SHP2016 - Framework Travel Plan

8/15/2019 SHP2016 - Framework Travel Plan

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STONE HILLPARK LIVE WORK PLAY

SHP1-7.1

Framework

Travel Plan


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Stone Hill Park Framework Travel Plan


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Table 7.6: Anticipated and Projected Primary School Multi Modal Daily Trip Generation Before and After Implementation of

TP ................................................................................................................................................................................ 47

Table 7.7: Anticipated and Projected Mode Share for leisure, retail and hotel uses ......................................................... 48

Table 7.8: Anticipated and Projected leisure, retail and hotel Daily Multi Modal Trip Generation Before and After

Implementation of TP .................................................................................................................................................... 48Table 7.9: Anticipated and Projected Multi Modal Daily Trip Generation Before and After Implementation of TP for the

Whole Development ..................................................................................................................................................... 49


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Introduction


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Introduction

AECOM has been appointed by Stone Hill Park Limited to provide transport advice for the redevelopment of the former

Manston Airport, renamed as Stone Hill Park (SHP), the Site.

This Framework Travel Plan (FTP) accompanies a hybrid planning application for the comprehensive redevelopment of

SHP and has been prepared in accordance with National Planning Practice Guidance (NPPG) (2014) and Kent County

Council’s (KCC) ‘Guidance on Transport Assessments and Travel Plans’ (2008).

In addition to this Travel Plan (TP), a Transport Assessment (TA) has also been prepared to assess the potential impacts

of the development on the transport network surrounding the site. The findings of the TA and TP have fed into the

preparation of the Environmental Statement (ES) that also accompanies the planning application. These reports are inter-

related and should be read in conjunction with one another.

Background

The site is located to the west of the conurbation of Ramsgate, Margate and Broadstairs in the District of Thanet and is

bound by the A299 Hengist Way to the south, B2190 Spitfire Way and Minster Road to the west, arable farmland to the

north and Manston Court Road and further farmland to the east. The site is bisected by the B2050 Manston Road which

connects with Spitfire Way to the west and the A256 in the east. A site location plan detailing the extents of the site is

included in Appendix A.

The site is a disused airfield with no aviation uses currently taking place. A small number of existing buildings are

i d d l l l f i i i d i h hi

01 - Introduction


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It is envisaged that the measures included in a FTP should demonstrate a holistic approach by incorporating both ‘hard’

engineering measures and the ‘soft’ marketing and management measures necessary to address the transport impacts

arising from the development.

A FTP should include targets, monitoring and management arrangements to ensure that the objectives of the plan are

achieved and that it remains sustainable over the longer term.

Purpose of a Travel Plan

The main aim of this FTP is to reduce the reliance on use of the private car for essential and non-essential journeys made

by staff, residents and visitors to and from the site.

This FTP will provide a template for development of future site specific TPs for individual plots located on the site.

This TP has been prepared in line with the guidance provided within:

· Department of Communities and Local Government ‘National Planning Practice Guidance’;

· Department for Transport’s (DfT) ‘Delivering Travel Plans through the Planning Process’;

· DfT ‘Making Residential Travel Plans Work: Guidelines for New Developments’;

· KCC ‘Guidance on Transport Assessments and Travel Plans’; and,

· KCC’s ‘New Ways 2 Work – best practice guide for preparing Travel Plans in Kent’.

Benefits A wide range of benefits can be accrued from the implementation of a FTP, including a lower demand for car parking,

improved health and wellbeing of residents, staff and other users of the site as well as reduced environmental effects in

the vicinity of the site in terms of air quality, noise and congestion.

A broader range of benefits that can be achieved from the implementation of FTP initiatives include:

·

Improving accessibility by ensuring that walking cycling and public transport measures are built into the design


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Planning Policy Context


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IntroductionThis section of the FTP considers the key transport policies which are pertinent to the development proposal. The relevant

policy documents are considered at national, county and local levels under their respective headings.

National Policy

National Planning Policy Framework

The Government’s National Planning Policy Framework (NPPF) was published in March 2012, and outlines theGovernment’s planning policies and how they are expected to be applied. The document replaces all existing Planning

Policy Guidance notes and Planning Policy Statements.

The NPPF states that, ‘the purpose of the planning system is to contribute to the achievement of sustainable

development.’ According to paragraph 9:

‘Pursuing sustainable development involves seeking positive improvements in the quality of the built, natural and historic

environment, as well as in people’s quality of life, including (but not limited to):

making it easier for jobs to be created in cities to ns and illages

02 - Planning Policy Context


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Table 2.2: KCC SPG 4 Car Parking Standards

Land-Use Indicative maximum spaces

B1 Offices over 2500 sqm :1 space per 30 sqm

B1(high tech/research/light industry) 1 space per 35 sqm

B2 Over 200m2: 1 space per 50 sqm

B8 – Storage and Distribution 1 space per 110 sqm

B8 – Wholesale Trade Distribution 1 space per 35 sqm

Residential

1 bedroom: 1 space per dwelling2/3 bedrooms: 2 spaces per dwelling4+ bedrooms: 3 spaces per dwelling

Multi Activity Sports and Leisure Centre1 space per 22 sqm + 1 space per 15 seats where

appropriate

Primary School (D1)1 space per staff + 10%

Further and Higher Education (D1) 1 space per 1 staff and 1 space per 7 students

HotelEmployees: 1 space per 2 staff Guests: 1 space per bedroom

Kent Design Guide Review: Interim Guidance Note 3: Residential Parking (2008)


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– Policy TR3 – Provision of Transport Infrastructure – ‘The district and county councils will ensure, by means of a

legal agreement that proper provision is made for transport infrastructure that is necessary and relevant to the

development to be permitted. Proposals for transport infrastructure will be assessed in terms of their impact on

capacity and safety of the transport network together with their social and economic impacts.’

– Polic y TR12 – Cycli ng - in order to promote increased use of cycling the Local Plan states:

· ‘The council will seek the provision at the earliest opportunity, of a network of cycle routes. Planning

permission will not be granted for any development, which would prejudice the implementation of

proposed cycle routes.

· The council will seek the incorporation of facilities for cyclists into the design of new and improved

roads, junction improvements and traffic management proposals.

· Substantial development generating travel demand will be required to provide convenient and secure

cycle-parking and changing facilities. Proposals to provide such facilities as part of development

proposals in town centres and at transport interchanges, schools and places of employment will be

permitted, and

· In new residential development facilities for the secure parking and storage of cycles should be provided

or, in exceptional circumstances where not provided, the design should facilitate the provision in future.’

– Polic y TR15 - Green Travel Plans – ‘Development proposals likely to generate significant travel demand and/or traffic

movement will be required to demonstrate, through green travel plans, specific measures to encourage and facilitate

use of walking, cycling and public transport in preference to private car travel. The council will seek to approve

measures, which will assist implementation of green travel plans and school travel plans.’

