.2 Trip Distribution

5.2.1 A preliminary assessment of the proposal has determined that the approximate tripdistribution for the proposed development would be as follows:

Table 5.4: Trip Distribution

Direction Proportion of Trips

South (towards Canterbury) 30%

North (towards Herne Bay) 20%

West 25%

East 25%

5.2.2 The above trip distribution is also illustrated in Figure 5.1.

5.2.3 More detailed investigations at a later stage would provide a more refined assessment ofthe likely trip generation and the impact of modal shift.


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TRIP DISTRIBUTION KITEWOODSTRATEGICLAND


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6 Impact on Highway Network

6.1 Introduction

6.1.1 A key constraint on the quantum of development that can come forward will be theresidual capacity of the strategic highway network. In order to determine this residualcapacity, preliminary analysis at the key access points onto the highway network hasbeen carried out. The key locations considered appropriate for analysis are as follows:

Margate Road/ A299 Thanet Way On-Off Slip Roundabout; A299 Thanet Way/ Sweechbridge Road/ Heart in Hand Road Grade Separated

Junction.

6.1.2 To enable a robust analysis of these junctions, a survey of traffic movements at bothjunctions was undertaken. These surveys were undertaken on Monday 20

thApril 2009,

during the morning and evening peak periods (7 to 10am and 4 to 6pm). In addition,information obtained from the Kent Travel Report 2007 provided traffic volumes on the

A299 Thanet Way.

6.1.3 This analysis provides an understanding as to the likely future work required to the localhighway network in order to support the proposed quantum of development. It isanticipated that they Margate Road roundabout will be the primary access point for theextension of Altira Business Park and that Sweechbridge Road would be the primaryaccess point for the initial residential phase of the development.

6.1.4 As will be demonstrated below, the analysis identifies that the above junctions canaccommodate the proposed level of development, provided that some improvements aremade. This analysis is discussed further below:

6.2 Margate Road/ A299 Thanet Way On-Off Slip Roundabout

6.2.1 It is anticipated that the Margate Road roundabout will provide a primary access point forthe proposed employment element of the development and some residential units at alater stage. Analysis has therefore been undertaken to determine whether there is sparecapacity at this junction, and if so, then the quantum of development that could besupported by the existing junction arrangement (i.e. the do nothing option).

6.2.2 This assessment has been carried out using the appropriate industry standard junctioncapacity analysis program, namely Assessment of Roundabout Capacity and DelaY(ARCADY).

6.2.3 To determine the existing performance of this junction, the traffic flows observed duringthe April 2009 survey were applied to a model of the existing junction layout. The resultsof this analysis are summarised in Table 6.1.

Table 6.1: ARCADY Results Margate Road Roundabout, Existing Traffic Flows

AM Peak PM PeakApproach

RFC Q (vehs) RFC Q (vehs)

Site Access 0.015 0 0.016 0

Margate Rd (E) 0.208 0 0.197 0

Thanet Way On-Off Slip 0.124 0 0.240 0

Margate Rd (W) 0.273 0 0.300 0


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6.2.4 As shown above, the Margate Road junction operates with considerable spare capacityunder the existing peak traffic flow periods. The highest recorded RFC (Ratio of flow tocapacity) was only 0.300, indicating the junction arrangement can easily accommodatethe existing traffic flows and spare capacity exists to absorb further traffic.

6.2.5 However, a fourth arm has recently been added to this junction to provide access to theunder construction Altira Business Park. To determine whether this junction will continueto operate satisfactorily after development of this committed scheme, further analysis hasbeen undertaken.

Table 6.2: ARCADY Results Margate Road Roundabout, Base Traffic Flows



Site Access 0.149 0 0.629 2

Margate Rd (E) 0.511 1 0.265 0


Margate Rd (W) 0.477 1 0.317 1

6.2.6 The above junction analysis shows that the addition of traffic from Altira Park will result inthe maximum RFC at this junction increasing to 0.629, with an associated maximumqueue length of two vehicles.

6.2.7 A junction with an RFC of 0.85 or higher is considered to be constrained and unable tosupport more development, and it therefore considered that this junction has sufficientspare capacity to accommodate further development related traffic.

6.2.8 The junction has therefore been analysed to determine whether the proposeddevelopment quantum could be developed. The development quantum assessedconsists of up to 1200 residential units and 80,000m2 employment space (split equallybetween B1 and B2). It is anticipated that approximately 75% of the development trafficwill use the Margate roundabout, and the modelling has taken this into account.