– Polic y TR16 - Car Parking Provision – ‘Proposals for development will be required to make satisfactory provision for the parking of vehicles (including, where appropriate, service vehicles). Proposals seeking car parking provision

above the standards set out in Appendix G will not be permitted. In conservation areas where provision of parking in

line with this policy would be detrimental to the character of the conservation area or have an adverse effect on the

setting of a listed building or ancient monument then exceptions may be made.’

Appendix G of the Local Plan outlines the current TDC parking standards. These are provided for a limited range of land

uses with all other uses expected to be limited to 70% of the levels established within the KCC Vehicle Parking Standards.

The standards that are specified are outlined in Table 2.4 below.


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Consultation Document (January 2015) have been identified as pertinent to this TP. However, it should be noted that this

is not an adopted plan and therefore the policies outlined here are only provided for reference to indicate current policy

direction within the District.

Section six of the Preferred Options Consultation report sets out the transport strategy for Thanet and notes that KCC andTDC are jointly working on a Transport Strategy for the district that aims to increase the efficiency and effectiveness of the

transport network.

– Policy SP34 - Safe and Sustainable Travel s tates that , ‘The Council will work with developers, transport service

providers, and the local community to manage travel demand, by promoting and facilitating walking, cycling and use

of public transport as safe and convenient means of transport. Development applications will be expected to take

account of the need to promote safe and sustainable travel. New developments must provide safe and attractive

cycling and walking opportunities to reduce the need to travel by car.’

– Policy SP35 - Accessible Location states that, ‘Development generating a significant number of trips will be

expected to be located where a range of services are or will be conveniently accessible on foot, by cycle or public

transport. The Council will seek to approve proposals to cluster or co-locate services at centres accessible to local

communities by public transport and on foot.’

– Policy SP36 - Transport Infrastructure states that, ‘Development proposals will be assessed in terms of the type

and level of travel demand likely to be generated. Development will be permitted only at such time as proper provision

is made to ensure delivery of relevant transport infrastructure. Where appropriate, development will be expected to

contribute to the provision, extension or improvement, of walking and cycling routes and facilities and to highway

improvements.

– Subject to individual assessments, schemes may be required to provide or contribute to:

· Capacity improvements/connections to the cycle network

· Provision of pedestrian links with public transport routes/interchanges

· Improvements to passenger waiting facilities

· Facilities for display of approach time information at bus stops along identified quality bus corridors

· Improvement and expansion of public transport services

· Improvements to the road network’

Th t b fit f ti t th d ti Hi h S d il li k HS1 hi h b t A hf d


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– Polic y TP04 - Public Transpor t – ‘Development proposals will be expected to take account of the need to facilitate

use of public transport. The Council will seek to approve proposals consisting of or incorporating:

· Improvement of passenger and waiting facilities

· Measures to improve personal security

· Improved accessibility for people with mobility limitations

· Bus/rail interchange facilities

· secure cycle storage.’

– Policy TP10- Traffic Management – ‘Development required to implement traffic management measures designed to

realise the best use of the highway network in terms of safety, traffic capacity and environmental conditions will be

approved.’

– Polic y TP06 – Car Parking – ‘Proposals for development will be expected to make satisfactory provision for the

parking of vehicles. Suitable levels of provision will be considered in relation to individual proposals taking account of

the type of development, location, accessibility, availability of opportunities for public transport, likely accumulation of

car parking, design considerations and having regard to the guidance referred to below:

· In considering the level of parking provision in respect of proposals for residential development (use

class C3), the Council will refer to the guidance provided in Kent Design Review: Interim Guidance Note

3 - Residential Parking.

· In considering the level of parking provision in respect of proposals for other development, the Council

will refer to the indicative guidance set out in Appendix E’

Tables 2.6 and 2.7 below provides details of the car and cycle parking standards outlined in the emerging Local Plan and

contained with Appendix E of that document that are relevant to the development proposals.

Table 2.6: Emerging Local Plan Car Parking Standards

Land-Use - Parking Requirement


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Secondary Schooland Sixth Form

CollegesLibraries and Places

of Worship

1 space per 7 pupils plus 1 per staff

1 space per 60m²

D2 – Assembly and Leisure Leisure Centres 1 per 22m² plus 1 per 15 seats where appropriate

Table 2.7: Emerging Local Plan Cycle Parking Standards

Land-Use - Parking Requirement

A1 – Shops

Up to 1000m²Up to 5000m²Over 5000m²

1 space per 200m² - employees and customers1 space per 400m² - employees and customers1 space per 2500m² employees and customers

A2 – Financial and

Professional Services

1 space per 200m² - employees1 space per 1000m² - visitors

A3 – Food and Drink1 space per 20 seats - employees

1 space per 10 seats - visitors

B1 - Business1 space per 200m² - employees

1 space per 1000m² - visitors

B2 – General Industrial1 space per 200m² - employees

1 space per 1000m² - visitors

B8 – Storage and

Di t ib ti

1 space per 200m² - employees

1 1000 ² i it


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Best Practice Guidance

National Planning Practice Guidance

The Government has undertaken a review of the planning guidance that supports the delivery of the NPPF and published

updated NPPG online at http://planningguidance.planningportal.gov.uk/. The updated planning practice guidance includes

guidance on TPs, TAs and Transport Statements.

The Planning Practice Guidance on TPs, TAs and Transport Statements includes guidance on:

· When TPs, TAs and Transport Statements are required;

· How the scope of the plans and assessment should be defined; and,

· What should be included within the documents.

This FTP has been prepared in accordance with this guidance.

Delivering Travel Plans through the Planning Process (DfT, 2009)

This document was published in April 2009 and sets out the role the planning process can play in securing an effective

TP, which minimises the impact of development on transport infrastructure and assists in reducing CO 2 emissions. In

particular, it highlights that the key to a robust TPs is the development of a clear and integrated framework together with

an explicit relationship between the TP and the development site.

The document addresses current policy and describes the role of both the Local Authority and the applicant in facilitating

the travel planning process. In particular, specific reference is made to securing the TP through condition or planning

obligation, such as the Section 106 agreement, in order to ensure that it has an outcome. In order to understand if a TP

has been effective, the document also outlines the importance of a monitoring and enforcement regime, and the

specification of outcomes which are clear and measurable.

In delivering a successful TP, the document also highlights the importance of involving all parties who are likely to

influence the strategy to ensure that the document is an important part of the development delivery.

Fi ll th d t tli th t TP’ d t b ‘li i d t’ hi h i d t d t th t i ff ti


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Existing Condit ions


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IntroductionThis section reviews the existing transport conditions in the vicinity of the site. More specifically, the section provides a

description of the existing site operation and location, a review of the existing walking, cycling and public transport facilities

in the vicinity of the site, a description of the existing highway network and a review of accessibility to amenities.

Site Location and Existing Uses

The site is located to the west of the conurbation of Ramsgate, Margate and Broadstairs in the District of Thanet and is

bound by the A299 Hengist Way to the south, B2190 Spitfire Way to the west, arable farmland to the north and ManstonCourt Road and further farmland to the east. The site is bisected by the B2050 Manston Road which connects with

Spitfire Way in the west and the A256 in the east.

The site is a disused airfield with no aviation uses currently taking place. A small number of existing buildings are

occupied and low levels of activity occur associated with this. These occupied buildings are located on Spitfire Way and

the airport access road within the site.

Figure 3.1 below illustrates the site location in relation to the main junctions and railway stations in the vicinity of the site.

This plan is replicated at Appendix A.

03 - Existing Conditions


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between the Minster roundabout and Columbus Avenue roundabout is a dual-carriageway featuring two lanes in each

direction, is subject to a 50mph speed limit and is street lit.

A number of points of access to the site are located on Spitfire Way providing emergency access to the former runway and

taxiway network in addition to a number of existing buildings.

The site is well located in terms of strategic vehicular access with the A299 skirting the southern boundary. The A299 has

recently been upgraded as part of the East Kent Access scheme which opened in May 2012 and provides strategic

highway connections towards Sandwich, Deal and Dover to the south and towards Canterbury, Maidstone and London to

the west. The A299 in the vicinity of the site is a dual carriageway featuring two lanes in each direction. With the

exception of the junctions the road is not street lit and subject to national speed limit (70mph).

From the Minster roundabout the A299 continues east on an east-west alignment along the southern boundary of the site

to where it forms a three arm roundabout with the A299 Hengist Way and Canterbury Road West (Cliffsend Roundabout).

Canterbury Road West borders the site in the south east and is the former A299 before the East Kent Access scheme was

introduced. The road is in places a wide single carriageway with one lane running in each direction but has been traffic

calmed through the village of Cliffsend. Immediately to the east of the Cliffsend roundabout a set of traffic signals have

been implemented to calm traffic and encourage the use of the A299 Hengist Way. Through the village of Cliffsend

Canterbury Road West is subject to a 30mph speed limit and is street lit. Either side of this the road is subject to national

speed limit. Canterbury Road West continues east through Cliffsend where it forms a roundabout with the A256 Haine

Road at Lord of the Manor.

To the south of the site the A299 forms a roundabout junction with the A256 and Cottington Link Road (Sevenscore

Roundabout). The A256 then continues south towards Sandwich and ultimately Dover. The A256 continues east and

forms a traffic signal junction with Sandwich Road, Haine Road and Canterbury Road East at Lord of the Manor.

The A256 Haine Road runs in a north-south direction to the east of the site and links the Lord of the Manor junction and

Sandwich Road in the south with Westwood Cross and the A254 Margate Road in the north.

To the west of the Minster roundabout the A299 forms roundabout junctions with the A28 which provide connections

towards Canterbury to the south and Margate to the north. The A299 continues west and provides connections towards

Herne Bay, Whitstable and the A2/M2 at Brenley Corner.


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In addition to the provision of some footways adjacent to highways in the local area, there is a network of Public Rights of

Way (PROW) comprising public bridleways and public footpaths in the vicinity of the site. Most notably the TR10 bridleway

connects the east of the site with Ramsgate.

Figure 3.2 below shows the PROWs in the vicinity of the site along with walking isochrones for 400m and 800m fromexisting points of access around the site boundary. This plan is replicated in Appendix C.


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· Birchington on Sea;

· Westgate on Sea;

· Margate;

· Ramsgate;

· Newington; and

· Cliffsend.


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Victoria via Sittingbourne and Bromley South. The station is served by bus route 11 and therefore connects the

development to the station.

Minster Station is located approximately 2km south of the southwest corner of the site and is considered accessible by

cycling and bus routes 38A and 11. Minster train station provides one train per hour to London Charing Cross (viaCanterbury). However, the station does not offer access to high speed services making this station less attractive for

access to rail based public transport.

Future proposals for a Parkway Station to the south of the site, due to open in 2019, will provide further enhanced rail

connections and access to Kent’s high speed rail services.

Thanet Parkway station is part of a wider package of improvements on the Ramsgate to Ashford line that aims to reduce

journey times to London from Ramsgate to around one hour. This is a two phase project broken down as follows:

· Phase 1 - Ashford to Canterbury West - work currently underway;

· Phase 2 - Canterbury West to Ramsgate - due to be complete by the end of 2016

Reduced journey times to London will greatly enhance the accessibility of Thanet as a whole and provide access to

London within approximately one hour.

Access to Amenities

Access to local amenities has been considered by reference to the number of services and facilities available within

walking, cycling and driving distance of the site. An acceptable walking distance to access an amenity is considered to beup to two kilometres. An acceptable cycling distance is considered to be up to five kilometres.

The site is located remote from large urban centres and therefore existing access to amenities on foot is limited. However,

as identified above parts of Westwood, Ramsgate and Margate are accessible by bicycle.

Figure 3.5 illustrates the amenities and facilities in the local area. This plan is replicated in Appendix F. Table 3.3 below

summarises the distance between the former terminal building on the site and local facilities.


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Table 3.3: Access to facil ities and ameniti es

Facility Distance Walking Time Cycling Time

Convenience Store 0.8km 10 mins 3 mins

Public House 0.8 km 10 mins 3 mins

Pre-school and Nursery 1.0 km 12 mins 4 mins

Supermarket 2.4 km 30 mins 10 mins

Primary School 2.8 km 35 mins 11 mins

Secondary School 3.2km 40 mins 13 mins

Shopping Centre (Westwood Cross) 3.6 km 45 mins 14 mins

Doctor 4.1 km 51 mins 16 mins

Leisure Centre 4.4km 55 mins 18 mins

Dentist 4.8 km 1 hour 19 mins

Hospital 5.0 km One hour two mins 20 mins

Library 5 km One hour two mins 20 mins

Table 6.3 above demonstrates that whilst limited amenities are available within walking distance of the site a range of

facilities are within cycling distance. To address this a local centre is proposed to be provided on site as part of the site

wide masterplan to ensure the necessary facilities and amenities for both residents and users of the development are

provided, reducing the need for travel in line with national and local policy.


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Development Proposals


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Introduction

This section of the FTP provides an outline of the development proposals including a review of the access and parking

arrangements.