6.2.9 The analysis results for the above scenario are provided below:

Table 6.3: ARCADY Results Margate Road Roundabout, Proposed Traffic Flows



Site Access 0.636 2 1.370 215

Margate Rd (E) 0.586 1 0.301 0


Margate Rd (W) 0.959 12 0.481 1

6.2.10 Clearly, the existing roundabout arrangement is inadequate to accommodate theexpected traffic flows. It is therefore proposed that the roundabout be improved, primarilythrough the addition of a separate left turn filter lane on the site access approach, as well

as a minor increase to the flare lane length on the Margate Road (W) approach.

6.2.11 The capacity analysis results for the improved junction are shown as follows:


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Table 6.4: ARCADY Results Improved Margate Road Roundabout, Proposed TrafficFlows



Site Access 0.228 0 0.584 1

Margate Rd (E) 0.586 1 0.335 1


Margate Rd (W) 0.857 5 0.444 1

6.2.12 As demonstrated, the proposed improvements would allow the roundabout to havesufficient capacity to cope with the additional traffic generated by the proposals.

6.3 Thanet Way/ Sweechbridge Road/ Heart in Hand Road grade

separated junction

6.3.1 The provision of access points to the site from Sweechbridge Road will draw an

estimated 25% of the development trips away from the Margate Road roundabout, andthrough the Thanet Way/ Sweechbridge Road/ Heart in Hand Road grade separatedjunction. Provision of these site accesses would also have the added benefit of providingimproved connectivity through the scheme.

6.3.2 In addition, it is proposed that Sweechbridge Road would provide the primary accesspoint of the initial residential phase of the development (of approximately 600 to 800units).

6.3.3 However, such proposals will lead to additional trips through the Thanet Way/Sweechbridge Road/ Heart in Hand Road grade separated junction, it is anticipated thatKent County Council would expect the current substandard arrangements at this junctionto be reviewed.

6.3.4 Standards for grade separated junctions are provided in the Design Manual for Roads

and Bridges (DMRB) document. Based on the traffic flows observed at the Thanet Way/Sweechbridge Road/ Heart in Hand Road grade separated junction, the DMRBrequirements are summarised below.

Table 6.5: DMRB Requirements for Diverge and Merge Lanes

Diverge Lane Merge Lane

Sweechbridge Road Required Required

Heart in Hand Lane Recommended Required

6.3.5 Review of the current junction arrangements at this location has found that thedimensions for the diverge and merge lanes at the Sweechbridge Road On/Off Slip arecompliant with DMRB standards, as is the diverge lane into Heart in Hand Lane.

6.3.6 However, no merge lane is provided from Heart in Hand Lane onto Thanet Way. Giventhe existing level of traffic flows at this location, a merge lane is already required tocomply with current design standard. The problems generated by this substandard designwill be further exasperated by development traffic using Sweechbridge Road. It istherefore considered that a requirement of a site access point from Sweechbridge Roadwould be the provision of a new merge lane onto Thanet Way.

6.3.7 In order to provide the required merge lane, two preliminary scheme options have beendeveloped. These options are attached as Drawing No. 165981/OS/001 and165981/OS/002.


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20


6.3.8 Each of these scheme options has potential cost and land ownership implications whichwill require further investigation. It is anticipated that costs could potentially be significant,either through the provision of a new slip road or from the relocation of the existing bridgecolumn.

6.3.9 Subject to this improvement, it is considered that the Thanet Way/ Sweechbridge Roadgrade separated junction will be able to accommodate the expected additional trafficgenerated by the development, both for the initial residential phase (of up to 800 units)and for the full development proposals.


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Drain

THANETWAY

Dra

in

rain

HEART

IN

HAND

ROAD

Land ownership details

to be confirmed

New slip road

Existing slip road

modified to one way only

10 Eastbourne Terrace

London

W2 6LG

T 020 7053 1300

F 020 7053 1301

www.cbuchanan.co.uk

Amendment.Date.

wing Title

Job Title

Client

Job No:

Drawn by:

First Issued:

Ckd/Appd:

Designed by:

Scale:

Rev.