Development Proposals

It is proposed to comprehensively redevelop the site to provide a mixed use development comprising of employment,

retail, leisure, residential and educational uses. This planning application seeks hybrid planning permission. This will

enable a range of land uses to be subject to outline planning permission, while a proportion of the site will be granted

detailed planning consent. The development proposals that are the subject of this TA and included within the planningapplication are summarised in Table 4.1 below.

Table 4.1: Development Proposals

Land Use Description Land Use Class Quantum of Development

Outline Planning Application:

Retail A1 – A5 Up to 3,100sqm of which up to

04 -Development Proposals


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Included in the proposals are the demolition and change of use of a number of existing buildings. Table 4.2 below outlines

the buildings for which change of use is sought. The location of these retained buildings is shown on the Demolition and

Retention plan in Append ix G . The floorspace of these buildings is contained within the total shown in Table 4.1.

Table 4.2: Change of Use of Retained Buildi ngs

Building Existing Lawful Use Proposed Use Floorspace (GIA)

B14&B14a Sui Generis D1/D2 846sqm

B18 Sui Generis B1(c) /B2/B8 551sqm




B2 Sui Generis B1(c) /B2/B8 3,530sqm

B3 Sui Generis B1(c) /B2/B8 1,765sqm

B9 Sui Generis D1/D2 233sqm

B8 Sui Generis D1/D2 750sqm

Total 8,317sqm of which 6,488sqm to be B1(c)/B2/B8 and 1,829 sqm to be D1/D2


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Table 4.3: Phase 1 Employment Development Proposals

Building Use Class Quantum of Development

Unit One

B1(c)/ B2/ B8

2,788sqm

Unit Two 1,860sqm

Unit Three 3,716sqm

Unit Four 1,860sqm

Detailed plans for the Phase 1 employment zone are included within Append ix G.

Access and Movement

Vehicular Access

Outline Planning Application

Vehicular access to the proposed development will be achieved from six main points of access as follows:

· A fourth arm on the existing roundabout at the A299 Hengist Way/Canterbury Road West junction (Cliffsendroundabout) to provide the principal point of access to the development;

· A new roundabout on Spitfire Way at the existing junction of Alland Grange Lane and Spitfire Way as the secondary

point of access to the development;

· A new priority junction on Spitfire Way to serve the Phase 1 employment land;

· A new priority junction with ghost island right turn facility to serve the employment zones proposed in the west of the

site;

· A new roundabout to replace the existing Spitfire Corner junction with access provided to the development via one of

the arms; and


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Secure and covered cycle parking will be provided in accordance with KCC’s parking standards to encourage cycling as a

mode of transport. Where appropriate showers and changing facilities will be provided for staff.

Detailed Planning Application

For the detailed planning application for the Phase 1 employment zone the proposed level of parking provision has been

reviewed in respect of the Kent and Medway Structure Plan 2006 Mapping out the future Supplementary Planning

Guidance SPG 4 Kent Vehicle Parking Standards (July 2006). However, as a flexible consent has been applied for, a

range of standards could apply. Table 4.4 shows the maximum level of car parking that could be provided under each of

the proposed land uses.

Table 4.4: Phase 1 Employment Parking Standards

Building

B1 light industry B2

Standard Disabled M/C Standard Disabled M/C

Unit One

(2,788sqm)80 4 5 56 3 4

Unit Two

(1,860sqm)53 3 4 37 4 3

Unit Three(3,716sqm)

106 4 6 74 4 4

Unit Four

(1,860sqm)53 4 4 37 4 3

Building B8 Storage and distribution B8 wholesale distribution

Cycle Parking (All Land

Uses


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Indicative Travel Patterns


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Introduction

This section of the TP outlines the likely travel patterns of future residents, staff and other users of the site of the site. The

indicative modal splits used in this section have been extracted from the accompanying TA for this masterplan planning

application.

Residential Travel Patterns

Trips to / from the development have been disaggregated into journey purpose using information from the DfT’s National

Travel Survey (NTS). NTS provides journey purpose under a number of headings. For the purpose of this TA the trip

generation has been split into work, education, shopping and other trips. The anticipated daily percentage split for each journey type which has been extracted from NTS 0502 and is illustrated in Table 5.1.

Table 5.1: Daily Percentage split of r esidential tri ps by type

Journey Purpose Daily % Split

Work 22.3%

Education 17.3%

05 - Indicative Travel Patterns


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Table 5.2 above demonstrates that the highest proportion of trips are anticipated to be undertaken by car (46%) followed

by car passenger (21%). The third most popular form of transport is likely to be by foot (18%) followed by bus (10%). Only

2% of residents are anticipated to travel via bicycle.

Employment Travel Patterns A significant quantum of employment land use is proposed as part of the development proposals, for which the end tenant

is currently unknown, therefore 2011 Census Travel to Work data has been used to derive the likely modal split of trips.

Due to the low number of work based trips generated by MSOA ‘Thanet 014’ in which the site is located, the modal split

for the surrounding seven MSOAs have also been used to establish a robust mode share at the development. The

resultant mode share is illustrated in Table 5.3 below.

Table 5.3: Work Based Modal Spli t

Mode Modal Split

Rail 1.8%

Bus 7.5%

Taxi 0.6%

Motorcycle 1.5%

Car Driver 63.7%

Car Passenger 7.8%

Cycle 3.6%

Pedestrian 13.5%

Total 100.0%

Table 5.3 above demonstrates that the majority of trips are anticipated to be undertaken by car (63.7%) followed by

pedestrian (13.5%). The third most popular form of transport is likely to be as a car passenger (7.8%) followed closely by

St Hill P k F k T l Pl


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Leisure, Retail and Hotel Travel Patterns

The mode share for retail and leisure trips have been derived using mode share information contained within the NTS

Table 0409. The mode share for employment trips, set out in Table 5.3 has also been applied to hotel trips. The resultantmode share for hotel, leisure and retail trips is shown in Table 5.5 below.

Table 5.5: Leisur e, Retail and Hotel Based Modal Spl it

Mode Hotel Leisure Retail

Rail 1.8% 4.2% 1.3%

Bus 7.5% 6.7% 9.7%

Taxi 0.6% 0.7% 0.5%

Motorcycle 1.5% 0.3% 0.1%

Car Driver 63.7% 37.2% 45.1%

Car Passenger 7.8% 33.4% 20.6%

Cycle 3.6% 2.6% 1.1%

Pedestrian 13.5% 14.9% 21.6%

Total 100.0% 100.0% 100.0%

Table 5.5 above demonstrates that car is likely to be the most used mode of transport followed by car passenger and

walking.



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Travel Plan Aims and Objectives



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Introduction

The aims and objectives of this FTP are set out below. The aims and objectives that have been set are developmentspecific and relate to the overall aspiration for the ongoing sustainability of the development and reducing the reliance on

the use of the private car.

Aims

The overall aim of this FTP is to reduce the reliance on use of the private car for essential and non-essential journeys

made by residents, staff and other users of the site. The overall aim is supported by the individual aims shown below:

· Minimising travel by private car where practically possible to achieve fewer vehicular trips from the development

than would otherwise have been the case;

· Reducing congestion on surrounding roads and the effects of development-based traffic on emissions, noise,

visual intrusion and road traffic accidents;

· Encouraging the use of alternative methods of travel that minimise the environmental impact of local residents as

well as those living/working within the development site through the promotion of attractive, safe, viable and

efficient modes; and

· Raising awareness of environmental issues, especially those which impact on personal health and innovative

06 - Travel Plan Aims and Objectives



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Targets



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Introduction

To support the aims and objectives of this FTP, mode share targets will be set. As per KCC’s ‘New Ways 2 Work – best

practice guide for preparing Travel Plans in Kent’ the targets set in this FTP will be SMART:

· Site - specific: The targets take into account the location of the site in terms of accessibility and the type of

development proposed;

· Measureable: The proportion of residents, staff and visitors using each mode of transport will be measured and

monitored using the travel questionnaires as outlined in section ten of this report;

· Achievable: It is considered that given the proposals for public transport, walking and cycling that the targets are

achievable;· Realistic: Given the low baseline proportion of cycling and public transport trips a target increase in these types

of trips is considered realistic. A reduction in staff car driver based trips (by 10%) for journeys of less than 5km is

considered realistic as it is likely that these journeys could be undertaken by public transport or cycling; and

· Time-bound: The targets are to be met within a defined period.

Targets

KCC’s ‘Guidance on Transport Assessments and Travel Plans’ and ‘New Ways 2 Work – best practice guide for preparing

07 - Targets



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Table 7.1: Anticipated and Projected Mode Share for Residents

Method of Travel Anticipated Mode Share

Projected Mode Share following

implementation o f TPRail 2.0% 4.5%

Bus 9.8% 12.3%

Taxi 0.1% 0.1%

Motorcycle 0.5% 0.5%

Car Driver 45.8% 35.8%

Car Passenger 20.7% 22.7%

Cycle 2.2% 5.2%

Pedestrian 18.2% 18.2%

Other 0.7% 0.7%

Total 100.0% 100.0%

It is considered that a 10% reduction in single occupancy car based trips is achievable and realistic. It is considered that a

higher proportion of trips could be undertaken as a car passenger (via lift sharing), via cycle and by using public transport.

The number of person trips that are expected to be generated by the residential element of the development have been

extracted from the accompanying TA. In addition, the targets set out in this TP have also been applied. The anticipated

trips and adjusted trips following the implementation of this TP are summarised in Table 7.2.

Table 7.2: Anticipated and Projected Resident Multi Modal Daily Trip Generation Before and Aft er theImplementation of TP

Projected Daily Tips following



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Employment

A summary of the existing and projected mode share targets for staff based upon the mode share set out in Section Five

are summarised in Table 7.3.

Table 7.3: Anticipated and Projected Mode Share for Staff

Method of Travel Anticipated Mode ShareProjected Mode Share following

implementation of TP

Rail 1.8% 4.3%

Bus 7.5% 10.0%

Taxi 0.6% 0.6%




Cycle 3.6% 6.6%


Total 100.0% 100.0%



The number of person trips that are expected to be generated by the employment element of the development have been

extracted from the accompanying TA. In addition, the targets set out in this TP have also been applied. The anticipated

trips and adjusted trips following the implementation of this TP are summarised in Table 7.4.

Table 7.4: Anticipated and Projected Employment Multi Modal Daily Trip Generation Before and After Implementation of TP



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Primary School

A summary of the existing and projected mode share targets for staff and students attending either of two primary schools

based upon the mode shares set out in section five are summarised in Table 7.5.Table 7.5: Antic ipated and Projected Mode Share for the Primary Schools

Method of Travel Anticipated Mode ShareProjected Mode Share following

implementation of TP

Rail 0.0% 2.5%

Bus 5.9% 8.4%

Taxi 0.0% 0.0%




Cycle 1.6% 4.6%


Total 100.0% 100.0%



The number of person trips that are expected to be generated by staff and students attending either of the two primary

schools have been extracted from the accompanying TA. In addition, the targets set out in this TP have also been applied.

The anticipated trips and adjusted trips following the implementation of this TP are summarised in Table 7.6.

Table 7.6: Anticipated and Projected Primary School Multi Modal Daily Trip Generation Before and After



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Leisure, Retail and Hotel

A summary of the existing and projected mode share targets for leisure, retail and hotel uses based upon the mode shares

set out in section five are summarised in Table 7.7.Table 7.7: Antic ipated and Projected Mode Share for leisure, retail and hotel uses

Method of Travel

Leisure Retail Hotel

Anti cip ated Pro jected Anti cipated Pro jected Anti cip ated Projected

Rail 4.2% 6.7% 1.3% 3.8% 1.8% 4.3%

Bus 6.7% 9.2% 9.7% 12.2% 7.5% 10.0%

Taxi 0.7% 0.7% 0.5% 0.5% 0.6% 0.6%

Motorcycle 0.3% 0.3% 0.1% 0.1% 1.5% 1.5%

Car Driver 37.2% 27.2% 45.1% 35.1% 63.7% 53.7%

Car

Passenger 33.4% 35.4% 20.6% 22.6% 7.8% 9.8%

Cycle 2.6% 5.6% 1.1% 4.1% 3.6% 6.6%

Pedestrian 14.9% 14.9% 21.6% 21.6% 13.5% 13.5%

Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%



The number of person trips that are expected to be generated by the leisure, retail and hotel elements of the development

have been extracted from the accompanying TA. In addition, the targets set out in this TP have also been applied. The



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Total Development

The anticipated trips and adjusted trips for the development as a whole following the implementation of this TP but

excluding internalisation are summarised in Table 7.9 below.

Table 7.9: Anticipated and Projected Multi Modal Daily Trip Generation Before and After Implementation of TP for the Whole Development

Total Multi-Modal Trip

Generation

Anti cipated Daily TripsProjected Daily Tips foll owing

implementation o f TP

Ar r. Dep. Arr. Dep.

Rail 359 372 845 873

Bus 1733 1795 2219 2297

Taxi 56 57 56 57

Motorcycle 107 111 107 111

Car Driver 9365 9667 7422 7660

Car Passenger 3477 3601 3866 4003

Cycle 433 448 1016 1050

Pedestrian 3834 3947 3834 3947

Other 70 75 70 75

Al l Modes 19434 20073 19435 20073

The mode share target of a 10% decrease in single occupancy car driver trips across the whole development site would

result in a reduction of 1943 vehicle arrivals and 2007 vehicle departures per day.