Drg No:

598-01-X_Hillborough Strategic Land\3. Project\3.3 Graphics\3.3.2 CAD\165981-OS-001 Rev A.dwg

PROPOSED MERGE LANE

ONTO A299 THANET WAY

OPTION 1

KITEWOOD STRATEGIC LAND

SUSTAINABLE URBAN EXTENSION,

HILLBOROUGH

1:1500@A3

CM

DB

JB

APR '09

16598-01-1165981/OS/001

Reproducedfromthe OrdnanceSurveymaterial withthepermissionof OrdnanceSurveyonbehalfoftheControllerof

HerMajesty's StationeryOffice.

Crowncopyright.Unauthorised reproductioninfringes

Crown copyright and may lead to prosecution or Civilproceedings.

Licence No.

c

hisdrawinghasbeenproducedbyColinBuchanan&artners.

oresponsibilitywillbeacceptedfortheuseof thisdrawinginny other project.

OTE: DO NOT SCALE OFF THIS DRAWING.

London.

AL100017967

DRAF

Roundabout at slip road junction06/09A


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Drain

THANETWAY

Dra

in

rain

HEART

IN

HAND

ROAD

Bridge column to be relocated

(confirmation subject to detailed

design)

10 Eastbourne Terrace

London

W2 6LG

T 020 7053 1300

F 020 7053 1301

www.cbuchanan.co.uk

Amendment.Date.

wing Title

Job Title

Client

Job No:

Drawn by:

First Issued:

Ckd/Appd:

Designed by:

Scale:

Rev.

Drg No:

598-01-X_Hillborough Strategic Land\3. Project\3.3 Graphics\3.3.2 CAD\165981-OS-002.dwg

PROPOSED MERGE LANE

ONTO A299 THANET WAY

OPTION 2

KITEWOOD STRATEGIC LAND

SUSTAINABLE URBAN EXTENSION,

HILLBOROUGH

1:1500@A3

CM

DB

JB

APR '09

16598-01-1165981/OS/002

Reproducedfromthe OrdnanceSurveymaterial withthepermissionof OrdnanceSurveyonbehalfoftheControllerof

HerMajesty's StationeryOffice.

Crowncopyright.Unauthorised reproductioninfringes

Crown copyright and may lead to prosecution or Civilproceedings.

Licence No.

c

hisdrawinghasbeenproducedbyColinBuchanan&artners.

oresponsibilitywillbeacceptedfortheuseof thisdrawinginny other project.

OTE: DO NOT SCALE OFF THIS DRAWING.

London.

AL100017967

DRAF


29/30

23


6.4 Summary

6.4.1 Pre 2026 it is proposed that the Thanet Way/ Sweechbridge Road grade separatedjunction will provide the principal access points to the site. In the longer term, it isconsidered that Margate Road roundabout will provide an additional access point.

6.4.2 A number of improvements to both these junctions are proposed so that they canadequately accommodate the expected traffic flows.

6.4.3 These improvements (and indicative cost estimates) are summarised below:

Margate Road roundabout addition of a left turn filter lane on the site accessapproach (cost up to 100,000);

Thanet Way/ Sweechbridge Road grade separated junction a new westboundmerge lane onto Thanet Way (circa 800,000 subject to Stats, traffic managementand land purchase costs).

6.4.4 With these proposed improvements it is considered that the existing highway network can

suitably accommodate the additional traffic flows generated by the developmentproposals.


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7 Conclusions

7.1.1 This preliminary appraisal transport report has been prepared by Colin Buchanan onbehalf of Kitewood Strategic Land. This study has investigated the traffic and transportaspects of a proposal to develop a new community at Hillborough, Herne Bay in theCounty of Kent.

7.1.2 The site currently benefits by being in close proximity to the strategic highway network.There are also a number of existing bus services and scope to provide a new rail stationat the site.

7.1.3 The relevant national, regional and local government policy with respect to transport hasbeen reviewed, and the preliminary development proposals are considered to beconsistent with these policies.

7.1.4 This study has included a preliminary assessment of the trip generation and distributionthat would be expected for the proposed development. This assessment would be refined

as details of the development are progressively determined.

7.1.5 General access arrangements have been determined, including preliminary assessmentof the required transport improvements (and associated costs). This assessment willrequire further detailed investigation as this proposal is refined,.

7.1.6 Overall, the site provides an excellent opportunity to provide a sustainable urbanextension that encourages use of sustainable travel modes, as well as ensuring that theexisting highway network is not adversely affected.

Preliminary Highways Appraisal

Documents