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Proposed Measures and Initiatives



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Introduction

This section of the report outlines the measures and initiatives that could be introduced at the site to achieve the targetsset out in section seven. The measures have been split into the respective land uses proposed on the site as follows:

· Hard measures applicable to all users of the site;

· Measures specific to the residential development;

· Measures specific to the proposed employment and leisure uses on the site; and

· Measures specific to education uses.

The final measures to be implemented will be the subject of further discussion and refinement post application. It is

envisaged that the measures proposed will be secured by a travel planning condition attached to any planning consent.

Hard measures applicable to all users

Facilit ies to aid pedestrian and cycl ist movement

Outline Application

08 - Proposed Measures and Initiatives



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Allowance has been made within the pedestrian and cycle strategy for connections to/from the proposed Parkway Station.

Should this station be delivered it is proposed that the footway on Canterbury Road West between the existing emergency

access to the site immediately to the west of Jentex and Cliff View Road will be widened to provide a pedestrian route

to/from the station. It is envisaged that this proposal will be secured via S106 agreement.

A plan showing the proposed walking and cycling strategy is included within Appendix H.

Secure and covered cycle parking will be provided in accordance with KCC’s parking standards to encourage cycling as a

mode of transport. Where appropriate, showers and changing facilities will be provided for staff.

Detailed Planning Application

The site access arrangements for the Phase 1 development include the provision of a shared cycle/footway on one side of

the carriageway and a footway on the other. These new facilities will eventually be connected with the wider siteinfrastructure. However, in the interim they will provide access from the individual employment buildings to Spitfire Way.

Cyclists will be expected to continue their route on foot from Spitfire Way whilst pedestrians will be able to access the bus

stops associated with the Phase 1 Public Transport Strategy (PTS) outlined below. Secure and covered cycle parking will

be provided in accordance with KCC’s standards to encourage cycling as a mode of transport.

Public Transport Strategy

Outline and Detailed Planning Application

A comprehensive PTS has been developed for the site in conjunction with the principal bus operator for the area

Stagecoach East Kent and KCC. The final strategy that is implemented will very much depend upon the phasing of the

development and external factors such as the wider bus market and delivery of other strategic sites including the proposed

Parkway Station. However, based upon discussions to date and an indicative phasing schedule the following strategy is

proposed:

Phase 1



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Phase 4

Development Quantum: Up to 1700 dwellings served from the A299 Hengist Way and Spitfire Way with emergency/bus

access also provided from Manston Road. Up to 85,000m2 of employment space provided accessed from Spitfire Way.

Accompanying PTS:· A contribution towards diversion of route 38 through the site to serve the new local centre; and

· A contribution towards diversion of route 9 through the site to serve the new local centre.

Phase 5

Development Quantum: Up to completion of development

Accompanying PTS:

A contribution towards the potential introduction of a new bus service to link the Local Plan sites, Westwood Cross, Stone

Hill Park, Parkway Station and Discovery Park.

It is considered that this PTS will be sufficient to accommodate the demand generated for public transport as a result of

the Proposed Development and will encourage the use of this mode for travel to and from the site in line with the targets

set out in this FTP.

Plans showing the proposed PTS by phase are included within Appendix I.

Electric Vehicle Charging

In accordance with TDC’s ‘Air Quality Planning Guidance’ (2016) appropriate provision for electric vehicle charging will be

provided within the development to encourage travel by low emission vehicles. It is envisaged that the provision of electric

vehicle charging point will be secured by condition attached to any planning consent.

Car Club

Due to the size of the development, provision of a car club scheme within the development may be viable. We will explore

the potential for a car club with national operators and seek to secure implementation of this as part of full travel plans



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Travel Information Notice Boards

Travel Information Notice Boards could be implemented in communal parts of the residential development providing travel

and community information. The boards could display a map of the proposed development and surrounding area and local

bus information including timetables and location plans for bus stops. The board could also include information about

cycle routes, walking information and the car share database.

The board could also be used to inform residents of any forthcoming travel initiatives or events that are being organised by

the Travel Plan Co-ordinator (TPC).

Travel Website

Details about travelling to the site could be made available online. This information could be maintained and updated by

the TPC on a quarterly basis.

Pedestrian and Cycle Promotion

Residents could be provided with a map of the local facilities which are easily accessible by cycling or walking, together

with an indication of suggested routes as part of their welcome packs and on the resident notice board. Regular updates

could be made available by the TPC via the notice board.

A Bicycle User Group (BUG) could be established by the TPC to encourage travel by bicycle and assist those less

confident in cycling to take up this mode of travel.

Public Transport Promot ion

Residents could be informed of public transport choices via their welcome packs. A map could be provided which would

illustrate bus stop locations in relation to the site. The recommended shortest safe pedestrian route, as well as average

walking times to the bus stops could also feature.

Residents could also be provided with a summary of the bus services operating from nearby bus stops. Details of bus

routes servicing key destinations including rail/bus interchanges, facilities, and key centres could be provided. Bus


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Welcome Packs for New Staff

This TP could be promoted to new staff through an introductory ‘Welcome Pack’ that would be given to all new members

of staff as they start on site. It is anticipated that the employment zones proposed on the site would be occupied by a

series of tenants. It is envisaged that upon a business moving in the manager of that business would be presented with

enough welcome packs for the staff of that business. As a minimum the welcome pack could include:

· Public transport timetables and route maps;

· Cycle route maps and BUG details;

· Walking Information; and

· Car share database details.

The welcome pack could be updated twice a year to ensure that the packs issued remain relevant.


Travel Information Notice Boards could be implemented in communal parts of the school providing travel and community

information. The boards could display a map of the site and surrounding area and local bus information including

timetables and location plans for bus stops. The board could also include information about cycle routes, walking

information and the car share database.

The board could also be used to inform students and teachers of any forthcoming travel initiatives or events that are being

organised by the TPC.

Travel Website

Details about travelling to the site could be made available online. This information would be maintained and updated by

the TPC on a quarterly basis.

Travel Events

Travel events could be organised by the schools to encourage pupils and staff to travel to school using sustainable

methods. Examples could include taking part on a cycle to school week initiative.



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· Cycle route maps and BUG details;

· Walking Information; and

· Car share database details.

The welcome pack could be updated twice a year to ensure that the packs issued remain relevant.


Travel Information Notice Boards could be implemented in communal parts of the hotel and leisure buildings, providing

travel and community information for staff and visitors. The boards could display a map of the site and surrounding area

and local bus information including timetables and location plans for bus stops. The board could also include information

about cycle routes, walking information and the car share database.

The boards could also be used to inform staff of any forthcoming travel initiatives or events that are being organised by the

TPC.

Travel Website

Details about travelling to the site could be made available online. This information could be maintained and updated by

the TPC on a quarterly basis. In addition sustainable travel options could be promoted on the hotel and leisure websites to

inform visitors before they arrive at the proposed development.

Pedestrian and Cycle PromotionStaff could be provided with a map of the local facilities which are easily accessible by cycling or walking, together with an

indication of suggested routes as part of their welcome packs and on the staff notice boards. Regular updates would be

made available by the TPC via the Travel Information Notice Boards.

A Bicycle User Group could be established by the TPC to encourage travel by bicycle and assist those less confident in

cycling to take up this mode of travel.



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Travel Plan Management



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Introduction

It is important to have a strong organisational structure with clearly defined roles in order to deliver a successful TP. Thisincludes identifying key responsibilities, how the TP will be implemented, how the initiatives will be enacted and the

procedure for monitoring and review. This section outlines how the TP will be managed.

ManagementThis FTP is an overarching document designed to help the formulation of individual TPs for the site to be secured at

reserve matters application stage.

Travel Plan Co-ordinator

An overarching TPC will be appointed for the whole of the site. This TPC will act as a figure head for the ongoing

management and commitment of the TP as well as the TPC for the re-occupation of existing buildings on the site. Details

of the appointed TPC will be provided to KCC as part of the discharge of a site wide condition. The TPC will be

responsible for:

· Marketing and publicising of the TP and individual TP’s;

· Acting as the “Public Face” of the TP, the key contact point for residents;

09 - Travel Plan Management



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Not all members of the Travel Plan Working Group will be known until the whole site is occupied. As soon as available, a

contact list of the nominated people associated with the TP will be drafted and held by the whole development TPC.

This FTP provides a template for how TP’s will be developed across the whole site. To ensure that travel planning

measures and initiatives can be effectively implemented and shared across the development a TP Working Group

structure has been devised. This structure outlines the key roles that will be provided in order to operate the TP across the

site. Figure 8.1 below shows the suggested Travel Plan Working Group structure.

Figure 8.1: Suggested Travel Plan Working Group Structure

SHP

Travel PlanCoordinator

(TPC)

RESIDENTIAL

Residential TPC

HousingDeveloper

Representative

Housing Association

Representative

LEISURE

Hotel

Hotel TPC

Wave Garden

Wave GardenTPC

PRIMARYSCHOOLS

School TPCs

RETAIL

Small RetailUnits TPC

EMPLOYMENT

Pre-occupiedbuildings TPC

NewEmployment

Use TPC



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Monitoring and Reporting



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Introduction

Monitoring of this FTP will be required to determine the effectiveness of measures and initiatives. This section of thedocument gives a suggested strategy for implementing, monitoring and reviewing the progress of the FTP with respect to

the objectives and targets that have been set. The first data collection exercise (a questionnaire to establish up to date

baseline travel habits) will be undertaken within six months of implementation of the final site wide TP.

Securing the Plan

It is envisaged that the FTP will be secured by a site wide travel planning condition as part of the planning consent.

Individual TP’s for each land use will then be secured through reserved matters applications.

Implementation

This FTP looks to establish a sustainable approach to travel provision and the behaviour of those travelling to and from the

site. This FTP will seek to influence the transport choices made by residents, employees and visitors to and from the site.

The way this FTP is implemented will determine how successful the measures and initiatives are in influencing this

behaviour and there are a number of areas which can be targeted to maximise its impact.

Travel behaviour is determined at a very early point and once people settle in to a particular routine it is difficult to alter. It

010 - Monitoring and Reporting



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In addition to travel surveys the SHP TPC will also be responsible for collating information about parking utilisation and

servicing to inform any parking management strategy and servicing management plan. This will form an integral part of

the monitoring process to ensure compliance with any relevant planning conditions.

The TPC will be responsible for ensuring that each representative of the TP Working Group disseminates their respective

travel surveys to ensure a good response rate is achieved.

Following the initial baseline travel survey further travel surveys will be completed on an annual basis every year until

three years post occupation of the final building to determine how the TP is progressing against the targets established.

Information gathered through the monitoring process will be recorded for input into the review process. The output from

the review process will be made available to the key stakeholders, including KCC, free of charge.

Reporting and Review

The FTP will be reviewed annually with the first review to be undertaken after one year of the FTP being implemented in

order to measure its effectiveness. The TPC will be responsible for the review process with the support of the Working

Group.

A Monitoring Report will be developed by the TPC summarising the results of the surveys. The report will include the

current survey results compared against the targets established within this FTP. Should the results of the survey show that

the targets are not being met the report will include details of measures which are to be implemented in order to help

improve mode share.

The review of the FTP will consider residents and staff travel needs arising from new developments in transport provision.

The TP will be updated as appropriate to account for this.

KCC uses Jambusters to monitor their TP’s. Jambusters provides an innovative TP management software package which

includes site audit questionnaires and staff travel surveys designed to monitor and report on the progress of TP’s. The

use of Jambusters will be discussed as part of the development of this FTP.


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Appendix A – Site Location

0 x 2 9 7 m m


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Lord of

the Manor

Minster

Roundabout

Monkton

Roundabout

Cliffsend

Roundabout

Sevenscore

Roundabout

Spitfire

Junction

Birchington

Rail Station

Stanner

Hill

Coffin

House

Corner I S O A 3 4 2 0

S T E R P L A N \ D R A W I N G S \ W O R K I N G \ 1 6 0 1 2 2_

A C C E S S I B I L I T Y P L

A N S_

C T . D W G



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Appendix B – Existing Site Access Points

2 0 x 2 9 7 m m


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I S O A 3 4 2

S T E R P L A N \ D R A W I N G S \ W O R K I N G \ 1 6 0 1 2 2_

A C C E S S I B I L I T Y P L A N S_

C T . D W G



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Appendix C – Public Rights of Way andPedestrian Isochrones

AECOM

MidCity Place I S O A 3 4 2 0 x 2 9 7 m m


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KEY

Site Boundary

400m Isochrone

800m Isochrone

1200m Isochrone

Existing Access Point

Public Footpath

Public Bridleway

71 High HolbornLondon, WC1V 6QS

+44 (0)20 7061 7000www.aecom.com

PROJECT

Stone Hill Park

I/R

ISSUE/REVISION

SHEET TITLE

SHEET NUMBER

PROJECT NUMBER

D AT E D ES IG N D R AW N C HK 'D A PP 'D

L a s t s a v e d b y : T U R L E Y C ( 2 0 1 6 - 0 4 - 2 9 )

L a s t P l o t t e d : 2 0 1 6 - 0 4 - 2 9

F i l e n a m e : F : \ L O N D O N D E V P L A N N I N G L I B R A R Y \ P R O J E C T S \ 6 0 4 3 0 4 5 3 - M A N

S T O N A I R P O R T M A S T E R P L A N \ D R A W I N G S \ W O R K I N G \ 1 6 0 1 2 2_

A C C E S S I B I L I T Y P L A N S_ C T

. D W G

60430453

60430453-M001-SKE-0008

Pedestrian Isochrones and PROW

and database right 2016



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Appendix D – Cycle Network and Cycle

Isochrones

AECOM

MidCity Place71 High Holborn

I S O A 3 4 2 0 x 2 9 7 m m


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R e g i o n a l R o u t e 1 5 - V i k i n g T r a i l

R e g i o n

a l R

o u t e

1 5

KEY

Site Boundary

Traffic free cycle route

On-road cycle route

2500m Isochrone

5000m Isochrone

71 High Holborn

London, WC1V 6QS+44 (0)20 7061 7000

www.aecom.com

PROJECT

Stone Hill Park

I/R

ISSUE/REVISION

SHEET TITLE

SHEET NUMBER

PROJECT NUMBER



L a s t P l o t t e d : 2 0 1 6 - 0 4 - 2 9

F i l e n a m e : F : \ L O N D O N D E V P L A N N I N G L I B R A R Y \ P R O J E C T S \ 6 0 4 3 0 4 5 3 - M A N

S T O N A I R P O R T M A S T E R P L A N \ D R A W I N G S \ W O R K I N G \ 1 6 0 1 2 2_

A C C E S S I B I L I T Y P L A N S_ C

T . D W G

60430453

60430453-M001-SKE-0009

Cycling Routes and Isochrones



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Appendix F – Amenities

AECOM

MidCity Place

71 High Holborn

I S O A 3 4 2 0 x 2 9 7 m m


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KEY

Site Boundary

Doctor

Dentist

Preschool/Nursery

Primary,Secondary

School and College

Food Retail

Public House

Leisure Centre

Library

gLondon, WC1V 6QS

+44 (0)20 7061 7000www.aecom.com

PROJECT

Stone Hill Park

I/R

ISSUE/REVISION

SHEET TITLE

SHEET NUMBER

PROJECT NUMBER



L a s t P l o t t e d : 2 0 1 6 - 0 4 - 2 9

F i l e n a m e : F : \ L O N D O N D E V P L A N N I N G L I B R A R Y \ P R O J E C T S \ 6 0 4 3 0 4 5 3 - M A N S T O N A I R P O R T M A S T E R P L A N \ D R A W I N G S \ W O R K I N G \ 1 6 0 1 2 2_

A C C E S S I B I L I T Y P L A N S_ C

T . D W G

60430453

60430453-M001-SKE-0010

Local Amenities




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Appendix G – Development Proposals

W

B

Stone

URT R O A D

G

P

V IN C E N T R O AD T ra c k

Stone

Stone

M A N

S T O N

R O A

D

LB

Mast

THISDRAWINGIS COPYRIGHTAND MAYNOT BE REPRODUCED IN

WHOLEOR PART WITHOUTWRITTEN AUTHORITY.DONOTSCALE OFF THISDRAWING C

C

PLANNINGAPPLICATIONSITEBOUNDARY

OTHERLANDOWNED BYAPPLICANT

EXTENTOF PHASE1 (DETAILEDAPPLICATION)


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S E M P LE C LO S E

unway ApproachLights

Gas Govn

Mast

Masts(Telecommunication)

D R I V E

Stones

A2 9 9

Stone

L

Telegraph Hill

MINSTER

Runway ApproachLights

M I N S T E R

S T R

E E T

ROUNDABOUT

H O U S E

HILL

L A U N D R Y

R O A D

A2 9 9

S O U T H A L L C L O

S E

R O A

D

I V Y

C O T T A G E

H I L L

W A Y H

IL L

T H O R N E H I L L

HENGIST WAY

Dunstr e te

G

P

CLIFFSEND A 2 9 9

D unstre te

ROUNDABOUT

Wind Sock

Runway ApproachLights

K I N G

A R T H U

R R O A D

ElSub

CANTERBURYROADWEST

Mast

W I N D S O

R R O A D

Mast (Telecommunication)

Sta

Tank

LB

A R U N D

E L R O A

D

Sports Ground

H I G H S

T R E E T

(private)

Track

TCB

T r ac k

IN V I C T A W AY

M E R L I N W A Y

C O L U M B U S A V E N U E

S P I T F IR E W AY

Manston Park

B 2 19 0

M I N S T E R R O A D

B 2 1 9 0

(disused)

M a s t (T e l e c o m m u n ic a t io n )

Icehouse

Tank

SubSta

B E AM O N T

M U S G R A V E

ElSub Sta

LB

DRIVE

Court

SP IT F IR E

W A Y

Tennis

Pond

A L

L A N

D

G R A N

G E

Track

C L O S E

E S M O N D E

S i l o s

C L O S E

E l S

u b

S t a

El

C a v e s

B 2 1 90

Lighting Tower

S P I T F IR

E W A

Y

M A N S T O N R O A D

ElSub

R O A

D

B E L L

Lighting Tower

FS

Sta

SubSta

M A N S T

O N

B 2 1 9

0

- D A V I E S

Tennis

Pylon

B 2 0 5 0

Lighting Tower

B 2 1 9

0

Pylon

T O L L

E M A C

H E

C L

D R I V E

El

Court

P R E S

T O N R O A D

D A I G O R

L A N E

ElSub Sta

B 2 0 50

Stone

P R E S T O N

R O A D

S P R ATLI N G S T R E E T

Electricity SubStation

WarMeml

T r a c k

T r a c

k

The Leys

Stone

Path

E L M

G R O

V E

Letter

(private)

M A N S T O N

C O U R T R O A D

TCB

TCB

Wind

Stone

SportsGround

G R E E N

Stone

Box

Ruin

M ANS TON ROAD

T H E

G

P

Sock

H I G H

S T R E E T

B 2 0 5 0

S T

C A T H E R I N E ' S

G R O V E

Stones

Box

T r a c k

Letter

Stone

Stone

Stone

Reservoir

M A N S T O N

C O U R

Stone

P R E S T

O N R O A

D

Reservoir

Stone

(covered)

Mast

Stone

D r a i n (covered)

A 2 9 9

A2 99

A 2 5 6

ROUNDABOUT

Reservoir

SEVENSCORE

S E

A V I E

W

R O A D

MP84

C L

I F F V

I E W

R O A

D

CLIVE ROAD

F O A �

SHP2016 - Framework Travel Plan

Documents

Transcript of SHP2016 - Framework Travel Plan